ionisation of fuel
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MAGNETIC EFFECT ON FUEL CONSUMPTION AND
EMMISION
INRODUCTION
Over the last decades in India, there has been a
tremendous increase in number of automobiles industries.
Currently, the motor vehicle population in India is about 90
million. Even though the transport sector plays pivotal role in
the economic development of any country, it brings an
unavoidable spectre of environmental deterioration along with
transportation. This creates a huge problem for developing
country lie India. Combustion of fossil fuel in mobile sources
for transportation has led to widespread release of pollutants
such as CO, !C, "O#, smoe and many other harmful
compounds in the environment, which results in air $uality
deterioration and health e%ects especially in urbani&ed areas.
!ence, an integrated approach for reducing emissions from
mobile sources is the most desirable in urban transportations
and also availability of fuel will no longer meet the growing
demand.
There are di%erent methods '()*I, E+, catalytic- used
which not only gives proper combustion of fuel in engine but
also minimi&e the rate of emission through I.C. engine.
The whole proect is carried out to minimi&e the e#haust
emissions and to improve the combustion e/ciency of the
compression ignition 'iesel- engine
CATALYTIC CONVERTOR:
The catalytic converter is a device placed in the e#haust
pipe, which converts hydrocarbons, carbon mono#ide, and "O#
into less harmful gases by using a combination of platinum,
palladium and rhodium as catalysts...
MAGNETIC TREATMENT TO FUEL
The fuels for internal combustion engines are available inli$uid state, fuels do not combust until they are vapori&ed and
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mi#ed with air. (ost emission motor vehicle consists of
unburned hydrocarbons, carbon mono#ide and o#ides of
nitrogen. 1nburned hydrocarbon and o#ides of nitrogen react in
the atmosphere and create smog. 2mog is prime cause of eye
and throat irritation, no#ious smell, plat damage and decreased
visibility. O#ides of nitrogen are also to#ic.
The principle of treating the fuel with enough magnetic
3u# substantially changes the hydrocarbon molecule from its
)ara state to the higher energi&ed ortho state. It should be
noted that magnets are the prime source of control of the
position of electrons. *or e#ample, a magnetic coil controls the
sweep of our television4s electron gun. One fre$uently use theterm electromagnetism because one can4t separate the e%ects
one 5eld has on the other. Therefore, it shouldn4t be too
surprising that chemical reactions which are determined by an
element4s valence 'the surplus or de5ciency in the outer orbital
shells of the electrons- are a%ected by a magnetic 5eld. 6hen
one attaches a (agneti&er unit to the fuel line of an
automobile, one sees an immediate drop in unburned
hydrocarbons and carbon mono#ide. This is due to themagnetic conditioning of the fuel, which maes it more
reactive. *ew people reali&e that carbon mono#ide can be
subse$uently burned 7 carbon mono#ide 'CO- can be viewed as
a fuel. The purpose of a catalytic converter on automobiles is to
o#idi&e 'burn- carbon mono#ide into carbon dio#ide. 8s related
in stoichiometric charts representing ideal combustion
parameters, the highest burning e/ciency will be achieved at
the highest carbon dio#ide 'CO- level, since carbon dio#idecannot be subse$uently o#idi&ed. The purpose of a catalytic
converter is to reduce all carbon mono#ide to carbon dio#ide.
The ama&ing part is that the (agneti&er reduces emissions on
IC engines with catalytic converters. The increased combustion
e/ciency is occurring within the engine due to increased fuel
reactivity with o#ygen 'increased o#idation-, the main factor
responsible for increased combustion e/ciency. :y establishing
proper fuel burning parameters by magnetic means, we can be
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assured that an internal combustion engine is getting the
ma#imum energy per gallon of fuel as well as providing the
environment with the lowest level of to#ic emissions. Overall
generation of carbon dio#ide will drop due to better overall
engine e/ciency.
FUEL IONIZATON
The molecules of any gas or li$uid carry positive or
negative '; ve < 7 ve- electric charges. These molecules get
attracted to each other and form clusters. In such condition,
when the fuel is mi#ed with air, all the molecules of the fuel
may not combine with the o#ygen molecules in the air, in order
burn and give out heat energy. 2ome of the fuel molecules burn
and the rest escape in the atmosphere as un-burnt gases. This leads to poor
fuel efficiency and pollution of the atmosphere.
Fuel ionization process
In the presence of the magnetic field created by the permanent magnets,
the fuel molecules are oriented in a particular direction and the molecular
clusters are opened out (as shown in the diagram above). This is called
ionization. Ionized fuel molecules combine with oygen molecules in the air
!uic"ly and burn effectively. This more effective burning increases the flame
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temperature and higher heat energy, leading to fuel saving and reduction of air
pollution.
#ydrocarbon molecules treated with a high magnetic field tend to de-
cluster forming smaller associates with higher specific surface for the reaction
with oygen leading to improved combustion. In accordance with $ander %aals
discovery of a wea" clustering force, there is a strong binding of hydrocarbons
with oygen in such magnetized fuel, which ensures optimal burning of the
miture in the engine chamber. The conse!uence of treating fuel with a high
magnetic field is improved combustion of fuel and conse!uently increased
engine power as well as reduced fuel consumption. &n additional conse!uence
of improved fuel combustion is reduced emissions of carbon particles, carbon
monoide and hydrocarbons. In our study, focus has been laid on the
understanding of magnetic action modes which have led to the fuel economy
and reducing ehaust emissions in engine applications.
#ydrocarbons have basically a 'cage li"e' structure. That is why duringthe combustion process oidizing of their inner carbon atoms is hindered.
Furthermore they bind into larger groups of pseudo compounds. uch groups
form clusters (associations). The access of oygen in the right !uantity to the
interior of the groups of molecules is hindered and it is this shortage of oygen
to the cluster that hinders the full combustion. The ehaust should theoretically
contain carbon dioide, water vapour and nitrogen from air, which does not
participate in the combustion. ractically the ehaust gases contain *+, #, #*,
+ and +. In reality, complete combustion of fuel is never achieved and the
incompletely oidized carbon is evident in the form of #*, *+ or is deposited
on the internal combustion chamber walls as blac" carbon residue. #ydrocarbon
fuel molecules treated with the magnetic energy tend to decluster, creating
smaller particles more readily penetrated by oygen, thus leading to better
combustion. They become normalized independent, distanced from each
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other, having bigger surface available for binding (attraction) with more oygen
(better oidation). In accordance with van der %aals/ discovery of a wea"-
clustering force, there is a very strong binding of hydrocarbons with oygen in
such magnetized fuel, which ensures optimal burning of the miture in the
engine chamber .
SPECIFICATIONS OF MAGNET
0are earth permanent magnet dFe1 is a new "ind of magnetic material
developed in the 2345/s with ecellent magnetic characteristics (high energy
product and high coercive force etc.) and relatively low cost.
The permanent magnet has certain specifications li"e shape, size, gauss value,
*urie temperature.
Table 6.2 pecifications of 7agnet
hape 0ectangular 1loc" Type
8auss value (gauss) 3555 29555
Type bFe1
*urie temperature (5*) 925-9:5
7aimum +perating Temperature 45-65
;ensity (g<cc) :.65
$ic"ers #ardness (#$) =>5-=45
ote? +ne tesla (T) is e!ual to the 25555 gauss. 8auss is the unit for magnetic
field.
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Fig 6. bFe1 0ectangular type magnet
In this we used two magnets which are attracting each other, in between
the magnets the fuel pipe will be there. The magnetic lines will pass through the
fuel, which will ionize the fuel. The ionized fuels will combust in combustion
chamber, which results in fuel economy.
FABRICATION OF WOODEN HOLDER
2. %ood holder is a device which holds the magnet securely at the time of eperiment.
. It is made with two similar wooden pieces of particular sizes. These two
pieces are shaped in to re!uired shape for positioned the two high power
magnets =5@=@2mm size.
9. The wooden pieces are separately made by various carpentry tools li"e
chisels, saw and emery sheets etc.
&fter completion of these two pieces are Aoined with a bronze hinge for closing
the bo type holder as shown in the below figures.
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2 DIESEL ENGINES WITH MAGNETIZER SET UP
7agnetizer is installed to fuel inAector pipe between fuel pump and fuel
inAector. If nearer the position of magnetizer, better improve in performance. o
the position must be nearer to fuel inAector.
Fig? >.Four tro"e ;iesel Bngine without Fig? >.9Four tro"e ;ieselBngine with
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7agnetizer etup 7agnetizer etup
PROCEDURE
erformance (Coad) Test on Four tro"e, ingle *ylinder, and %ater
*ooled ;iesel Bngine of the given specifications is carried out at constant
speed.
2. Dsing Bngine specifications, calculate maimum load on the engine.
. *onnect water line of the engine Aac"et inlet and calorimeter inlet to water
source with a constant head of = m (5.= Eg< *m) through respective rotameters.
9. +pen the respective gate valves (control valves) and set optimum flow rate on
the rotameters.
6. *onnect the panel instrumentation input power line 95 $, =5# single phase
power source. ow the digital meters viz. 07 meter and temperature indicator
display the respective readings.
=. Fill the Fuel into fuel tan" mounted on the panel frame.
>. *hec" the lubrication oil in the engine sump with the help of dip stic".
:. +pen the fuel loc" provided under the fuel tan" and ensure no air trapped in
the fuel line connecting fuel tan" and engine.
4. ;e G compress the engine by de-compressing lever provided on the top of the
engine head to start the engine. (Cift the lever for decompression).
3. *ran" the engine slowly with the help of a handle provided and allows
certain amount of fuel into the pump and in turn through the nozzle into the
engine cylinder. Increase cran"ing rate and pull the decompression lever down,
now the engine starts. &llow the engine to run and stabilize at approimately
2=55 07.
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25. ote down the following parameters at no load.
a) peed of the engine from ;igital 07 indicator.
b) Time for H H ** fuel consumption in ec
c) et load on engine (% -) in Eg from the amount of weight added on
the pan (%) in Eg minus spring balance reading ( ) in Eg
22. ow load the engine by placing dead weights on weight hanger to load the
engine in steps of , J, K, and full load. &llow the engine to stabilize on each
step of load and note down the above parameters.
2. %ith the above parameters recorded at each load, calculate the performance
parameters of the engine.
29. 7agnetizer setup is to be installed to inAector pipe between fuel pump and
fuel inAector, and procedure is repeated to calculate the performance parameters.
Performance Parameter of D!ee" En#!ne $!t%o&t Ma#net
Trials on single *ylinder ;iesel Bngine are carried out without installing
the magnet and the results of test are tabulated below.
Table :.2 erformance arameters of ;iesel Bngine without 7agnetizer etup.
.o
.
Coa
d
1 F I Lm L1TB 1F*
Dnits M E% E% E% M M Eg<E%-
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hr
2
9
6
=
5
=
=5
:=
255
5
5.32
2.466
.:9>:
9.>643
2.4
2.4
2.4
2.4
2.4
2.:
.:2
9.>66
6.=9>:
=.6643
5
99.>9
=5.99
>5.9
>>.3>
5
2.:5
23.4
6.2:
>.26
N
5.>9=
5.65=
5.996
5.95:9
Performance Parameter of D!ee" En#!ne $!t% Ma#net
Trials on single *ylinder ;iesel Bngine are carried out by installing the
magnet and the results of test are tabulated below.
Table :. erformance arameters of ;iesel Bngine with 7agnetizer etup.
.o
.
Coa
d
1 F I Lm L1TB 1F*
Dnits M E% E% E% M M Eg<E%-
hr
2
9
6
=
5
=
=5
:=
255
5
5.32
2.466
.:9>:
9.>643
2.>
2.>
2.>
2.>
2.>
2.:
.=2
9.666
6.99>:
=.643
5
9>.92
=9.:
>9.25
>3.=2
5
2.45
5.9
6.
>.:6
N
5.>::
5.93=9
5.992:
5.9556
E'%a&t Em!!on of D!ee" En#!ne $!t%o&t Ma#net
Trials on single *ylinder ;iesel Bngine are carried out without installing
the magnet and the obtained readings of test are tabulated below.
Table :.9 Bhaust Bmissions without 7agnetizer etup
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.o
.
Coa
d
mo"e *+ #* *+ +
Dnits M #D M 0pm M M
2
9
6
=
5
=
=5
:=
255
95.>2
6.5:
=.>:
=3.22
>5.9
5.5:
5.54
5.25
5.22
5.2
=>
4
44
3
33
.9
9.6
6.4
>.:
4.>
69
=
=4
>6
:9
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()* E'%a&t Em!!on of D!ee" En#!ne $!t% Ma#net
Trials on single *ylinder ;iesel Bngine are carried out without installing the
magnet and the obtained readings of test are tabulated below.
Table :.6 Bhaust Bmissions with 7agnetizer etup
.o
.
Coa
d
mo"e *+ #* *+ +
Dnits M #D M 0pm M M
2
9
6
=
5
=
=5
:=
255
:.4:
62.9
63.3=
=6.6:
=4.
5.5:
5.5:
5.54
5.54
5.25
=6
>=
:4
4>
32
.=
9.=
=.6
:.2
3.:
66
=4
>
>4
:3
8raphs are plotted between several parameters to compare the relative change
in the performance of the engine.
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