Water as the alternative fuel for the future needs
water is abundantly available on the earth. 2/3 of the earth is occupied by the water. Water is composed by hydrogen and oxygen. If we extract the hydrogen from water along with oxygen, then the mixer of hydrogen and oxygen gas suitable for the I.C. Engine applications with slight modifications. Due to purity of the water the exhaust gas of the I.C Engine is very clean and neat and it is environmental friendly fuel. Due to more availability it leads to more economical also. It is very safer to utilize. In this paper we present how to convert water into useful gaseous form and some of required modification for the engine
Due to exhausting of fossil fuel in the near future create a need to search of alternative fuels. Bio-diesels are one of the alternative fuel for the diesel fuel. But it requires a process of transesterification for direct 100% Bio-diesel conversion. Other vice we go for bio diesel blends with rock diesel. But water is abundantly available on the earth. 2/3 of the earth is occupied by the water. Water is composed by hydrogen and oxygen. If we extract the hydrogen from water along with hydrogen, then the mixer of hydrogen and oxygen gas suitable for the I.C. Engine applications with slight modifications. Due to purity of the water the exhaust gas of the I.C Engine is very clean and neat and it is environmental friendly fuel. If we fix the conversion kit to our vehicles, no need to go for a bunk to fill the fuel. Due to more availability it leads to more economical also. It is very safer to utilize. In this paper we present how to convert water into useful gaseous form and some of required modification for the engine
Principle of operation:
Water is pumped as needed to replenish and maintain the liquid level in the chamber. The electrodes are vibrated with a 0.5-5A electrical pulse which breaks the water as follows
2(H2O) => 2H2 + O2.
So that, a mixture of oxygen and hydrogen is available at the collecting tank. When the pressure reaches say 30-60 psi, we can start the engine. We can control the quantity of oxygen and hydrogen by using foot control regulating valve. The quantity of the gas generated depends on energy supplied to the electrodes, and thus more vapor to the cylinders. It is nothing , but transformation of one state to other state, i.e Latent energy in the water is enough to power the engine. When once the engine is in running condition it can drive the alternator and whatever belt-driven accessories. And the alternator is efficient enough to run the various electrical loads (10 - 20 amps), including the additional low current to run this vapor reaction. No extra batteries are required.
Requirements:
• Plastic water tank with pump and level sensor.
• Control circuit, wiring, connectors, and epoxy.
• Reaction chamber with electrodes and fittings.
• 3/8" stainless steel flex-tubing, fittings and clamps.
• Carburetor / FI vapor-pressure fitting kit. - Pressure, Cylinder head thermometer or exhaust gas thermometer CHT (or EGT), & level gauges.
• Copper mesh junction.
• Ceramic surface treatment for cylinders & pistons.
• stainless steel or ceramic treated exhaust assembly and valves
Step By Step Construction
1. Install the CHT (or EGT) gauge and measure the current operating temp range (gasoline), for comparison.
2. Build and test the controller to verify the correct pulse output.
3. Build the reaction chamber and test it with the controller (i.e pressure out).
4. Install the tank, controller, chamber, and pressure fittings.
5. Run engine and adjust the control circuit as necessary for best performance.
6. Install the stainless steel valves and get the pistons/cylinders coated with ceramic.
7. Coat the exhaust system with ceramic without the catalytic converter (or let it rust out and then replace the whole, with stainless steel pipe sections).

Reaction Chamber
This is the chamber where reaction is takes place and in this steel tubes are used as electrodes. Use a section of 4" PVC pipe with a threaded screw-cap fitting on one end and a standard end-cap at the other. Make sure to drill-and-epoxy or tap threads thru the PVC components for all fittings. Set and control the water level in the chamber so that it well submerses the pipe electrodes; yet leave some headroom to build up the hydrogen/oxygen vapor pressure. Use stainless steel wires inside the chamber or otherwise use a protective coating; use insulated wires outside. Ensure that the epoxy perfects the seal, or otherwise lay down a bead of water-proof silicone that can hold pressure.
The screw fitting may require soft silicone sealant, or a gasket; its purpose is to hold pressure and allow periodic inspection of the electrodes. No leaks, no problems.Make solder connections at the wire/electrode junctions nice, smooth, and solid; then apply a water-proof coating, e.g. the epoxy you for joining the pipes to the screw cap. This epoxy must be waterproof and be capable of holding metal to plastic under pressure.
Control Circuit
A simple circuit to control
and drive this mini-system. Make a
'square-pulse' signal that 'plays' the
electrodes like a tuning fork; which we
can watch on an oscilloscope. Duty
cycle will vary with the throttle in the vicinity of 90%MARK 10%SPACE (OFF/ON).
There is nothing sacred about
how the pulse waveform is generated;
there are many ways to generate pulses, and the attached diagrams show a few. The diagram shows the NE555-circuit approach from the referenced patent. The output switching transistor must be rated for 1-5 amps @ 12 VDC (in saturation).
Throttle Control
If it have a throttle position sensor, it is able to access the signal from the sensor itself OR from the computer connector. This signal is input to the circuit as the primary control (i.e. throttle level = pulse width = vapor rate).

If it don't have such a signal available, you will have to rig a rotary POT (variable resistor) to the gas linkage (i.e. coupled to something at the gas pedal or throttle cable running to the carb or FI. If it make the attachment at the carb/FI,. get one rated for long life and mechanical wear; mount it securely to something sturdy and stationary that will not fall apart when we step on the gas.
Control Range
. The full throttle RANGE (idle-max) MUST control the vapor rate, i.e. pulse-width (duty). The resistor values at the throttle signal must allow the throttle signal voltage, say 1-4 Volt swing, to drive the VAPOR RATE. In this circuit, you will simply tune to whatever frequency makes the most efficient vapor conversion. we will have to get into the specs for each IC you use, to insure you connect the right pins to the right wires, to control the frequency and pulse width. we can use spare sockets to try out different discrete component values. Just keep the ones that are spec-compatible in the circuit, and get the job done.
we crank up the throttle signal and put more electrical energy (fatter pulses) into the electrodes; verify we can get 10% duty on the scope (2 - 100 usec on the horizontal time-base). averaging DVM will display the 90%-10% DC voltage across the output transistor (Vce or Vds or Output to Ground). Set and connect DVM in the supply current and measure .5 - 5 amps, without blowing the DVM fuse. Now verify that we got everything as we wanted.
Carb/Fi Connection
There are ready-made kits available for making our pressure fittings to the carburetor or fuel-injector as the case may be. The copper mesh comprises the inadvertent backfire' protection for the reaction chamber. Make sure that all vapor/duct junctions are air-tight and holding full pressure without leakage. Your new 'system' is considered successful and properly adjusted when you get the full power range at lower temp and minimum vapor flow without blowing the pressure safety valve.
Engine/Exhaust Treatment
Get the valves replaced with stainless steel ones and get the pistons/cylinders ceramic-treated. Do not delay as these items will rust, either by sheer use or by neglect (i.e. letting it sit). we make max use of current exhaust system by using it with our new deal until it rusts through, fit a stainless steel exhaust pipe (no catalytic converter is required). But it could be easier and cheaper to send our existing exhaust system out for the ceramic treatment, and then simply re-attach it to the exhaust ports.
Conclusions:
-As per information given in paper it is easy to construct an engine which runs on the water. But it requires some electric circuits at the electrodes and corrosive resistant coatings at the piston and at the exhaust pipe.
-Still some research work is required to study the engine performance.