HHO as the only fuel (Brown's Gas) creates Vaccum

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Here is the 2 Stroke version using HHO in a vacuum, to create an implosion after decompression.
It is slowed right down to show each necessary stage.

I will explain it in more detail when I get more time...

Though the diagram itself is fairly self explanatory with the different phases/cycles.

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Explaining the above HHO Brown's Gas Diagram

Implosion

1. This requires modifications to a standard 4 stroke engine with a double over head cam (DOHC).

2. The intake system of carberettor or Fuel Injection would need to be modified to take GAS as the primary input. Ideal EFI would be best with modifications as required to the sensors in the feedback as discussed in other HHO modfications. It would also require the bubbler safety mechanisms to prevent flash back.

3. To convert a 4 stroke to 2 stroke, the cams need to be modified with their cog sizes to be the same size (number of teeth) as the crankshaft (bottom rotating wheel)

4. The cams need to be modified for their timing for opening valves different, and will most likely need to be ground by a grinder, or welded and ground to get the desired effect. Trial and error experimentation will be needed to get it right. (Still in Prototype stages)


The CYCLES Explained...
1. Intake Cycle
Just after TDC (about 10 deg) the inlet valve opens to let in the HHO which is electronic fuel injected at this timing. (electronic feedback sesnor required to accuracy of the stroke degrees). The intake continues to take in the HHO till about 70 deg past TDC and closes.

2. Decompression Cycle
The remainder of the downward stroke from 70 to 100 deg (90 is half way down) creates a vacuum and spreads the HHO into this area more so.

3. Firing Cycle
Is at approx 100 to 175 deg after TDC (Trial Experiments to be done) and will vary with advance timing as does the regular 4 stroke engine allow for different RPM. At slow speed or starting speed, the timing might well need to fire at BDC (180 deg after TDC) which is the bottom of the stroke. The resultant HHO gas (Brown's Gas HHO Monoatomic not Diatomic HHO) ignited in a vacuum results in an Implosion (NOTE: IMPORTANT, HHO Gas in a clear container with sunlight will split from Monoatomic to Diatomic and will not behave the same. Ignited in room atmospheric levels, Diatomic POPS louder)

4. Implosion Cycle
From the point of ignition to the resultant implosion there will be a delay, based on the properties of HHO, and the RPM of the engine. Hence the timing of the firing must advance as the speed goes up for efficiency of the power stroke, which is this implosion stroke. It goes from just prior to BDC, thru BDC, and upwards to near TDC, with the piston being sucked upwards toward TDC.

5. Exhaust Cycle
Several Degrees BTC the exhaust valve opens and lets the exhaust gases out, which by all accounts reported should be water, as liquid. The force of the piston moving up acts like a pump, however, the fact that the implosion is about 1800th of the gas volume, means that the SUCKING towards the top might continue if let go to even after the the time that the valve needs to be opened. The exhaust valve opening, of course, if there still is a vacuum, will start to suck air in through it. So this needs to be compensated for with a suction pump after the exhaust port, and might require it's own system, to suck the water out and remove it as water. I can also be collected to be put back into the Brown's Gas HHO Cell. This would theoretically make it a sealed system. The exhaust valve then closes at TDC ready for the restart of the intake cycle in step 1 around 10 Deg after TDC.


Heres that diagram again so it's all in ONE post.


FINAL NOTE: All these settings of degrees are approximations of the theory and will vary with fine tuning to what is the most efficient with consideration for speeds of gas injection, from the delays of starting a cycle to it happening in actuality. This applies to all stages, including the burning, decompression, implosion and exhaust. Like all machines, a balance of all the different forces needs to be found and optomized for it to work basically, then made more efficient. As to what tolerances are allowable for this in the forces of nature, trial and error experimentation is required.

NOTE ooops... on the diagram it says...

Ratio 1:1  Cam 1 to Drive Shaft 2
it should read..
Ratio 1:1  Cam 1 to Drive Shaft 1

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Expand and contract. I've blown up bubblers by doing it too.

You might want to examine my last post on the modified 4 stroke engine into 2 strokes, with 5 cycles in those 2 strokes.

This will show a different environment of a vacuum effect in a sealed space of the cylinder. There is a detailed explanation of the theory.

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Something I forgot. It came to me in the middle of the night.
Distributer Cap.
Since I am working with a motorcycle this is not a problem, as the electrical firing to each cylinder has its own HT Coil to the spark plug. A car however has to rotor pointing at the correct lead.

The distributer itself has the sensor for firing. Where the points used to be for those with modern Electronic Ignitions. The distributer itself is rotated to get the electrical timing correct. These days it's rarely touched as there is no wear like there used to be with points. However, it can be loosened and the timing firing changed.

Now the main problem here is going to be that the rotation of the distributer for one revolution, will be for the 4 stroke and not the 2. Meaning the same mod to the cams cogs will have to be performed here. The cams need their cog size reduced to half the diameter and teeth count. The Distributer likewise will need to have the cog size reduced to half size and teeth. Now this can be a major problem to solve depending on how this makes the connection to the engine. As it used to be in splines, which is a major connection. I do remember seeing stuff about years ago, about different splines on distributors. This may have to be a custom made part. And likely the spline it mates with will also need to be changed to allow for a good fit with distance. As if the shaft centres are kept the same distance as prior, and one cog is reduced in diameter and teeth, then they will not even touch each other.

A motor cycle has the pick up for firing on the crankshaft in most cases. And the 4 cylinder, actually fires 2 cylinders at the same time from the same coil. A 4 cylinder has 2 coils with 2 High Tension leads coming out. These are paired to fire 2 & 4 at the same time, and 1 & 3 at the same time. One is actually in its firing strok, the other is in the exhaust stroke, and the firing there is just an extra which makes no difference. However the good news is, now with the mods to convert it to 2 strokes for a full cycle as above, that redundancy firing will now in fact be used exactly where it is supposed to be. It is almost like it was foreknown to be like this in the destiny of mankind lol.

Other factors are that now fuel is being used up and burnt twice as often. However, it might be that less fuel is required, and less engine speed (RPM) required, in order to get the same power as petrol/gasoline. This will make a difference to the output drive chain from the engine to the wheels. And might require changes to gear it to allow for less RPM to a faster wheel speed.
On a bike this is simply done by a smaller sprocket on the back wheel, and/or a larger on the drive shaft. (of course wear and tear has cogs and chains mate with each other, but for proto types that can be over looked till it is finalized, with caution for chains slipping off)
With a car this requires different ratio diferentials (the DIFF) on the rear wheel drives. Front wheel drives is another language to what I am used to, and I have no idea what goes on in the magic box ... yet.

An old 4 cylinder is an idea testing for this. Motorcyle prototype to then refine the data to make it for a car. Personally I used to love the old Gemini Holden with the Isuzu engine 1600cc. They were fairly robust and took a lot of abuse These can all be purchases for less than $2000 in a going state. Or cheaper. Mods could likely be done in the car itself, using the car as a workshop, for those who have a parking space to spare .

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here is a side by side animated gif of the two engine types side by side.
That is the regular 4 stroke engine on the left.
The modified 4 stroke into a 2 stroke HHO Implosion on the right.
These are very slowed down, and some stage pause, in order to synchronize the relative functions from one engine to the other. Remember the 4 stroke is doing 2 revolutions of the crank to the 2 strokes 1 revolution. There is a lot of pausing one to have the other catch up.

The power stroke of the 4 stroke is included in the firing. The power stroke of the 2 stroke is the implosion.