ionisation of fuel

7/18/2019 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



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



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



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



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.



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.



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



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.



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%-



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



.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



()* 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.

ionisation of fuel

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