maybe i missed it, was there a thread on controlling the production with acceleration?
i seen a video on youtube of a guy reving his vehicle and when he reved the HHO reacted accordingly. ive seen other reports that the HHO on a steady production is good at reducing emitions and such at low RPM but at High its like the HHO isnt there. since the alternator should be producing additional amps at higher RPM how about controling the HHO unit through some kind of throttle?
ive been trying to find out how my 1992 honda civic handles throttle and if its like one other fellow where theres a rheostat then there could be a control circuit devised to take readings from this.
any ideas or comments?
The hutchinson effect in question might I ask why? This effect was examined by physics already and deemed to be real I believe!
Whats the deal lets try to cover it up now ????
Does it lead to something important ?
Maybe people should really look further into this being that all of his equipment was sized about a year or two ago cause the complaints from people across the street said there doors would open and so on so forth its all a bunch of crap!
THOU SHALT NOT DIS THE HUTCH GOD DAMN IT!
I don't think the science channel as well as nasa or other government agencies would be baffled by bullshit!
Perversion this is pure "perversion of the truth it doesn't exist it doesn't exist no liiiiiie liiiie liiiiiiie liiiiies!" - mudvayne
artic, are you talking about having a fuelcell that
will power the engine 100% hho?
if so, you throwout the carb
throttle pedal connects to elec device
similar to a dimmer switch like the one
used to dim lights
use a device which gives same results as dimmer switch
it should, as the pedal is pushed down increase elec. power
decrease as its lifted
ive not done this, but would have if i had time, space and money
to persue my vaccum electrolysis project
but if youre talking still using gasoline/whatever,
thats a different matter
im going to continue to use gas initially, but why reinvent the wheel? :) i figured there must be some part somewhere that may take a voltage or amp reading based on throttle position since another car has it. my curiosity was if we have heard of anything posted schematic wise on how to interface with this? im using a 555 timer circuit to power the pwm and figured i could use some kind of digital variable resistor to control amp throughput. maybe i will need to change frequency or duty cycle instead but this is why i would play with it now :-p
guess ill keep building my torch in the mean time.
Quote from: Artic_Knight on February 28, 2010, 01:57:09 PM
maybe i missed it, was there a thread on controlling the production with acceleration?
i seen a video on youtube of a guy reving his vehicle and when he reved the HHO reacted accordingly. ive seen other reports that the HHO on a steady production is good at reducing emitions and such at low RPM but at High its like the HHO isnt there. since the alternator should be producing additional amps at higher RPM how about controling the HHO unit through some kind of throttle?
ive been trying to find out how my 1992 honda civic handles throttle and if its like one other fellow where theres a rheostat then there could be a control circuit devised to take readings from this.
any ideas or comments?
Infringer, what are you on about? ..are you on the right thread?
- - - - -
I would recommend an isolation circuit - if you can find the leads to the rpm sensor, then you can run voltage controlled resistor ( mosfet off of it ) with an isolated primary circuit.
This would separate your sensor from the primary current going to the cell - which will be high. A simple rheostat is good in theory, but with the high current passing through it, the resistor element will heat up ( it will need to be a big one which can dissipate lots of heat if need be.
If you run two leads off the rpm sensor with a pass through plug or something similar, this will let you run a control circuit. You may have to twice remove it with a second mosfet. And no one said you couldn't run mosfets in parallel for higher current capacity.
You would need to know how to accurately control mosfet or jfet S-D resistance though, which isn't easy .. I've had problems with these devices before.
@ Artic Knight
If you don’t want to reinvent the wheel, so to speak, you might want to use the same controls that are used with gasoline engines that have been converted to run on natural gas or propane. It is what am I using.
Regards,
W.O.
Quote from: WorldOrder on March 03, 2010, 10:41:54 PM
@ Artic Knight
If you don’t want to reinvent the wheel, so to speak, you might want to use the same controls that are used with gasoline engines that have been converted to run on natural gas or propane. It is what am I using.
Regards,
W.O.
you wouldnt by chance have a source for what your using would you? i would appreciate that very much :)
thanks
yea im noticing for a fuel injected car mine being a 1992 honda civic you have to do quite a bit of modding for such a similiar fuel. i mean after all were still burning hydrogen ;D
i apparently need a TPS tap (not sure where mine is) a EFIE mod and im going to have to figure out how to cram my system under the hood.
now another curiosity ive been looking into is that i have O2 sensor in my intake before the engine and apparently after as well. i would think the O2 before the engine would need the mod and not after but as ive been reading the one after needs the mod, so now im wondering what the point of the first o2 sensor is.
fun and games.
Loner makes a very valid point. You have that major obstacle of the computer on the vehicle. Plus, for HHO to burn at all, it has to be almost a perfect 2:1 mix ratio. In my experience, I have found trying to modify my daily driving vehicle which is computer controlled by law(ain't that a bummer), is not worth the time and effort to see any appreciable results. By far, the cost of buying an older non computer controlled vehicle and fixing it up not only offers you a better education with ICE's and alternative fuels, but, you will have control over your parameters and better results in less time. Don't forget about smaller motors though. They can be easily modified, you have only one piston to deal with, and cost of materials will be drastically less. If you have major success with a small motor, then your ready the the big boys!
And like Loner said, this is all old news. If you came here to talk, you came to the right place. If you came here to find a lot of good information easily, without having to sift through thousands of irrelevant posts your in the wrong place. get the documentation you need and start reading it. The internet is the worlds library at your fingertips. Don't waste it here reading all the crap.
On a final note, try to associate with people that are smarter than you, or at least as smart as you. It's hard to talk with people that have no clue or think your nuts for trying such nonsense. This type of research is still considered pseudoscience and you will find opposition with your success.
ok so yea i just need a o2 mod and the hho right? sorry for a second there i thought you might have hinted that i didnt need a o2 mod.
my first test run will be for a lawn mower run completely off hho. that should be fun :) then i figured i would buckle down and build a o2 mod and another unit for the car.
i still got a ways to go because i havent built a "real" hho cell yet anyways. im going to pick up the parts tomorrow for a dry cell. i found a really good document that was very specific of what a good dry cell should be such as enough neutrals for 1.8-2 v a cell how much amps to get a liter measure ments for optimum results it really i think covered everything. for instance did you know apparently the best efficiency for amps through a cell is .5 amp a square inch of surface area? interesting :) we will see how well it holds water "haha" very soon. i hope everything turns out with the math it will make for a very efficient cell compared to most you tubers
Sorry for the snippy attitude. But for real. It's a dead end where you are going and it's been documented on this forum over and over, failure after failure. Even after modding all the sensors and stuff you may see a small increase in MPG but that can be illusive until a full 2 years of fuel consumption is recorded. Your biggest problem is heat. Heat is waste and causes the water to boil. And current causes heat, but, no current gets you no gas with electrolysis. Cooling the water will just add to the losses.
Your dry cell may be able to run a mower as it is but you will quickly find the motor won't be able to handle much of a load. Like when you cut thick grass. There are a few more issues other than heat and torque too. Any parts not stainless steel such as the exhaust will rust incredibly fast. And in the end you haven't really done much more than slap a few plates together and make an efficient water boiler that can start off making a bit of HHO.
How much of an increase in MPG do you expect to find? What are your goals towards alternate fuels?
i would like to double my MPG for my honda which is currently 26-28mpg (i have an older honda and a heavy foot) but really im going to get what i can get and try to increase my MPG over time.
my initial tests and aim is to pull 15 amp or less and maximize my MPG from that. i have looked at the math and understand that chances are my best effeciency is 2.6 watt per liter hour (or was it minute?) and at 12v*15amp = 69lph or just over one liter per minute. this isnt much but if the science is correct about the burn of gasoline and hydrogen i should see some notable results after adding the O2 mod to my exaust (i understand this is my lean control)
and of course if all else fails i get a really cool torch :)
thanks for the input :) my honda doesnt really seem to have much of a computer that i can find. but it is one of the earlier fuel injected cars, i believe its a well its the older low throughput one what ever that has plenty of mods so im ok there, actually setting it up with the hho seems to be a daunting task which i will test on my lawnmower soon enough albeit my lawnmower isnt fuel injected but its better to fail with it then the car :)
Artic, how is your project going?
Not sure if you knew about it or not, just ran across this thread while I was trolling Google hits and thought I'd mention something. www.voloperformance.com has the FS2 HHO which will change your map in your ECU so that you can use the HHO more effectively. I'm about to install one on my 06 Silverado if they can answer a few questions for me, and also on the wife's 2000 Excursion (V10, 3gals per mile).
As for your original question in this thread, about the TPS trick. I'm entertaining the idea of running a "fuel rail" with hho with fuel injectors pulsing the fuel into the intake. Probably going to use RPM and TPS signals to control the PWM that controls the fuel injectors.
http://www.clean-air.org/Hydrogen%20Cobra%20Story/Hydrogen%20Cobra.htm
Just in case you've never heard about it. This was done a LONG time ago, and I ran across it about 10 years ago myself and inspired me even further, even though I was already on "fire" to get my vehicles changed.