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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 3, Issue 1, January- April (2012), IAEME
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EXPERIMENTAL INVESTIGATION OF FOUR STROKE S.I.
ENGINE USING FUEL ENERGIZER FOR IMPROVED
PERFORMANCE AND REDUCED EMISSIONS
Shri. N.V. Hargude1
, Dr. S.M. Sawant2
1Associate Professor Department of Mechanical Engineering,
PVPIT Budhgaon 416304,Sangli
2Professor, Department of Mechanical Engineering,
RIT Sakharle, 415414,SangliABSTRACT
The invention resides in the field of treatment of hydrocarbon fuels in liquid or gaseous form,to
increase the fuel burning efficiency, by subjecting the said fuel flowing in containment vessels or
conduits, to a shaped uniform magnetic field having a consistent directional flux.Hydrocarbon
fuels have long branched geometric chains of carbon atoms which have a tendency to fold over
onto themselves and on adjoining molecules due to intermolecular electromagnetic attractionexisting between like molecules or atoms.
It is very important to understand that in a fluid which is subjected to an external magnetic field
the electron excitation (magnetic moment) occurring, affects molecular orientation. Due to the
fact that we are dealing with a fluid, a rearrangement of electron, atomic and molecular symmetry
occurs toaccommodate the applied external magnetic field. This accommodation is attributed to
the fact that on the molecular level, a spinning electron subjected to a precise amount of
electromagnetic energy will absorb that energy and "spinflip" into an aligned state. When a
magnetic force is applied, the moment as seen by the electron excitation, causes the molecule to
tend to align with the direction of the magnetic field. As the axis of the electrons become aligned
with the external magnetic field, the angular momentum of the molecule no longer averages out
to zero, as in the normal case in molecules not possessing permanent dipole moments. The
fluctuating dipole moments under the influence of the external magnetic field acquires a netattractive force, which produces a stronger bonding with an oxygen ion.
Key Words: - Spin flip, Micro- power device, diamagnetism, magnetizer, SQUIDS, Ortho state,
morphology, pre-processing, Fuel Energizer, Improved Performance, Reduced Emissions.
INTERNATIONAL JOURNAL OF MECHANICAL
ENGINEERING AND TECHNOLOGY (IJMET)
ISSN 0976 6340 (Print)ISSN 0976 6359 (Online)
Volume 3, Issue 1, January- April (2012), pp. 244-257
IAEME: www.iaeme.com/ijmet.html
Journal Impact Factor (2011):1.2083 (Calculated by GISI)www.jifactor.com
IJMET
I A E M E
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1. INTRODUCTIONApplication of the magnetic field is important in many aspects of research and practical
applications. Over the past century, need and development of micro-power devices have
necessitated the need for studies to look further into mediums that can enhance combustion
processes of fuels by optimizing system parameters. This is essential so as to utilize the high
specific energy content of liquid hydrocarbon fuels. Magnetic fields can affect fluids that canexhibit paramagnetic and diamagnetic behavior (even if the fluid is not electrically conducting)
And, this suggests the potential ability of magnetic control of air flows and also
combustion.Paramagnetism is a result of unpaired electrons within an atom that can cause a
magnetic dipole to form in the presence of a magnetic field and, as a result, in the presence of amagnetic field this effect causes the fluid to be drawn in the direction of increasing magnetic field
strength. On the contrary, if the electrons are already paired, the atoms resist the formation of a
dipole and this resistance causes the atoms to move in the direction of decreasing magnetic field
strength, known as diamagnetism. Paramagnetic behavior is about three orders of magnitude
larger than the diamagnetic behavior. Oxygen and air are examples of paramagnetic substance
and are drawn towards higher magnetic field strengths. Nitrogen, carbon dioxide and most
hydrocarbon fuels are examples of diamagnetic substances and are repelled by stronger magnetic
fields. Thus, the behavior of these gases in the magnetic field suggests a new scientific method ofanalysis and separation in gases, using the magnetic field.
The dynamics of combustion of hydrocarbon fuel has forever been a subject of intense research
the world over as also the problems associated with it such as decrease in equipment efficiency
through incomplete combustion, consequent carbon deposits and high emission levels. Efforts
have always been on to achieve the best possible burning and energy output from fuel combustion
systems, the aim being ,
(1) to increase fuel efficiency and (2) to reduce exhaust emission levels.
Various institutions has conducted exhaustive research in to the utilizations of permanent
magnetic fields in alleviating these problems currently associated with hydrocarbon fuel
combustion. The field success of these device and continuous research has now given way to
fusion technology and a better availability of magnetic field, promises to give rapid and effective
results for increasing fuel efficiency and reducing exhaust emissions.The simplest of hydrocarbons, methane, (CH4) is the major (90%) constituent of natural gas
(fuel), and an important source of hydrogen. Its molecule is composed of one carbon atom and
four hydrogen atoms and is electrically neutral. From the energy point of view, the greatest
amount of releasable energy lies in the hydrogen atom.
The apparatus of the present invention can best be described as a means for the intensified
exposure of a hydrocarbon based fuel to a magnetic field.The positioning of the magnets is such
that each is separated from the outer surface of the fluid containment vessel only by the thickness
of the backing plate. In this manner the magnets are positioned at opposing tangential points of
the fluid containment vessel with the second face of one of the magnets facing the fluid
containment vessel and the first face of the other of the magnets facing the fluid containment
vessel to create an electromagnetic circuit having an enhanced, substantially uniform, mono-
directional, magnetic flux density for the polarization of the molecules of said fuel to increase thecombustion efficiency of said fuel. This creates the polarization of the long chain carbon
molecules in the fuel so that the molecules unfold to expose a significantly greater surface area
susceptible to combustion.
Present study involved with these interactions, is the intensity of the magnetic fields that couldeffectively alter the combustion characteristics. The material science technology have enabled the
use of permanent magnets by magnetic fields of moderate strengths. The aim is to study if such
fields can alter combustion behavior. Alternately, it would also be convenient to realize magnets
that can produce these field strengths without the need for enormous resources. This has the
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double benefits of negating the need for external energy sources to produce high magnetic fieldstrengths, and also providing a means to control combustion.
2. MAGNETIC TREATMENT OF FUELHydrogen, the first element of the chemical periodic chart, has the atomic number 1 and the
atomic weight 1.0079. Since it possesses only one electron, it has the valence of positive 1. When
we attach this unit to the fuel line of an engine, we see an immediate drop in unburnedhydrocarbons and carbon monoxide. This is due to the magnetic conditioning of the fuel, which
makes it more reactive. The purpose of a catalytic converter on automobiles is to oxidize (burn)
carbon monoxide into carbon dioxide. As related in stoichiometric charts representing ideal
combustion parameters, the highest burning efficiency will be achieved at the highest carbondioxide level, since carbon dioxide cannot be subsequently oxidized. The purpose of a catalytic
converter is to reduce all carbon monoxide to carbon dioxide. The increased combustion
efficiency is occurring within the engine due to increased fuel reactivity with oxygen (increased
oxidation), the main factor responsible for increased combustion efficiency.
2.2.WORKING PRINCIPLEA. When hydrocarbon fuel (methane molecule) is combusted, the first to be oxidized are the
hydrogen atoms (or precisely electrons on their outer shells). Only then, are the carbonatoms subsequently burned (CH4+ 2O2 = CO2+ 2H2O). Since it takes less time to oxidize
hydrogen atoms in a high-speed internal combustion process, in normal conditions some of
the carbon will be only partially oxidized; this is responsible for the incomplete
combustion. Oxygen combines with hydrogen readily; however, the carbon-oxygen
reaction is far less energetic. The optimum combustion efficiency (performance) obtained
from the Magnetizer application on fuel is first indicated by the amount of increase in
carbon dioxide (CO2) produced, which has been validated by state emissions control
devices.
Fig 1
Furthermore, as the pollutants decrease, the combustion efficiency increases. The drop of
HC & CO emissions is easily proven by comparative gas flue analysis & opacimeter
emissions tests.
B. Altering the spin properties of the outer shell ("valence") electronenhances the reactivity of the fuel (and related combustion process). The higher energized
spin state of hydrogen molecule clearly shows a high electrical potential (reactivity), which
attracts additional oxygen. Combustion engineering teaches that additional oxygenation
increases combustion efficiency; therefore, by altering the spin properties of the
H2molecule, we can give rise to its magnetic moment and enhance the reactivity of the
hydrocarbon fuel and ameliorate the related combustion process. The unit extremelystrong magnetic field, with sufficient flux density to have the required affect on fluid
passing through it, substantially changes the isomeric form of the hydrocarbon atom from
its Para-hydrogen state to the higher energized, more volatile, ortho state, thus attracting
additional oxygen. Fuel structure and properties, such as e.g. electrical conductivity,
density, viscosity, or light extinction are changed; its macrostructure beneficially
homogenized.
C. Hydrocarbon molecules form clusters called "associations." It has been technically possibleto enhance van der Waals' discovery due to the application of the Magnetizer, a high power,
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permanent magnetic device, strong enough to break down, i.e. de-cluster these HCassociations. They become normalized & independent, distanced from each other, having
bigger surface available for binding (attraction) with more oxygen (better oxidation). A
simple analogy is of burning coal dust and a coal brick.
2.3. PRINCIPLE OF FUEL SAVINGWhen fuel flows through the Fuel Saver, it magnetizes fuel molecules and puts the molecules
temporarily into cationic state. Fuel burning in this state is far more efficient and reduces carbon
monoxide emission. Apparatus for the intensified exposure of a hydrocarbon based fuel to a
magnetic field comprising at least two permanent magnets having opposite faces polarized northand south, a cover box for containing each of said magnets made from non-magnetic material for
containing said magnets and having a bottom opening and a peripheral depending flange having
curved hollows for fitting closely about a fluid containment vessel, a backing plate for closing
said bottom opening made from non-magnetic material and being recessed inward to permit the
close fit of the fluid containment vessel within said curved hollows, and strapping means for
securing said cover boxes in fixed diametrically opposed position about said fluid containment
vessel for creating an electromagnetic circuit having an enhanced, substantially uniform, mono-
directional, magnetic flux density for the polarization of the molecules of said fuel to increase thecombustion efficiency of said fuel. The apparatus of said fluid containment vessel is a conduit
having a substantially circular cross- section; strapping means for securing the cover boxes in
position about the fluid containment vessel are inserted through apertures in each of the cover
boxes. The magnetic field effects the polarization of long chain carbon molecules in said fuel so
as to unfold said molecules to expose a significantly greater surface area susceptible to
combustion. Also it is adapted to be positioned in proximity to an oxygen/fuel mixing apparatus
and for utilization in a hydrocarbon based fuel burning engine for the powering of a vehicle and
increases the combustion efficiency and reduces environmentally harmful emissions of said
engine.
3. DEVELOPMENT OF SYSTEM
3.1. SPECIFICATION OF MAGNET : As below shown in Table 1
Place of Origin: Zhejiang,China (Mainland)
Application: Industrial Magnet
Shape: Others (Rectangular)
Type: Permanent.
Composite: NdFeB Magnet.
Brand Name: Bestway.
Function: To save fuel & reduce emission gases.
Produce name: Super Fuel Saver.
Strength 2 Teslas
3.2. HALL-EFFECT DEVICES
A Hall-effect device is a piece of material which is affected by a magnetic field. By passing a
constant amount of current through it in one direction, and by placing it in a magnetic field in
another direction, we can measure a voltage across it in the third direction. This voltage is
proportional to the strength of the magnetic field. This can be calibrated to provide a certain mV
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change for every Gauss of magnetic field. This effect was discovered by Edwin Hall in 1917.The materials often used today in these devices are indium arsenide or gallium arsenide. There
are also superconducting devices which can measure minute magnetic fields, called SQUIDS.
3.3. MAGNETOMETER: This is a meter which is used in order to insure there was no residual
magnetic field left on some equipment. It would show polarity and magnitude. It was made by
Anno Instruments in Indianapolis. It is very sensitive. The area at the bottom of the meter is
placed near the magnetic field to be measured.
3.4. DIGITAL EXHAUST GAS ANALYZERThis digital exhaust gas analyzer is specifically designed for the automobile industry. Designedusing latest technology, these analyzers can easily check the pollution level of various
automobiles, also it is easy to install and known for their efficient functioning. Wide range is
tested on various parameters in order to meet the set automobile industrial standards.
3.5. TECHNICAL DATA AND SPECIFICATIONSA) Response Time: < 10 Sec, B) Warm Up Time : < 1 minute ,C) Operating Temperature : 0C
to 45C
D) Power Consumption : 25 W , and E) Exhaust Emissions Measured : Co, HC
4. EXPERIMENTAL INVESTIGATION
TABLE 2 Engine Specifications
Procedure1. Ensure cooling water circulation for Hydraulic dynamometer, engine and calorimeter. Start
the set up and run the engine at no load for 4-5 minutes.2. Gradually increase the load on the engine by rotating dynamometer load wheel.
3. Wait for steady state (for 3 minutes) and collect the reading as per Observations provided in
worksheet.
4. Gradually decrease the load.
5. Fill up the observations in worksheet to get the results and performance
Engine
Type 4 stroke cycle, water cooled SOHC
(1C2V)
No. of cylinders 3
Piston displacement 796 cc
Maximum output (Std.,AC) 37 BHP at 5000 rpm
Maximum torque (Std.,AC) 59 Nm at 2500 rpm
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Figure 1 Experimental setup with attachment
4.2. PRINCIPLE OF OPERATIONThe rotameter valves must be opened slowly and carefully to adjust the desired flow rate. Asudden jumping of the float, which may cause damage to the measuring tube, must be avoided.
The upper edge of the float indicates the rate of flow. For alignment a line marked R.P. is
provided on the scale which should coincide with the red line provided on measuring tube at the
bottom.
TABLE 3: Specifications of Experimental setup
Product Engine test setup 3 cylinder, 4 stroke, Petrol
Engine Make Maruti, Model Maruti 800, Type 3 Cylinder, 4 Stroke, Petrol(MPFI), water cooled, Power 27.6Kw at 5000 rpm, Torque 59 NM at
2500rpm, stroke 72 mm, bore 66.5mm, 796 cc,CR 9.2
Dynamometer Hydraulic
Propeller shaft With universal joints
Air box M S fabricated with orifice meter and manometer
Fuel tank Capacity 15 lit with glass fuel metering column
Calorimeter Pipe in pipe
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Temperature sensor Thermocouple, Type K
Indicator Digital, multi channel with selector switch
Speed indicator Digital with non contact type speed sensor
Load sensor Load cell, type strain gauge, range 0-50 Kg
Load indicator Digital, Range 0-50 Kg, Supply 230VAC
Rotameter Engine cooling100-1000 LPH; Calorimeter 25-250 LPH
Pump Type Monoblock
Fuel, oil Petrol @10 liter
Oil @ 3.5 lit. (20W40)
Water supply Continuous, clean and soft water supply @ 4000 LPH, at 10 m. head.
Provide tap with 1 BSP size connection
Drain Provide suitable drain arrangement (Drain pipe 65 NB/2.5 size)
Exhaust Provide suitable exhaust arrangement (Exhaust pipe 32 NB/1.25
size)
Overall dimensions W 2000 x D 2750 x H 1750 mm
Space 3500Lx4000Wx2000H in mm
4.3. OBSERVATIONS
Various observations set are carried on above shown experimental setup Few of them are listed
below for various conditions of speed, dynamometer loading , magnet strength S.I. engine
performance Exhaust Emission analysis were recorded in tabular form below in observations
Table 4 and Table 5.
OBSERVATION TABLE 4
Engine speed 3000rpm without Magnet
Brake power(Kw)
BMEP(Bar)
Torque(N.m
)
BSFCkg/kw
H
BTh.eff. (%)
Airflow
(kg/hr)
Vol eff(%)
A/FRatio
Heat
Equi.of
work(%)
Heat
bycool
water(%)
Heatbyexhaust (%)
Radiation(%)
12.3 6.15 39.2 0.393 20.83 84.2 100.4 17.4 20.8 19.6 41.2 18.3
13.6 6.77 43.2 0.371 22.08 84.2 100.4 16.8 22.1 18.9 33.7 25.3
14.8 7.38 47.1 0.353 23.17 84.2 100.4 16.1 23.2 16.4 31.5 28.9
16.0 8.00 51.0 0.332 24.61 84.2 100.4 15.8 24.6 17.9 32.8 24.7
17.3 8.61 54.9 0.328 24.92 84.2 100.4 14.9 24.9 16.8 29.0 29.3
18.5 9.23 58.9 0.320 25.56 84.2 100.4 14.2 25.6 16.1 31.6 26.8
19.7 9.84 62.8 0.307 26.66 84.2 100.4 13.9 26.7 15.7 28.9 28.7
Engine speed 3000rpm with one Magnet
12.3 6.15 39.2 0.400 20.45 83.0 99.0 16.8 20.4 17.4 41.3 20.9
13.6 6.77 43.2 0.378 21.66 83.0 99.0 16.2 21.7 16.7 33.6 28.1
14.8 7.38 47.1 0.360 22.72 83.0 99.0 15.6 22.7 16.1 31.6 29.6
16.0 8.00 51.0 0.354 23.14 83.0 99.0 14.7 23.1 16.8 31.5 28.6
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17.3 8.61 54.9 0.343 23.86 83.0 99.0 14.0 23.9 16.1 28.3 31.7
18.5 9.23 58.9 0.343 23.86 83.0 99.0 13.1 23.9 15.0 30.1 31.0
19.7 9.84 62.8 0.322 25.45 83.0 99.0 13.1 25.4 15.0 28.1 31.4
Engine speed 3000rpm with two Magnets
12.3 6.15 39.2 0.366 22.34 81.2 96.9 18.0 22.3 21.1 42.6 14.013.6 6.77 43.2 0.345 23.74 81.2 96.9 17.4 23.7 20.4 34.8 21.1
14.8 7.38 47.1 0.333 24.54 81.2 96.9 16.5 24.5 17.4 32.1 26.0
16.0 8.00 51.0 0.332 24.61 81.2 96.9 15.2 24.6 17.9 31.6 25.9
17.3 8.61 54.9 0.322 25.45 81.2 96.9 14.6 25.4 17.1 28.6 28.8
18.5 9.23 58.9 0.313 26.13 81.2 96.9 14.0 26.1 16.4 31.1 26.3
19.7 9.84 62.8 0.294 27.87 81.2 96.9 14.0 27.9 16.4 29.1 26.6
OBSERVATION TABLE 4 Continued
Engine Speed 4500 rpm without magnet
Brake power(Kw)
BMEP(Bar)
Torque
(N.m)
BSFCkg/kwH
BTh.eff. (%)
Airflow
(kg/hr)
Vol eff(%)
A/FRatio
HeatEqui.of work(%)
Heatby
coolwater(
%)
Heatby
exhaust (%)
Radion (%
18.5 6.15 39.2 0.327 24.99 106.4 84.6 17.6 25.0 15.7 47.0 12.3
20.3 6.77 43.2 0.312 26.24 106.4 84.6 16.8 26.2 16.5 37.9 19.4
22.2 7.38 47.1 0.300 27.26 106.4 84.6 16.0 27.3 15.7 35.3 21.7
24.0 8.00 51.0 0.299 27.32 106.4 84.6 14.8 27.3 14.5 34.7 23.4
25.9 8.61 54.9 0.312 26.24 106.4 84.6 13.2 26.2 13.0 29.4 31.4
27.7 9.23 58.9 0.300 27.26 106.4 84.6 12.8 27.3 12.6 32.3 27.8
29.6 9.84 62.8 0.281 29.08 106.4 84.6 12.8 29.1 11.4 30.3 29.2
Engine speed 4500 rpm with one Magnet
18.5 6.15 39.2 0.300 27.26 106.4 84.6 19.2 27.3 18.9 51.0 2.8
20.3 6.77 43.2 0.273 29.99 106.4 84.6 19.2 30.0 18.9 43.0 8.1
22.2 7.38 47.1 0.255 32.03 106.4 84.6 18.8 32.0 16.8 41.0 10.2
24.0 8.00 51.0 0.246 33.23 106.4 84.6 18.0 33.2 16.1 41.6 9.1
25.9 8.61 54.9 0.239 34.19 106.4 84.6 17.2 34.2 15.4 37.4 13.0
27.7 9.23 58.9 0.229 35.78 106.4 84.6 16.8 35.8 15.0 41.5 7.7
29.6 9.84 62.8 0.225 36.35 106.4 84.6 16.0 36.4 14.3 37.0 12.3
Engine speed 4500 rpm with two Magnets
18.5 6.15 39.2 0.300 27.26 106.4 84.6 19.2 27.3 17.1 51.0 4.6
20.3 6.77 43.2 0.285 28.74 106.4 84.6 18.4 28.7 18.1 41.3 11.9
22.2 7.38 47.1 0.273 29.99 106.4 84.6 17.6 30.0 17.3 38.5 14.2
24.0 8.00 51.0 0.264 31.01 106.4 84.6 16.8 31.0 16.5 39.0 13.5
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25.9 8.61 54.9 0.257 31.81 106.4 84.6 16.0 31.8 15.7 35.0 17.5
27.7 9.23 58.9 0.253 32.38 106.4 84.6 15.2 32.4 14.9 37.8 14.9
29.6 9.84 62.8 0.250 32.72 106.4 84.6 14.4 32.7 12.9 33.5 20.9
OBSERVATION TABLE 5: Engine and Exhaust Temperatures
Engine Speed(Rpm)
Load(Kg)
Mano.defle.(mm)
Fuelflow
(Secs /100ml.)
Enginecoolingwater(Lph)
Calo.water(Lph)
T1(Engine water
in)DegC
T2(Engine water
out)DegC
T3(Calo.
waterout)
DegC
T4(Exhaust in)DegC
T5(Exhaust out)DegC
WITHOUT MAGNET
2000 20 30 79 1000 250 31 40 44 400 270
2000 22 30 75 1000 250 31 40 44 404 270
2000 24 30 71 1000 250 32 41 45 401 272
2000 26 30 69 1000 250 32 42 45 405 272
2000 28 30 66 1000 250 32 42 45 400 2712000 30 30 66 1000 250 32 42 45 405 270
2000 32 30 64 1000 250 32 42 45 400 273
WITH ONE MAGNET
2000 20 30 85 1000 250 31 41 44 415 281
2000 22 30 83 1000 250 31 41 44 415 283
2000 24 30 78 1000 250 31 41 44 416 284
2000 26 30 74 1000 250 31 41 44 415 283
2000 28 30 71 1000 250 31 42 44 415 283
2000 30 30 69 1000 250 31 41 44 415 285
2000 32 30 66 1000 250 31 41 67 418 284WITH TWO MAGNET
2000 20 40 91 1000 250 31 41 44 425 290
2000 22 40 88 1000 250 31 41 44 425 290
2000 24 40 87 1000 250 31 41 44 425 290
2000 26 40 83 1000 250 31 41 44 425 290
2000 28 40 80 1000 250 31 41 44 425 290
2000 30 40 76 1000 250 31 41 44 425 290
2000 32 40 76 1000 250 31 41 44 425 290
OBSERVATION TABLE 5 Engine and Exhaust Temperatures Continued
Engine Speed(Rpm)
Load(Kg)
Mano.defle.(mm)
Fuelflow
(Secs /
100ml.)
Enginecoolingwater
(Lph)
Calo.water(Lph)
T1(Engine water
in)
DegC
T2(Engine water
out)
DegC
T3(Calo.
waterout)
DegC
T4(Exhaust in)
DegC
T5(Exhaust out)
DegC
WITHOUT MAGNET
3000 20 72 55 1000 250 31 41 44 500 350
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3000 22 72 53 1000 250 31 41 44 502 350
3000 24 72 51 1000 250 32 41 44 501 348
3000 26 72 50 1000 250 32 42 44 502 350
3000 28 72 47 1000 250 32 42 44 500 351
3000 30 72 45 1000 250 32 42 44 500 352
3000 32 72 44 1000 250 32 42 44 502 350
WITH ONE MAGNET
3000 20 70 54 1000 250 31 40 44 515 365
3000 22 70 52 1000 250 31 40 44 515 365
3000 24 70 50 1000 250 32 41 45 517 365
3000 26 70 47 1000 250 32 42 45 516 365
3000 28 70 45 1000 250 32 42 45 515 365
3000 30 70 42 1000 250 32 42 45 515 365
3000 32 70 42 1000 250 32 42 45 515 365
WITH TWO MAGNET
3000 20 67 59 1000 250 31 41 44 500 340
3000 22 67 57 1000 250 31 41 44 500 340
3000 24 67 54 1000 250 32 41 44 500 340
3000 26 67 50 1000 250 32 42 44 500 340
3000 28 67 48 1000 250 32 42 45 500 340
3000 30 67 46 1000 250 32 42 45 500 340
3000 32 67 46 1000 250 32 42 45 500 340
OBSERVATION TABLE 5 Engine and Exhaust Temperatures Continued
Engine Speed(Rpm)
Load(Kg)
Mano.defle.(mm)
Fuel
flow(Secs /100ml.)
Engine
coolingwater(Lph)
Calo.water(Lph)
T1(Engi
ne waterin)
DegC
T2(Engi
ne waterout)
DegC
T3(Cal
o.waterout)
DegC
T4
(Exhaust in)DegC
T5
(Exhaust out)DegC
WITHOUT MAGNET
4500 20 115 44 1000 250 31 41 43 560 400
4500 22 115 42 1000 250 31 42 44 560 401
4500 24 115 40 1000 250 31 42 44 562 402
4500 26 115 37 1000 250 31 42 44 562 403
4500 28 115 33 1000 250 31 42 44 563 400
4500 30 115 32 1000 250 31 42 44 562 402
4500 32 115 32 1000 250 32 42 44 564 402
WITH ONE MAGNET
4500 20 115 48 1000 250 31 42 44 560 410
4500 22 115 48 1000 250 31 42 44 560 410
4500 24 115 47 1000 250 32 42 44 560 410
4500 26 115 45 1000 250 32 42 44 560 410
4500 28 115 43 1000 250 32 42 44 560 410
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4500 30 115 42 1000 250 32 42 44 560 410
4500 32 115 40 1000 250 32 42 44 560 410
WITH TWO MAGNET
4500 20 115 48 1000 250 31 41 43 560 410
4500 22 115 46 1000 250 31 42 44 560 410
4500 24 115 44 1000 250 31 42 44 560 410
4500 26 115 42 1000 250 31 42 44 560 410
4500 28 115 40 1000 250 31 42 44 560 410
4500 30 115 38 1000 250 31 42 44 560 410
4500 32 115 36 1000 250 32 42 44 560 410
OBSERVATION TABLES: 6 for emissions Co & HC At Different Engine Speeds And
Without, With One Magnet, & Two Magnet
OBSERVATION TABLE 6 : CO Emission
Speed inr.p.M
Load in Kg 20 22 24 26 28 30 32
2000 Without M 1.4 1.4 1.4 1.3 1.3 1.3 1.2
2000 With 1M 1.4 1.3 1.3 1.2 1.2 1.1 1.1
2000 With 2M 1.3 1.2 1.2 1.2 1.1 1.1 1.1
2500 Without M 1.3 1.3 1.2 1.2 1.2 1.1 1.1
2500 With 1M 1.2 1.2 1.2 1.1 1.1 1.1 1.1
2500 With 2M 1.1 1.1 1.1 1.1 1.0 1.0 1.0
3000 Without M 1.2 1.2 1.0 1.1 1.0 1.0 1.0
3000 With 1M 1.1 1.1 1.1 1.0 1.0 1.0 1.0
3000 With 2M 1.1 1.1 1.0 1.0 1.0 1.0 1.0
3500 Without M 1.1 1.1 1.0 1.0 1.0 0.9 0.9
3500 With 1M 1.0 1.0 1.0 0.9 0.9 0.9 0.9
3500 With 2M 1.0 0.9 0.9 0.9 0.8 0.8 0.8
4000 Without M 1.0 1.0 0.9 0.9 0.9 0.8 0.8
4000 With 1M 1.0 0.9 0.9 0.8 0.8 0.8 0.8
4000 With 2M 0.9 0.9 0.9 0.8 0.8 0.8 0.7
4500 Without M 0.9 0.9 0.8 0.8 0.8 0.7 0.7
4500 With 1M 0.8 0.8 0.8 0.8 0.8 0.7 0.7
4500 With 2M 0.8 0.8 0.8 0.7 0.7 0.7 0.7
5000 Without M 0.9 0.9 0.9 0.8 0.8 0.8 0.8
5000 With 1M 0.8 0.8 0.8 0.8 0.7 0.7 0.7
5000 With 2M 0.7 0.7 0.7 0.7 0.7 0.7 0.7
OBSERVATION TABLE 7: HC Emission
Speed in
r.p.M
Load in Kg 20 22 24 26 28 30 32
2000 Without M 1400 1400 1370 1360 1360 1350 1350
2000 With 1M 1400 1390 1370 1360 1350 1340 1330
2000 With 2M 1370 1370 1360 1360 1350 1350 1340
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2500 Without M 1350 1350 1340 1340 1330 1330 1330
2500 With 1M 1340 1340 1330 1320 1320 1320 1320
2500 With 2M 1330 1330 1330 1320 1320 1320 1310
3000 Without M 1340 1340 1340 1320 1320 1310 1310
3000 With 1M 1330 1330 1330 1320 1320 1320 1310
3000 With 2M 1320 1320 1320 1310 1310 1310 13103500 Without M 1320 1320 1310 1310 1300 1300 1300
3500 With 1M 1310 1310 1300 1300 1300 1290 1290
3500 With 2M 1300 1300 1290 1290 1280 1280 1280
4000 Without M 1300 1300 1290 1290 1280 1280 1280
4000 With 1M 1300 1290 1290 1280 1280 1270 1270
4000 With 2M 1290 1280 1280 1280 1270 1260 1260
4500 Without M 1280 1280 1270 1270 160 1260 1250
4500 With 1M 1270 1270 1270 1260 1260 1250 1250
4500 With 2M 1260 1260 1250 1250 1250 1240 1240
5000 Without M 1260 1260 1250 1250 1240 1240 1240
5000 With 1M 1250 1250 1240 1240 1230 1230 1220
5000 With 2M 1230 1230 1220 1220 1210 1210 1210
5. RESULTS AND DISCUSSIONAn in-depth study has been conducted to comprehend the interaction between magnetic fields and
fuel diffusion. In this study the influence of the gradient magnetic field on the fuel behavior was
assessed by investigating the following; changes in the fuel structure i.e. the luminosity and
shape, the non-dimensionless numbers governing the interaction, variation in the temperature
distribution within the fuel, and morphology studies of smoke produced in these combustion. The
study methodology involved collecting the requisite set of data by subjecting the fuel flow to a
gradient magnetic field and comparing the data to a case of no applied magnetic field. The
significant observations of this study, from above observation tables i.e. Table no.4, 5.6.and, 7are summarized as under,
1. A diffusion of fuel corresponding to flow rates 100cc was analyzed for the effect of themagnetic field on its combustion characteristics.
2. Practical examination of the fuel deformation and alignment indicated an increase in thetemperature; reduce in smoke & more time for fuel burning as compared with zero
magnetic fields. This demonstrates the fields influence on the fuel structure.
3. Here, the magnetic force enhances fresh air supply for the combustion of fuel burning.This is expected since fuel deformation, fuel combustion (fuel and products of
combustion) being diamagnetic in nature is repelled by stronger fields and hence is
turned away in directions of lower intensities.
4. The force exerted by the magnetic field is considered to be small. The force acting onoxygen in the present study can cause changes in the fuel deformation/combustion
5. A numerical study was carried out to assess the species concentration distribution and thetemperature profiles (no applied magnetic field) for the flames burning in air. The
temperature measurements were carried out for the flow rates and these measurements
were in close agreement with the numerical predictions.
6. A comparison is made for the maximum temperatures noted. Thus, these observationsindicate the influence of the gradient magnetic field on the laminar diffusion of of fuels
and suggest a possible way to combustion control in the future. The results are analyzed
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in detail to provide a comprehensive picture of the fuel deformation within magnetic fieldinteraction processes.
7. The rise in temperature with load ,speed and no. of energize which needs to be attendedand the same can be achieved with advanced coolant in case of further advancement n
combustion process if any
8. It is observed that CO & HC emissions were reduced with increase in speed, load ,&
energizer strength9. It is also reknocked that increase in energizer strength enhancement in B.S.F.C values ,
Break thermal efficiency and reduction in radiation losses
6. CONCLUSION
This is a device for fuel pre-processing with the purpose of its preparation for the more effective
combustion in the internal-combustion S.I. engine. At its designing the necessary condition for
reception of effect of decoupling fuel hydrocarbon circuits and their keeping in such condition for
the period, necessary for technological process of fuel burning is considered. The offered design
has a concrete purpose. The purpose of the invention is to increase the efficiency of fuel
combustion of fuel in the internal-combustion engine (petrol) with improvement of their
ecological characteristics reduced emissions of HC & CO. Thus the design is compact andreliable. Pre-Processing of fuel before its reception into the combustion chamber of the internal-
combustion S.I. engine occurs in the channel of fuel pipe with to variable cross-section.
7. REFERENCES
1. Heywood, John B, Internal Combustion Engine Fundamentals McGraw-Hill.
2. Colin R. Ferguson, Allan T. Kirkpatrick. Internal Combustion Engines: Applied Thermo
sciences 2nd Edition.
3. Obert E.F. Internal Combustion Engines Analysis and Practice, International Text Books Co;
Scranton, Pennsylvania.
4. N. Nedunchezhian "Heat release analysis of lean burn catalytic combustion in a four-stroke
spark ignited engine International Journal of Combustion Science and Technology. 2000vol.155 pp. 181-200.5 Robinson Y & S. Dhandapani Experimental Investigation on Electronic Fuel Injection in four-
Stroke SI Engine using Virtual Instrumentation Technique, International Journal of Engineering
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9. Manivel.R, Dhandapani, Combustion stability and control analysis of scooter engine, JSAE
Small Engine Technology Conference. Wisconsin, USA.2003.SAE 2003-32-0009/20034309.
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Mechanical Engineering Conference and Expo 2004 (IMECE 2004),Dec 5-8, 2004
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11. V. L. Maleev Internal-.Combustion Engine 2nd Edition
McGraw-Hill International EditionLimited. Co. ISBN 0-07-Y85471-8
12. Edward F. Obert Internal-.Combustion Engine and Air pollution Harper and Row
Publishing Company, Based on Internal Combustion Engine Third Edition ISBN 0-352-04560-0
13. Willard W. Pulkrabeks Engineering Fundamentals of the Internal Combustion Engine, 2nd
Edition Pearson Prentice Hall ISBN 978-81-317-1604-5