E&T Preface

Engines and Technology

I feel that it is important for you to understand some basic functions of the Internal Combustion Engine (IC Engine) before we leap into the Suppressed Technology that is driving the 'coming of age' for us to use water as a fuel. Some readers may feel that they are advanced beyond these steps, or may not need to know all about the IC Engine, I did! The more that I have researched for my HHO Cell development the more that I have found to be of importance. So bare with me as we cover these very important facts. Later when I introduce my control modules you will see how it all comes together.

Initially in designing the VICTOR HHO Cell, I thought that this massive producer was going to be great. However, I have discovered that it is a better fit for a basic IC Engine and provides less than anticipated results when applied to a late model automobiles with active emission control devices regulated by the car's computer. Don't get me wrong, there are advantages as is! I was just expecting a lot more. The advanced car computers (Electronic Control Unit - ECU), changes fuel mixtures based upon various aspects of the engine's performance to its environment and condition. Now I'm discovering that we may need added controls to support an HHO Fuel Cell in these advanced ECU systems. My goal here is to achieve the maximum advantage from HHO Cells to improve the efficiency of the IC Engines. Following are background topics that I found as steering elements for my added page on needed control modules (CM), the Interactive-Pulse Width Modulation (I-PWM) and Electronic Fuel Injection Enhancer (EFIE).

Internal Combustion Engines

Engines

How Internal Combustion Engines Work

Before you go out and buy an HHO Fuel Cell or try to build one and install it on your vehicle, you should really get a good understanding on how your engine operates. I will introduce you to some features that are already built in and what to look out for before you dig in to an energy saving project. This website is by all means not the total authority on vehicles or HHO Generators, use it as the bases where to start and what to look for, research for your own vehicle specifications and then try to adapt to those conditions.

By design, gasoline and diesel are the primary fuels ran in today's modern automotive engines. These types of engines are referred to as internal combustion engines (ICE or IC Engine) which the combustion of fuel and an oxidizer (typically air) occurs in a confined space called a combustion chamber (that's an area near the top of cylinder).

To create combustion, the IC Engine must achieve ignition in its cylinder(s), (normally one cylinder at a time if more than one). As a rule, Gasoline driven IC Engines use a spark ignition method and the Diesel IC Engines use a compression ignition system. Once the fuel/air mixture is ignited, the combustion product is a chemical reaction (energy known as exothermic reaction) which creates gases giving more available energy than the original compressed fuel-air mixture. This available energy is manifested as high temperature and pressure that can be translated into work by driving the engine's pistons down in the cylinder during the combustion cycle.

Crude Oil (Petroleum)

Now most of us know that the fuel we use to power our engines is processed from crude oil, but what is the composition of crude oil and what makes in so valuable?

Well, crude oil is a naturally occurring, flammable liquid found in rock formations in the Earth consisting of a complex mixture of hydrocarbons (an organic compound consisting entirely of hydrogen and carbon), of various molecular weights.

The hydrocarbons in crude oil are mostly alkanes, cycloalkanes and various aromatic hydrocarbons while the other organic compounds contain nitrogen, oxygen and sulfur, and trace amounts of metals such as iron, nickel, copper and vanadium. The exact molecular composition varies widely from formation to formation but the proportion of chemical elements vary over fairly narrow limits as follows:

Basic Molecular Composition

Element	Percentage
Carbon	83-87%
Hydrogen	10-14%
Nitrogen	0.1-2%
Oxygen	0.1-1.5%
Sulfur	0.5-6%
Metals	<1000 ppm

Crude oil is used mostly, by volume, for producing "primary energy" sources. The alkanes from pentane (C ₅ H ₁₂ ) to octane (C ₈ H ₁₈ ) are refined into gasoline (petrol), and the nonane (C ₉ H ₂₀ ) to hexadecane (C ₁₆ H ₃₄ ) into diesel fuel and kerosene. 84% by volume of the hydrocarbons present in crude oil is converted into energy-rich fuels (petroleum-based fuels).

Due to its high energy density, easy transportability and relative abundance, it has become the world's most important source of energy since the mid-1950s. Petroleum is also the raw material for many chemical products, including pharmaceuticals, solvents, fertilizers, pesticides, and plastics; the 16% not used for energy production is converted into these other materials.

Engine Efficiency

Engine efficiency can be discussed in a number of ways but it usually involves a comparison of the total chemical energy in the fuels, and the useful energy abstracted from the fuels in the form of kinetic energy. The most fundamental and abstract discussion of engine efficiency is the thermodynamic limit for abstracting energy from the fuel defined by a thermodynamic cycle. The most comprehensive is the empirical fuel economy of the total engine system for accomplishing a desired task; for example, the miles per gallon (MPG) accumulated.

Internal combustion engines are primarily heat engines and as such the phenomenon that limits their efficiency is described by thermodynamic cycles. None of these cycles exceed the limit defined by the Carnot cycle which states that the overall efficiency is dictated by the difference between the lower and upper operating temperatures of the engine. The thermodynamic limits assume that the engine is operating in ideal conditions. A frictionless world, ideal gases, perfect insulators, and operation at infinite time.

The real world is substantially more complex and all the complexities reduce the efficiency. In addition, real engines run best at specific loads and rates as described by their power curve. For example, a car cruising on a highway is usually operating significantly below its ideal load, because the engine is designed for the higher loads desired for rapid acceleration. The applications of engines are used as contributed drag on the total system reducing overall efficiency, such as wind resistance designs for vehicles. These and many other losses result in an engines' real-world fuel economy that is usually measured in the units of miles per gallon (or kilometers per liter) for automobiles. The miles in, "MPG" represents a meaningful amount of work and the volume of hydrocarbon implies a standard energy content.

Most steel engines have a thermodynamic limit of 37%. Even when aided with turbochargers and stock efficiency aids, most engines retain an average efficiency of about 20%.

There are many inventions concerned with increasing the efficiency of Internal Combustion Engines. In general, practical engines are always compromised by trade-offs between different properties such as efficiency, weight, power, response, exhaust emissions, or noise. Sometimes economy also plays a role in not only in the cost of manufacturing the engine itself, but also manufacturing and distributing the fuel. Increasing the engines' efficiency brings better fuel economy but only if the fuel cost per energy content is the same.

Air / Fuel Ratio (AFR)

Air-fuel ratio is the mass ratio of air to fuel present during combustion. When all the fuel is combined with all the free oxygen, typically within a vehicle's combustion chamber, the mixture is chemically balanced and this AFR is called the stoichiometric mixture. AFR is an important measure for anti-pollution and performance tuning reasons.

A mixture is the working point that modern engine management systems employing fuel injection attempt to achieve in light load cruise situations. For gasoline fuel, the stoichiometric air/fuel mixture is approximately 14.7 times the mass of air to fuel. Any mixture less than 14.7:1 is considered to be a rich mixture, any more than 14.7:1 is a lean mixture - given perfect (ideal) "test" fuel. In reality, most fuels consist of a combination of heptane, octane, a handful of other alkanes, plus additives including detergents, and possibly oxygenators such as MTBE (methyl tert-butyl ether) or ethanol/methanol.

These compounds all alter the stoichiometric ratio, with most of the additives pushing the ratio downward (oxygenators bring extra oxygen to the combustion event in liquid form that is released at time of combustions; for MTBE-laden fuel, a stoichiometric ratio can be as low as 14.1:1). Vehicles using an oxygen sensor(s) or other feedback-loops to control fuel to air ratios (usually by controlling fuel volume) will generally compensate automatically for this change in the fuel's stoichiometric rate by measuring the exhaust gas composition. Vehicles without such controls (most motorcycles until recently, and cars predating the mid-1980's), may have difficulties running certain boutique blends of fuels (especially winter fuels used in some areas). To compensate, these vehicles may need to be rejetted (or otherwise have the fueling ratios altered), to use these special boutique fuel mixes. Vehicles using oxygen sensors enable the air-fuel ratio to be monitored by means of an air fuel ratio meter.

Lean mixtures produce hotter combustion gases than does a stoichiometric mixture. So much so that pistons can melt as a result in an IC Engine that has been over leaned. Rich mixtures produces cooler combustion gases than does a stoichiometric mixture, primarily due to the excessive amount of carbon which oxidizes to form carbon monoxide, rather than carbon dioxide. The chemical reaction oxidizing carbon to form carbon monoxide releases significantly less heat than the similar reaction to form carbon dioxide. (Carbon monoxide retains significant potential chemical energy. It is itself a fuel whereas carbon dioxide is not.)

In summary lean mixtures, when consumed in an internal combustion engine, produce less power than does the stoichiometric mixture. Similarly, rich mixtures return poorer fuel efficiency than the stoichiometric mixture. (The mixture for the best fuel efficiency is slightly different from the stoichiometric mixture.)

Air Pollution and Smog

Once the available energy is ignited, it is removed during the exhaust cycle. The fuel does not get completely burned and the remaining hot gases are vented (via an exhaust outlet), allowing the piston to return to its previous position to proceed in the next phase of its cycle. Any heat that isn't translated into work is normally considered a waste product and is removed from the engine either by an air or liquid cooling system.

The incomplete combustion of petroleum or gasoline (carbonaceous fuel) results in production of toxic byproducts. The main derivatives of the process are carbon dioxide (CO ₂ ), water, and some soot—also called particulate matter (PM). The effects of inhaling particulate matter have been widely studied in humans and animals which include asthma, lung cancer, cardiovascular issues, and premature death. There are however, some additional products of the combustion process that include nitrogen oxides and sulfur and some un-combusted hydrocarbons, depending on the operating conditions and the fuel-air ratio. Too little oxygen results in carbon monoxide.

Carbon fuels contain sulfur and impurities that eventually lead to producing Sulfur Dioxide (SO ₂ ) in the exhaust which promotes acid rain. One final element in exhaust pollution is Ozone (O ₃ ). This is not emitted directly but made in the air by the action of sunlight on other pollutants to form "ground level Ozone", which, unlike the "Ozone Layer" in the high atmosphere, is regarded as a bad thing if the levels are too high. The Ozone is actually broken down by Nitrogen Oxides, so one tends to be lower where the other is higher.

For the pollutants described above (Nitrogen Oxides, Carbon Monoxide, Sulfur Dioxide, and Ozone) there are accepted levels that are set by legislation to which no harmful effects are observed—even in sensitive population groups. For the other three: Benzene: 1:3 butadiene: particulates, there is no way of proving they are safe at any level so the experts set standards where the risk to health is exceedingly small.

Oxygen Sensor

The most common application to measure the exhaust gas concentration of oxygen for internal combustion engines is an O2 (Oxygen) sensor. This sensor determines if the air fuel ratio is too rich (with un-burnt fuel vapor) or too lean (with excess oxygen) and sends information on oxygen concentration to the engine's ECU, which adjusts the mixture to give the engine the best possible fuel economy and lowest possible exhaust emissions. Closed-loop feedback-controlled fuel injection varies the fuel injector output according to real-time sensor data rather than operating with a predetermined fuel-map. In addition to improving overall engine operation, they reduce the amounts of both un-burnt fuel and nitrogen oxides from entering the atmosphere.

By using an O2 sensor for measuring the proportion of oxygen in the remaining exhaust gas (in respect to fuel vapor), and by knowing the volume and temperature of the air entering the cylinders amongst other things, an ECU can use look-up tables (fuel-MAP) to determine the amount of fuel required to burn at the stoichiometric ratio (14.7:1 air:fuel by mass for gasoline) to ensure complete combustion.

The O2 sensor is based on a solid-state electrochemical fuel cell called the Nernst cell. Its two electrodes provide an output voltage corresponding to the quantity of oxygen in the exhaust relative to that in the atmosphere. An output voltage of 0.2 V (200 mV) DC represents a lean mixture. That is one where the amount of oxygen entering the cylinder is sufficient to fully oxidize the carbon monoxide (CO), produced in burning the air and fuel, into carbon dioxide (CO2). A reading of 0.8 V (800 mV) DC represents a rich mixture, one which is high in unburned fuel and low in remaining oxygen. The ideal point is 0.45 V (450 mV) DC; this is where the quantities of air and fuel are in the optimum ratio, called the stoichiometric point, and the exhaust output mainly consists of fully oxidized CO2.

The voltage produced by the sensor is so nonlinear with respect to oxygen concentration that it is impractical for the ECU to measure intermediate values and periodically adjusts the fuel/air mixture to keep the output of the sensor alternating between these two states. The time period chosen by the ECU to monitor the sensor and adjust the fuel/air mixture creates an inevitable delay, which makes this system less responsive than one using a linear sensor. The shorter the time period, the higher the so-called "cross count" and the more responsive the system.

WARNING: Tampering with or modifying the signal that the oxygen sensor sends to the engine's computer can be detrimental to emission control and can even damage the engine. When the engine is at normal operating temperature and is under low-load conditions (such as when accelerating very gently, or maintaining a constant speed), it is operating in 'closed-loop mode'. This refers to a feedback loop between the fuel injectors and the oxygen sensor(s), to maintain stoichiometric ratio (the calculation of quantitative relationships of the reactants and products in a balanced chemical reaction). If modifications cause the mixture to run lean, there will be a slight increase in fuel economy, but a possible increase in nitrogen oxide emissions (dependent on excess air and high combustion temperatures although leaner mixtures have lower peak temperatures due to a slower burn), possible misfiring (at ultra-lean mixtures), and slightly higher exhaust gas temperatures. If modifications cause the mixture to run rich, then there will be a slight increase in power, again at the risk of overheating and igniting the catalytic converter, while decreasing fuel economy and increasing hydrocarbon emissions.

Electronic Control Unit (ECU)

An Electronic Control Unit controls various aspects of an internal combustion engine's operation. The simplest ECUs controls only the quantity of fuel injected into each cylinder per engine cycle. The more advanced ECUs that are found on most modern cars of today also control the ignition timing, variable valve timing (VVT), the level of boost maintained by the turbocharger, and other engine peripherals.

ECUs determine the quantity of fuel, ignition timing, and other parameters by monitoring the engine through sensors. These can include, MAP sensor, throttle position sensor, air temperature sensor, oxygen sensors, and many others.

Before ECUs, most engine parameters were fixed. A carburetor or injector pump determined the quantity of fuel per cylinder per engine cycle.

For an engine with fuel injection, an ECU will determine the quantity of fuel to inject based on a number of parameters. For example: If the accelerator pedal is pressed further down, this will open the throttle body and allow more air to be pulled into the engine. The ECU will inject more fuel according to how much air is passing into the engine.

Ninety Years of Suppressed Technology

Technology

Suppressed Technology

Fuel economy is the prime target that drove me to find alternate fuel consumption practices or a method to improve the efficiency of my vehicles. After literally hundreds of hours of research - It was a big moment, like Eureka! I found in numerous resources and references a technology that has been suppressed for over 90 years.

Let me explain:

First - Discovery comes in bits and pieces. Sometimes our drives are so strong that we put all of our heart and soul in to a discovery from start to finish. Like Thomas Edison and the light bulb! … "To say that Thomas Edison invented the light bulb is both a huge overstatement and a huge understatement all at the same time. A more accurate view is that he perfected a practical light bulb and that his real aim and achievement was the invention of an electrical system to produce and distribute electrical power." ...
(I.E. Lighting in the office and at home. - http://www.ushistory.net/electricity.html )

Second - An invention is not always the perfect answer to a discovery/method. It may be a part of many pieces and collectively together, they form a better discovery/solution. Scientist have a theorem 'That a Radically New Idea/Discovery with importance goes through three stages of evolution:

• 1) Deny it is true ;
• 2) Deny it is important ;
• 3) All claim "I discovered it first!" or they credit the wrong person.'

Today - We have those radical events of new ideas and discoveries occurring now - there are numerous people studying this suppressed technology - all trying to perfect it - and as many trying to claim their discoveries. Yes there are those that like to take advantage of others, the snake oil salesmen, those that package some shell of the technology and exploits it with disregard to others (with out-of-this world cost) or safety (cells build out of glass or sealed units without safeguards).

For me, I want to share this technology as improvements develop. Somewhere out there is the solution and I want to be part of the event when we can claim our independence from foreign oil. I want to see the day when we can walk over to the garden hose and fill-up our gas fuel water tanks and drive off with money in our pockets.

What was it that was Suppressed?

So what is the 90 year old suppressed technology? A process that was studied over a century ago and continues to be tested repeatedly even today (by private and government laboratories). Michael Faraday (in the 19th Century) while working in Thermodynamics, defined the energy required for splitting water (H ₂ O) via standard electrolysis into its primary elements of H (Hydrogen) and O (Oxygen) was greater than the amount of energy returned when the Hydrogen was collected and burned as a fuel. Meaning that a unity gain of less than one / or the loss of energy was too great to recover. Faraday's Law of lost Energy (Hydrogen) from Water has been taught in science classrooms, of high schools, collages, and universities as the final answer .

Late during the last quarter of the 20th Century, several rogue aggressive experimenters found new components (associated only in today's world) used in the same Thermodynamics studies, destroys Faraday's Law of splitting water elements. They have proven that Hydrogen from Water with today's elements can be extracted at rates 7, 10, and even 100 times greater than that of Faraday's results - meaning a unity gain of more than one is possible. These studies are currently in action TODAY with these experimenters such as from: Stanley (Stan) Meyer, Yull Brown, John Kanzius, Bob Boyce, Daniel Dingel, Paul Pantone, Professer Kanaren, Dr.W. A. Rhodes, and countless others all over the world. (Some of these experimenters are deceased taking with them great knowledge. It is believed that Stan Meyer was killed for his knowledge.)

Recent claims go back to 1961 for the development of ' COMMON DUCT ELECTROLYTIC OXYHYDROGEN' as a "Superhot Atomic Oxyhydrogen Flame" (Dr. Rhoades) for a new and novel means for producing torch flame temperatures beyond those of that era of time. Some eleven years later Yull Brown of Australia, now deceased has been [some say wrongly] tagged as the "inventor" of Oxyhydrogen gas with the term of "Brown's Gas".
http://keelynet.com/energy/oxyhyd2.htm

How does Splitting Water relate to Water Fuel Cell

To simplify the explanation on how a HHO Fuel Cell works in changing (or splitting) water into basic elements of Oxyhydrogen (a compound mixture of hydrogen and oxygen gases) is to better understand the fundamental process of electrolysis.

The electrolysis process is as follows, you start with water and an electrolyte, add DC current, the H₂O breaks down into H₂ and O (called HHO). The HHO gas is introduced into the engine by use of the engines vacuum. The HHO combines with the gasoline and air in the combustion chamber. After ignition, it converts back to H₂O (water). Its now going to absorb the inner heat from the engine normally at 350 - 400*F and turn into super-heated steam. This is pushed out during the exhaust stroke and out via the tail pipe. There it condenses back into to water vapor and eventually collects back into water.

Understanding Electrolysis

Electrolysis involves the passage of an electric current through an ionic substance that is either molten or dissolved in a suitable solvent, resulting in chemical reactions at the electrodes. The negative electrode is called the anode, and the positive electrode is the cathode. To be useful for electrolysis, the electrodes need to be able to conduct electricity, and metal electrodes are generally used. An ionic compound (or covalently bonded in the case of acids) is dissolved with an appropriate solvent so that its ions are available in the liquid. An electrical current is applied between a pair of electrodes immersed in the liquid. Each electrode attracts ions that are of the opposite charge. Therefore, positively-charged ions (called cations) move towards the electron-emitting (negative) cathode, whereas negatively-charged ions (termed anions) move toward the positive anode. The energy required to separate the ions, and cause them to gather at the respective electrodes, is provided by an electrical power supply. At the electrodes, electrons are absorbed or released by the ions, forming a collection of the desired element or compound.

Electrolysis of water can be observed by passing direct current from a battery or other DC power supply through a cup of water (in practice a salt water solution increases the reaction intensity making it easier to observe). Using platinum electrodes, hydrogen gas will be seen to bubble up at the cathode, and oxygen will bubble at the anode. If other metals are used as the anode, there is a chance that the oxygen will react with the anode instead of being released as a gas, or that the anode will dissolve.

For example, using iron electrodes in a sodium chloride solution electrolyte, iron oxides will be produced at the anode. With zinc electrodes in a sodium chloride electrolyte, the anode will dissolve, producing zinc ions (Zn++) in the solution, and no oxygen will be formed. When producing large quantities of hydrogen, the use of reactive metal electrodes can significantly contaminate the electrolytic cell - which is why iron electrodes are not usually used for commercial electrolysis. Electrodes made of stainless steel can be used because they will not react with the Oxygen. It is here that the changes in Faraday's Law of lost Energy from Water is being proven 'out-dated'. Stainless Steel was not available for Michael Faraday to use as metal electrodes, therefore his reactive metal electrodes may have absorbed any meaningful production, resulting in his conclusion '... a unity gain of less than one / or the loss of energy was too great to recover.'

Electrolyte

The electrolyte is a material/substance (containing free ions), that dissolves in water to give a solution that conducts an electric current. Typically, fuel cells use small amounts of Potassium Hydroxide (KOH), Sodium Hydroxide (NaOH) or Sodium Bicarbonate (NaHCO₃).

When electrodes are placed into the electrolyte and a voltage is applied, the electrolyte will conduct electricity. Lone electrons normally cannot pass through the electrolyte; instead, a chemical reaction occurs at the cathode consuming electrons from the cathode, and another reaction occurs at the anode producing electrons to be taken up by the anode. As a result, a negative charge cloud develops in the electrolyte around the cathode, and a positive charge develops around the anode. The ions in the electrolyte move to neutralize these charges so that the reactions can continue and the electrons can keep flowing.

Summing It All UP

SUMMARY

Science Project

To get a better idea on how electrolysis works, you could conduct your own little science project. Take a glass of regular tap water, add a teaspoon of baking soda as an electrolyte, and drop inside a pair of metal leads connected to a small 9-volt battery. You will start to see the hydrogen and oxygen molecules separate by forming gaseous bubbles on the leads. The hydrogen molecules are drown to the negative terminal as the oxygen molecules are drown to the positive. When the bubbles begin to collect, enlarging themselves, eventually they release and float to the top. When they breach the surface the gases are lost into the air. The Oxygen gas as you might think just blends into our oxygen atmosphere. However the Hydrogen gas is one of the lightest gas known, and quickly rises to be lost. If the experiment would capture these gases via a vented cap then the venting port would consist of both Hydrogen and Oxygen gases (Oxyhydrogen or HHO). Its that simple.

WARNING: Serious damages, harm or even death can occur! Do NOT ignite HHO gas from a venting port without the use of a bubbler/separator, flashback arrester or like device to block flashback action. Flashbacks can occur quickly, traveling through tubing and back into the cell/collector where massive HHO gas is present causing an explosion. Remember - HHO gas has two of three primary elements for a fire or an explosion - 1) Gas and 2) Oxygen. The third element for an explosion is 3) heat or an ignition. This third element must be controlled to prevent a flashback.

Making Your Own Water Fuel Cell

Before you continue to the VICTOR-300 HHO Cell design and assembly instructions on how to build your own HHO Fuel Cell. You need to know that this is NOT a TOY and if you make and use an HHO Fuel Cell, you do so entirely at your own risk. The VICTOR HHO Cell is designed to be a very powerful device and I am not liable should you suffer any loss or damages. I assume zero risk in any of your experiments as everything is out of my control.

Please be careful!

I invite you to continue to the VICTOR Control Modules, Thank you.