THE EFFECT OF “THE CELL” HYDROGEN ON-DEMAND SYSTEM ON THE FUEL CONSUMPTION OF A TRACTOR-TRAILER COMBINATION VEHICLE
Conducted By: CLAUDE TRAVIS AND ASSOCIATES, LLC Fleet Consultants
Report Prepared by: CLAUDE J. TRAVIS
Date: July 15, 2010
Type of Report: Final Report
Prepared for: The Cell, Inc. Robert Potchen
120 Keyes Court Sanford, FL 32773
TABLE OF CONTENTS
Section Title Page
Abstract Table of Contents
1.0 Introduction
1 2.0 Objective
1 3.0 Approach
1 4.0 Test Procedure
1-2 5.0 Test Course
2-3 6.0 Test Vehicles
3-5 7.0 Test Fuel
5 8.0 Fuel Saving Device
5-6 9.0 Instrumentation
6 10.0 Test Results
7 11.0 Summary
7-8 12.0 Conclusion
APPENDICIES
I SAE J1321 Test Procedures
II Weight Slips
1.0 INTRODUCTION
The fuel economy tests described herein were performed by Claude Travis and Associates LLC, Fleet Consultants, 2550 Holtman Drive N.E., Grand Rapids, Michigan 49525
2.0 OBJECTIVE
The objective of this test was to measure the difference in fuel consumption when “The Cell” Hydrogen On-Demand System is installed in the engine compartment of a tractor-trailer combination vehicle.
3.0 APPROACH
The fuel economy procedure performed was the TMC/SAE Fuel Consumption Test Procedure Type II, SAE J1321. The test data was obtained using the gravimetric fuel tank weigh method.
4.0 Test Procedure
The test procedure is found in SAE J1321. No modifications were required.
4.1 Both vehicles operated with lights on and windshield wipers off.
4.2 All windows were closed, or open equal amounts.
4.3 Tractors were the same make and model. Trailers were the
same make and model, 13’ 6” high and 102” wide on tandem
axles and radial tires.
4.4 Portable fuel tanks were positioned identically on both vehicles,
above the frame rails and behind the cab.
4.5 Cab heater fan motor switch in both trucks was in OFF position.
4.6 Engine cooling fan hub blocked in the RUN position on the
control truck and test truck.
4.7 Gross vehicle weight differences between vehicles was 1480 lbs.
including drivers. Weight was equalized. (see 6.1)
5.0 TEST COURSE
The facility utilized for the conduct of the test was a 59.2 mile section of US 131, north of Grand Rapids, Michigan. A south bound side rest area was the start and stop point. Weighing portable tanks and refueling was also done at this point. The highway follows a general course north and south and consists of rolling grades that do not require gear changes. The southern turn around was at mile post 131 and consisted of an off ramp and stop sign, overpass and an on ramp. The northern turn around was mile post 159, and consisted of an off ramp, stop sign, overpass and an on ramp. Any traffic delays at stop signs were timed in seconds, with engines at idle, and subtracted from a scheduled 60 second idle period at the end of each test run. The rest area where the start/stop point was located, was at mile post 137, near Big Rapids, MI.
6.0 TEST VEHICLES
6.1 The control tractor was a 3 axle IHC Prostar Day Cab, built in 2010. This tractor was pulling a 53’ tandem axle van trailer, Star 71575 and was powered by a ISX Cummins 450 HP through a Eaton Man 10 speed transmission and a DSC DS404 3.65 ratio differential. The trailer was ballasted with palletized brick and the gross vehicle weight was 61,760 lbs. This vehicle is owned by Star Truck Rental of Grand Rapids, MI. The test tractor was a 3 axle IHC powered by a ISX Cummins Diesel 450 HP engine through a Eaton Man 10 speed transmission and a DSC DS 404 differential. The tractor was coupled to a 53’ tandem axle van trailer Star 71574 ballasted with palletized brick to a GVW of 60,280 lbs.
6.2 Maintenance
The test vehicles were inspected and records were reviewed. It was determined that incremental preventive maintenance services had been performed as scheduled and the work had been executed properly. Tires were checked and pressure was adjusted as specified . The trucks were road tested. It was determined that
all systems performed as intended and that approximately equal power was delivered to the drive wheels of each truck. Axle alignment was checked and found to be correct. Brake adjustment was legal and without shoe to drum contact (drag) .
6.3 Preparation
After maintenance, the vehicles were ballasted with palletized brick. (See Section 6.1 for vehicle test weights) . Each brick weighed 10.15 lbs. A transfer of 73 bricks was made from the heavier vehicle to the lighter to equalize the vehicle GVW. The control and test trucks were prepared for the installation of the portable fuel tanks by the application of additional fuel lines as required.
When complete, the engines received fuel from and returned fuel to the portable tanks only. The portable tanks were connected by quick disconnect fittings with positive shutoffs. Tires were gauge checked for pressure maintenance. Radiator fan drives which normally operate by temperature demand were altered to operate 100% of engine-on time. Air conditioner, defroster and heater motor switches were put in the OFF position and not used.
7.0 TEST FUEL
Fuel was purchased at a BP supplier in Grand Rapids. Care was taken to insure that the test started and completed using the same fuel. Diesel #2 was used throughout the series and was stored in drums on a support vehicle. A sample of fuel will be retained for 120 days for analysis if requested.
8.0 FUEL SAVING DEVICE
The tested product was made by The Cell, Inc. and designed to deliver HHO (hydrgen and Oxygen) on demand, into the combustion air intake system of a diesel engine. The introduction of HHO, employing the use of filtered water, is claimed to improve combustion resulting in an increase in the horse power and fuel efficiency,
9.0 INSTRUMENTATION
9.1 Gravimetric Fuel Tanks Gravimetric fuel tanks with a sixteen gallon capacity were used for measuring fuel consumption. Two tanks were assigned to each vehicle to avoid delay in tank change-over. Prior to test start-up each tank was purged, filled with test fuel and weighed. The tanks were installed above the frame rails and behind the cab. Fuel line connections were made with quick-disconnects for convenience of installation and removal and to avoid spillage.
9.2 Weigh Scale
A Champ Digital Bench Scale Model No. 300 calibrated to a maximum resolution of 1:20000 was used for weighing the gravimetric tanks before and after each test run. Weights were recorded in pounds to 2 decimal places. The scale was checked frequently with a calibrated weight to assure accuracy and zeroed before each weighing. The scale was positioned inside a utility van trailer. The trailer doors were closed when necessary to prevent the wind from affecting the scale accuracy.
10.0 TEST RESULTS SAE J 1321 / ATA-TMC TYPE II
Test Speed 65 mph
% Fuel Saved 24.5%
% Improvement 32.5%
10.1 Data Reduction
The fuel consumption percentage of fuel savings and percentage improvement are derived by following the calculation methods outlined in Joint TMC/SAE Fuel Consumption Test Procedures Type II, SAE J1321. Properly conducted tests using portable tank weigh methods are considered, based on test experience using long-haul test routes, to have an overall accuracy within +/-1% (for example, 6% measured difference can be from 5-7% actual difference.) See SAE J1321 Appendix I.
11.0 Summary
On Monday, July 12, 2010 two Star rental trailers were inspected and prepared for use during the test. The vehicles were checked for proper alignment and all brakes were found to be legal and
without shoe to drum drag. The trailers were loaded with palletized brick and doors were locked to ensure weight accuracy throughout the test.
On Tuesday, July 13 , 2010 a 65 mile warm-up run was made and the 2 vehicles were fitted with weighed 16 gallon fuel tanks and dispatched 35 seconds apart on baseline segment run #1. Each run is 59.2 miles in length. Switching weighed tanks between runs takes 5 to 6 minutes per truck. Trucks were immediately dispatched on runs 2, 3 and 4 within 12 minutes of arrival. Runs 1, 3, and 4 fit within a 1% window of the procedure required 2%.
After the baseline segment was completed, the test product was activated on the test truck. No change was made to the control truck. Three test segment runs were completed, fitting within a 1% fuel consumption window. All three baseline runs and test segment runs fit well within the time constraint window of a 1/2%.
12.0 Conclusion
When using the “The Cell” Hydrogen On-Demand System, the percentage improvement between the baseline segment and the test segment was 32.5%. The percent fuel saved was 24.5%.
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