FUEL ENERGIZER

Seminar Report

Submitted in partial fulfillment of the requirements for the award of the degree of

Bachelor of Technology

in

Mechanical Engineering

By

DHANUSH RAVEENDRAN

(ROLL NO : 10407030)

Department of Mechanical Engineering

Marian Engineering College, Trivandrum - 695582

University of Kerala

November 2013

CERTIFICATE

This is to certify that the report entitled “FUEL ENERGIZER” is a bonafide record of

the seminar presented by DHANUSH RAVEENDRAN (Roll No.:10407030 ME) , in partial fulfillment

of the requirements for the award of the degree of Bachelor of Technology in Mechanical Engineering

from University of Kerala.

Guide Coordinator

RAJANEESH.R.CHANDRAN MANU MOHAN Assistant Professor Assistant Professor

Dept of Mechanical Engineering Dept of Mechanical Engineering

Professor & Head

Place: Kazhakuttom S.MANOHARAN ACHARY

Date: Dept of Mechanical Engineering

ACKNOWLEDGEMENT

I present the report of my seminar work endeavoring gratitude to the ALMIGHTY GOD. We have received valuable guidance and help from many people among whom some required special mention.

It is indeed pleasure and a moment of satisfaction for expressing gratitude and sincere thanks to my seminar guide, Mr. Rajaneesh.R.Chandran, Asst Professor, Dept of Mechanical Engineering, who have been a constant source of inspiration, guidance and encouragement.

I also wish to regard my sincere thanks to Principal, Prof. Tomy Michael, Marian Engineering College and management of this college for the help and facilities rendered towards the completion of this seminar.

I am deeply indebted to Mr. S.Manoharan Achary, Head of Dept of Mechanical Engineering, and all lecturers who helped me directly or indirectly in bringing up this seminar report.

I express my sincere thanks to Mr. Manu Mohan, Seminar coordinator and I also extend my thanks to all Lectures, Department of Mechanical Engineering for their help and keen interest taken in the work.

I also express my thanks to my parents and friends for extending their help towards the successful completion of my seminar.

DHANUSH RAVEENDRAN

ABSTRACT

Fuel crisis is one of the major problem that our economy faces today. So the focus is on, how

best to save fuel with an eye on reducing the elevated emission levels. Efforts have always been on

to achieve the best possible burning and energy output from fuel combustion systems, the aim being,

to increase fuel efficiency and to reduce exhaust emission levels. My seminar deals with a new idea

called “FUEL ENERGIZER” which is used to improve performance and to reduce emission

levels.

Fuel energizer helps to reduce fuel consumption up to 30%.When fuel flows through powerful

magnetic field created by magnetizer inter molecular forces is considerably reduced hence oil

particles are finely divided. This has the effect of ensuring that fuel actively interlocks with oxygen

producing a more complete burn in the combustion chamber. Since the fuel energizer saves fuel by

increasing combustion efficiency, less CO is being emitted; thereby, less fuel is being used.

CONTENTS List of Figures iii

List of Tables iii

1. Introduction 1

2. FUEL STRUCTURE 2

2.1 Para and ortho state of hydrogen 2

3. Fuel Energizer 5

3.1 Magnet Used 6

3.2 Working 7

3.2.1 Place to install 9

3.3 Benefits 10

4. Experiment conditions and Results 11

4.1 Results 11

5. Catalytic Converter 13

5.1 Comparison between Catalytic converter and fuel energizer 14

6. Conclusion 16

7. References 17

LIST OF FIGURES

2.1 Para and ortho state of hydrogen 3

3.1 Schematic diagram Fuel Energizer 5

3.2 Crystalline structure of Nd2Fe14B 6

3.3 Fuel energizer installed in single and multipoint injection system 9

3.4 Fuel energizer installed in gas fueled engines 9

3.5 Fuel energizer installed in petrol engines with carburetor 10

3.6 Fuel energizer installed in diesel engines 10

4.1 Variation of brake thermal efficiency at different magnetic fields 12

4.2 Variation of hydrocarbon emissions at different magnetic fields 12

5.1 Catalytic converter 13

LIST OF TABLES

4.1 Emission tested by using fuel energizer 11

CHAPTER 1

INTRODUCTION

India is the 6th largest consumer of crude oil in the world and consumes nearly 2.7 million

barrels a day, which costs about 145 million dollars. Out of the total fuel consumed approximately

25 – 30 % of this energy is wasted. Today‘s hydrocarbon fuel leaves a natural deposit of carbon

residue that clogs carburetor, fuel injector, leading to reduced efficiency and waste of fuel. Pinging,

stalling, loss of horse power and greatly decreased mileage in cars are very noticeable. The same is

true of home heating units where improper combustion leads to wasted fuel (gas) and cost, money in

poor efficiency and repairs due to build up carbon deposit. Most fuels for internal combustion engine

are liquid. Fuels do not combust until they are vaporized and mixed with air. Most emission motor

vehicle consists of unburned hydrocarbons, carbon monoxide and oxides of nitrogen. Unburned

hydrocarbon and oxides of nitrogen react in the atmosphere and smog. Smog is prime cause of eye

and throat irritation, noxious smell, plat damage and decreased visibility. Oxides of nitrogen are also

toxic. Generally fuels for internal combustion engine are compound of molecules. Each molecule

consists of a number of atoms made up of number of nucleus and electrons. Magnetic movements

already exist in their molecules and therefore, in them already have positive and negative electrical

charges. However these molecules have not been realigned, the fuel is not actively interlocked with

oxygen during combustion, the fuel molecule or hydrocarbon chains must be ionized and realigned.

The ionization and realignment is achieved through the application of magnetic field created by

‘Magnetizer’. The ionization fuel also helps to dissolve the carbon build-up in carburetor, jets, fuel

injector and combustion chamber, thereby keeping the engines clear condition

CHAPTER 2

FUEL STRUCTURE

Simplest of hydrocarbons, methane, (CH4) is the major (90%) constituent of natural gas (fuel)

and an important source of hydrogen. From the energy point of view, the greatest amount of

releasable energy lies in the hydrogen atom because in octane (C8H18) the carbon content of the

molecule is 84.2%. On combustion the carbon portion of the molecule will generate 12,244 BTU (per

pound of carbon) and on the other hand, the hydrogen, which comprises only 15.8% of the molecular

weight, will generate an amazing 9,801 BTU of heat per pound of hydrogen. Hydrogen, the lightest

and most basic element known to man, is the major constituent of hydrocarbon fuels besides carbon

and smaller amount of sulphur and inert gases & dipole formation is shown in figure. It has one

positive charge (proton) and one negative charge (electron), i.e. it possesses a dipole moment. It can

be either diamagnetic or paramagnetic (weaker or stronger response to the magnetic flux) depending

on the relative orientation of its nucleus spins. Even though it is the simplest of all elements, it occurs

in two distinct isomeric varieties (forms) - Para and Ortho.

It is characterized by the different opposite nucleus spins The liquid hydrogen fuel that is used

to power the space shuttle or rockets is stored, for safety reasons, in the less energetic, less volatile,

less reactive para-hydrogen form. During the start of the shuttle the ortho-hydrogen form is beneficial

since it allows intensifying the combustion processes. To secure conversion of para to ortho state, it is

necessary to change the energy of interaction between the spin states of the H2 molecule.

2.1 Para & Ortho State Of Hydrogen

The principle has been utilized, and the effect has been achieved by the action of the

Magnetizer where a strong enough flux fields is developed to substantially change the hydrocarbon

molecule from its para state to the higher energized ortho state.

In the para H2 molecule, which occupies the even rotation levels (quantum

number), the spin state of one atom relative to another is in the opposite direction

("counterclockwise", "anti-parallel", "one up & one down"), rendering it diamagnetic.

In the ortho molecule, which occupies the odd rotational levels, the spins are parallel

"clockwise", "coincident", "both up"), with the same orientation for the two atoms; therefore,

is paramagnetic and a catalyst for many reactions. It has one positive charge (proton) and

one negative charge (electron), i.e. it possesses a dipole moment. It can be either

diamagnetic or paramagnetic (weaker or stronger response to the magnetic flux) depending

on the relative orientation of its nucleus spins. The interesting fact is that the ortho-hydrogen

is more reactive than its para - hydrogen counter part. The spin effect of the fuel molecules

can be ascertained optically, based on refraction of light rays passing through liquid fuel as

had been demonstrated by scientists while using infrared cameras installed, e.g. in

metallurgical ovens where the Magnetizer’s had been effectively working. Furthermore, the

conversion of hydrogen into ortho H2 has been found highly advantageous in many

technologies, especially those where hydrogen is used. Hydrocarbons have basically a

"cage like" structure as shown in figure .

Fig 2.1: Para and ortho state of hydrogen

The liquid hydrogen fuel that is used to power the space shuttle or rockets is stored, for safety

reasons, in the less energetic, less volatile, less reactive para hydrogen form. During the start of the

shuttle the ortho hydrogen form is beneficial since it allows to intensify the combustion process. To

secure the conversion of para to ortho state, it is necessary to change the energy of interaction

between the spin state of the H2 molecule. Oxidizing of inner carbon atoms in hydrocarbon during

the combustion process is hindered. Furthermore, they bind into larger groups of pseudo compounds.

Such groups form clusters. The access of oxygen in the right quantity to the interior of the groups of

molecules is hindered. (It has nothing to do with incoming air from the manifold in the fuel mixture

when even though there may be excess of it, this will not provide the required hydrocarbon-oxygen

binding.) In order to combust fuel, proper quantity of oxygen from air is necessary for it to oxidize

the combustible agents. The peculiar problem in designing engines for air pollution is that in order to

fully burn all the hydrocarbons in the combustion chamber, operating temperatures of the cylinders

have had to be increased.

CHAPTER 3

FUEL ENERGIZER

A fuel energizer is a device which ionizes the fuel being fed through it. It mainly consists

of magnets. The magnet used is neodymium iron boron magnet. It produces a magnetic field of

3000 gauss. Magnetic movements already exist in their molecules and they therefore already

have positive and negative electrical charges. These molecules have not been realigned, the

fuel is not actively inter locked with oxygen during combustion, the fuel molecule or

hydrocarbon chains must be ionized and realigned. The ionization and realignment is achieved

through the application of magnetic field created by ‘Fuel Energizer’.

Fig 3.1:Schematic view of fuel energizer

3.1 MAGNET USED

Neodymium magnet (also known as NdFeB , NIB or Neo magnet), the most widely used type

of rare-earth magnet , is a permanent magnet made from an alloy of neodymium , iron and boron to

form the Nd 2Fe 14B tetragonal crystalline structure. Developed in 1982 by General Motors and

Sumitomo Special Metals , neodymium magnets are the strongest type of permanent magnet

commercially available. They have replaced other types of magnet in the many applications in

modern products that require strong permanent magnets, such as motors in cordless tools, hard disk

drives and magnetic fasteners.

Fig 3.2: Crystalline structure of Neodymium iron-boron magnet

The tetragonal Nd2Fe14B crystal structure has exceptionally high uniaxial magneto crystalline

anisotropy (HA~7 teslas ). This gives the compound the potential to have high coercivity (i.e.,

resistance to being demagnetized). The compound also has a high saturation magnetization ( J s~1.6

T or 16 kG ) and typically 1.3 teslas. Therefore, as the maximum energy density is proportional to J s

2, this magnetic phase has the potential for storing large amounts of magnetic energy (BH max ~

512 kJ/m3 ). This property is considerably higher in NdFeB alloys than in samarium cobalt (SmCo)

magnets, which were the first type of rare earth magnet to be commercialized. In practice, the

magnetic properties of neodymium magnets depend on the alloy composition, microstructure, and

manufacturing technique employed.

There are two principal neodymium magnet manufacturing methods:

Classical powder metallurgy or sintered magnet process

Rapid solidification or bonded magnet process

Sintered Nd-magnets are prepared by the raw materials being melted in a furnace, cast into a

mold and cooled to form ingots. The ingots are pulverized and milled to tiny particles, which then

undergo a process of liquid-phase sintering in which the powder is magnetically aligned into dense

blocks. The blocks are then heat-treated, cut to shape, surface treated and magnetized.

3.2 WORKING OF FUEL ENERGIZER

When hydrocarbon fuel (CH4) is combusted, the firstly the oxidation of hydrogen atoms will

have electrons in their outer shell will takes place. Further carbon atoms are 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. .

The fuel flows through magnetic flow line & hydrocarbons change their orientation and

molecules of hydrocarbon change their configuration. This has the effect of ensuring that the fuel

actively interlocks with the oxygen, producing a more complete burn in the combustion chamber. The

result is higher engine output, better fuel economy and a reduction in the hydrocarbons, carbon

monoxide and oxides of nitrogen that are emitted through the exhaust. The ionization of the fuel also

helps to dissolve the carbon build-up in carburetor jets, fuel injectors and combustion chambers,

thereby keeping the engine in a cleaner condition. The working of sending unit is located in the fuel

tank of the car shown in figure. It consists of a float, usually made of foam, connected to a thin, metal

rod. The end of the rod is mounted to a variable resistor. A resistor is an electrical device that resists

the flow of electricity. The more will be the resistance the less will be the current flow. In a fuel tank,

the variable resistor consists of a strip of resistive material connected on one side to the ground. A

wiper connected to the gauge slides along this strip of material, conducting the current from the gauge

to the resistor. If the wiper is close to the grounded side of the strip, there is less resistive material in

the path of the current, so the resistance is small. If the wiper is at the other end of the strip, there is

more resistive material in the current's path, so the resistance is large. The Magnetizer's 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 we attach the Magnetizer unit to the fuel line of an

automobile (before carburetor, in tandem series, placed 1/4" apart, or in Fuel Injection Systems - on

fuel line to the injectors + before the injection pump; make sure it is not in contact with the engine's

metal parts), one can see an immediate (approx. after 5 min., 4-5 miles/6-8 kms upon start-up) drop in

unburned hydrocarbons and carbon monoxide due to the magnetic conditioning of the fuel which

makes it more reactive. Upon the Magnetizer installation (5-10 minutes thereafter) engine will

undergo the so called "Stabilization Period", i.e. the time of the gradual disappearance of prior carbon

varnish sediments and the total magnetic saturation of all ferromagnetic metal parts of the feeding

system between the installed energizer and the combustion chamber in orderto fully activate fuel. The

initial saturation lasts about a week while the complete engine cleaning from the carbon residue lasts

about 30 to 70 days (old engines).

3.2.1 PLACE TO INSTALL

In single and multipoint injection systems, the fuel energizer should be installed on the fuel

pipe that supplies the injection at a distance of 3 to 10 cm from the injection device.

Fig 3.3: Fuel energizer installed in single and multipoint injection system

In gas fueled engines, two fuel energizers should be installed behind the pressure regulator

and infront of the mixer.

Fig 3.4 : Fuel energizer installed in gas fueled engines

In petrol engines with carburettor, the fuel energizer should be installed as close to the

carburetor as possible.

Fig 3.5: Fuel energizer installed in petrol engines with carburetor

In diesel engine cars, two fuel energizers should be installed on the fuel pipe(made of plastic

or rubber),the first one is at 5 cm from the injection pump, the second one is at 1 cm from the

first one.

Fig 3.6: Fuel energizer installed in diesel engines

3.3 BENEFITS

More mileage (up to 28% increase) per liter due to 100% burning fuel

No fuel wastage

Increased pick up

Reduced engine noise

Reduced smoke

Faster A/C cooling

Smooth running and long term maintenance for fuel engines

CHAPTER-4

EXPERIMENT CONDITIONS AND RESULTS

One of the chief reasons for the Magnetizer to have possibility to lower the NOx level, as

reported elsewhere, is due to the low reactivity of nitrogen gas. If we can bind up all the available

oxygen with the hydrocarbon fuel, there simply will be no oxygen left over to form the unwanted

nitrogen compounds. The emission control of various vehicles after installing magnetizer is as shown

in Table. The test is carried out over the period of 7 weeks & over the mileage of 9,653 Km and

different magnets are used of magnetic fields of 3000 gauss,4500 gauss and 5000 gauss.

It appears that magnetic treatment is the simplest means of achieving this feat. There is very

little oxygen left to produce any additional toxic compounds with nitrogen. The drop of HC & CO

emissions is easily proven by comparative gas flue analysis & Opacimeter Emissions Tests. The

stoichiometric tests indicate reduction in hydrocarbon HC (unburned fuel) approx. 75% - up to 92%

and carbon monoxide (CO) up to 99.9%, due to the use of Magnetizer.

4.1 RESULTS

Table 4.1 Emission tested by using fuel energizer

The drop of HC & CO emissions is easily proven by comparative gas flue analysis &

Opacimeter Emissions Tests. The stoichiometric tests indicate reduction in hydrocarbon HC

(unburned fuel) approx. 75% - up to 92% and carbon monoxide (CO) up to 99.9%, due to the use of

Magnetizer.

Fig 4.1: Variation of brake thermal efficiency at different magnetic fields

The Brake Thermal Efficiency is increasing with air-fuel ratio when the high magnetic field

is applied.

Fig 4.2: Variation of hydrocarbon emissions at different magnetic fields

The hydrocarbon emission decreases when higher magnetic field is used.

CHAPTER 5

CATALYTIC CONVERTER

A catalytic converter is a vehicle emission control device converts toxic by products of combustion product to less toxic substance by using catalyzed chemical reactions.

Fig 5.1:Catalytic Converter

Some early converter designs created a great deal of restriction to the flow of exhaust, which

negatively affected vehicle performance, drivability, and fuel economy. Because they were used with

carburetors incapable of precise fuel/air mixture control, they could overheat and set fire to

flammable materials under the car.[ Removing a modern catalytic converter in new condition will

only slightly increase vehicle performance without retuning, but their removal . The exhaust section

where the converter was may be replaced with a welded-in section of straight pipe, or a flanged

section of "test pipe" legal for off-road use that can then be replaced with a similarly fitted converter-

choked section for legal on-road use, or emissions testing. In the U.S. and many other jurisdictions, it

is illegal to remove or disable a catalytic converter for any reason other than its immediate

replacement; vehicles without functioning catalytic converters generally fail emission inspections.

The aftermarket supplies high-flow converters for vehicles with upgraded engines, or whose owners

prefer an exhaust system with larger-than-stock capacity.

Many Catalytic converters have a long warm-up time, of up to thirty minutes .Catalytic

converters have proven to be reliable and effective in reducing noxious tailpipe emissions. However,

they may have some adverse environmental impacts in use:

The requirement for a rich burn engine to run at the stoichiometric point means it uses more

fuel than a "lean burn" engine running at a mixture of 20:1 or less. This increases the amount of fossil

fuel consumed and the carbon dioxide emissions of the vehicle. However, NOx control on lean burn

engines is problematic.

5.1 COMPARISON BETWEEN CATALYTIC CONVERTER AND FUEL

ENERGIZER

1. Most catalytic converters require air pumps to initiate catalysis. Air pumps rob power from

the engine, reduce fuel economy, and are costly to install. Catalytic converters with air pumps

reduce gas mileage - the Magnetizer increases gas mileage and performance.

2. Catalytic converters require a light-off temperature to be attained before they

become operative (between 3 to 5 miles). Cold converter does not work, so the exhaust

fumes right after start-up are equally toxic as without it. The Magnetizer is instantaneous.

3. Catalytic converters are subject to meltdown under rich gas mixtures - the Magnetizer is not.

It is a fully permanent device.

4. The Magnetizer can easily be transferred from car to car with almost no labor. Converters

cannot.

5. The Magnetizer units cost a fraction of the cost of the catalytic converter system.

6. Since catalytic converters reduce power and eventually go bad, they are subject to being

removed; they are often not replaced because of the high cost and reduced engine

performance.

7. Use of the unleaded gas does eliminate the problem of the most toxic lead compounds, but

there is an increase in the air of other carcinogenic substances; the exhaust problem comes

around. Very often unleaded gas is transported in the same tank trucks that carry "normal"

gasoline with the lead additives. From daily practice we know that even trace quantities of

lead are sufficient to destroy ("poison") a converter. As a result, the amount of toxic

substances released to the atmosphere can subsequently increase. The Magnetizer works well

and with excellent results on all types of fuel - unleaded, as well as leaded gasoline, diesel, or

liquid petroleum gas (LPG).

8. Catalytic converters have a finite lifetime under optimal conditions, shorter under adverse

conditions. It is important to note that although it takes a bit of time for the Magnetizer fuel

system to stabilize, one finds the "Magnetizer Energizer Systems" constantly work better and

better as time goes on (see the comment on the "Stabilization Period" below).

9. The Magnetizer is totally friendly to the environment.

CHAPTER 6

CONCLUSION

By establishing correct fuel burning parameters through proper magnetic means (Fuel

Energizer) we can assumed that an internal combustion engine is getting maximum energy per liter as

well as environment with lowest possible level toxic emission. Nowadays the fuel magnetizers find

their extensive use in

Gas fired boilers

Heating systems

Diesel vehicle engines

Marine engines

The efficient burning of fuel reduces the CO2 emissions and renders the engine environmentally

safe and user friendly. Also the magnetizers support a non invasive installation. Magnetizer industrial

technologies ascribes to generally accepted and well known physical dictation of the science of

magnetic fuel conditioning. Overall toxic emissions will drop due to better overall engine efficiency.

Since the Fuel Energizer saves fuel by increasing combustion efficiency, less CO is being emitted;

thereby, less fuel is being used.

REFERENCES

1. Hargude N.V, Sawant S.M ; 2012 ;”Experimental investigation of four stroke S.I. engine

using fuel energizer for improved performance and reduced emissions”;International jouranal

of mechanical engineering and technology,Vol.3;pp.244-257.

2. Rajan garg Ajay Kumar agarwal;2013;”Fuel energizer: The magnetizer”;International journal

of innovative research and development”;vol 2;

3. 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.

4. International Journal on “Fuel Energizer” & Fuel Technology, Vol. 8, p. 43, April 2009.

5. 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.