Basically the water is pumped into the pressure vessel when the internal float switch is closed. The PWM is used to produce and electrical pulse which is tuned to the resonant frequency of the inner electrodes. This vibrates the water trapped between the outer and inner tubes. The outer tube is charged positive and is tuned exactly 180 degrees out of phase with the inner tube. The vibration wave is propelled by the positive charge towards the outer tubes just to be attenuated by the outer tube tuning.
The excited water molecules 2(H2O) now only require a fraction of the amperage to be converted into (2H2 + O2). Also experimentation of harmonic frequencies have produced interesting results, sometimes exceeding HHO production of the tubes at resonance. The vessel has a large inner and outer tube which is tuned 4 octaves lower than the outer tubes and has a clearance between the tubes of only 1mm. This tube produces the most heat and HHO. The smaller outer tubes have a 2mm clearance and run cooler and take less amperage and are mounted around the large tube assembly. The epoxy used to seal the bottom inside of the vessel and bottom of the electrical enclosure is laced with ferrous oxide dust 10% by weight which creates an capacitor which smoothes out the square wave pattern to a sine wave pattern which helps the transition between off and on for the PWM. Experimentation with an air coil after the mosfet drivers and before the load also resulted in an increase of efficiency.
The HHO is then pressurized to 60 PSI within the vessel, and regulated by the pressure switch which cycles the PWM as needed and the under the hood pressure regulator and dryer assembly. The HHO then travels through a check valve to an injection tee. The fuel line from the rail originally is connected to the tee before a metering valve and spring loaded valve. When accelerating hard, towing, or driving up extended grades the HHO production is not sufficient to power the vehicle alone, so when the HHO pressure dips below 55 PSI the spring loaded valve opens to let a small amount of stratified HC into the injection rail. Being stratified by the large flow of HHO allows a very small amount of HC to be burnt almost 100% and fill in for the HHO vessel until the load demand ends, and the vessel regains over 55PSI of pressure. Also if you have an HHO system fault, this allows you to continue driving until you can repair it.
Additional Images of HHO System:
Introduction
This is a general summary of what we have learned over the years making a vehicle run on what is referred to as HHO. The truck that was running in our video was the summation of 7 months using our version 6 cell system.
We found that producing HHO in the right volume, correct pressure and connecting it to the fuel injection rail, our truck ran good and without any other power source.
Safety Precautions
Hydrogen is extremely volatile and measures must be taken to ensure your safety and the safety of those around you.
Pressure
HHO generally cannot be compressed safely because it was water and the cell expanded it into a gas. So if you compress it above 15 psi, it may implode with great force destroying the container and causing great danger.
As we understand it our version 6 built with nine outer tube sets and one inner tube set solves the problem in this way: The outer tube sets generate the HHO gas and the inner tube set releases ions that mix with the HHO to form a heavy gas molecule. Some evidence that this is the case is that after delivering the gas to a large open container and waiting several minutes we can ignite the contents and the gas making a loud bang. If the gas was just HHO, the hydrogen being lighter than air, would rise and be lost; therefore, no reaction.
This heavy gas can also be generated in a dry cell if there are several neutral plates in the cell because the neutral plates give off ions.
We have been able to compress the heavy HHOi (HHO+ions) to over 100 psi without any problems. We have developed this new nomenclature, HHOi for what we think is a heavy version of HHO.
Volume
You must have enough gas to satisfy the needs of your engine and the engine most able to provide the energy required to generate the HHOi needed. These requirements can be met two ways. First, develop a cell that is efficient enough to provide the HHOi with minimal energy. Second, provide a large quantity of cells that combined will generate the HHOi needed.
The HHO community has been able to increase gas production and to increase the energy efficiency in a lot of different ways. We have been working with tuned tubes that are driven by the pulse width modulator (PWM) at a resonant frequency that corresponds with the tubes frequency. When this is accomplished, we have been able to increase the volume by a factor of 3 to 7 times using the same energy.
Choosing a Test Vehicle
We have focused using HHOi in post 1996 vehicles because they are manufactured to the OBD2 standards. When an engine changes fuel types several items must be changed. The most important are ignition timing and air/fuel ratio. When modifying vehicles that are manufactured after 1996, the onboard computers must be considered because they monitor and control these functions. The computer controls the air/fuel ratio by limiting the amount of time the injectors are turned on. This worked fine with our truck when we replaced gasoline with HHOi.
The timing is a bigger issue. The onboard computer has a limited range of adjustments (-27 tdc to -10 tdc or 17 change) for the ignition timing and HHOi needs ignition at tdc to tdc +5. We found on our truck that disconnecting the NOx sensor the computer defaulted to –5 tdc and this was good enough for the test cell. This can be a major issue on some vehicles. Each vehicle will need to be analyzed to find if the timing can be adjusted into the proper range. Our industry needs to develop methods to modify and control engine timing.
We hope others will use this information to get their vehicles running 100% HHOi.
Status of Replication Guide
Our version 6c prototype was disabled by a crack in the cell container wall. We are building a second version 6c cell while the first one is being analyzed for why it failed. Concurrently some of the team is developing a version 6d moving forward. The version 6c tubes are 1/2 resonant frequency length and version 6d has full resonant frequency length.
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