DefinitionPlastic welding and spot welding - both are almost similar to each other. There is a difference noted. In plastic welding, heat is supplied through convection of the pincher tips, instead of conduction. The two plastic pieces are brought together. At the time of welding, a jet of hot air is liberated. This melts the parts to be joined along with the plastic filler rod. As the rod starts melting, it is forced into the joint and causes the fusion of the parts.Plastic identification is the first point to be noted in order to choose a suitable plastic welding rod. A plastic welding rod or thermoplastic welding rod is of a constant cross-section shape. Using this, two plastic pieces can be joined. It may have a circular or triangular cross-section. Porosity of the plastic welding rod is an important factor. Air bubbles in the rod will be created due to its high porosity. This is responsible for decreasing the quality of the welding. So, the rods used must maintain zero porosity. Otherwise, they should be void less. Products like chemical tanks, water tanks, heat exchangers and plumbing fittings are manufactured by using the technique of plastic welding. By adopting this technique, money can be saved.Using plastic welding, two plastics can be welded together. This type of weld is performed on children's toys, lawn furniture, auto parts and other plastic equipments which are used daily - both for domestic and commercial purposes. In order to join the thermoplastics, when they are heated an under a particular pressure, this type of welding is employed. In normal practice, using filler material, the pieces are joined together. There are certain occasions wherein filler material can be avoided. Generally, plastic is not durable and has a shorter life span. Natural elements like cold weather, ultraviolet radiation from the sun or continuous exposure to chemicals causing contamination, will create damage to plastic products. Plastic can be subjected to damage if it is hit on a hard surface. But, as the price of new parts is high, it is preferred to repair the existing products.As there are different types of plastics, we must know which one we are working with in order to find the exact welding material to be used. We must know the difference between thermoplastics and thermo sets because it is not possible to weld thermo sets. If you use the wrong welding rod for the plastic to be repaired, bonding will not take place. As materials like polyolefin's have a lower surface energy, a special group of polyolefin adhesives has to be used. When you are repairing plastic, there are usually two types of defects - a crack or a broken part. In the case of a crack, there is a particular stress affecting the inside of the material. You have to repair the crack and you should not continue through the piece.Introduction:There are many types of plastic welding.

Hot gas welding uses a welding gun which has electric heating elements. They produce heat f hot gas.

Hot plastic welding uses a hot plate place between the two surfaces which are to be joined. In order to weld two pieces, ultrasonic welding uses a high frequency acoustic vibration. After subjecting them to high pressure, they are exposed to the vibrations until the weld is completed.

Spin welding, where friction is employed to weld two cylindrical parts. These parts are rotated. The rotation stops at a particular point and the weld is completed.

Vibration welding exposes the pieces to a frequency called amplitude. The two pieces are subjected to pressure due to which a friction is created which generates heat.Metal Arc WeldingIt is a process of joining two metal pieces by melting the edges by an electric arc. The electric arc is produced between two conductors. The electrode is one conductor and the work piece is another conductor. The electrode and the work piece are brought nearer with small air gap. (3mm app.)

When current is passed an electric arc is produced between the electrode and the work piece. The work piece and the electrode are melted by the arc. Both molten piece of metal become one. Temperature of arc is about 4000c Electrodes used in arc welding are coated with a flux. This flux produces a gaseous shield around the molten metal. It prevents the reaction of the molten metal with oxygen and nitrogen in the atmosphere. The flux removes the impurities from the molten metal and form a slag. This slag gets deposited over the weld metal. This protects the weld seam from rapid cooling. Fig.1 shows arc welding process.

Carbon Arc WeldingIn carbon arc welding, the intense of heat of an electric arc between a carbon electrode and work piece metal is used for welding. DC power supply is used. The carbon electrode is connected to negative terminal and work piece is connected to positive terminal, because positive terminal is hotter (4000c) than the negative terminal (3000c) when an arc is produced. So carbon from the electrode will not fuse and mix up with the metal weld. If carbon mixes with the weld, the weld will become weak and brittle. To protect the molten metal from the atmosphere the welding is done with a long arc. In this case, a carbon monoxide gas is produced, which surrounds the molten metal and protects it.

Carbon arc welding is used to weld both ferrous and non ferrous metals. Sheets of steel, copper alloys, brass and aluminium can be welded in this method.

Oxy-Acetylene weldingIn gas welding, a gas flame is used to melt the edges of metals to be joined. The flame is produced at the tip of welding torch. Oxygen and Acetylene are the gases used to produce the welding flame. The flame will only melt the metal. A flux is used during welting to prevent oxidations and to remove impurities. Metals 2mm to 50mm thick are welded by gas welding. The temperature of oxyacetylene flame is about 3200c. Fig shows Gas welding equipments.

GAS CUTTING

Ferrous metal is heated in to red hot condition and a jet of pure oxygen is projected onto the surface, which rapidly oxidizes

Oxides having lower melting point than the metal, melt and are blown away by the force of the jet, to make a cut

Fast and efficient method of cutting steel to a high degree of accuracy

Torch is different from welding

Cutting torch has preheat orifice and one central orifice for oxygen jet

PIERCING and GOUGING are two important operations

Piercing, used to cut a hole at the centre of the plate or away from the edge of the plate

Gouging, to cut a groove into the steel surface

AbstractIn developed and developing countries considerable emphasis is being laid on the minimization of pollutants from internal combustion engines. A two-stroke cycle engine produces a considerable amount of pollutants when gasoline is used as a fuel due to short-circuiting. These pollutants, which include unburnt hydrocarbons and carbon monoxide, which are harmful to beings. There is a strong need to develop a kind of new technology which could minimize pollution from these engines.Direct fuel injection has been demonstrated to significantly reduce unburned hydrocarbon emissions by timing the injection of fuel in such way as to prevent the escape of unburned fuel from the exhaust port during the scavenging process.

The increased use of petroleum fuels by automobiles has not only caused fuel scarcities, price hikes, higher import bills, and economic imbalance but also causes health hazards due to its toxic emissions. Conventional fuels used in automobiles emit toxic pollutants, which cause asthma, chronic cough, skin degradation, breathlessness, eye and throat problems, and even cancer.The Objectives Of Present StudyTo compare the performance of a carbureted and injected engine at constant speed. Direct injection system was developed which eliminates short circuiting losses completely and injection timing was optimized for the best engine performance and lower emissions.

In a lean burn engine, air fuel ratio is extremely critical. Operation near the lean mixture limit is necessary to obtain the lowest possible emission and the best fuel economy. However, near the lean limit, a slight error in air-fuel ratio can drive the engine to misfire.

A reliable electronic gaseous fuel injection system was designed and built in order to control the engine and also for the evaluation of control strategies. The electronic control unit is used to estimate the pulse width of the signal that would actuate the fuel injector and the start of fuel injection.Electronic Fuel Injection System

New Direct Cng Injection System

The short-circuiting losses of the two-stroke engine can be eliminated by directly injecting the fuel into the cylinder after the closure of the exhaust port. This requires the development of an electronically controlled direct fuel injection system fitted with suitable modification to the engine.

The Figure shows the cylinder wall injection, with an injection nozzle installed in the cylinder wall. The injection nozzle was tilted by 400 from the horizontal and injects the fuel upward, different from the method of injecting the fuel at a right angle to the cylinder axis as employed by Vieillendent, Blair, etc. The spray would be concentrated on the upper position of the combustion chamber near the spark plug.

The location of the nozzle on the cylinder was determined from the pressure crank angle diagram corresponding to an in-cylinder pressure of 2 bar attained after the closure of the exhaust port. Corresponding to this crank angle a hole is drilled in the cylinder bore at an inclination of 400 from horizontal. A water-cooled adaptor was designed for cooling the injector to prevent excess heating of the injector.

Effect of Fuel Injection Timing on Engine Load

Fuel injection timing has a strong influence on the mixing process. In homogeneity in the cylinder charge creates limitations in the optimization of natural gas engines. It has been demonstrated, that poor mixture distribution increases the level of cycle-to-cycle combustion variability.

Mixture formation in a direct injected gasoline fueled engine is largely dependent on the atomization and evaporation of the fuel. While this complexity is not present in gaseous-fueled engines since the mixing process is far from trivial. Due to the lower momentum of injected fuel, the degree of mixing in the region of the jet is lower in the gaseous case than in the liquid case. For this reason, it is important to utilize the timing of the fuel injection event to optimize the mixing process.

Any further increase in the injection advance angle of 2330 results in reduction in maximum brake thermal efficiency is 22.1% at BMEP of 3.45 bar. This is due to the fact that the exhaust gases may carry a small fraction of injected fuel while scavenging.

ConclusionThe maximum brake thermal efficiency of the direct injection engine is 9.1% more than the carbureted engine at 3500 rpm.

There is 79.3% reduction in the unburnt hydrocarbon with electronic fuel injection at 3500 rpm.The CO emission is 94.5% less in the injected engine compared to the carbureted engine at 3500 rpm.

This paper deals with the details of four wheel steering (4WS) system. With the help of this system all the four wheels can be turned to any direction using the steering. Thus the vehicle can be controlled more effectively especially during cornering and parking. Also the speed of the vehicle can be increased or decreased.

`There are three types of production of four-wheel steering systems:1. Mechanical 4WS2. Hydraulic 4WS3. Electro/hydraulic 4WSThe mechanical 4WS uses two separate steering gears to control the front and rear wheels. The hydraulic 4WS uses a two-way hydraulic cylinder to turn both the wheels in the same direction. It is not possible to turn them in the opposite direction. The electro/hydraulic 4WS combine computer electronic controls with hydraulics to make the system sensitive to both steering angle and road speeds.

This system finds application in off-highway vehicles such as fork lifts, agricultural and construction equipment and mining machinery. It is also useful in passenger cars, mainly SUVs. Four-wheel steering, 4WS, also called rear-wheel steering or all-wheel steering, provides a means to actively steer the rear wheels during turning maneuvers. It should not be confused with four-wheel drive in which all four wheels of a vehicle are powered. It improves handling and help the vehicle make tighter turns.Production-built cars tend to understeer or, in few instances, oversteer. If a car could automatically compensate for an understeer/oversteer problem, the driver would enjoy nearly neutral steering under varying conditions. 4WS is a serious effort on the part of automotive design engineers to provide near-neutral steering.The front wheels do most of the steering. Rear wheel turning is generally limited to 50-60 during an opposite direction turn. During a same direction turn, rear wheel steering is limited to about 10-1.50.When both the front and rear wheels steer toward the same direction, they are said to be in-phase and this produces a kind of sideways movement of the car at low speeds. When the front and rear wheels are steered in opposite direction, this is called anti-phase, counter-phase or opposite-phase and it produces a sharper, tighter turnWhy Four-Wheel Steering System?:To understand the advantages of four-wheel steering, it is wise to review the dynamics of typical steering maneuvers with a conventional front -steered vehicle. The tires are subject to the forces of grip, momentum, and steering input when making a movement other than straight-ahead driving. These forces compete with each other during steering maneuvers. With a front-steered vehicle, the rear end is always trying to catch up to the directional changes of the front wheels. This causes the vehicle to sway. As a normal part of operating a vehicle, the driver learns to adjust to these forces without thinking about them.When turning, the driver is putting into motion a complex series of forces. Each of these must be balanced against the others. The tires are subjected to road grip and slip angle. Grip holds the car's wheels to the road, and momentum moves the car straight ahead. Steering input causes the front wheels to turn. The car momentarily resists the turning motion, causing a tire slip angle to form. Once the vehicle begins to respond to the steering input, cornering forces are generated. The vehicle sways as the rear wheels attempt to keep up with the cornering forces already generated by the front tires. This is referred to as rear-end lag, because there is a time delay between steering input and vehicle reaction. When the front wheels are turned back to a straight -ahead position, the vehicle must again try to adjust by reversing the same forces developed by the turn. As the steering is turned, the vehicle body sways as the rear wheels again try to keep up with the cornering forces generated by the front wheels.The idea behind four-wheel steering is that a vehicle requires less driver input for any steering maneuver if all four wheels are steering the vehicle. As with two-wheel steer vehicles, tire grip holds the four wheels on the road. However, when the driver turns the wheel slightly, all four wheels react to the steering input, causing slip angles to form at all four wheels. The entire vehicle moves in one direction rather than the rear half attempting to catch up to the front. There is also less sway when the wheels are turned back to a straight-ahead position. The vehicle responds more quickly to steering input because rear wheel lag is eliminated.Mechanical 4WSIn a straight-mechanical type of 4WS, two steering gears are used-one for the front and the other for the rear wheels. A steel shaft connects the two steering gearboxes and terminates at an eccentric shaft that is fitted with an offset pin. This pin engages a second offset pin that fits into a planetary gear.

The planetary gear meshes with the matching teeth of an internal gear that is secured in a fixed position to the gearbox housing. This means that the planetary gear can rotate but the internal gear cannot. The eccentric pin of the planetary gear fits into a hole in a slider for the steering gear.A 120-degree turn of the steering wheel rotates the planetary gear to move the slider in the same direction that the front wheels are headed. Proportionately, the rear wheels turn the steering wheel about 1.5 to 10 degrees. Further rotation of the steering wheel, past the 120degree point, causes the rear wheels to start straightening out due to the double-crank action (two eccentric pins) and rotation of the planetary gear. Turning the steering wheel to a greater angle, about 230 degrees, finds the rear wheels in a neutral position regarding the front wheels. Further rotation of the steering wheel results in the rear wheels going counter phase with regard to the front wheels. About 5.3 degrees maximum counter phase rear steering is possible.Mechanical 4WS is steering angle sensitive. It is not sensitive to vehicle road speed.

Hydraulic 4WSThe hydraulically operated four-wheel-steering system is a simple design, both in components and operation. The rear wheels turn only in the same direction as the front wheels. They also turn no more than 11/2 degrees. The system only activates at speeds above 30 mph (50 km/h) and does not operate when the vehicle moves in reverse.

A two-way hydraulic cylinder mounted on the rear stub frame turn the wheels. Fluid for this cylinder is supplied by a rear steering pump that is driven by the differential. The pump only operates when the front wheels are turning. A tank in the engine compartment supplies the rear steering pump with fluid.When the steering wheel is turned, the front steering pump sends fluid under pressure to the rotary valve in the front rack and pinion unit. This forces fluid into the front power cylinder, and the front wheels turn in the direction steered. The fluid pressure varies with the turning of the steering wheel. The faster and farther the steering wheel is turned, the greater the fluid pressure.The fluid is also fed under the same pressure to the control valve where it opens a spool valve in the control valve housing. As the spool valve moves, it allows fluid from the rear steering pump to move through and operate the rear power cylinder. The higher the pressure on the spool, the farther it moves. The farther it moves, the more fluid it allows through to move the rear wheels. As mentioned earlier, this system limits rear wheel movement to 11/2 degrees in either the left or right direction.Referencehttp:\\www.howstuffworks.comhttp:\\www.howhurricaneworks.comhttp:\\www.thecarconnection.comhttp:\\www.theautochannel.comhttp:\\www.delphiauto.com

Hybrid solar Desiccant Cooling SystemUsing excess summer heat from solar collectors to drive desiccant cooling systems is often proposed. A two wheel desiccant system using solar heat for desiccant regeneration is typically discussed. The two wheel system uses a desiccant wheel that is matched with a heat exchanger wheel. The heat exchanger recycles heat for the desiccant regeneration and improves system efficiency. These systems are generally limited to delivering warm dry air or cool humid air in most parts of the US. A newly patented desiccant cooling cycle creates two dry air streams. This new cycle uses indirect evaporative cooling of one air stream to cool the second stream. Additional direct evaporative cooling allows cool and dry air to be delivered to the building. Regeneration exhaust heat can provide water heating. Combining the system with a new solar air heating system should provide a significant solar heating, cooling, and hot water delivery system.

A desiccant material naturally attracts moisture from gases and liquid. The material becomes as moisture is absorbed or collected on the surface; but when heated, the desiccant dries out-or-regenerate and can be use again. Conventional solid desiccant include silica gel, activated alumina, lithium chlorate salt and molecular sieves. Titanium Silicate a class of material called 1m, and synthetic polymer are new solid desiccant material design to be more effective for cooling application. Liquid desiccant include lithium chlorate, lithium bromide, calcium chloride and triethylene glycol solution.

In a dehumidifier, the desiccant removes moisture from the air, which release heat and rises the air temperature. The air is then cooled by heat re-covers units and cooling devices such as evaporative cooler or the cooling coil of a conventional air conditional. In a stand alone desiccant system, air is first dried, and then cooled by a heat exchanger and a set of evaporative coolers. This system is free of ozone-depleting CFC and HCFC refrigerant. In most systems, a wheel containing desiccant continuously dehumidify outside air entering the cooling unit. The desiccant is then regenerated by thermal energy.Desiccant Evaporative Cooling System:A typical desiccant cycle can be cost effective when removing humidity from the air. However, regeneration of the desiccant requires heating roughly equal to the energy it provides for dehumidification. When using evaporative final cooling, the system can deliver a range of warm dry air or cool humid air at relatively high COP.

A typical two wheel desiccant cycle is shown in Figure 2. The psychometrics for the cycle is shown in Figure 3 along the lines from A to B to C and the 2 wheel limit line. The regeneration cycle is shown along E, G, I and J. The 2 wheel limit line in Figure 3 represents the continuum of temperature and humidity possible by evaporative cooling the dry air from point C to D. As shown, the line does not deliver both cooler and drier air than the original state point E. To achieve the necessary cooling that removes both internal and external heat gain and humidity loads, the condition along the line C to D must be substantially cooler and drier than the existing state point E within the building.

The line C D represents one such cooler drier condition. To achieve this condition usually requires an additional cooling system that completes the final cooling from point C to point C. Compression refrigeration is most often used for this final cooling in conjunction with a desiccant system for dehumidification. However, in most cases, consumers will buy only one cooling system, a compression system, to meet their entire cooling needs.

New TechnologiesRecent patents in each technology have overcome some of the problems holding back greater deployment. Tests of these new technologies in the past 4 years indicate that workable systems can be deployed. These systems have shown the technical capacity to deliver solar heating and desiccant cooling with indirect and direct evaporative cooling. Specifically, these new technologies include the solar thermal tile system shown in Figures 4 and 5 and the NovelAire desiccant evaporative cooling cycle shown schematically, in Figure 6.

The solar thermal tile system is a mid temperature air heating collector. It is designed to function as the weather tight roof of a building or as a rack mounted solar collector on low sloped roofs or in ground mounted applications. It is designed to be installed at a cost comparable to high quality slate and tile roofing, which is substantially less expensive than existing mid temperature collectors. As a result, the system can be economically installed to handle the larger space heating loads, even with the seasonal reduction in productivity during the summer months.

Stagnation tests show that the systems can achieve internal air temperatures of greater than 200 degrees F (94 C) and more than 130F (72 C) above ambient temperature. An air flow test with an early prototype showed outlet air temperatures of 160 -180 F (71-82 C) are possible. Higher temperatures are expected with optimal orientation, improved materials such as selective surface absorbers, and optimal air flow.

The system is of sufficiently low cost to deploy a large area to deliver a large volume of air for winter space heating, and deliver high air outlet temperatures particularly in the summer. This provides an opportunity to support desiccant regeneration with the large quantities of excess summer heat. Because the system is an air heating system, it is well suited for direct delivery of solar heated air for desiccant regenerationAdvantages(1) Desiccant evaporative cooling, used as stand-alone system or to supplement conventional cooling equipment, removes moisture from the air without the use of ozone-depleting compounds.

(2) Micro organism are well protected indoors by the moisture surrounding them if humidity is above 70% they can cause acute diseases and cause the building structure and its contain to deteriorate.

(3) Direct indirect and evaporative cooling system is less expensive than vapour compression system.

(4) Hybrid system can provide year round comfort.

(5) It decreases the electrical demand.

(6) Desiccant based system can reduce moisture much below 40f dew point temperature, while the conventional cooling can only dehumidify the air to temperature above 40f dew point temperature.

(7) Desiccant system can often permit reduction in size of the conventional system (vapour compression system), because part of cooling load (dehumidification load) is shifted to desiccant system. Size reduction not only save the energy, but it also decreases the electrical demand and may reduce initial capital investment.Reference1) P. L. Dhar, S. C Kaushik, sanjeev Jain, Thermodynamics analysis of desiccant augmented evaporative cooling cycle for Indian condition, ASHRAE TRANSACTIONS, 1995.2) William a Blending, Marc P. F. Delmas, novel desiccant cooling system using indirect evaporative cooler, ASHRAE TRANSACTION, 1997.3) U.S. Patent 5,651,226 to Archibald dated July 29, 1997.4) U.S. Patent 5,758,508 to Belding, et.al. dated June 2,1998.

5) www.americansolar.com

Electro-Hydraulic Brake (EHB) System is a system which senses the driver's will of braking through the pedal simulator and controls the braking pressures to each wheels. The system is also a hydraulic Brake by Wire system.Many of the vehicle sub-systems in todays modern vehicles are being converted into by-wire type systems. This normally implies a function, which in the past was activated directly through a purely mechanical device, is now implemented through electro-mechanical means by way of signal transfer to and from an Electronic Control Unit. Optionally, the ECU may apply additional intelligence based upon input from other sensors outside of the drivers influence. Electro-Hydraulic Brake is not a true by-wire system with the thought process that the physical wires do not extend all the way to the wheel brakes. However, in the true sense of the definition, any EHB vehicle may be braked with an electrical joystick completely independent of the traditional brake pedal. It just so happens that hydraulic fluid is used to transmit energy from the actuator to the wheel brakes.This configuration offers the distinct advantage that the current production wheel brakes may be maintained while an integral, manually applied, hydraulic failsafe backup system may be directly incorporated in the EHB system. The cost and complexity of this approach typically compares favorably to an Electro-Mechanical Brake (EMB) system, which requires significant investment in vehicle electrical failsafe architecture, with some needing a 42 volt power source. Therefore, EHB may be classified a stepping stone technology to full Electro-Mechanical BrakesA base brake event can be described as a normal or typical stop in which the driver maintains the vehicle in its intended direction at a controlled deceleration level that does not closely approach wheel lock. All other braking events where additional intervention may be necessary, such as wheel brake pressure control to prevent lock-up, application of a wheel brake to transfer torque across an open differential, or application of an induced torque to one or two selected wheels to correct an under- or over steering condition, may be classified as controlled brake performance. Statistics from the field indicate the majority of braking events stem from base brake applications and as such can be classified as the single most important function. From this perspective, it can be of interest to compare modern-day Electro-Hydraulic Brake (EHB) hydraulic systems with a conventional vacuum-boosted brake apply system and note the various design options used to achieve performance and reliability objectives.Single Channel Complexity Comparison for Base Brakes:The conventional system utilizes a largely mechanical link all the way from the brake pedal through the vacuum booster and into the master cylinder piston. Proportional assist is provided by an air valve acting in conjunction with the booster diaphragm to utilize the stored vacuum energy. The piston and seal trap brake fluid and transmit the hydraulic energy to the wheel brake.Compare this to the basic layout of the typical EHB system. First, the drivers input is normally interpreted by up to three different devices: a brake switch, a travel sensor, and a pressure sensor while an emulator provides the normal pedal feel. To prevent unwanted brake applications, two of the three inputs must be detected to initiate base brake pressure. The backup master cylinder is subsequently locked out of the main wheel circuit using isolation solenoid valves, so all wheel brake pressure must come from a high-pressure accumulator source. This stored energy is created by pressurizing brake fluid from the reservoir with an electro-hydraulic pump into a suitable pre-charged vessel. The accumulator pressure is regulated by a separate pressure sensor or other device. The by-wire characteristics now come into play as the drivers braking intent signals are sent to the ECU. Here an algorithm translates the dynamically changing voltage input signals into the corresponding solenoid valve driver output current waveforms.

As the apply and release valves open and close, a pressure sensor at each wheel continuously closes the loop by feeding back information to the ECU so the next series of current commands can be given to the solenoid valves to assure fast and accurate pressure response.

It is obvious the EHB system is significantly more complex in nature. To address this concern, numerous steps have been taken to eliminate the possibility of boost failure due to electronic or mechanical faults. In the ECU design, component redundancy is used throughout. This includes multiple wire feeds, multiple processors and internal circuit isolation for critical valve drivers. The extra components and the resulting software to control them, does add a small level of additional complexity in itself. Thermal robustness must also carefully be designed into the unit, as duty cycles for valves and motors will be higher than in add-on type system. Thus, careful attention must be given to heat sinking, materials, circuit designs, and component selection. Special consideration must be given to the ECU cover heat transfer properties, which could include the addition of cooling fins. On the mechanical side there is redundancy in valves and wheel brake sensors in that the vehicle may still be braked with two or three boosted channels. In regards to the E-H pump and accumulator, backup components are not typically considered practical from a size, mass, and cost viewpoint. However, these few components are extremely robust in nature and thoroughly tested to exceed durability requirements.Similar to the days of early ABS introduction, multiple EHB hydraulic design configurations have emerged. From the mid 80s through the latter part of the 1990s numerous ABS configurations ranging from hydraulically boosted open systems, to four valve flow control designs, to modulators based upon ball screws and electric motors came to market before the 8-valve, closed recirculation system became the de facto standard. As with any new technology, there are concerns and tradeoffs to be dealt with. In the case of the electro-hydraulic brake they center around increased electrical and mechanical complexity, failsafe braking performance, accumulator safety, and 2-wheel versus 4-wheel backup modes. Each of these concerns has been answered by prudent designs and incorporation of new component technologies. The configuration adopted in Delphis EHB development has included use of four-wheel failsafe with individual isolation pistons and utilization of mechanical pedal feel lockout. This particular design allows system flexibility, inherent accumulator precharge isolation, and the ability to tune for optimum failed system stopping performance for all vehicle classes.

Ultimately, no matter which final configuration is selected for a specific vehicle platform, it will have to undergo the rigors of full brake system validation. A carefully de-signed and implemented EHB system holds the promise of enabling the new brake-by-wire features while still reliably performing the everyday task of stopping the vehicle.Reference1). David F. Reuter, Delphi Corporation ,Dayton Technical Center, M/C C-862). Joseph A. Elliott, Delphi Corporation, Brighton Technical Center, M/C 483-3DB-2103). http://www.mando.com/eng/technique_safetyehb.htm

Six Stroke engine, the name itself indicates a cycle of six strokes out of which two are useful power strokes. According to its mechanical design, the six-stroke engine with external and internal combustion and double flow is similar to the actual internal reciprocating combustion engine. However, it differentiates itself entirely, due to its thermodynamic cycle and a modified cylinder head with two supplementary chambers: combustion and an air heating chamber, both independent from the cylinder. In this the cylinder and the combustion chamber are separated which gives more freedom for design analysis. Several advantages result from this, one very important being the increase in thermal efficiency.It consists of two cycles of operations namely external combustion cycle and internal combustion cycle, each cycle having four events. In addition to the two valves in the four stroke engine two more valves are incorporated which are operated by a piston arrangement.The Six Stroke is thermodynamically more efficient because the change in volume of the power stroke is greater than the intake stroke and the compression stroke. The main advantages of six stroke engine includes reduction in fuel consumption by 40%, two power strokes in the six stroke cycle, dramatic reduction in pollution, adaptability to multi fuel operation. Six stroke engine's adoption by the automobile industry would have a tremendous impact on the environment and world economy.Analysis Of Six Stroke EngineSix-stroke engine is mainly due to the radical hybridization of two- and four-stroke technology. The six-stroke engine is supplemented with two chambers, which allow parallel function and results a full eight-event cycle: two four-event-each cycles, an external combustion cycle and an internal combustion cycle. In the internal combustion there is direct contact between air and the working fluid, whereas there is no direct contact between air and the working fluid in the external combustion process. Those events that affect the motion of the crankshaft are called dynamic events and those, which do not effect are called static events.

SIX-STROKE ENGINE CYCLE DIAGRAM

DefinitionNanomaterial use in construction, in coatings, in site remediation, and on invisible planes.The Israel-based YnetNews is Reporting that an Israeli company called Nanoflight has successfully run a test on dummy missiles that were painted with the nano-enabled coating and have shown that radar could not pick them up as missiles. The nanocoating achieves its radar trickery by absorbing the radio waves emitted by the radar and scattering them as heat energy enough so that when the radar gets the bounced back signal it is not regular enough to indicate an object. A spokesman for Nanoflight, Eli Shaldag, is quoted in the article indicating that the company is in the second stage of its development process after which they will be able to produce the coating in larger quantities.ConstructionNanomaterial use in construction, in coatings, in site remediation, and on invisible planes. Certain nanomaterials can improve the strength of concrete, serve as self-cleaning and self-sanitizing coatings. These paving slabs are coated with titanium dioxide (TiO2). Titanium dioxide is a photo catalyst; it uses sunlight to accelerate a naturally occurring. An Israeli company has developed a paint for airplanes that can make them invisible to radar.Air Force Research LaboratoryThe Air Force Research Laboratory (AFRL) is the Air Forces only organization wholly dedicated to leading the discovery, development, and integration of war fighting technologies for our air, space and cyberspace forces. AFRL traces its roots back to the vision of early airpower leaders who understood science as thekey to air supremacy. The passionate commitment of our people to realize this vision has helped create the world's best air, space and cyberspace force.MissionAFRLs mission is leading the discovery, development and integration of affordable war fighting technologies for Americas aerospace forces. It is a full-spectrum laboratory, responsible for conceiving, planning and executing the Air Forces science and technology program. AFRL leads a worldwide government, industry and academia partnership in the discovery, development and delivery of a wide range of revolutionary technologies. The laboratory provides leading-edge war fighting capabilities keeping our air, space and cyberspace forces the worlds best.Personnel and ResourcesThe lab employs approximately 5,400 government people, including about 1,300 military and 4,100 civilian personnel. It is responsible for the Air Forces science and technology budget of nearly $2 billion including basic research, applied research, advanced technology development and an additional $1.7 billion fromAFRL customers.OrganizationAFRL accomplishes its mission through nine technology directorates located across the United States, through the Air Force Office of Scientific Research, and with the support of a central staff. The directorates are: Air Vehicles Directorate, Directed Energy Directorate, Human Effectiveness Directorate, Information Directorate, Materials and Manufacturing Directorate, Munitions Directorate, Propulsion Directorate, Sensors Directorate, and Space Vehicles Directorate.

DefinitionThe quest of human beings to develop engines with high power, high torque, less vibration and most essentially with no pollution is on since the discovery and development of engine. Stirling engine is just one step forward towards the creation of a noise free and pollution less engine.The Stirling engine is the engine, which uses a fixed amount of gas sealed inside a cylinder. The expansion and contraction of the gas, using heat from external source, creates the useful work. The main advantage of this engine is its capability to use any type of fuel and the emission of no exhaust gases.Due to this pollution free and use of any type of fuel characteristics the Stirling engine shows a greater potential over any other type of engine existing today. To consolidate this claim an effort has been made to develop a working model of Stirling engine.Stirling Engine

The Stirling engine is a heat engine that is vastly different from an internal combustion engine. Stirling engines have two pistons that create a 90-degree phase angle and two different temperature spaces. The working gas in the engine is perfectly sealed, and doesn't go in and out to the atmosphere. The Stirling engine uses a Stirling cycle, which is unlike the cycles used in normal internal combustion engines.Parts Of A Stirling EngineMain chamber:It is the chamber where a fixed amount of gas is sealed initially. Inside this chamber only expansion and compression of gas takes place.Output Shaft:It is horizontal and mounted several inches above the main chamber. The end of shaft centered over the main chamber has a crank and connecting rod, which drives the displacer.Displacer:This is the large piston in the drawing. This piston is very loose in its cylinder, so air can move easily between the heated and cooled sections of the engine as the piston moves up and down.Power piston:This is the smaller piston at the top of the engine. It is a tightly sealed piston that moves up as the gas inside the engine expands.Crankshaft:The crankshaft is made up of steel, which passes through the bearing and receives the crank disc .the crank disc forms mount for flywheel.Regenerator:The regenerator is constructed of material that readily conducts heat and has a high surface area. When hot gas is transferred to the cool cylinder, it is first driven through the regenerator, where a portion of the heat is deposited. When the cool gas is transferred back, this heat is reclaimed; thus the regenerator "pre heats" and "pre cools" the working gas, dramatically improving efficiency.DefinitionRocket engines requires a tremendous amount of fuel high at high pressure .Often th pump costs more than the thrust chamber.One way to supply fuel is to use the expensive turbopump mentioned above,another way is to pressurize fuel tank. Pressurizing a large fuel tank requires a heavy , expensive tank. However suppose instead of pressurizing entire tank, the main tank is drained into a small pump chamber which is then pressurized. To achieve steady flow, the pump system consists of two pump chambers such that each one supplies fuel for of each cycle. The pump is powered by pressurized gas which acts directly on fluid. For each half of the pump system, a chamber is filled from the main tank under low pressure and at a high flow rate, then the chamber is pressurized, and then the fluid is delivered to the engine at a moderate flow rate under high pressure. The chamber is then vented and cycle repeats.The system is designed so that the inlet flow rate is higher than the outlet flow rate.This allows time for one chamber to be vented , refilled and pressurized while the other is being emptied.A bread board pump has been tested and it works great .A high versionhas been designed and built and is pumping at 20 gpm and 550psi.Nearly all of the hardware in this pump consists of pressure vessels, so the weight is low.There are less than 10 moving parts , and no lubrication issues which might cause problems with other pumps. The design and constr. Of this pump is st, forward and no precision parts are required .This device has advantage over standard turbopumps in that the wt. is about the same, the unit,engg.and test costs are less and the chance for catastrophic failure is less.This pump has the advantage over pressure fed designs in that the wt. of the complete rocket is much less, and the rocket is much safer because the tanks of rocket fuel do not need to be at high pressure.The pump could be started after being stored for an extended period with high reliability.It can be used to replace turbopumps for rocket booster opn. or it can be used to replace high pressure tanks for deep space propulsion.It can also be used for satellite orbit changes and station keeping.Performance Validation:A calculation of the weight of this type of pump shows that the power to weight ratio would be dominated by the pressure chamber and that it would be of the order of 8-12 hp per lb., for a 5 second cycle using a composite chamber. This performance is similar to state of the art gas-generator turbopump technology. (The F1 turbopump on the Saturn V put out 20 hp/lb) This pump could be run until dry, so it would achieve better residual propellant scavenging than a turbopump. This system would require a supply of gaseous or liquid Helium which would be heated by a heat exchanger mounted on the combustion chamber before it was used to pressurize the fuel, as in the Ariane rocket.. The volume of gas required would be equivalent to a standard pressure fed design, with a small additional amount to account for ullage in the pump chambers. The rocket engine itself could be a primarily ablative design, as in the NASA Fastrac, scorpious rocket or in recent rocket engine tests.

DefinitionThe operating principle of the system, applied to intake valves, is the following: a piston, moved by a mechanical intake camshaft, is connected to the intake valve through a hydraulic chamber, which is controlled by a normally open on/off solenoid valve. When the solenoid valve is closed, the oil in the hydraulic chamber behaves like a solid body and transmits to the intake valves the lift schedule imposed by the mechanical intake camshaft. When the solenoid valve is open, the hydraulic chamber and the intake valves are de-coupled; the intake valves do not follow the intake camshaft anymore and close under the valve spring action.The final part of the valve closing stroke is controlled by a dedicated hydraulic brake, to ensure a soft and regular landing phase in any engine operating conditions. Through solenoid valve opening and closing time control, a wide range of optimum intake valve opening schedules can be easily obtained. For maximum power, the solenoid valve is always closed and full valve opening is achieved following completely the mechanical camshaft, which is specifically designed to maximise power at high engine speed (long opening time).For low-rpm torque, the solenoid valve is opened near the end of the camshaft profile, leading to early intake valve closing. This eliminates unwanted backflow into the manifold and maximises the air mass trapped in the cylinders. In engine part-load, the solenoid valve is opened earlier, causing partial valve openings to control the trapped air mass as a function of the required torque. Alternatively the intake valves can be partially opened by closing the solenoid valve once the mechanical camshaft action has already started. In this case the air stream into the cylinder is faster and results in higher in-cylinder turbulence. The last two actuation modes can be combined in the same intake stroke, generating a so-called Multilift mode that enhances turbulence and combustion rate at very low loads.

MultiJet for multiple injections, small diesel engines, and the recent Modular Injection technology, soon to beSimilarly, MultiAir technology will pave the way to further technological evolutions for petrol engines:Integration of the MultiAir Direct air mass control with direct petrol Injection to further improve transient response and fuel economy. Introduction of more advanced multiple valve opening strategies to further reduce emissions. Innovative engine-turbocharger matching to control trapped air mass through a combination of optimum boost pressure and valve opening strategies.While electronic petrol injection developed in the '70s and Common Rail developed in the '90s were fuel-specific breakthrough technologies, MultiAir Electronic Valve Control technology can be applied to all internal combustion engines whatever fuel they burn.MultiAir, initially developed for spark ignition engines burning light fuel ranging from petrol to natural gas and hydrogen, also has wide potential for diesel engine emissions reduction

The Truth About Water-Powered Cars: Mechanic's DiaryIt's one thing fora car to run on air, but do the latest claims of hydrogen-turned-oxygen-turned-electricity propulsion hold wateror feed in to the hysteria of the gas crunch? In hisbiweekly online column, PM's senior automotive editor focuses his chemistry prowess on the case of miracle water fuel, then builds an HHO car himself.

From a startup snagging headlinesto DIYers posting plans, water-powered cars have beenall over the Webrecently--not to mention stuffing my email inbox.Yes, you can run your car on water. All it takes is to build a "water-burning hybrid" is the installation of a simple, often home-made electrolysis cell under the hood of your vehicle. The key is to take electricity from the car's electrical system to electrolyze water into a gaseous mixture of hydrogen and oxygen, often referred to as Brown's Gas or HHO or oxyhydrogen. Typically, the mixture is in a ratio of 2:1 hydrogen atoms to oxygen atoms. This is then immediately piped into the intake manifold to replace some of the expensive gasoline you've been paying through the nose for these last couple of months. These simple "kits" will increase your fuel economy and decrease your bills and dependence on foreign petroleum by anywhere from 15 to 300 percent.

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There's even a Japanese company,Genepax, showing off a prototype that runs on nothing but water. On June 13 Reuterspublished a reporton the prototype, complete with a nowmuch-blogged-aboutvideo even showing an innocuous gray box in the Genepax vehicle'strunk supplying all the power to drive the car. All you have to do is add an occasional bottle of Evian (or tea, or whatever aqueous fluid is handy), then drive all over without ever needing gasoline.So what do I think about all of this? Why haven't I tested and written about this stuff? It's certain to Change the World As We Know It ... right?Rubbish.The only real definitive claim Genepax makeson its Web siteis that its process is going to save the world from global warming. (A request for comment was not returned at press time.) Their Water Energy System (WES) appears to be nothing more than a fuel cell converting the hydrogen and oxygen back into electricity, which is used to run to a motor that drives the wheels. Fuel cell technology is well-understood and pretty efficient at changing hydrogen and oxygen into electricity and water, which is where we came in, right? Except the hydrogen came from water in the first place--something doesn't add up here.Here's the deal, people: There ain't no such thing as a free lunch.There is energy in water. Chemically, it's locked up in the atomic bonds between the hydrogen and oxygen atoms. When the hydrogen and oxygen combine, whether it's in a fuel cell, internal combustion engine running on hydrogen, or a jury-rigged pickup truck with an electrolysis cell in the bed, there's energy left over in the form of heat or electrons. That's converted to mechanical energy by the pistons and crankshaft or electrical motors to move the vehicle.Problem: It takes exactly the same amount of energy to pry those hydrogen and oxygen atoms apart inside the electrolysis cell as you get back when they recombine inside the fuel cell. The laws of thermodynamics haven't changed, in spite of any hype you read on some blog or news aggregator. Subtract the losses to heat in the engine and alternator and electrolysis cell, and you're losing energy, not gaining it--period.But enough about Genepax, which is sort of tangential to my main thesis here, and on to a more common topic in my mail que: HHO as a means of extending the fuel economy of conventional IC engines.HHO enthusiasts--fromhypermilersto Average Joes desperate to save at the pump--suggest that hydrogen changes the way gasoline burns in the combustion chamber, making it burn more efficiently or faster. Okay, there have been a couple of engineering papers that suggest a trace of hydrogen can change the combustion characteristics of ultra-lean-burning stratified-charge engines. Properly managed H2enrichment seems to increase the burn rate of the hydrocarbons in the cylinder, extracting more energy. However, these studies only suggest increases in fuel economy by a few percentage points and don't apply unless the engine is running far too lean for decent emissions. That's a long way from the outrageous claims of as much as 300-percent improvements in economy that I see on the Internet and in my mailbox.There's no reason to believe that even more modest increases claimed by some of the ads could be achieved by a conventional, computer-controlled automobile engine running under closed-loop driving--that is, the computer's ability to sample the oxygen output of the engine's exhaust in real time and slew the fuel/air ratio for big mpg and small emissions. The combustion chamber events are far different in the type of ultra-lean-burn engines where hydrogen enrichment has been seen to help. Ultra-lean means there's a lot of extra oxygen around for the hydrogen to have something to react with--far more than the very modest amount we're sucking in from the typical homebrew hydrogen generator made from a Mason jar. And remember, these studies deal with hydrogen enrichment under closely-controlled lab conditions, not spraying an uncontrolled amount of hydrogen-oxygen mixture into your air cleaner.I'm building a water-electrolyzer car--right now. The electrolysis cell assembly is on my workbench and ready to install, so stay tuned for the test results soon. If it works, then you can believe the hype.

Everyday the world becomes aware of technologies that have the potential to halt the unnecessary damage we continue to create using fossil fuels. Weve been talking about it for years, transitioning our way of life to be more harmonious with the planet and its natural systems. Im not talking about solar or wind power (although great), Im talking about clean and green technology that render fossil fuel burning technologies inferior and obsolete.One of these new technologies is a water fuelled car, and it has been unveiled on a number of occasions. Its an automobile that derives its energy directly from water, and water alone. It is not hard to see why its not available to the masses. An engine powered by water would wipe out a large chunk of the fossil fuel industry and change the way these companies do business all together. The oil and gas corporations combine to bring in trillions of dollars every year. Inventions like these are a direct threat to the industry.JAPANESE COMPANY UNVEILS WATER POWERED CARA Japanese company called Genepax unveiled their water powered car in 2008 in Osaka, Japan(1). It doesnt matter if its tap, bottled, or lake water, any type of water can make this car run. An energy generator splits the water molecules to produce hydrogen and this is used to power the car. They use a membrane electrode assembly (MEA) to split the Hydrogen from the Oxygen through a chemical reaction. The cell needs only water and air, eliminating the need for a hydrogen reformer and high pressure hydrogen tank.This isnt a conspiracy! The reality of this device has been verified by patent offices all over the world. To search a Japanese patent, you have to go through the Industrial Property Digital Library (IPDL). This organization makes patents available to the intellectual property department of the Japan Patent Office. The IDPL provides over 60 million documents and their relevant information as published since the end of the 19th century. The fact that these are even published for patent pending says a lot.ClickHEREto view the water energy system patent. You can also visit the Industrial Property Digital Library itself, do a PAJ search. Type in the publication number **2006-244714**.Documents are also on file with the European Patent Office, you can view themHERE. Reuters also did a brief report on the vehicle as you can see in the video below.

So what happened to Genepax? Approximately a year after revealing their device, the company shut down. They stopped displaying their device as well as promoting it. The only explanation given was a lack of monetary funds.STANLEY MEYERS WATER FUEL CELLGenepax isnt the only group to have come forward demonstrating that we can turn water into hydrogen fuel and use it to power cars. Stanely Allen Meyer is another one who invented a water powered car and it received very little attention when it came to making the news available to the masses. Today, its a fairly well known story due to the mass awareness that has been created around the story. Stans invention was picked up very briefly by a local news station in Ohio. You can view his patentHERE, it also describes the whole process. You can view the entire collective of his documentshereHere is another brief clip of Stan as he demonstrates his technology. Water contains a lot of hydrogen, as we know, which is a very efficient type of fuel. Converting water into hydrogen is 100 percent clean!So what happened to Stanley Meyer? He was sued by potential investors, it was determined that his device was nothing revolutionary and simply uses the process of electrolyses. His claims were determined fraudulent, and his technology was under investigation by a number of investors, the U.S. Department of Energy and the U.S. Department of Defense. It was patent pending, all of a sudden Stan Meyer died suddenly in 1998 after dining at a restaurant. Many close to him, including his twin brother, believe Stan was intentionally poisoned. Stan claimed,, just before he died in he restaurant parking lot, that he was poisoned.USING WATER AS FUELWater makes the perfect fuel source. Its comprised of two hydrogen atoms and one atom of oxygen. When the water molecule is separated into its two component atoms and oxidized as fuel, the result is equivalent to an energy output that is two and one half times more powerful than gasoline. The byproduct of the combustion is water vapour, totally pollution free, returning water back into the atmosphere.The process used is known as electrolysis, which is a method of separating elements by pushing an electric current through a compound. Various techniques for water splitting have been issued in water splitting patents all over the world. You can clickhereto look at a few from the United States.Not to long ago, researchers at Virginia Tech extracted hydrogen energy from water. They discovered that the energy stored in xylose splits water molecules as-well, yielding high purity hydrogen. You can read more about thathere. There are multiple examples of creating hydrogen by splitting the water molecule (2).Another existing technology that can replace that entire industry is theFree Energy Device. Implementation of these two technologies alone would create one of the biggest technological changes in human history. The same group of people that own the big oil companies also own the mainstream media, so its not surprising that we dont hear about these technologies. Scientists have been murdered, labs have been burnt down, and prototypes have been taken.Alternative technologies are great, and obviously have tremendous implications. We must remember that the human race cannot create from the same level of consciousness that created this system in the first place. A change for planet Earth coincides with the change of heart more people are experiencing everyday. The key to move forward and enter into a new paradigm is simple, its love. With love, wed already have these technologies implemented Because of greed, hate, fear and ego, they remain suppressed, but only for now.Hopefully this article inspires more to further their research on water powered cars. There are multiple stories with very similar endings for the parties who came forward with this ground breaking technology. Why do we continue to speak about change when we already have the technologies to implement change? One reason is because a large majority of people have yet to become aware of these alternative technologies. They are not marketed, publicized or given much attention. It can be hard to accept that there are people on the planet actually engaged in the suppression of such information, but unfortunately its a reality. We are living in the age of transparency, many of us are waking up to thoughts and ideas we never thought we would ponder. In some cases revealing these technologies can cost you your life, thats how much opposition exists against it -for now. When a new technology becomes so evidently clear, the implications are far reaching and can threaten multiple corporate interests.Sources(1)http://www.reuters.com/video/2008/06/13/water-fuel-car-unveiled-in-japan?videoId=84561http://worldwide.espacenet.com/publicationDetails/originalDocument?CC=JP&NR=2006244714&KC=&FT=Ehttp://www19.ipdl.inpit.go.jp/PA1/cgi-bin/PA1DETAILhttp://www.sciencedaily.com/releases/2013/04/130403104104.htm(2)http://patft.uspto.gov/netacgi/nph-Parser?Sect1=PTO2&Sect2=HITOFF&u=%2Fnetahtml%2FPTO%2Fsearch-adv.htm&r=0&p=1&f=S&l=50&Query=ttl%2F%22water+splitting%22%0D%0A&d=PTXThttp://www.waterfuelcell.orgAbstract:Water is not nothing - WATER IS A VERY POWERFUL FUEL.Do you know the fact that each gallon of water can be expanded into 1833 gallons of combustible gas!! In olden days we saw the cars running with coal as fuel which emits lot of gases that are harmful to the environment. Then the advancements in the automobile sector led to the discovery of car running with petroleum as fuel. Here the problem of environmental pollution was reduced to some extent but not up to the satisfaction. The rising costs of petrol or diesel became a major threat to the users in this present generation. These fuels may also flush in a few decades. To meet these requirements a car that runs with gasoline as fuel was invented which has minimum emission, but it has certain limitations, in this paper we will introduce you two new technologies which can replace and create a new trend of automobiles which will overcome all the limitations and problems related to the resources. They are(1) Boosting up the efficiency by using waterand(2) Car with WATER as FUEL.

Introduction:

Water acts as supplemental to gasoline. Water can be converted into the energy by using Water-to-Energy converters. By using a simple technology which is in practice calledwe were able to run the car effectively by using water as fuel. The equipment mainly consists of water Water-to-Energy converter where energy is extracted and is used as a fuel or supplemental to the gasoline used in the cars.Here we use a device that uses a little energy out of cars battery to separate water into a gas called HHO (2Hydrogen + 1Oxygen). HHO also called as Browns gas or Hydroxy, burns beautifully and produces enormous amount of energy while the end product is just only water. At present the HHO gas produced is utilized for increasing the efficiency of the car and it can be used as a fuel in the coming generations.

Conversion of water into HHO gas:

Water can be converted into HHO gas by using a very simple technique called water4gas. This technique utilizes small amount of cars battery to convert water into the gas. To convert the water into HHO gas we just require a quart-size container (950 cc) filled with a WATER and BAKING SODA. The bottle is equipped with a stainless steel plates to which the electric supply is given from the battery. The device uses just 12 volts of energy from the battery for its operation and production. The equipment mainly requires catalyst (i.e., pure baking soda), electrolyzer for producing the gas, tubing for water charging, fuse for controlling of the electricity, and other connecting devices. The advanced boosting systems are using electrolyzer along with the PCV enhancer to get the better results.

Water to HHO converter:HHO ConverterFor better output of the HHO gas it is better to use steel spirals instead of steel plates.Setup of HHO converter:Schematic Diagram of HHO Converter unitThe above diagram shows the schematic layout of the setup required for the production of HHO gas.How Does It Work?It's very simple. It is not required to change your engine. A quart-size (95O cc) container is placed somewhere under the hood. You fill it with WATER and a little bit of BAKING SODA. The device gets vacuum and electricity (12 Volts) from the engine, and produces HHO gas (Hydrogen+Oxygen). The HHO gas is supplied to the engine's intake manifold or carburetoras below.Our design is simple, effective and safe.It takes a couple of minutes to connect:The electrical connection is very simple - we have eliminated the need to use relays or any other complications. The device connects to the 12 Volts of your battery via the ignition switch, to prevent hydrogen production when the engine is off. The device is fuse protected and draws very little current, only 1-3 Amps! This takes10 minutes or less connect

Induction of HHOIn regular automobiles the fuel used is not burnt completely due to the problems raised during combustion. Due to the incomplete combustion the efficiency of the engine is reduced to a large extent. This will result in many disadvantages such as fuel wastage, pollution of environment due to the emissions, reduction of efficiency of the automobile.Browns gas is three times more potent than gasoline. The HHO gas along with the atmospheric air enters into the carburetor mixes with the fuel and forms a blended air-fuel mixture and then it will enter into the combustion chamber. It will boost up the combustion process and ensures the complete burning of fuel which will increase the efficiency of the engine.

Car with Water as fuel:The HHO gas can also be used in the cars as fuel. Here is the layout of the process

Assembly of HHO production unitsFor this number of HHO cells are assembled as one unit to produce the HHO gas in large amount. The setup is as shown above in the figure. By using this setup the mass output of the HHO gas can be produced and it can be fed to the engine as a fuel. The engine that uses this type of gas does not require many changes considered with the conventional automobiles.This type of system is very easy to install by making small changes to the conventional automobiles, which uses gasoline as fuel .In this system we will send HHO gas instead of conventional fuels. As one gallon of water can produce 1833 gallons of HHO gas this system is very economical to use in cars. The way we release the energy from the water is very safe and does not cause any explosion as only the strong spark produced by the sparkplug can ignite the HHO gas.

Schematic layout of HHO gas setup in cars

This setup contains HHO production unit, PCV enhancer and hoses to connect them, As bulk amount of gas is produced in this bundled HHO cells it can provide sufficient motive work to run the car.The HHO gas is under goes combustion in the combustion chamber and releases large amount of energy and creates high pressure in side the combustion chamber, the remaining process is similar to the conventional engines.Advantages

HHO provides the atomic power of hydrogen, while maintaining the chemical stability of water. HHO gas is three times more potent than GASOLINE! Urinary hydrogen cars are now using in many countries but it is hazardios to use that cars because they runs with pressured hydrogen which is an explosive. This is a Do-It-Yourself, affordable and SIMPLE technology. Water is supplemental to gasoline It can have doubled fuel economy. SIMPLE to install/remove. Boost performance while preventing smog. HHO based automobiles produce very low noise when compared to the other automobiles. We release the energy in the water is very safe and also reduce the danger of storing the energy in the highly pressurized tanks and cylinders.

Limitations:

One of the main limitations of the HHO based automobile it takes about 10 minutes for the production of HHO gas. Another limitation of this type of production of gas is the water used in this type of production should be very pure with out any contaminants.

Conclusion:Petroleum products constitutes of about 70% of our imports and about 90% of conventional Diesel being utilized in India is imported from foreign countries. By using HHO gas we can greatly reduce the imports costumes.

HHO gas can be used separately or it can be blended with conventional fuels as it is eco-friendly. In boosting up process HHO can increase the efficiency of the engine to almost double to the conventional engines. The HHO boosting up system is already tested and proved as an efficient system to increase efficiency and protect environment.

Half a century after independence, we Indians stand at the threshold of an unprecedented opportunity to evolve into one of the top three nations of the world in the next half-century. The world recognizes this potential. We must build on this opportunity, and we must do it the first time right, because there may not be a second chance, ever. Careful planning and management of water resources to produce HHO gas will certainly lead to sustainable development and mitigate the global warming effect caused by greenhouse gas emissions. This will help in overcoming foreseen energy, reduce the dependency on other countries and environmental crisis that otherwise will hit India very hard.