Water Sparkplug

[Kinetix]

plasma in ethanol engines?

Hello, guys!
What about using the plasma spark in engines converted to run on ethanol?
As ethanol is burning at a slower rate than gasoline, the plasma spark could have an improving efect here, speeding up the process...
Has somebody tryied this?
Thank you.

[gmeast]

cold start

Fabrication and testing of an enhanced ignition system to reduce cold-start emissions in an ethanol (E85) light-duty truck engine: G.P. Gardiner

14 mb document including plug modification for plasma with tungsten.

Information Bridge: DOE Scientific and Technical Information - Sponsored by OSTI

Hi all,

We've almost made it to 100 pages YEAH ........... !

Anyway, when I was doing my bug testing, one thing I thought was of significant value was that I was able to start the Bug COLD & WITHOUT a need for the choke. The exhaust smell was clean and the engine performed as well as if it was warmed up. When you consider the mass of metal that has to be heated up to achieve any reasonable performance otherwise, this was a significant spin-off of the research.

Greg

[aljhoa]

Plasma in fact is only UV and heat togheter.. for that reason UV have an important part inside process.. of corse normally UV don't have enough force for dissociate water but maybe in sequence can be.. about meyer injector plug.. that is very similarry to old WFC but include also plug inside.. water fuel isn't burnable as some peoples think.. is only an ions mixture ready to react inside injector plug.. create and burn N2H4/N2O at the same time releasing thermal explosive energy .. on the same principle you can create NH3/N2O using water PH <7 and use directly inside engine.. plasma is needed for start reaction inside chamber? Maybe yes .. maybe not.. next information

Keep in mind that with plasma you obtain UV and heat .. if you use copper wire you remove also oxygen from air forming copper oxide around the wire .. maybe is the same method used from meyer.. can be possible that EEC is in fact EOC (extraction oxygen circuit) formed only from copper wire resistor?

http://www.energeticforum.com/renewable-energy/5247-ionization-water-fuel-36.html#post95090

Al

[maxc]

YouTube - PLASMA IGNITION SYSTEM

[aljhoa]

Hydrogen flame speed and WFC gases speed

Detonation - A Must for Hydrogen

In order to do work on a piston, the fuel-air mixture needs to burn at a speed faster than the piston is moving. The following discussion exclude hydrogen detonation, which is much different from combustion. At stoichiometric ratio (no air nitrogen?), hydrogen (uncertain H2 and O2 mixture, with HHO ?) flame speed has been reported up to 3.46 m/s [11.35 feet/second] which would be nearly an order of magnitude slower than gasoline 40 m/s [from 70 up to 170 feet/second], and at lean mixture, the hydrogen flame velocity decreases significantly. However, engine experts are not working in stockiometric condition but report hydrogen-air mixture flame front speed and gasoline-air mixture flame front speed accordingly.

Stochiometric is an ideal situation which does not occure in IC. With gasoline, engine do not run exactly stochiometric mainly to preserve the exhaust valve from overheating, and to reduce NOx production. Quite the same with hydrogen in combustion engine. Difference in comparison is also with the mixture power density because hydrogen is a gas with a low power density. Per pound hydrogen is more powerful but at atmospheric density, hydrogen is less powerful compare to gasoline mixture. Matter may still be open to discussion, but lower hydrogen flame speed observed in IC engine condition is a disadvantage shared with most other gaseous fuels. This is why a detonation capable engine is so important to overcome these limitations. Source: Mark's Standard Handbook for Mechanical Engineers, Section 9, Internal Combustion Engines, Flame Speed, more at

https://www.mb-soft.com/public2/hydrogen.html

An average vehicle engine rotating at 2,000 rpm (33 revolutions per second) produces piston linear speed of 45 feet/second in the middle-stroke, which is already 5 times faster than the hydrogen flame front speed ! The fact that a hydrogen-air mixture has a flame front speed of about 1/10 that of a gasoline-air mixture contributes to explain why hydrogen engines only run at reduced power and low rpm under load. However, the detonation mode is extremely rapid and totally removes this limitation to hydrogen. This is why the detonation mode (not compatible with piston, but with the Quasiturbine) is somewhat critical for the future of the hydrogen engine.

Quasiturbine> Type> Hydrogen

http://www.energeticforum.com/renewable-energy/5247-ionization-water-fuel-34.html#post94040

http://www.energeticforum.com/renewable-energy/5247-ionization-water-fuel-34.html#post94041

Al

[dingo]

Dingo, your diagram looks correct for the basic circuit.

Kinetix, the diode is correct if the ignition coil is positive polarity.

hmmm....i dont measure any voltage at the anode. I can measure 300V on the other side of the Cap. but not on the diode side


on a separate tangent: ...if i disconnect the anode side of diode from the cap, and let the CDI fire, there is all kinds of backEMF coming thru the diode...can this not be put to work somehow?

[eternalightwithin]

Hydrogen/plasma mods June issue of DieselPower mag

I subscribe to DieselPower. The last couple of issue's have ads in them for hydrogen assist addons for diesel engines. This months issue has a small article about research at Southern California's Combustion and Fuel's Research Lab. They are doing plasma research!!! DieselPower is currently talking to them and I think they will be doing a demo which they will talk about in August's edition.

David P

[Aaron]

@Dingo

You should probably connect the HV diode in reverse.

Dingo, your diagram looks correct for the basic circuit.

Kinetix, the diode is correct if the ignition coil is positive polarity.

[Kinetix]

What type of transformer do You use? Just curious.
I am not shure, but You should probably connect the HV diode in reverse.
As I said before, in my CDI the capacitor was connected different from your setup. See 4A in the diagram below.

[dingo]

very simple, but reliable cdi schematic

[Kinetix]

Yes, that would be very helpful.
Anyway, dingo, try to connect the primary of the ignition coil in reverse and/or to provide a small air gap (1mm) between the HV and the LV circuit. The LV must be allways connected to the spark plugs.
The spark plugs and spark plug wires must be resistorless.
At the same time, it probably matters how the capacitor is connected inside the CDI. My CDI had it connected to the ground and to the ignition coil. Then the thyristor (SCR) connected between the ignition coil and the ground.
Cheers.

[Aaron]

@Dingo

Dingo, can you post a diagram or schematic of your setup?

[dingo]

The cap in the cdi is the source of input to the primary of the coil
for the HV, but with the diode setup, it is also the LV source at the
same time.

I could not get it to work this way....at least on my CDI. LV and HV, individually, are there, but simultaneously, it produces 'nada' or at best, a very faint and weak spark.

[Aaron]

lv and hv from same cap

The cap in the cdi is the source of input to the primary of the coil
for the HV, but with the diode setup, it is also the LV source at the
same time.

[dingo]

Aaron, I did such an experiment, using a classic CDI schematic (home made). I added a diodes string from the CDI capacitor to the spark plug. And it did make plasma. The problem that may occur is about connecting the ignition coil. It doesn't work both ways, as I recall.

dingo, the amount of voltage developed by the ignition coil depends on the lenght of the air gap that has to be jumped. It's about the spark plug gap. If you keep it small enough, you would probably run your car with 10-15kV in the ignition HV circuit. The HV develops only until the voltage is able to jump the gap. After that, the voltage drops.
Cheers.

ok, so you cant use the CDI for both voltages simultaneously ? so CDI for LV and alternate ignition system for HV ?