International Journal of MechanicalJOURNAL OF MECHANICAL 0976 INTERNATIONAL Engineering and Technology (IJMET), ISSN 6340(Print), ISSN 0976 6359(Online)

e) Volume 3, Issue 1, January- April (2012), IAEME

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
IAEME

EXPERIMENTAL INVESTIGATION OF FOUR STROKE S.I. ENGINE USING FUEL ENERGIZER FOR IMPROVED PERFORMANCE AND REDUCED EMISSIONS
1

Shri. N.V. Hargude1, Dr. S.M. Sawant2 Associate Professor Department of Mechanical Engineering, PVPIT Budhgaon 416304,Sangli
2

Professor, Department of Mechanical Engineering, RIT Sakharle, 415414,Sangli

ABSTRACT 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 attraction existing 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 net attractive 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.

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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 1. INTRODUCTION Application 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 can exhibit 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 a magnetic 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 of analysis 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, monodirectional, magnetic flux density for the polarization of the molecules of said fuel to increase the combustion 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 could effectively 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 245

International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 3, Issue 1, January- April (2012), IAEME double benefits of negating the need for external energy sources to produce high magnetic field strengths, and also providing a means to control combustion. 2. MAGNETIC TREATMENT OF FUEL Hydrogen, 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 unburned hydrocarbons 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 carbon dioxide 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 PRINCIPLE A. 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 carbon atoms 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") electron enhances 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 extremely strong 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 possible to enhance van der Waals' discovery due to the application of the Magnetizer, a high power, 246

International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 3, Issue 1, January- April (2012), IAEME permanent magnetic device, strong enough to break down, i.e. de-cluster these HC associations. 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 SAVING When 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 north and 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, monodirectional, magnetic flux density for the polarization of the molecules of said fuel to increase the combustion 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: Application: Shape: Type: Composite: Brand Name: Function: Produce name: Strength 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 Zhejiang,China (Mainland) Industrial Magnet Others (Rectangular) Permanent. NdFeB Magnet. Bestway. To save fuel & reduce emission gases. Super Fuel Saver. 2 Teslas

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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 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 ANALYZER This digital exhaust gas analyzer is specifically designed for the automobile industry. Designed using 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 SPECIFICATIONS A) 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 Engine Type No. of cylinders Piston displacement Maximum output (Std.,AC) Maximum torque (Std.,AC) 4 stroke cycle, water cooled SOHC (1C2V) 3 796 cc 37 BHP at 5000 rpm 59 Nm at 2500 rpm

Procedure 1. 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

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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

Figure 1 Experimental setup with attachment 4.2. PRINCIPLE OF OPERATION The rotameter valves must be opened slowly and carefully to adjust the desired flow rate. A sudden 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 Engine test setup 3 cylinder, 4 stroke, Petrol 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 Hydraulic With universal joints M S fabricated with orifice meter and manometer Capacity 15 lit with glass fuel metering column Pipe in pipe

Dynamometer Propeller shaft Air box Fuel tank Calorimeter

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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 Thermocouple, Type K Temperature sensor Digital, multi channel with selector switch Indicator Digital with non contact type speed sensor Speed indicator Load cell, type strain gauge, range 0-50 Kg Load sensor Digital, Range 0-50 Kg, Supply 230VAC Load indicator Engine cooling100-1000 LPH; Calorimeter 25-250 LPH Rotameter Monoblock Pump Type Petrol @10 liter Fuel, oil Oil @ 3.5 lit. (20W40) Continuous, clean and soft water supply @ 4000 LPH, at 10 m. head. Water supply Provide tap with 1 BSP size connection Provide suitable drain arrangement (Drain pipe 65 NB/2.5 size) Drain Provide suitable exhaust arrangement (Exhaust pipe 32 NB/1.25 Exhaust size) W 2000 x D 2750 x H 1750 mm Overall dimensions 3500Lx4000Wx2000H in mm Space 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 Heat Equi. of work (%) 20.8 22.1 23.2 24.6 24.9 25.6 26.7 Heat by cool water( %) 19.6 18.9 16.4 17.9 16.8 16.1 15.7

Brake power (Kw)

BMEP (Bar)

Torq ue (N.m ) 39.2 43.2 47.1 51.0 54.9 58.9 62.8

BSFC kg/kw H

BTh.e ff. (%)

Air flow (kg/hr)

Vol eff (%)

A/F Ratio

Heat by exhau st (%) 41.2 33.7 31.5 32.8 29.0 31.6 28.9

Radiat ion (%)

12.3 13.6 14.8 16.0 17.3 18.5 19.7

6.15 6.77 7.38 8.00 8.61 9.23 9.84

0.393 0.371 0.353 0.332 0.328 0.320 0.307

20.83 22.08 23.17 24.61 24.92 25.56 26.66

84.2 84.2 84.2 84.2 84.2 84.2 84.2

100.4 100.4 100.4 100.4 100.4 100.4 100.4

17.4 16.8 16.1 15.8 14.9 14.2 13.9

18.3 25.3 28.9 24.7 29.3 26.8 28.7

Engine speed 3000rpm with one Magnet 12.3 13.6 14.8 16.0 6.15 6.77 7.38 8.00 39.2 43.2 47.1 51.0 0.400 0.378 0.360 0.354 20.45 21.66 22.72 23.14 83.0 83.0 83.0 83.0 99.0 99.0 99.0 99.0 16.8 16.2 15.6 14.7 20.4 21.7 22.7 23.1 17.4 16.7 16.1 16.8 41.3 33.6 31.6 31.5 20.9 28.1 29.6 28.6

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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
17.3 18.5 19.7 8.61 9.23 9.84 54.9 58.9 62.8 0.343 0.343 0.322 23.86 23.86 25.45 83.0 83.0 83.0 99.0 99.0 99.0 14.0 13.1 13.1 23.9 23.9 25.4 16.1 15.0 15.0 28.3 30.1 28.1 31.7 31.0 31.4

Engine speed 3000rpm with two Magnets 12.3 13.6 14.8 16.0 17.3 18.5 19.7 6.15 6.77 7.38 8.00 8.61 9.23 9.84 39.2 43.2 47.1 51.0 54.9 58.9 62.8 0.366 0.345 0.333 0.332 0.322 0.313 0.294 22.34 23.74 24.54 24.61 25.45 26.13 27.87 81.2 81.2 81.2 81.2 81.2 81.2 81.2 96.9 96.9 96.9 96.9 96.9 96.9 96.9 18.0 17.4 16.5 15.2 14.6 14.0 14.0 22.3 23.7 24.5 24.6 25.4 26.1 27.9 21.1 20.4 17.4 17.9 17.1 16.4 16.4 42.6 34.8 32.1 31.6 28.6 31.1 29.1 14.0 21.1 26.0 25.9 28.8 26.3 26.6

OBSERVATION TABLE 4 Continued

Engine Speed 4500 rpm without magnet Heat Equi.o f work (%) 25.0 26.2 27.3 27.3 26.2 27.3 29.1 Heat by cool water( %) 15.7 16.5 15.7 14.5 13.0 12.6 11.4 Heat by exhau st (%) 47.0 37.9 35.3 34.7 29.4 32.3 30.3

Brake power (Kw)

BMEP (Bar)

Torq ue (N.m) 39.2 43.2 47.1 51.0 54.9 58.9 62.8

BSFC kg/kwH

BTh.ef f. (%)

Air flow (kg/hr) 106.4 106.4 106.4 106.4 106.4 106.4 106.4

Vol eff (%)

A/F Ratio

Radiati on (%)

18.5 20.3 22.2 24.0 25.9 27.7 29.6

6.15 6.77 7.38 8.00 8.61 9.23 9.84

0.327 0.312 0.300 0.299 0.312 0.300 0.281

24.99 26.24 27.26 27.32 26.24 27.26 29.08

84.6 84.6 84.6 84.6 84.6 84.6 84.6

17.6 16.8 16.0 14.8 13.2 12.8 12.8

12.3 19.4 21.7 23.4 31.4 27.8 29.2

Engine speed 4500 rpm with one Magnet 18.5 20.3 22.2 24.0 25.9 27.7 29.6 6.15 6.77 7.38 8.00 8.61 9.23 9.84 39.2 43.2 47.1 51.0 54.9 58.9 62.8 0.300 0.273 0.255 0.246 0.239 0.229 0.225 27.26 29.99 32.03 33.23 34.19 35.78 36.35 106.4 106.4 106.4 106.4 106.4 106.4 106.4 84.6 84.6 84.6 84.6 84.6 84.6 84.6 19.2 19.2 18.8 18.0 17.2 16.8 16.0 27.3 30.0 32.0 33.2 34.2 35.8 36.4 18.9 18.9 16.8 16.1 15.4 15.0 14.3 51.0 43.0 41.0 41.6 37.4 41.5 37.0 2.8 8.1 10.2 9.1 13.0 7.7 12.3

Engine speed 4500 rpm with two Magnets 18.5 20.3 22.2 24.0 6.15 6.77 7.38 8.00 39.2 43.2 47.1 51.0 0.300 0.285 0.273 0.264 27.26 28.74 29.99 31.01 106.4 106.4 106.4 106.4 84.6 84.6 84.6 84.6 19.2 18.4 17.6 16.8 27.3 28.7 30.0 31.0 17.1 18.1 17.3 16.5 51.0 41.3 38.5 39.0 4.6 11.9 14.2 13.5

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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
25.9 27.7 29.6 8.61 9.23 9.84 54.9 58.9 62.8 0.257 0.253 0.250 31.81 32.38 32.72 106.4 106.4 106.4 84.6 84.6 84.6 16.0 15.2 14.4 31.8 32.4 32.7 15.7 14.9 12.9 35.0 37.8 33.5 17.5 14.9 20.9

OBSERVATION TABLE 5: Engine and Exhaust Temperatures

Mano .defle. (mm) Fuel flow (Secs / 100ml.) Engine cooling water (Lph) Calo. water (Lph) T1(Engi ne water in) DegC T2(Engi ne water out) DegC T3(Cal o. water out) DegC T4 (Exhau st in) DegC T5 (Exhau st out) DegC

Engine Speed (Rpm)

Load (Kg)

WITHOUT MAGNET 2000 2000 2000 2000 2000 2000 2000 20 22 24 26 28 30 32 30 30 30 30 30 30 30 79 75 71 69 66 66 64 1000 1000 1000 1000 1000 1000 1000 250 250 250 250 250 250 250 31 31 32 32 32 32 32 40 40 41 42 42 42 42 44 44 45 45 45 45 45 400 404 401 405 400 405 400 270 270 272 272 271 270 273

WITH ONE MAGNET 2000 2000 2000 2000 2000 2000 2000 20 22 24 26 28 30 32 30 30 30 30 30 30 30 85 83 78 74 71 69 66 1000 1000 1000 1000 1000 1000 1000 250 250 250 250 250 250 250 31 31 31 31 31 31 31 41 41 41 41 42 41 41 44 44 44 44 44 44 67 415 415 416 415 415 415 418 281 283 284 283 283 285 284

WITH TWO MAGNET 2000 2000 2000 2000 2000 2000 2000 20 22 24 26 28 30 32 40 40 40 40 40 40 40 91 88 87 83 80 76 76 1000 1000 1000 1000 1000 1000 1000 250 250 250 250 250 250 250 31 31 31 31 31 31 31 41 41 41 41 41 41 41 44 44 44 44 44 44 44 425 425 425 425 425 425 425 290 290 290 290 290 290 290

OBSERVATION TABLE 5 Engine and Exhaust Temperatures

Mano .defle. (mm) Fuel flow (Secs / 100ml.) Engine cooling water (Lph) Calo. water (Lph) T1(Engi ne water in) DegC

Continued
T2(Engi ne water out) DegC T3(Cal o. water out) DegC T4 (Exhau st in) DegC T5 (Exhau st out) DegC

Engine Speed (Rpm)

Load (Kg)

WITHOUT MAGNET 3000 20 72 55 1000 250 31 41 44 500 350

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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
3000 3000 3000 3000 3000 3000 22 24 26 28 30 32 72 72 72 72 72 72 53 51 50 47 45 44 1000 1000 1000 1000 1000 1000 250 250 250 250 250 250 31 32 32 32 32 32 41 41 42 42 42 42 44 44 44 44 44 44 502 501 502 500 500 502 350 348 350 351 352 350

WITH ONE MAGNET 3000 3000 3000 3000 3000 3000 3000 20 22 24 26 28 30 32 70 70 70 70 70 70 70 54 52 50 47 45 42 42 1000 1000 1000 1000 1000 1000 1000 250 250 250 250 250 250 250 31 31 32 32 32 32 32 40 40 41 42 42 42 42 44 44 45 45 45 45 45 515 515 517 516 515 515 515 365 365 365 365 365 365 365

WITH TWO MAGNET 3000 3000 3000 3000 3000 3000 3000 20 22 24 26 28 30 32 67 67 67 67 67 67 67 59 57 54 50 48 46 46 1000 1000 1000 1000 1000 1000 1000 250 250 250 250 250 250 250 31 31 32 32 32 32 32 41 41 41 42 42 42 42 Continued T2(Engi ne water out) DegC T3(Cal o. water out) DegC T4 (Exhau st in) DegC T5 (Exhau st out) DegC 44 44 44 44 45 45 45 500 500 500 500 500 500 500 340 340 340 340 340 340 340

OBSERVATION TABLE 5 Engine Speed (Rpm) Load (Kg)

Engine and Exhaust Temperatures

Mano .defle. (mm) Fuel flow (Secs / 100ml.) Engine cooling water (Lph) Calo. water (Lph)

T1(Engi ne water in) DegC

WITHOUT MAGNET 4500 4500 4500 4500 4500 4500 4500 20 22 24 26 28 30 32 115 115 115 115 115 115 115 44 42 40 37 33 32 32 1000 1000 1000 1000 1000 1000 1000 250 250 250 250 250 250 250 31 31 31 31 31 31 32 41 42 42 42 42 42 42 43 44 44 44 44 44 44 560 560 562 562 563 562 564 400 401 402 403 400 402 402

WITH ONE MAGNET 4500 4500 4500 4500 4500 20 22 24 26 28 115 115 115 115 115 48 48 47 45 43 1000 1000 1000 1000 1000 250 250 250 250 250 31 31 32 32 32 42 42 42 42 42 44 44 44 44 44 560 560 560 560 560 410 410 410 410 410

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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
4500 4500 30 32 115 115 42 40 1000 1000 250 250 32 32 42 42 44 44 560 560 410 410

WITH TWO MAGNET 4500 4500 4500 4500 4500 4500 4500 20 22 24 26 28 30 32 115 115 115 115 115 115 115 48 46 44 42 40 38 36 1000 1000 1000 1000 1000 1000 1000 250 250 250 250 250 250 250 31 31 31 31 31 31 32 41 42 42 42 42 42 42 43 44 44 44 44 44 44 560 560 560 560 560 560 560 410 410 410 410 410 410 410

OBSERVATION TABLES: 6 for emissions Co & HC At Different Engine Speeds And Without, With One Magnet, & Two Magnet OBSERVATION TABLE 6 : CO Emission
Speed in r.p.M 2000 2000 2000 2500 2500 2500 3000 3000 3000 3500 3500 3500 4000 4000 4000 4500 4500 4500 5000 5000 5000 Load in Kg Without M With 1M With 2M Without M With 1M With 2M Without M With 1M With 2M Without M With 1M With 2M Without M With 1M With 2M Without M With 1M With 2M Without M With 1M With 2M 20 1.4 1.4 1.3 1.3 1.2 1.1 1.2 1.1 1.1 1.1 1.0 1.0 1.0 1.0 0.9 0.9 0.8 0.8 0.9 0.8 0.7 22 1.4 1.3 1.2 1.3 1.2 1.1 1.2 1.1 1.1 1.1 1.0 0.9 1.0 0.9 0.9 0.9 0.8 0.8 0.9 0.8 0.7 24 1.4 1.3 1.2 1.2 1.2 1.1 1.0 1.1 1.0 1.0 1.0 0.9 0.9 0.9 0.9 0.8 0.8 0.8 0.9 0.8 0.7 26 1.3 1.2 1.2 1.2 1.1 1.1 1.1 1.0 1.0 1.0 0.9 0.9 0.9 0.8 0.8 0.8 0.8 0.7 0.8 0.8 0.7 28 1.3 1.2 1.1 1.2 1.1 1.0 1.0 1.0 1.0 1.0 0.9 0.8 0.9 0.8 0.8 0.8 0.8 0.7 0.8 0.7 0.7 30 1.3 1.1 1.1 1.1 1.1 1.0 1.0 1.0 1.0 0.9 0.9 0.8 0.8 0.8 0.8 0.7 0.7 0.7 0.8 0.7 0.7 32 1.2 1.1 1.1 1.1 1.1 1.0 1.0 1.0 1.0 0.9 0.9 0.8 0.8 0.8 0.7 0.7 0.7 0.7 0.8 0.7 0.7

OBSERVATION TABLE 7: HC Emission

Speed in r.p.M 2000 2000 2000 Load in Kg Without M With 1M With 2M 20 1400 1400 1370 22 1400 1390 1370 24 1370 1370 1360 26 1360 1360 1360 28 1360 1350 1350 30 1350 1340 1350 32 1350 1330 1340

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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
2500 2500 2500 3000 3000 3000 3500 3500 3500 4000 4000 4000 4500 4500 4500 5000 5000 5000 Without M With 1M With 2M Without M With 1M With 2M Without M With 1M With 2M Without M
With 1M

1350 1340 1330 1340 1330 1320 1320 1310 1300 1300 1300 1290 1280 1270 1260 1260 1250 1230

1350 1340 1330 1340 1330 1320 1320 1310 1300 1300 1290 1280 1280 1270 1260 1260 1250 1230

1340 1330 1330 1340 1330 1320 1310 1300 1290 1290 1290 1280 1270 1270 1250 1250 1240 1220

1340 1320 1320 1320 1320 1310 1310 1300 1290 1290 1280 1280 1270 1260 1250 1250 1240 1220

1330 1320 1320 1320 1320 1310 1300 1300 1280 1280 1280 1270 160 1260 1250 1240 1230 1210

1330 1320 1320 1310 1320 1310 1300 1290 1280 1280 1270 1260 1260 1250 1240 1240 1230 1210

1330 1320 1310 1310 1310 1310 1300 1290 1280 1280 1270 1260 1250 1250 1240 1240 1220 1210

With 2M Without M With 1M With 2M Without M With 1M With 2M

5. RESULTS AND DISCUSSION An 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, 7 are summarized as under, 1. A diffusion of fuel corresponding to flow rates 100cc was analyzed for the effect of the magnetic field on its combustion characteristics. 2. Practical examination of the fuel deformation and alignment indicated an increase in the temperature; 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 on oxygen 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 the temperature 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 observations indicate 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 255

International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 3, Issue 1, January- April (2012), IAEME in detail to provide a comprehensive picture of the fuel deformation within magnetic field interaction processes. 7. The rise in temperature with load ,speed and no. of energize which needs to be attended and 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 strength 9. 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 and reliable. Pre-Processing of fuel before its reception into the combustion chamber of the internalcombustion 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. 2000 vol.155 pp. 181-200. 5 Robinson Y & S. Dhandapani Experimental Investigation on Electronic Fuel Injection in fourStroke 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 Auto Journal, 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 controlled Electronic 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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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print), ISSN 0976 6359(Online) Volume 3, Issue 1, January- April (2012), IAEME 11. V. L. Maleev Internal-.Combustion Engine 2nd Edition McGraw-Hill International Edition Limited. 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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