me 159 final project
TRANSCRIPT
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Final Project
Performance Testing of HydrogenBoosting a 1996 Nissan Altima
Course: ME 159, Dr. Sorensen, Professor Mizuno
Date(s) Performed: 05-14
Date Due: 05-21
Mitchel Thabit
Richard Kasten
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Table of Contents
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Introduction................................................................................................................1
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Procedure...................................................................................................................1
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Data and Results........................................................................................................6
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Discussion................................................................................................................12
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Conclusion................................................................................................................17
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Appendix..................................................................................................................18
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Table of Figures
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Figure 1 Chassis Dynamometer with 1996 Nissan Altima ........................................2
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Figure 2 Fuel Turbine Flow Meters ...........................................................................2
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Figure 3 - Complete Hydrogen Generator and Control Unit Assembly ........................2
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Figure 4 - Hydrogen Generator Tank ..........................................................................2
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Figure 5 - Hydrogen Flow Control Unit ........................................................................3
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Figure 6 - Rotometer ..................................................................................................3
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Figure 7 - Hydrogen Feed to Intake ............................................................................3
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Figure 8 - SuperFlow Dynamometer Control Panel .....................................................3
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Figure 9 - SuperFlow Dynamometer Data Aquisition Unit ...........................................4
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Figure 10 - SuperFlow Dynamometer Control/Display Station ....................................4
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Figure 11 - Testing Facility .........................................................................................4
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Figure 12 - Hydrogen Generator Assembly .................................................................5
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Figure 13 - Power Consumed vs. Hydrogen Flow ........................................................7
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Figure 14 - BSFC vs. HP Plot of Data from 0 H2 Dyno Run ..........................................8
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Figure 15 - HP/Torque Plot of Data From 0 H2 Dyno Run ...........................................9
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Figure 16 - HP/Torque vs. Dyno Roller RPM Plot of Data for 0 H2 Dyno Run ...............9
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Figure 17 - BSFC vs. Time Plot of Data for 0 H2 Dyno Run .......................................10
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Figure 18 - Fuel Turbine Flow vs. Time Plot of Data for 0 H2 Dyno Run ...................10
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Figure 19 - Fuel Consumption vs. HP Plot of Data for 0 H2 Dyno Run ......................11
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Figure 20 - Fuel Consumption vs. Time Plot of Data for 0 H2 Dyno Run ...................11
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Table of Figures
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Figure 1 Chassis Dynamometer with 1996 Nissan Altima ........................................2
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Figure 2 Fuel Turbine Flow Meters ...........................................................................2
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Figure 3 - Complete Hydrogen Generator and Control Unit Assembly ........................2
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Figure 4 - Hydrogen Generator Tank ..........................................................................2
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Figure 5 - Hydrogen Flow Control Unit ........................................................................3
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Figure 6 - Rotometer ..................................................................................................3
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Figure 7 - Hydrogen Feed to Intake ............................................................................3
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Figure 8 - SuperFlow Dynamometer Control Panel .....................................................3
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Figure 9 - SuperFlow Dynamometer Data Aquisition Unit ...........................................4
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Figure 10 - SuperFlow Dynamometer Control/Display Station ....................................4
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Figure 11 - Testing Facility .........................................................................................4
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Figure 12 - Hydrogen Generator Assembly .................................................................5
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Figure 13 - Power Consumed vs. Hydrogen Flow ........................................................7
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Figure 14 - BSFC vs. HP Plot of Data from 0 H2 Dyno Run ..........................................8
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Figure 15 - HP/Torque Plot of Data From 0 H2 Dyno Run ...........................................9
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Figure 16 - HP/Torque vs. Dyno Roller RPM Plot of Data for 0 H2 Dyno Run ...............9
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Figure 17 - BSFC vs. Time Plot of Data for 0 H2 Dyno Run .......................................10
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Figure 18 - Fuel Turbine Flow vs. Time Plot of Data for 0 H2 Dyno Run ...................10
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Figure 19 - Fuel Consumption vs. HP Plot of Data for 0 H2 Dyno Run ......................11
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Figure 20 - Fuel Consumption vs. Time Plot of Data for 0 H2 Dyno Run ...................11
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Figure 20 - Fuel Consumption vs. Time Plot of Data for 0 H2 Dyno Run List of Tables
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Table 2 - ANOVA Table of Data From Spreadsheets ...................................................7
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Table 3 - Averages of Data Collected by SuperFlow for 0 H2 Dyno Run .....................8
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Table 4 - Analytical Results ......................................................................................16
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Table 4 - Analytical Results
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Introduction
Throughout the years there has been much research in the area of fuel additives
that promise to increase the efficiency of the traditional gasoline powered 4 cycleengine. Recently there has been a growing interest in Hydrogen Boosting.
Hydrogen boosting is performed by creating hydrogen from electrolysis that is
powered by the vehicles electrical system. This experiment is important for
students to perform because upon completion of the factorial testing engine
dynamometer experiment, they are familiar with performance characteristics of an
automobiles engine, and the operation and function of a dynamometer. With this
knowledge, the student can now explore atypical ways of increasing the efficiency
and performance of an automobile. This experiment calls for the testing of hydrogen boosting; meaning a small amount of hydrogen will be introduced into the
gasoline combustion process. This process is potentially beneficial for several
reasons; hydrogen has a higher flame-front speed, it also has the ability to ignite at
almost any air to fuel ratio, it has a lower energy of ignition, and a higher resistance
to knock.It is said that hydrogen boosting aids in the combustion of gasoline to
create a more thorough combustion yielding a higher thermal efficiency. Engineers
are the people who are called upon to discover better ways of accomplishing
things, and one of the largest areas of concern in the modern world is theincreasing the efficiency of energy systems.
Procedure
Due to the nature of testing an automobile on a chassis dynamometer extreme
caution much be taken in setup as well as performing the tests of the automobile.
The students should be completely aware of the locations of fire extinguishers and
power controls of the dynamometer. Hearing protection is suggested and protectiveeye goggles are required due to the process of boiling the baking soda solution and
are always required in any laboratory. The first thing the student should do, is to
make sure the vehicle is securely strapped down and wheels chocks are
appropriately placed in front of the non-drive appropriate wires from the
dynamometer console to the fuel turbine flow meters.
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Figure 1 Chassis Dynamometer with
1996 Nissan Altima
Figure 2 Fuel Turbine Flow Meters
Now that the automobile is on the chassis dynamometer, the student can set up the
hydrogen generator and control unit. The student is to mix enough baking soda with
water in the hydrogen generator order to draw 80 amps at full power. Care should
be taken to not exceed 80 amps as this could foul the relays on the control unit. [A
good start point is of a box of baking soda (or 2 oz.) per gallon]. Now the student
is advised to connect the hydrogen feed line to the inlet port on the side of theautomobiles intake, just behind the throttle body. Make sure the rotometer for the
hydrogen is oriented in the appropriate direction of flow between the hydrogen
generator and the automobiles intake port.
2
FuelFuel
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Figure 3 - Complete Hydrogen Generatorand Control Unit Assembly
Figure 4 - Hydrogen Generator Tank
Figure 5 - Hydrogen Flow Control Unit
Figure 6 - Rotometer
3
BasicStamp
Pulse WidthManaging
ControlPotentiome
Amperage
12V PWM (ORANGE
Ground (Green
HydrogenLine (to
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Figure 7 - Hydrogen Feed to Intake Figure 8 - SuperFlow DynamometerControl Panel
Now that set up has been completed, the student may now turn on the
dynamometers computer, open the WinDyn Superflow dynamometer program and
begin testing the performance of the vehicle. It is advised that once the car is
started that it be brought up to cruising freeway speed (65mph) and allowed to run
at that speed for a short while in order for the engine to achieve normal operating
temperature. It should be noted that the most accurate results will come from the
use of the cruise control function on the automobile.
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Figure 9 - SuperFlow Dynamometer DataAquisition Unit
Figure 10 - SuperFlow DynamometerControl/Display Station
Figure 11 - Testing Facility
The test will be run automatically by a student-written program, using a
programming language native to the Superflow software. This program will allow
the student to simply press a Start button on the control module and will
automatically log data that is pertinent to the experiment for two minutes at a time,
then it will transfer the data to the computers hard drive that can then be exported
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into an Excel spreadsheet. It is advised to run two tests for each hydrogen level and
average the results to ensure accuracy. When running a test where hydrogen is
being introduced, the student should adjust the hydrogen control unit to the
appropriate hydrogen flow increment by reading the flow level on the rotometer as
the potentiometer is adjusted. The student is to make 2 dynamometer runs at eachhydrogen level and average the results to ensure accuracy. The results gathered by
the student can then be used in the equations for power, BSFC, and thermal
efficiency and then compared with the automobiles baseline performance data.
Once the data and performance measurements are compared, it can be confidently
be determined if hydrogen boosting provides an increase in the vehicles road
performance.
Figure 12 - Hydrogen Generator Assembly
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Data and Results
Due To the Large quantity of data, only averages, plots, and results will be shownhere. The raw data consists of 30 excel spreadsheet tables with over 10000000recorded values.
Table 1 Corrected Vital Data
HHO Flow(cuft/hr) hp
lb/hrGasoline
BSFC MPG
0.00014.412 10.389
0.715
35.545
0.000
14.1
46 10.402
0.7
17
35.5
02
0.00014.354 10.407
0.716
35.484
0.00014.394 10.432
0.719
35.399
0.00014.397 10.348
0.713
35.689
0.74814.682 11.435
0.788
32.296
0.74814.573 11.428
0.787
32.315
0.74814.611 11.468
0.790
32.201
0.74814.633 11.290
0.778
32.711
0.74814.732 11.536
0.794
32.013
1.49714.715 11.734
0.808
31.473
1.49714.565 11.756
0.810
31.413
1.49714.675 11.707
0.806
31.546
1.49714.658 11.816
0.814
31.254
1.49714.437 11.712
0.807
31.532
2.24514.518 11.585
0.798
31.877
2.24514.403 11.455
0.789
32.239
2.245 14.4 11.680 0.8 31.6
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86 05 18
2.24514.519 11.521
0.793
32.055
2.24514.367 11.359
0.782
32.510
2.99314.545 10.711
0.738
34.479
2.99314.602 10.785
0.743
34.241
2.99314.561 10.751
0.738
34.349
2.99314.313 10.694
0.737
34.534
2.99314.438 10.802
0.744
34.187
4.10014.430 10.739
0.740
34.387
4.100 14.547 10.951 0.754 33.722
4.10014.757 10.653
0.734
34.667
4.10014.648 10.957
0.755
33.704
4.10014.679 10.926
0.753
33.799
Average14.527
Table 2 - ANOVA Table of Data From SpreadsheetsANOVA
Source of Variation SS df MS F P-value F crit
BetweenGroups
63.02875 5
12.60575
178.1987
3.7072E-18
2.620654
Within Groups1.6977
56 240.0707
4
Total64.726
51 29
SUMMARY
Groups Count Sum Averag
eVarian
ce
0 5177.61
9435.523
890.0112
91
0.74828399 5161.53
7232.307
440.0651
72
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1.49656798 5157.21
7931.443
580.0139
55
2.24485497 5160.29
8132.059
630.1158
23
2.99313596 5171.78
9934.357
990.0220
48
4.1 5170.27
8834.055
760.1961
49
Figure 13 - Power Consumed vs. Hydrogen Flow
Table 3 - Averages of Data Collected by SuperFlow for 0 H2 Dyno Run
EngSpdWheelPwr
WheelTrq Ful1-2 BSFC Fuel1M Fuel2M
RPM Hp lbs-ft lbs/hr lb/hph lbs/hr lbs/hr
2415.165 14.1464 30.758675 10.18975 0.720676 118.1015 107.9116
Figure 14 - BSFC vs. HP Plot of Data from 0 H2 Dyno Run
Figure 15 - HP/Torque Plot of Data From 0 H2 Dyno Run
Figure 16 - HP/Torque vs. Dyno Roller RPM Plot of Data for 0 H2 Dyno Run
Figure 17 - BSFC vs. Time Plot of Data for 0 H2 Dyno Run
Figure 18 - Fuel Turbine Flow vs. Time Plot of Data for 0 H2 Dyno Run
Figure 19 - Fuel Consumption vs. HP Plot of Data for 0 H2 Dyno Run
Figure 20 - Fuel Consumption vs. Time Plot of Data for 0 H2 Dyno Run
DiscussionFor this experiment, some minor fabrication had to be done in order to create the
hydrogen gas generator. An electrical component had to be created that would
allow the user to incrementally adjust hydrogen levels from zero up to 2.993 ft 3 per
hour which occurred at 100 amps, which is approximately the most an automobiles
charging system can handle. This was achieved from creating an RC time circuit on
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a Basic stamp in conjunction with two 40 amp solid state relays. The code for the RC
Time circuit used is:
' {$STAMP BS2}' {$PBASIC 2.5}
'PIN 15 relaysP PIN 0result VAR Wordy VAR Wordx VAR WordMain:DO
HIGH 15 ' charge the capPAUSE 1 ' for 1 msRCTIME 15, 1, result ' measure RC discharge timey=((result/2)/100)+1
'DEBUG DEC ? y ' display result
IF y135 THENLOW P
ELSEIF y>1 THENGOTO PWM1
ENDIFLOOP
PWM1:DOLOW P
HIGH 15 ' charge the capPAUSE 1 ' for 1 msRCTIME 15, 1, result ' measure RC discharge timey=((result/2)/100)+1
'DEBUG "pwm"'DEBUG DEC ? y ' display result
HIGH P
IF y135 THENLOW PGOTO Main
ENDIFx=(136-y)
PAUSE xLOOP
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Also a hydrogen generator had to be constructed in which the actual electrolysis
was to take place in. To create this device, a stainless steel pot was used, holes
were drilled in the lid and stainless all-thread was used to send the electrical current
to the stainless steel electrodes, which were stainless steel light switch face panels.
Due to old components of the dynamometer showing their age, the absorption unit
very slowly loses its load. This can be seen in Figure 15 as a linear decrease in both
the horsepower and torque. Due to this problem, the average data values from run
to run were not identical, so in order to correct this problem, linear regression was
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Basic
Stamp / RC
40 Amp
Solid
StainlessSteel
StainlessSteel
Stainless
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applied to the BSFC vs. HP and fuel consumption vs. horsepower data to adjust for
the minor differences in HP for each run to obtain more accurate results for fuel
mileage.
According to the data collected from all of the tests run in this experiment, it can be
concluded that hydrogen boosting an automobile has no effect on the efficiency of
the vehicle. This conclusion can be made by examining the ANOVA table which was
constructed to determine whether the data was significantly different between the
run groups. The factor being analyzed is the different amounts of hydrogen being
introduced into the engine. Collecting data for the experiment was not particularly
difficult, as the SuperFlow WinDyn system allows the user to create custom
programs that can be run using the dynamometer and desired data can be
collected. This is the program written to collect all of the required data from thedynamometer for a 2 minute runtime:
Test Profile: FLOWTEST
Files:
Test: C:\Users\Engine Lab\Desktop\altima test\FLOWTEST.TPF
Config: C:\windyn\XConsole\config\RACER.CFA
Test Description:
________________________________________
________________________________________
This test profile can be selected and run by the dyno operator
Test Profile Properties:
End Test Ramp Time = 0.0 seconds
ServoV Control Mode = Manual
Number of Test Steps = 39
Test Profile Steps:
1. *** ***2. *** Written by Mitchel Thabit ***
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3. *** ***4. *** Nov. 8th 2009 ***5. *** ***6. *** REV. MAR. 7TH 2010 ***7. *** ***8. Erase ALL recorded data9. Set Memory[9] = 0.000
10. Display1: [Flowrate Measurement ] on console11. Display2: [Press "A" key to start test ] on console12. Display3: [Press "D" key to End ] on console13. Label Soft Keys (A-E): [Start End ]14. When Soft Key "A" is pressed , then GOTO "RECORD AT 100"15. When Soft Key "A" is pressed , then GOTO "END TEST"16. GOTO {THIS_STEP}17. RECORD AT 10018. Erase Soft Key labels19. Erase ALL console messages20. KEEP GOING21. Set Memory[9] = 1.00022. Display1: [Recording Data... ] on console23. Label Soft Keys (A-E): [End Test ]24. Record Data every 0.05 seconds25. When Soft Key "A" is pressed , then GOTO "END OF STEPS"26. GOTO {THIS_STEP}27. END OF STEPS28. Erase Soft Key labels29. Erase ALL console messages30. Set Memory[9] = 0.00031. Stop automatic data recording32. Display2: [TEST COMPLETED. SAVING DATA.... ] on console33. Save recorded data to auto-increment file on computer34. Cancel all WHEN requests35. Erase ALL console messages36. Display2: [ Test has been saved. ] on console37. WAIT for 4.0 seconds38. END TEST39. End Test
2005 SuperFlow Technologies Group. All Rights Reserved.
After a first law analysis of the system being tested in the experiment, the mileageof the automobile with hydrogen boosting could be determined. Also the efficiencies
for the two main components in play in this experiment could be determined from
this analysis. The hydrogen generator was found to have an efficiency of 24.75%
and the power-train of the automobile has an efficiency of 18.624%. The percent
error in this experiment was a result of a higher predicted fuel mileage value than
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the actual test data proved for each run. The highest percentage of error occurred
at the flow value of 1.497 ft 3/hr with a value of 9.055%. It is hard to know what is
causing the actual fuel mileage to be lower than the predicted fuel mileage. A
possible cause is electrical generation losses. Alternator efficiency was not
measured, and was assumed to be ideal, this could be a significant cause of error.
Table 4 - Analytical Results
14
hr Current (A)
Voltage (V)
Power (W)
Power(hp)
HHO(lb/hr)
Hydrogen(lb/hr)
Powerhydrogen(HP)
NetPower(HP)
generatorefficiency
vehiclepowerrequired(HP)
Predicted MPG
748 24.7 6.7 165.5 0.222 0.025 0.003 0.057 -0.165 0.256 14.692 35.162
497 40.0 8.2 328.0 0.440 0.050 0.006 0.114 -0.326 0.258 14.853 34.781
245 55.0 9.6 528.0 0.708 0.075 0.008 0.170 -0.538 0.241 15.064 34.293
993 69.9 9.8 685.0 0.919 0.100 0.011 0.227 -0.691 0.247 15.218 33.946
100 80.0 11.9 951.2 1.276 0.137 0.015 0.311 -0.964 0.244 15.491 33.348
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Conclusion This experiment was surprisingly accurate considering dated chassis dynamometer
equipment and student construction of important components such as the hydrogen
generator. With appropriate funding, the equipment could be updated and
professionalized and extremely accurate results could very easily be obtained. With
the conclusion of this experiment the student can now either verify or reject the
hypothesis that hydrogen boosting a vehicle is truly advantageous. The student can
use the knowledge gained from performing this experiment to research alternate
performance or efficiency boosting ideas. Also, by completing this experiment the
student is now equipped with the knowledge of how to set up and use a chassis
dynamometer, as well as gather data from said dynamometer. Analytical and actualresults show that hydrogen boosting this particular vehicle has no significant effect
on the vehicles freeway cruising fuel mileage. Although statistical analysis says that
there is no significant difference, visual inspection of the data shows a trend that
hydrogen boosting this particular vehicle decreases the fuel mileage.
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Appendix Hand Calculations
General Correction Equations for Rotometers