S I Engine

7/30/2019 S I Engine

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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

244

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

Education, Vol.21,2005. No.1, pp 55-62.

6 S.V.Saravanan, Investigation of pollution monitoring and its control for the Indian petrol light

duty vehicles applications to meet emission regulations International Journal of Enviromedia.

Vol.4 pp.821-826, 2006.

7. P.Govindasamy, S.Dhandapani An Experimental Investigation on the effect of Magnetic flux

to reduce emissions and improve combustion performance in a four- stroke catalytic coated spark

ignition engine, KSAE International Journal of Automotive Technology, Paper No.

E2006079.Vol.8, November 5, 2007.

8. S.Dhandapani, P. Govindasamy Economizer for four- stroke engine", Motor India AutoJournal, Vol. 46, No.10, May2002, pp 29-31

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.

10 Y. Robinson, S. Dhandapani Experimental Investigation on Embedded system controlledElectronic Fuel Injection of LPG in a four- stroke Spark Ignited Engine, International

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

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