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HYDRODRIVE
ELECTRONIC CATALYTIC CONVERTOR
A SYNTHESIZER
ON BOARD/INLINE IN THE FUEL SYSTEM
FOR EFFECTING MOLECULAR ENGINEERING PROCESS OF THE MATERIALS
AND
ALL FUELS
DIESEL, LEADED & UNLEADED GASOLINE, KEROSENE, GASEOUS FUELS, ETHANOL AND METHANOL BLENDS, NAPTHA, METHANOL, AVIATION FUEL, FURNACE OIL, BIO-DIESEL, VEGETABLE OILS
INTO
FOR CLEAN COMBUSTION AND FOR MOVING TOWARDS
IN ALL DIESEL ENGINES, LEADED AND UNLEADED GASOLINE AND GASEOUS ENGINES, TURBINES AND IN EXTERNAL COMBUSTION SYSTEMS.
1998 NOBEL PRIZES CONCEPTS IN QUANTUM PHYSICS,QUANTUM CHEMISTRY
&
2001 NOBEL PRIZE CONCEPT IN CHEMISTRY
ENGINEERED AND PUT TO FIELD APPLICATION!.
ELECTRONIC CATALYTIC CONVERTOR MEANS:
A pre-engine device used to control the exhaust emissions of all four stroke internal combustion engines using diesel, leaded ,unleaded petrol and gaseous fuels. ELECTRONIC CATALYTIC CONVERTOR COMPRISES OF: An open ended fuel passage cum nano wire wave guide for obstruction free fuel flow in the fuel system, a co-axial resonator made of nano structure/nano wire wave guide mechanisms for propagation and transmission of one or all waves-microwaves,photon emissions, sound waves, surface waves and other types of waves including electrostatic ion-cyclotron waves,Alfen waves,quantum waves in the presence of a transverse direct current
MICROWAVE FUEL REFORMULATION MECHANISM
electric field in a magnetized plasma through the wave guide and/or the resonator to excite the electrons of the fuel molecules using 12V D.C battery of the vehicle /engine as the power source.
CATALYST IN THE ELECTRONIC CATALYTIC CONVERTOR:
Are the "ELECTRONS" due to "RESONANT CAPTURE" doing "ENERGY CATALYSIS/PLASMA CATALYSIS" when the atoms and molecules of the fuels are electronically excited during their metastable state. Particles in electronically excited states do not directly participate in the act of chemical interaction but serve only as agents that transfer energy from the electron gas of the discharge plasma to the molecules to be activated,thereby facilitating the formation of activated states The difference from ordinary catalysis consists in the attainment of higher equilibrium(equilibrium-stationary) concentrations of the reaction products under the action of energy catalysts. In energy catalysis, it is not always necessary for the atoms and molecules to play the role. The analogous function can also be fulfilled by the electronically excited states of the reaction participants themselves
IONIZED FLOW WITHIN WAVE GUIDE
FUEL IN FUEL OUT
which transfer energy by means of collisions of the second kind to similar molecules or to the molecules of the other participants of the reaction as in the synthesis of ammonia. In other words, collisions of the second kind, and also by other means, there may appear molecules in a state of close dissociation i.e. at high levels of vibrational excitation making them chemically active.
ELECTRONIC EXCITATION IMPROVE FUEL QUALITY, CHANGE PROPERTIES AND KINETICS OF BURNING FOR A CLEAN COMBUSTION:
The heat capacity values Cp and Cv change with internal rotations and torsional modes of the molecules under excited conditions making changes to the ratio of specific heats which influence any heat engine's cycle of operation. Further, the fuel is partly ionized and REFORMULATED with changes in volatile fraction volumes and altered molecular structure.The charge distributions alter the rotational energy,vibrational energy,translational energy and electronic motions that contribute to the total molecular energy level of the fuel.The charge distributions contribute to new chemical effects altering the kinetics of the combustion process. The HYDROGENOLYSIS by the metastable hydrogen under excited conditions reacts with the low concentration sulphur in parts per millions to form oxides of sulphur and adsorbtion of sulphur in the metal semiconductor layer serving as a further catalyst for oxidising the fuel on board the vehicle or online at an economical cost avoiding costlier refinery processes for fuel quality improvements.
CONTROL OF COMBUSTION PROCESSES BY SELECTIVE EXCITATION OF INTERNAL DEGREES OF FREEDOM OF THE REACTING MOLECULES:
The additional production of atoms/radicals at the initial moment can significantly decrease the ignition delay.
On the other hand, atoms and radicals can influence significantly the kinetics of combustion.
FUEL SPRAY, VAPORIZATION AND ATOMIZATION OF THE FUEL INJECTION /COMMON RAIL DIESEL INJECTION (CRDI) SYSTEM GET ENHANCED PERFORMANCE WITH THE FUEL EXCITATION AND MICROWAVE PLASMA ASSISTED COMBUSTION BY THE ELECTRONIC CATALYTIC CONVERTOR cum FUEL SYNTHESIZER.
AEROSOL
MIST INJECTION.
LIQUID JET INJECTION.
LIQUID JET INJECTION SCHEMATIC OF CHARGED DOWNSTREAM
WITH VAPORIZATION. DROPLET BREAK UP DUE TO COULOMB
REPULSIVE FORCE.
SCHEMATIC OF ELECTRON BEAM
INDUCED FUEL ATOMIZATION AND MICROWAVE INDUCED PLASMA CATALYSIS ASSISTED
IGNITION FOR CONTROLLED ENERGY ADDITION.
ENGINE PERFORMANCE IMPROVEMENTS:
The changes in the " KNOCK LIMIT " and " LEAN LIMIT" due to " REDUCED IGNITION DELAY " of the fuels in REAL TIME due to EXCITATIONS alters the kinetics of the combustion Process making the combustion full and complete resulting in reduced emissions than in an exhaust catalytic convertor.
REDUCED IGNITION DELAY OF FUEL IN REAL TIME DUE TO EXCITATION OF FUEL MOLECULES AND PLASMA CATALYSIS SHIFTS KNOCK LIMIT AND LEAN BURN REGIMES FACILITATING ADVANCED FUEL INJECTION TIMING POSSIBLE WITHOUT NOx EMISSION INCREASE CONSEQUENT TO LOWER PEAK COMBUSTION TEMPERATURE ENABLING IMPROVED FUEL ECONOMY:
EARLY INJECTION (ADVANCE INJECTION TIME) is possible only if the FUEL QUALITY including REDUCED IGNITION DELAY exist in the fuels enabling extended LEAN LIMIT and KNOCK LIMIT.
The COMBUSTION KINETICS due to above changes is TOTALLY DIFFERENT from the CONVENTIONAL COMBUSTION KINETICS experienced.
The EARLY INJECTION ADVANCE reduces NOx due to LOW TEMPERATURE and makes the combustion SOOT FREE.
HYDRODRIVE had already implemented EARLY FUEL INJECTION (ADVANCE INJECTION TIME) along with it's PATENTED ELECTRONIC CATALYTIC CONVERTOR cum FUEL SYNTHESIZER in several engines but engine/vehicle manufacturers and fuel system manufacturers were wondering how this could be possible without severe engine knock.
Due to lack of ADVANCED COMBUSTION KINETICS knowledge, none of the engine/vehicle manufacturers or fuel system manufacturers showed any interest inspite of the fact over thousands of inuse vehicles/engines retrofitted with HYDRODRIVE ELECTRONIC CATALYTIC CONVERTOR cum FUEL SYNTHESIZER were running satisfactorily in few countries for more than 4 years now and the users having reported less pollution, smoother engine with enhanced performance including improved fuel economy.
The RESEARCH WORK at the COMBUSTION RESEARCH FACILITY of the U.S Govt's -SANDIA NATIONAL LABORATORY, Livermore, California, U.S.A had now confirmed that EARLY INJECTION ADVANCE TOTALLY CHANGES THE COMBUSTION KINETICS and offers LESS NOx and SOOT FREE EXHAUST and is more BENEFICIAL.
As an APPRECIATION OF THE RESEARCH WORK done by the researchers of the Combustion Research Facility at SANDIA NATIONAL LABORATORY and to facilitate ALL ENGINE/VEHICLE MANUFACTURERS and LEADING FUEL SYSTEM MANUFACTURERS to make use of the EARLY INJECTION CONCEPT now made workable through the use of the world wide patent rights protected HYDRODRIVE ELECTRONIC CATALYTIC CONVERTOR cum ONBOARD ALL FUEL SYNTHESIZER, we give below their RESEARCH FINDINGS for the benefit of ALL ENGINE/VEHICLE and FUEL SYSTEM MANUFACTURERS and CAR USERS.
COMBUSTION RESEARCH FACILITY-SANDIA NATIONAL LABORATORY CONFIRMATION.htm
When used along with a conventional exhaust catalytic convertor, it facilitates moving towards zero emissions in gasoline engines tuned towards lean mixture. With diesel engines, reduces the smoke and suspended particulate emissions by over 60%. In general, the microwave heating melts the wax, sulphur for full combustion and changes the viscosity and density of the diesel under magnetohydrodynamic flow conditions. The wax and sulphur in melted conditions flows freely without clogging the diesel injection nozzles and maintains the original diesel spray pattern within the combustion chamber which worsens with usage otherwise. The microwave and other field effects alter the surface tension of the fuel droplets for enhanced combustion The peak cylinder pressure and peak cylinder temperature are reduced .This is reflected in the smoothness of the engine operation with enhanced power and pick up and extension of the slow speed limit in the top gear avoiding frequent gear shifts. In all engines, the soot within the combustion chamber is automatically decarbonaised in about 1500 kilometer of vehicle run after fitment The combustion chamber is kept clean always to avoid loss of compression.
COMPARATIVE BENEFITS
THAT MAKE HYDRODRIVE
ELECTRONIC CATALYTIC CONVERTOR
cum
ONBOARD FUEL SYNTHESIZER
A TECHNOLOGY FOR THE FUTURE WITH EVERY INTERNAL COMBUSTION ENGINE.
REDUCES THE EMISSION LOAD ON ALL EXHAUST SYSTEMS FOR LONG LIFE OF CATALYSTS.
REDUCES NOx AT ECONOMICAL COST.
MAKES SOOT REGENERATION IN DIESEL PARTICULATE FILTERS MUCH EASIER
AND
LESS FREQUENT DUE TO CLEAN COMBUSTION.
|
ELECTRONIC CATALYTIC CONVERTOR |
EXHAUST CATALYTIC CONVERTOR |
| Pre-engine Convertor .Cleans the combustion process. | Exhaust convertor.Cleans the unburnt exhaust gases. |
| Improves fuel properties for better combustion. | Does not improve fuel properties. |
| Works with all fuels. | Does not work with leaded petrol. |
| Decarbonaizes engine combustion chamber. | Does not decarbonaize engine combustion chamber. |
| Reduces engine noise and improves engine smoothness. | Does not reduce engine noise and engine smoothness. |
| Enhances fuel economy in actual driving conditions. | Does not enhance fuel economy. |
| Works on Microwave electronics, Plasma Chemistry. | Works on chemical oxidation and reduction principle. |
| No noble metal substrates or chemicals used. | Noble metal substrates or chemicals are used. |
| Engine pick up improves. No back pressure to engine. | Back pressure due to exhaust configuration. |
| Same size for all fuels and engines of any cubic capacity. | Different sizes for different engine cubic capacity. |
| Slow speed driving range in top gear enhanced. | Does not enhance slow speed driving range. |
| Economical and easier retrofit. Fitted within an hour. | Costlier. Fitment needs exhaust pipe cutting and welding |
| Powered by 12V D.C. vehicle's battery. | No power supply required unless heated catalysts are used |
| No warn up time required. | Warm up time required for catalysts during cold starting. |
| Reformulates fuel to increased Octane and Cetane value | Does not improve fuel quality. |
TYPICAL ENGINE PERFORMANCE IMPROVEMENTS
INSTALLATION SCHEMATICS
INVENTION CONCEPT GET CONFIRMATIONS THROUGH RESEARCH PAPERS PUBLISHED BY SEVERAL RESEARCHERS IN THE INTERNATIONAL COMBUSTION MEETINGS, NUCLEAR FUSION MEETINGS, PLASMA DYNAMICS AND LASER CONFERENCE SEVERAL YEARS AFTER THE FILING OF THE PATENT APPLICATION:
Sergey O Macheret, Mikhail N Shneider,Richard B Miles ENERGY EFFICIENCY OF PLASMA ASSISTED COMBUSTION IN RAM/SCRAMJET ENGINES.36th American Institute Of Aeronautics And Astronautics-Plasmadynamics and Laser Conference,Toronto,Ontario,Canada.6-9 June 2005
FEW INSTALLATION PHOTOS
WHAT SHOULD BE DONE FOR PERFORMANCE ENHANCEMENT IN A MPFI/EFI OR CRDI SYSTEM ENGINES AND VEHICLES HAVING AN ECU UNIT ?.
HYDRODRIVE ELECTRONIC CATALYTIC CONVERTOR being an ONBOARD FUEL SYNTHESIZER, improves your fuel quality and fuel properties in REAL TIME making it HYDROGEN RICH.
To take advantage of the improved fuel properties and to enhance the engine performance-lower emissions, improved fuel economy and improved power, the spark timing /Fuel injection timing need to be advanced. The hydrogen enrichment of the fuel facilitates, running the engines/vehicles with a LEAN MIXTURE due to improved Octane in the gasoline and improved Cetane, Changed viscosity and density in the diesel without increase in the NOx emissions and engine over heating-a big deviation from the conventional engine combustion kinetics due to a small volume fraction of Hydrogen doing all the wonders!..
The required spark advance and fuel injection timing advance could be carried out easily in a non MPFI/EFI or CRDI engines manually during retrofit.
In the MPFI/EFI or CRDI engines,CHIP TUNING IS NECESSARY.
What is Chip Tuning ?.
Today's modern cars are computer controlled by an ECU or “ engine control unit”. There are several sensors-oxygen sensor, manifold pressure sensor, Crank Angle Sensor, Engine Knock Sensor, NOx sensor, Engine coolant sensor, engine speed sensor, throttle sensor etc.. These sensors acting as feed back controls communicate with the ECU (Engine Control Unit). The ECU is programmed to feed the engine ALWAYS with STOCHIOMETRY FUEL (Constant AIR/FUEL RATIO of 14.7:1) under ALL SPEEDS and LOADS. The fuel injection timing/spark timing is also fixed by the program burnt in the EPROM of the ECU based on the FUEL QUALITY.Thus the ECU software controls the fuel delivery and ignition timing. Chip-Tuning optimises, or rewrites these programs in the computer. This changes the fuel delivery maps and boost pressure of the turbocharger. As a result, engine with run more efficiently and have increased horsepower and torque figures.
Turbocharged vehicles will achieve up to a 20 to 40 % increase in horsepower and a remarkably stronger torque. In a normal gasoline engine (no turbocharger) the performance increase will be between 6% and 8%. The acceleration and final speed is recognizably improved along with less fuel consumption, if same driving conditions are assumed. Overall the engine is more vital and powerful. In the control unit are also maps programmed to direct the fuel injection depending upon load and engine speed.
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Why doesn't the manufacturer do this? The engine management program is stored on a Chip (EPROM) and can basically not be changed. The manufacturer must develop his vehicles for a world wide market and must take into account many different circumstances. These are e.g. variations in the fuel quality, emission regulations, frequency of service and also financial reasons such as insurance. To derive the full benefit of the HYDRODRIVE ELECTRONIC CATALYTIC CONVERTOR retrofit in any MPFI/EFI or CRDI engines and vehicles, it is IMPERATIVE that the MEMORY MAPS related to the FUEL RATIO and FUEL INJECTION ADVANCE in the EPROM need to be entered with REVISED CODES appropriate for each engine model of each manufacturers taking into account the enhanced fuel properties facilitating an advanced injection timing due to " KNOCK LIMIT" and " LEAN LIMIT" shifts. These changes in the MEMORY MAPS of the EPROM in the ECU need to be carried out with ONBOARD DIAGNOSTIC TOOLS /EPROM RE PROGRAMMERS having specially developed WINDOWS based software and Lap Tops. With these softwares, it is now possible to tune upon the factory maps without sacrificing granularity or having to compromise one zone for another. Additionally, the users can define not only their own Load and RPM breakpoints for each map, they can also determine which Load variable to use (TPS, MAP or MAF) in order to best achieve their specific tuning goals. If this change in the EPROM of the ECU is not done, then with the ECU programmed to work only with a STOCHIOMETRY AIR-FUEL RATIO, good fuel economy and good reduction of emissions are not possible though the engine/vehicle will become very much smoother than before with enhanced pick up due to changed fuel properties ,hydrogen enrichment causing an improved INDICATED MEAN EFFECTIVE PRESSURE (IMEP) during the combustion. Where FLASH MEMORY is used in the ECU, the REVISED CODES need to be incorporated by the manufacturers. All vehicle manufacturers, engine manufacturers ,Fuel injection manufacturers and vehicle service centers should kindly take note of the above most important technical points into consideration.
HOW HYDRODRIVE ELECTRONIC CATALYTIC CONVERTOR CUM ONBOARD FUEL SYNTHESIZER IS SUPERIOR TO HYDROGEN FUEL VEHICLES?. "Seeing One Car Run on a Fuel Cell or Hydrogen Gas Does Not Make It a Solution for Anything, Especially If You Invest More Energy in the Hydrogen Than You Get from Burning It or If You Make More Greenhouse Gas at the Hydrogen Factory or If You Can't Afford to Ship or Store It" Hydrogen's problems are not difficult to understand and require little more than common sense applied to well-documented and easily understandable scientific fact. Hydrogen is the simplest element. It will leak from any container, no mater how strong and no matter how well insulated. For this reason, hydrogen in storage tanks will always evaporate, at a rate of at least 1.7 percent per day. Hydrogen is very reactive. When hydrogen gas comes into contact with metal surfaces it decomposes into hydrogen atoms, which are so very small that they can penetrate metal. This causes structural changes that make the metal brittle. Perhaps the largest problem for hydrogen fuel cell transportation is the size of the fuel tanks. In gaseous form, a volume of 238,000 litres of hydrogen gas is necessary to replace the energy capacity of 20 gallons of gasoline. So far, demonstrations of hydrogen-powered cars have depended upon compressed hydrogen. Because of its low density, compressed hydrogen will not give a car as useful a range as gasoline. Moreover, a compressed hydrogen fuel tank would be at risk of developing pressure leaks either through accidents or through normal wear, and such leaks could result in explosions. If the hydrogen is liquefied, this will give it a density of 0.07 grams per cubic centimeter. At this density, it will require four times the volume of gasoline for a given amount of energy. Thus, a 15-gallon gas tank would equate to a 60-gallon tank of liquefied hydrogen. Beyond this, there are the difficulties of storing liquid hydrogen. Liquid hydrogen is cold enough to freeze air. In test vehicles, accidents have occurred from pressure build-ups resulting from plugged valves. Beyond this, there are the energy costs of liquefying the hydrogen and refrigerating it so that it remains in a liquid state. No studies have been done on the energy costs here, but they are sure to further decrease the Energy Return on Energy Invested (EROEI) of hydrogen fuel. A third option is the use of powdered metals to store the hydrogen in the form of metal hydrides. In this case, the storage volume would be little more than the volume of the metals themselves. Moreover, stored in this form, hydrogen would be far less reactive. However, as you can imagine, the weight of the metals will make the storage tank very heavy. Coming to the production of hydrogen, hydrogen does not freely occur in nature in useful quantities, therefore hydrogen must be split from molecules, either molecules of methane derived from fossil fuels or from water. Currently, most hydrogen is produced by the treatment of methane with steam, following the formula: CH4 (g) + H2O + e > 3H2(g) + CO(g). The CO(g) in this equation is carbon monoxide gas, which is a byproduct of the reaction. Not entered into this formula is the energy required to produce the steam, which usually comes from the burning of fossil fuels. For this reason, we do not escape the production of carbon dioxide and other greenhouse gases. We simply transfer the generation of this pollution to the hydrogen production plants. This procedure of hydrogen production also results in a severe energy loss. First we have the production of the feedstock methanol from natural gas or coal at a 32 percent to 44 percent net energy loss. Then the steam treatment process to procure the hydrogen will result in a further 35 percent energy loss. It has often been pointed out that we have an inexhaustible supply of water from which to derive hydrogen. However, this reaction, 2H2O + e = 2H2(g) + O2(g), requires a substantial energy investment per unit of water (286kJ per mole).This energy investment is required by elementary principles of chemistry and can never be reduced. Several processes are being explored to derive hydrogen from water, most notably electrolysis of water and thermal decomposition of water. But the basic chemistry mentioned above requires major energy investments from all of these processes, rendering them unprofitable in terms of EROEI. Much thought has been given to harnessing sunlight through photovoltaic cells and using the resulting energy to split water in order to derive hydrogen. The energy required to produce 1 billion kWh (kilowatt hours) of hydrogen is 1.3 billion kWh of electricity. Even with recent advances in photovoltaic technology, the solar cell arrays would be enormous, and would have to be placed in areas with adequate sunlight. Likewise, the amount of water required to generate this hydrogen would be equivalent to 5 percent of the flow of the Mississippi River. The production of photovoltaic cells has a very poor EROEI. Water is already scarce even for drinking in many parts of the world. In many places, the ground water levels have gone down. Assuming that we could generate hydrogen from the sea water or from the sewerage water for fuelling all the vehicle population in the world in the next 20 years time, this will result in depletion of water balance on the earth and other ecological imbalances due to every water molecule split into oxygen and hydrogen and the hydrogen getting burnt. The basic problem of hydrogen fuel cells is that the second law of thermodynamics dictates that we will always have to expend more energy deriving the hydrogen than we will receive from the usage of that hydrogen. The common misconception is that hydrogen fuel cells are an alternative energy source while they are not. In reality, hydrogen fuel cells are a storage battery for energy derived from other sources. In a fuel cell, hydrogen and oxygen are fed to the anode and cathode, respectively, of each cell. Electrons stripped from the hydrogen produce direct current electricity which can be used in a DC electric motor or converted to alternating current. Because of the second law of thermodynamics, hydrogen fuel cells will always have a bad EROEI. If fossil fuels are used to generate the hydrogen, either through the Methane-Steam method or through Electrolysis of Water, there will be no advantage over using the fossil fuels directly. The use of hydrogen as an intermediate form of energy storage is justified only when there is some reason for not using the primary source directly. For this reason, a hydrogen-based economy must depend on large-scale development of nuclear power or solar electricity. Therefore, the development of a hydrogen economy will require major investments in fuel cell technology research and nuclear or solar power plant construction. On top of this, there is the cost of converting all of our existing technology and machinery to hydrogen fuel cells. And all of this will have to be accomplished under the economic and energy conditions of post-peak fossil fuel production. Liquid hydrogen is even more expensive, and the tanks are heaver, and it is more dangerous. What is the current price of a tank of hydrogen equivalent to a tank of gas? See: http://mb-soft.com/public2/hydrogen.html [Hydrogen as a Fuel for Automobiles] Their calculation gave $630 per fill up plus the $150 monthly rental fee for 60 100 pound bright red hydrogen tanks for the equivalent of 15 gallons of gasoline. Of course you could purchase the tanks, like with welding tanks, and take them in for exchange. If you fueled monthly, that would cost you about $52 per gallon equivalent of gasoline when you exchanged that 6000 pounds of tanks or about $44 per gallon equivalent of gasoline for a week. How heavy would your fuel system be? The hydrogen only weigh 15 pounds, but the tanks would weigh 6000 pounds, and you might need to haul them in a trailor behind your car. Liquid hydrogen would need even heavier tanks. You could name your car "Tank". See: http://mb-soft.com/public2/hydrogen.html [Hydrogen as a Fuel for Automobiles] The use of Hydrogen as a fuel for the automobiles requires : 1.Safety Consideration2.Cost Considerations3.Environmental Impacts at the places of Hydrogen Production which will ADD to GLOBAL WARMING. 4.Energy spent to generate Hydrogen. IF ONE CONSIDER ALL POINTS HIGHLIGHTED ABOVE, CONCLUSION ABOUT THE BEST SOLUTION FOR EMISSION REDUCTION AND FUEL ECONOMY IN ALL DIESEL AND GASOLINE ENGINES WILL BE: AN EASY RETROFIT ONBOARD/INLINE IN THE FUEL LINE OF ALL THE ENGINES FOR FUEL SYNTHESIS TO PRODUCE HYDROGEN RICH FUEL IN REAL TIME WHICH COULD BE CONSUMED ON DEMAND WITHOUT THE HAZARDS AND EXPENSES OF STORAGE, TRANSPORTATION OF HYDROGEN YET GIVING AN ECONOMICAL ANSWER TOWARDS CLEAN AIR AND IMPROVED FUEL ECONOMY AND CAPABLE OF BEING EASILY ADOPTED BY BILLIONS OF EXISTING ENGINES AND VEHICLES ALL OVER THE WORLD!. IS THERE ANY SUCH DEVICE AVAILABLE AND ARE THEY WORKING SATISFACTORILY WITH PROVEN RELIABILITY?. YES!. THIS IS THE INVENTION " ELECTRONIC CATALYTIC CONVERTOR cum ONBOARD FUEL SYNTHESIZER" employing the PATENTED "PROCESS OF MOLECULAR ENGINEERING AND SYNTHESIS OF MATERIALS " It is under U.K.GOVT.PATENT NO.GB2397782 and GOVT.OF INDIA PATENT NO.200286. PATENT RIGHTS ARE RECORDED IN THE U.S.A,CANADA,JAPAN,CHINA,PHILIPPINES AND IN MANY COUNTRIES.THE UNITS ARE USED IN THE PHILIPPINES,INDIA,ECUADOR,CHILE, CHINA AND IN FEW COUNTRIES! IT IS ALSO TESTED IN ACTUAL ROAD USAGE AND CERTIFIED BY MITSUBISHI MOTORS, ISUZU MOTORS AND BY MANY OTHERS!. IT IS WORKING FOR THE LAST THREE YEARS IN THE THREE SHIPS OF THE VALVINA SHIPPING CORPORATION SAVING 13% FUEL!. THE DEVICE IS USED WITH GIANT CATERPILLAR MODEL 3512 DIESEL POWER GENERATOR DELIVERING 1250 K.W (1265 KVA)@ 1800 RPM SAVING 5% FUEL!. IT MAKES YOUR CARS AND ENGINES RUN SMOOTHLY FOR CLEAN AIR WITH IMPROVED FUEL ECONOMY, IMPROVED POWER FROM YOUR CONVENTIONAL FUELS AND BURNING THE FUEL WITH A SMALL VOLUME FRACTION OF HYDROGEN GENERATED ONBOARD RESULTING IN HYDROGEN ASSISTED CHANGED KINETICS OF COMBUSTION.ADAPTING THE FUEL INJECTION SYSTEM TO HYDROGEN REQUIRES INTAKE VALVES TO BE ENLARGED AND VALVE SEAT RINGS TO BE MODIFIED,WHILE HYDROGEN-SPECIFIC INJECTION VALVES ARE TO BE USED AND HAVE TO BE RELOCATED IN THE INTAKE MANIFOLD INSTEAD OF THE COMBUSTION CHAMBER.THIS NOVEL CONCEPT SOLVES THE PROBLEMS FACED WITH THE INJECTION OF HYDROGEN INTO THE ENGINE COMBUSTION CHAMBER THROUGH INJECTION NOZZLES AND THE FLAME SPEED RESTRICTIONS CALLING FOR MODIFIED ENGINE COMBUSTION CHAMBER DESIGN THUS DOING ALL THE WONDERS!.
CAUTION AGAINST POSSIBLE PATENT RIGHTS VIOLATIONS & FORGERY OF PRODUCT.
PATENT RIGHT VIOLATIONS AND FORGERY /IMITATION WILL ATTRACT SEVERE COMPENSATION OF SEVERAL BILLIONS U.S DOLLARS IN VIEW OF OUR HEAVY INVESTMENTS MADE IN THE RESEARCH ,PRODUCT DEVELOPMENT AND RIGHTS RECORDED IN SEVERAL COUNTRIES. PATENT RIGHTS WILL COVER BOTH THE SELLERS ,USERS AND ANY RESEARCH ORGANIZATION THAT EMPLOY THE PROCESS WITHOUT A VALID LICENSE FOR ANY RESEARCH.
PLEASE ALSO VISIT FOR MORE DETAILS: Send mail to hydrodrive@gmail.com for details and enquiries. |
