TinMan, you're able to accomplish easily what many
of us Dream about!
If I were a younger specimen I'd be very much tempted
to visit Oz and the TinMan just to observe how you do
all that you do!
You're definitely taking this line of research into new
and higher levels of observation. Amazing Stuff!
Could your work be an historical first?
Rudolph Gunnerman has done a lot of work developing
fuel/water mixtures for gasoline and diesel engines.
First i must correct a mistake i have made throughout the thread and video's.
I stated i was using 95 fuel,when in fact i have been using 91.
I got this mixed up as i run 95 in my vehicle,not 91.
So all this testing so far has been with 91 octane fuel--not 95 as stated.
muDped
If only i had started this journey on a serious note 10 years ago,i think things would have progressed far beyond what we have now.
I am starting to get a very good understanding of what is and is not possible.
But conflict comes with that along the way,and what i was taught all those years ago dose not seem to be the entire truth.
It was stated by my lecturers back in my training days that water was not a fuel,and no power/energy could be gained by adding water in any way shape or form.It is stated so often here by some that water is not a fuel.
I also see,reading that article you posted the link to above,that even the high end guru's say the same thing
Quote
:David Kittelson, University of Minnesota director of the Center for Diesel Research sighs mightily when called. Kittelson, a professor of mechanical engineering, calls Gunnerman's claims "absolute nonsense. They're violating the second law of thermodynamics."
"It sort of opens up a Pandora's box - that's why I sighed when we first started talking," Kittelson added. "People in universities have an awful lot to do. We're going through periods where we're having dramatic changes in funding structures . . . because of that it's very difficult to do what we're supposed to do and that is sort of seek out the truth. Getting into this water-fuel issue involves a lot of time . . . a lot of time . . . and not much payback."
Michael Seal, director of the Vehicle Research Institute at Bellingham's Western Washington University, agrees. Seal conducts engine research and built an award-winning hybrid vehicle that runs electrically and on natural gas.
Adding 10 gallons of water to 10 gallons of fuel might give only nine gallons of power, Seal said. "I could be wrong - but I'd like to know how I'm wrong. It's pretty well-known that water doesn't burn and there's no way of getting energy from it," Seal said. "Basically, you lose in some way. The best you could hope to do is break even."As you have seen,even with a highly modified-fuel efficient engine,i show a very clear gain by adding water in form of a vapour. And we are not talking small gains here,we are talking in excess of 18% with the simplest of setups that anyone can try.
In order to make any claims,we have to provide a sound explanation of the mechanisms at work.
I then decided to research what constitutes a fuel-->what is a fuel?.
Here is what i found to be a general answer.
Quote:
A fuel is any material that can be made to react with other substances so that it releases energy ,so as it can do useful work.This being the case,then water by definition is a fuel when you look at the events taking place within the cylinder of an ICE during both compression and power strokes.
As already stated by Graham and myself--
1-On the intake stroke,the water mist cools the air. This makes the air more dense,and so a larger volume of mixed gasses enter the cylinder. This results in a much larger explosive force during the power stroke.
2-During the power stroke,the water droplets are super heated,and this results in flash steaming,which also increases both the volume in the cylinder,and the pressure pushing down on the piston.
But as i take a closer look,there is more than this going on.
Im sure you have all heard of pumping losses within the ICE.
As it stands,the gasoline engine has higher pumping losses than that of the diesel engine.
This is due to how the gasoline engine closes of air flow volume to the engine to govern it's speed,where as the diesel engines speed is governed by how much fuel is delivered to it.
So when air flow is restricted on the inlet side of the gasoline engine,a vacuum is formed within the inlet manifold and cylinder. This is one pumping loss that the diesel dose not have.
The second pumping loss is during the compression stroke,where compressing the gasses is another pumping loss.
3-By adding water in form of a mist,the gasses within the cylinder are colder,and so the pumping losses associated with the compression stroke are reduced.
A fuel is any material that can be made to react with other substances so that it releases energy ,so as it can do useful workSo, by the very definition of a fuel,when water is added to an internal combustion engine,and reacts with the other substances within that combustion chamber,it is then a fuel.
It go's through a phase change,it expands and performs useful work,and it gets hot.
If it was not acting like a fuel,then it would cause the opposite effect,and reduce the efficiency or amount of work a given volume of gasoline could deliver.
Adding the water mist did not decrease the amount of work our given volume of gasoline could perform--we did not break even-->we increase the amount of work being done for that given volume of gasoline.
I believe this can be taken even further.
By increasing the compression ratio even further,we can add even more water(in the form of mist) into the engine,and get even more work out of it.
The larger volume of water mist will allow our 91 octane fuel to be used in an engine with a compression ratio of greater than 16:1. This will also lead to higher combustion temperature's--which lead to a higher expansion ratio of our water flashing over to steam.
In saying that,i think i have already exceeded the limits of my cheap chinese engine.
I am already pushing the friendship with a compression ratio of 15.6:1.
This means that the compression pressure has already exceeded 230psi--and who knows what the ignition pressure is at ATM. But,we are also not pushing the engine to hard as far as load go's. With the HHO cell running as well as the load,we have a 1.12kW load on the engine,and even more if we take into account the generators inefficiencies. Lets say a 1.4kW load.
But me being me,another 500 microns comes off the head tomorrow night
This will take us to a compression ratio of 16.2:1.
Along with that will come the larger misting unit,which i bought all the parts for today.
This should be enough to keep detonation(knocking) away from our engine.
From then on in,we will be switching to the stronger diesel engine,but where we will be running it on a gasoline and water mist system.
Brad
Never let your schooling get in the way of your education.
Author
Topic: The Engine,and then the gas (Read 49083 times)
