SEMINAR REPORT
On
“Fuel Energizer ”
Submitted by
Vaibhav s. Khandare
Final Year B.E
(Mechanical Engineering)
Guided By
Department of Mechanical Engineering,
Prof. Ram Meghe Institute Of Technology & Research, Badnera.
2012-2013
Mob no 9579701091
CERTIFICATE
This is to certify that the seminar entitled
“Fuel Energizer”
SUBMITTED BY
Vaibhav s. Khandare
Final Year B.E.
(Mechanical Engineering)
ACKNOWLEDGEMENT
It gives me immense pleasure in submitting the seminar report on
’’Fuel Energizer”
I take this opportunity to express my gratitude & indebtness to my guide Prof.
N.W. Kale who has been a constant source of guidance & inspiration throughout
the seminar work.
I express my gratitude to my HOD. Prof. Dr. D.S. Ingole, whose constant
motivation & encouragement helped me to complete my seminar work
successfully.
I am also very thankful to all the staff members of Mechanical Engineering
Department whose valuable suggestions & tips helped me to complete my seminar
work.
Finally, I would like to thank all my friends, who unknowingly helped me in every
situation to make my seminar work successful.
Vaibhav s. Khandare
Mechanical Engineering Dept.
P. R. M. I. T & R, Badnera
ABSTRACT
In this era of increasing fuel prices, here a device called ‘FUEL ENERGIZER’
help us to Reduce Petrol /Diesel /Cooking gas consumption up to 28%, or in other
words this would equal to buying the fuel up to 28% cheaper prices. When fuel
flow through powerful magnetic field created by Magnetizer Fuel Energizer, The
hydrocarbons change their orientation and molecules in them change their
configuration. Result: Molecules get realigned, and actively into locked with
oxygen during combustion to produce a near complete burning of fuel in
combustion chamber.
Contents
1. Introduction
2. Effect on economy,enviorment,emission
3. Working Principles and mono pole technology
4. Experimental System
5. Materials Used
6. Engine performance
7. Atoms of hydrogen in its para and ortho state
8. Conclusion
9. References
Introduction
Today’s hydrocarbon fuels leave a natural deposit of carbon
residue that clogs carburetor, fuel injector, leading to reduced efficiency
and wasted fuel. Pinging, stalling, loss of horsepower and greatly
decreased mileage on cars are very noticeable. The same is true of home
heating units where improper combustion wasted fuel (gas) and cost,
money in poor efficiency and repairs due to build-up.
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 create 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 is compound of
molecules. Each molecule consists of a number of atoms made up of
number of nucleus and electrons, which orbit their nucleus. Magnetic
movements already exist in their molecules and they therefore already
have positive and negative electrical charges. However 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’.
Fuel mainly consists of hydrocarbon and when fuel flows through a
magnetic field, such as the one created by the fuel energizer, the
hydrocarbon change their orientation and molecules of hydrocarbon
change their configuration. At the same time inter molecular force is
considerably reduced or depressed. These mechanisms are believed to
help disperse oil particles and to become finely divided. This has the
effect of ensuring that fuel actively interlocks with oxygen producing a
more complete burn in the combustion chamber. The result is higher
engine out put, better fuel economy and reduction in hydrocarbons,
carbon monoxide and oxides of nitrogen that are emitted though exhaust.
The ionization fuel also helps to dissolve the carbon build-up in
carburetor, jets, fuel injector and combustion chamber, there by keeping
the engines clear condition. Also it works on any vehicle or device
(cooking gas stove) using liquid or gas fuel.
WHAT FUEL ENERGIZER DOES?
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, long term maintenance free engine.
30% extra life for expensive catalytic converter
HOW IT INSTALL?
Magnetizer fuel energizer (eg:- Neodymium super conductor –
NSCM) is installed on cars, trucks immediately before carburetor or
injector on fuel line. On home cooking gas system it is installed just
before burner.
Most fuels for internal combustion engines are liquid, but liquid fuels do not
combust until they are vaporized and mixed with air. Most emissions from motor
vehicles consist of unburned hydrocarbon, carbon monoxide, and oxides of
nitrogen. Unburned hydrocarbon and oxides of nitrogen react in the atmosphere
and create smog. Smog is the prime cause of eye and throat irritation, noxious
smells, plant damage and decreased visibility. Oxides of nitrogen are also toxic.
Generally, fuel for an internal combustion engine is composed of a set of
molecules. Each molecule consists of a number of atoms made up from a nucleus
and electrons which orbit around their nucleus. Magnetic movements already exist
in these molecules and they therefore already have positive and negative electrical
charges. However, because these molecules have not been realigned, the fuel is not
actively interlocked with oxygen during combustion, the fuel molecules or
hydrocarbon chains must be ionized and realigned. This ionization and realignment
is achieved through the application of the magnetic field created by the Fuel
Energizer.
Fuel mainly consists of hydrocarbons and when fuel flows through a magnetic
field, such as the one created by the Fuel Energizer, the 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.
Economy
The 3E Fuel Energizer
• Improves the burning rate of fuel by allowing oxygen to more readily combine
with the fuel
Our field testing shows a guarantee of at least a 10% decrease in fuel
consumption, and in some cases this fuel saving may be as high as 25%.
As hydrocarbons are reduced, miles per gallon goes up. The engine burns cleaner,
carbon build up is almost eliminated and harmful pollution is dramatically
reduced. The engine runs cleaner with less maintenance, thus providing a longer
life of your engine
• With diesel fuels it is common that an algae/fungus bacterial growth will develop
in fuel tanks. The 3E virtually eliminates this problem without having to use
additives, thereby eliminating this added cost.
Environment
The 3E Fuel Energizer
• Stops graphite carbon forming on spark plugs.
• Removes carbon deposits within the combustion chamber.
• Lowers engine sludge buildup and soot loading in oil.
• Reduces engine wear because the oil and fuel are cleaner.
• Reduces the emission of carbon monoxide and other exhaust toxins into the
atmosphere by up to 43%.
Emissions
• Fact: Most modern diesel fuels produce 10% less miles per gallon, while creating
up to 20 times more carbon dioxide, with up to 10% higher temperatures on new
engines, while reducing overall horsepower by about 5%.
• Fact: Modern non-leaded gasoline contains additives that are highly corrosive
acids. Over time, or with heavy engine use, these acids will cause corrosion that
will shorten the expected engine life of your car, truck, or other machinery.
• Fact: tests are finding that modern diesel engines have a problem with bacterial
growth because of the all new low-sulfur fuels they use.
• Fact: the very low lubricity of low-sulfur gasoline and diesel causes cylinders,
diesel pump, and fuel injectors to wear abnormally fast.
Our tests show that engines that use the 3E Fuel EnergizerTM has a 12-year
success rate in the global market drastically reducing these harmful effects!
By more effectively combines oxygen with the gasoline or diesel fuel, we have
measured a huge decrease in toxic gas and particulate engine buildup, from 23% to
as high as 43% (depending on the make and model of the vehicle tested, distances
driven, and weather conditions.) As a result, your engine will perform better and
require less maintenance
Working Principles
Mono pole technology
The most important factors in the monopole technology are the magnetic field
intensity and the collimation of the magnetic lines of flux . It is these two aspects
that render the monopole technology different from any ordinary permanent
magnets.The intensity of the magnetic field is far superior to that generated by
regular permanent magnets and the collimation of the magnetic fields (Fig. 1)
renders the magnetic lines of flux exactly parallel to each other at extremely high
densities (to the order of millions of lines of flux per sq. cm.). These devices are
external online installations without cutting or modifying the fuel pipes and the
magnetic energy generated through the monopole technology is rendered
concentric and exactly perpendicular to the flow of the fuel.
Experimental System
The experiment was carried out on a single cylinder air-cooled two-stroke SI
engine whose specifications are given in Table 1. Provisions were fabricated and
installed in the engine setup to vary ignition timing and fuel quantity. These two
arrangements help the engine to run on maximum best torque (MBT) operation
mode in each load of its operations.
Engine Make
Cylinder Bore
Stroke
Displacement
Power
Con Rod Length
Compression Ratio
Carburetor
Lubrication
Bajaj 150 CC
57.5 mm
58 mm
150 cc
4.5 kW @5500
rpm
110 mm
7.4:1
Jetex, Down draft
Petroil
The engine was loaded by an eddy current dynamometer and the engine was run at
a constant speed of 3000 rpm and the load was varied and various parameters were
measured.
Fuel flow measurements were carried out using an automatic flow control device
and digital stopwatch. Airflow was measured with orifice flow meter. Engine and
exhaust temperatures were measured by chrome-alumal thermocouples. An
infrared gas analyzer measured exhaust emissions. The schematic diagram of
experimental set-up is shown in Figs. The cylinder pressure was measured using a
Kistler model piezoelectric pressure transducer flush mounted in the cylinder head
of the engine. The output of the transducer was fed to a Kistler model charge
amplifier, which possesses a high degree of noise rejection with ground level
current attenuation . For each set of reading, pressure data were recorded using a
high speed AVL data acquisition system timed by an optical encoder mounted on
the engine crankshaft and after collection, each sample was transferred to a hard
disk on a personal computer system for storage and further analysis. A sample size
of 500 cycles was selected for further analysis
1) Exhaust gas analyzer 2) Fuel line change 3) Amplifier 4) AVL data acquisition system 5) Eddy current
dynamometer 6) Fuel line assembly fit 7) Fuel metering unit 8) Fuel recirculation unit
Fig. Photographic view of experimental setup
1) Engine 2) Eddy current dynamometer 3) Dynamometer control panel 4) Fuel line assembly kit 5) Solenoid valve
6) High gauss magnet 7) Solenoid valve 8) Primary fuel tank 9) Fuel recirculation tank 10) Radiator core 11) Air
box 12) Orifice meter 13) Piezo-electric pressure pickup 14) Variable area jet-screw 15) Crank angle encoder 16)
MBT timing gear 17) Exhaust gas temperature sensor 18) Load sensor 19) RPM counter 20) Exhaust gas analyzer
21) Charge amplifier 22) Fuel line changer 23) Avl-data acquisition system 24) Coupling 25) Moisture separator 26)
Muffler 27) Cooling water in 28) cooling water out
Fig. 4 Schematic view of experimental setup
Materials Used
Neodymium-Iron-Boron based magnets having 3000 Gauss is used for initial
testing purpose. Rare earth based magnets having 4500 and 9000 gauss have also
been used for testing The higher gauss magnets need to be shielded to safeguard
the encoder, data acquisition system and dynamometer. A commercially available
radiator core was used as base to keep magnets on both sides and allow fuel to re
circulate around the magnets to get energized fuel.
The inner surface of the cylinder head was coated (Fig. 8) with copper chromate
and zirconia by thermal evaporation technique in a vacuum coating unit . The
above experimental procedure has been repeated for this changes and data were
acquired.
1) Base engine cylinder head 2) Copper coated cylinder head
3) Zirconia Coated cylinder head 4) Zirconia Coating-Close View
Fig. 8 Coated heads
Results and Discussion
Engine performance
For the same amount of air fuel mixture, which is supplied to the engines, the base
engine gives a lesser brake power and brake thermal efficiency compared to the
Energized fuelled engine . The same trend is maintained between base engine and
catalytic coated engine with and without energized fuel. This is due to the
incomplete combustion of the charge due to mixture limit inside the combustion
chamber at a given compression ratio (Figs. 9-15). The actual volume of charge
combusted is comparatively less than the volume of charge entering the chamber.
Hence the amount of fuel charge to give the mechanical power gets reduced and
this reduces the brake thermal
efficiency.
BASE
BASEMG1
BASEMG2
BASEMGE
COPPMGE
ZIRMGE
BASE
=17.2 Kg
BASEMG1
=17.7 Kg
BASEMG2
=17.8 Kg
BASEMGE
=18 Kg
COPPMGE
=19.8 Kg
ZIRMGE
=20.8 Kg
BASE
BASEMG1
BASEMG2
BASEMGE
COPPMGE
ZIRMGE
BASE
BASEMGE
=16.5 Kg
=17.4 Kg
BASEMG1
COPPMGE
=16.9 Kg
=18.8 Kg
BASEMG2
ZIRMGE
=17 Kg
=19.5 Kg
BASE
BASEMG1
BASEMG2
BASEMGE
COPPMGE
ZIRMGE
BASE
BASEMGE
=15.2 Kg
=16.1 Kg
BASEMG1
COPPMGE
=15.7 Kg
=17.7 Kg
BASEMG2
ZIRMGE
=15.8 Kg
=18.2 Kg
BASE
BASEMG1
BASEMG2
BASEMGE
COPPMGE
ZIRMGE
BASE
BASEMGE
=14 Kg
=15 Kg
BASEMG1
COPPMGE
=14.4 Kg
=16.7 Kg
BASEMG2
ZIRMGE
=14.5 Kg
=17.2 Kg
BASE
BASEMG1
BASEMG2
BASEMGE
COPPMGE
ZIRMGE
BASE
BASEMGE
=12 Kg
=12.9 Kg
BASEMG1
COPPMGE
=12.5 Kg
=14 Kg
BASEMG2
ZIRMGE
=12.6 Kg
=15.3 Kg
BASE
BASEMG1
BASEMG2
BASEMGE
COPPMGE
ZIRMGE
BASE
BASEMGE
=10 Kg
=10.8 Kg
BASEMG1
COPPMGE
=10.4 Kg
=12.1 Kg
BASEMG2
ZIRMGE
=10.5 Kg
=13.4 Kg
BASE
BASEMG1
BASEMG2
BASEMGE
COPPMGE
ZIRMGE
BASE
BASEMGE
=9 Kg
=9.2 Kg
BASEMG1
COPPMGE
=9.1 Kg
=9.3 Kg
BASEMG2
ZIRMGE
=9.1 Kg
=9.3 Kg
The fuel molecules start diffusing from the free stream into the boundary layer and
this fuel concentration at various sub layers and at various crank angle position is
found to be different. It is found that the fuel level in the sub layer near the free
stream shows a sudden increase near top dead centre TDC because it was found
that the boundary layer thickness suddenly decreases near TDC due to the effect of
high Reynolds number. Due to this the effective distance that the fuel molecule
diffuses becomes lesser near the TDC and hence the fuel levels in the sub layers
were higher. The variation in the fuel concentration in the sub layers near to the
wall was less compared to the sub layers near the free stream. This shows that the
diffusion rate of fuel is the main controlling factor in limiting the reaction rate. In
the magnet with 9000 gauss fuel line the diffusion from the free stream to the
layers is found to be more which proves the higher reaction rate. Due to the higher
reaction rate the maximum mass of charge is combusted for a given actual charge.
This leads to a higher mechanical power and hence a higher brake thermal
efficiency.
Performance Test Results Summary:
These tests that were carried out were on the following sizes of engine: 4.7 litre VTec 8 cylinder, and a 2.2 litre 4 cylinder. Even with a three way catalytic converter
fitted to the 4.7 litre engine, a dramatic reduction in Exhaust Emissions was found.
The tests have shown an increase in mileage per gallon of about 15-25% percent
after using the 3E Fuel EnergizerTM after the recommended break-in period.
Particulars Test Results
Without the 3E
With The 3E
Difference
Total Hydrocarbons (THC)
0.016
0.010
-37.5%
Carbon monoxide (CO)
0.016
0.014
-12.5%
Nitrous Oxide (NOx)
0.115
0.005
-95.6%
Carbon Dioxide (CO2)
461.73
362.19
-21.5%
Non Methane Hydro(NMHC)
0.013
0.006
-53.8%
Miles Per Gallon (MPG)
19.35
24.66
+27.44%
Compare spark plugs carbon buildup after 10,000 miles. Plug on the left shows normal carbon build-up.
Plug on the right came from a 2006 Honda Civic with a 3E Fuel Energizer
ATOM OF HYDROGEN IN ITS PARA AND ORTHO STATE
Any utility patent must be proven operable and scientifically
correct before issuance. The same principle has been utilized, and the
same effect has been achieved by the action of the Magnetizer where a
strong enough flux field was developed to substantially change the
hydrocarbon molecule from its para state to the higher energized ortho
state. 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 (taking
place very fast in this strong & unique magnetic field, with the
simultaneous transformation of the system from a symmetrical into
highly active anti-symmetrical molecular state of increased reactivity and
catalytic ability) has been found highly advantageous in many
technologies, especially those where hydrogen is used.
Hydrocarbons have basically a "cage-like" structure. That is why
oxidizing of their inner carbon atoms during the combustion process are
hindered. Furthermore, they bind into larger groups of pseudocompounds.
Such groups form clusters (associations). 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.) and stemming from
this shortage of oxygen to the cluster that hinders the full combustion. In
order to combust fuel, proper quantity of oxygen from air is necessary for
it to oxidize the combustible agents.
For many years, designers of the internal combustion engines have
had one goal: to oppose the effect of molecular association of the
hydrocarbon fuel and to optimize the combustion process. 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. While older
engines may have produced relatively large quantities of unburned
hydrocarbons and carbon monoxide, they produced low quantities of
oxides of nitrogen. Also, with the renewed interest in performance
engines, compression ratios are creeping upward again, and once again
the mechanism for producing higher levels of nitrogen toxins is
increased. Similarly, turbo charging effectively alters the compression
ratio of a vehicle, further adding to the nitrogen problem.
The feed and exhaust systems have been perfected, the ignition
controlling electronics has been perfected, the fuel/air mix metering
devices have been brought to perfection, and finally the catalytic
converters (see below) have been found indispensable. But even then,
fumes that leave the "afterburners" are not ideally clean - engine still
burns only part of the fuel (or precisely the incompletely oxidized carbon atoms in
the form of CO). The rest is discharged as polluting emissions (HC, CO, NOx) or
is deposited on the internal engine walls as black carbon residue. All this has been
caused by the incomplete combustion process.
The reasons for it being that:
Hydrocarbons form the so-called associations, close
molecular groups, interior of which is deprived of access of the
suitable amount of air; the lack of oxygen impedes the full
combustion.
Note: The tendency of HC molecules to cluster causes local
macro-groupings (condensing) of molecules to clog the pipes and fuel
nozzles. The excess of air in the fuel mixture will not provide for the
complete combustion. Hence, the exhaust fumes contain considerable
amounts of unburned CO, HC, and soots.
Oxygen with negative 2 valence is negative, and
hydrocarbon has neutral molecular structures, which by passing
through steel fuel lines gets negatively (micro) charged. Therefore,
when these two atoms come together with the same potential in a
combustion chamber, they repel, which result in incomplete
combustion. Therefore, all serious research has been aimed at
bringing about fuel reactivity with oxygen (oxygenated fuels);
since increased oxidation means increased combustion, and the
following rules had to be taken into consideration:
Rule 1: Unburned hydrocarbon (HC) as well as carbon monoxide
(CO) emitted from a vehicle's exhaust system can be viewed as the
additional fuel reserve, since, if proper conditions are met, HC & CO can
be further burned in the combustion chamber. Therefore, creating such
proper combustion conditions is paramount.
Rule 2: Hydrogen's chemical reaction, determined by its valence
(the electron "surplus" in the "outer" orbital shell), is affected by a
magnetic field since proper magnets are the prime source of control of the
position of electrons.
Rule 3: The application of a proper magnetic field enforces
beneficial changes in fuel structure and enhances its general reactivity in
the combustion process.
Rule 4: If a hydrocarbon molecule could better bind with oxygen
molecules
(be more completely oxidized), then the toxicity of fumes would be
considerably limited and in principle, one could dispense with catalytic
converters.
The hydrogen atom 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. Hence, it occurs in two distinct isomeric
varieties (forms) - para and ortho, characterized by the different opposite nucleus
spins [8]. In 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
rendering it diamagnetic. In the ortho molecule, which occupies the odd rotational
levels, the spins are parallel with the same orientation for the two atoms, and
therefore is paramagnetic and a catalyst for many reactions.
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.
There is significant increase in brake thermal efficiency and peak
pressure whereas decrease in CO, HC and cyclic variation in case of
copper and zirconia coated engines as compared to base engine. Table 2
presents the changes in different parameters with base, copper and
zirconia coated engine with 9000 gauss magnetic flux.
S ParaBas Cop Zirc
No met e per- onia
ers engi coat ne ed coat
% engi ed
ne, engi
% ne,
%
1
Incr 3.2 6.6 11.2
ease
in
brak
e
ther
mal
effi
cien
cy
2
Incr 13.5 15.7 17.7
ease
2 8
in
pea
k
pres
sure
3
Red 8.6 8.8 12.1
ucti
on
in
cycl
ic
vari
atio
n
4
Red 13.3 23.5 29.5
ucti
on
in
CO
emi
ssio
n
5
Red 22.1 37.3 44.2
ucti
on
in
HC
emi
ssio
n
Table 2 Changes in different parameters with base, copper and zirconia coated engine with 9000 gauss
magnetic flux
REFERENCE
http://www.thefuelenergizer.com/
http://www.thefuelenergizer.com/how.htm
http://creativeecosystems.com/3E_Home.html
http://www.taytan.com/com_Result.htm
http://en.wikipedia.org/wiki/File:Spinisomersofmolecularhydrogen.gif
http://www.myriadindia.com/magnatron_fuel_saver_detailsworks.htm