GB2564465A - Magnetic fuel conditioning apparatus - Google Patents

Abstract

A magnetic fuel conditioning apparatus for use in reducing harmful emissions and/or increasing the torque of a combustion engine. The apparatus comprises at least one pair of neodymium magnets 17, 19, in which each magnet is configured to be located adjacent a surface of a feed pipe of a combustion engine. The apparatus may further comprise a metal or plastic housing 10comprising at least a pair of housing portions 12, 14. Also claimed is a method of attaching such a magnetic fuel conditioning apparatus by positioning the apparatus adjacent one or more of a fuel feed pipe and/or a common rail feed pipe, such that the magnets 17, 19 are positioned adjacent opposed surfaces of the pipe. Each pair of magnets being arranged for mutual attraction on opposed surfaces of the feed pipe to maintain each pair of magnets 17, 19 in a predetermined location to the pipe.

Description

MAGNETIC FUEL CONDITIONING APPARATUS

The present invention relates to a magnetic fuel conditioning apparatus for use in reducing harmful emissions and/or increasing the torque of a combustion engine.

BACKGROUND OF INVENTION

Vehicle emissions are a significant contributor to environmental pollution. In the past, car manufacturers have been able to produce cars with greater performance without giving any concern to the generation of pollutants by the engine. Recent legislation, such as for example the European Union Directive to reduce harmful pollutants, has however been introduced to control the levels of harmful exhaust emissions including for example, nitrogen oxide (NOx), hydrocarbons (HC), and particulate matter (PM). The release of these pollutants from vehicle engines into the environment has been found to cause significant deterioration in air quality and can also have serious health implications especially in densely populated areas.

The vehicle emissions legislation has been updated over the years and with each subsequent update in legislation the maximum level for each pollutant emitted within the vehicle exhaust has been significantly reduced. For example, in 2000, the EU directive set the maximum NOx emissions level at 500 mg/km. The recent EU directive in 2014 has set the maximum NOx emissions level at 80 mg/km. In order to be able to meet these emission criteria whilst also ensuring high performance, the manufacturers of engines use extremely high pressure feed pipes in order to obtain better combustion while producing lower emissions.

There is a need for a method of improving the energy consumption, the efficiency, and the lifespan of a combustion engine whilst also reducing vehicle emissions. There is also a need for an apparatus which can be retrofitted to existing engines to improve the energy consumption, the efficiency and the lifespan of a combustion engine whilst also reducing vehicle emissions.

SUMMARY OF INVENTION

According to a first aspect, the present invention provides a magnetic fuel conditioning apparatus for use in reducing harmful emissions and/or increasing the torque of a combustion engine, the apparatus comprising: at least one pair of neodymium magnets, in which each magnet is configured to be located adjacent a surface of a feed pipe of a combustion engine.

The apparatus may be used for reducing emissions of one or more of: nitrogen oxide (NOx), hydrocarbons (HC), and/or particulate matter (PM), or any combination thereof. Preferably, the apparatus may be used for reducing emissions of nitrogen oxide (NOx).

The apparatus may comprise a plurality of pairs of neodymium magnets. Each pair of magnets is preferably configured to be located adjacent a surface of a separate feed pipe of a combustion engine.

The or each pair of magnets preferably comprises a first magnet configured to be located adjacent a first surface of a feed pipe of a combustion engine, and a second magnet configured to be located adjacent a second opposed surface of the feed pipe.

Each pair of magnets are preferably arranged for mutual attraction positioning on opposed surfaces of a feed pipe to ensure that the or each pair of magnets are maintained in a predetermined location relative to the feed pipe by the strength of the magnetic attraction between the magnets. The term "mutual attraction positioning" is used herein to refer to an arrangement of magnets in which the north pole of a first magnet is aligned with a south pole of a second magnet, and vice versa.

The neodymium magnet may be composed of neodymium and any other additional suitable materials, or combination of materials. At least one or each neodymium magnet is preferably composed of neodymium and at least one of: iron and/or boron.

Each neodymium magnet preferably has a magnetising field of at least 1500 kA/Μ, preferably at least 2000 kA/Μ, for example at least about 2500 kA/M.

The magnets may have any suitable shape and or dimensions depending on the particular requirements of the engine, and in particular the available access to the feed pipes. Preferably, each magnet is elongate in shape. For example, each magnet may be substantially cylindrical in shape.

In one embodiment, the diameter of each magnet is preferably greater than the length of the magnet. For example, the diameter of each magnet may be at least 1.5 times, for example substantially twice, the length of the magnet.

Due to size restrictions adjacent a combustion engine within a vehicle such as for example a car, the diameter of each magnet is preferably no greater than 50 mm, more preferably no greater than 40 mm. The diameter of each magnet is preferably at least 10mm, more preferably at least 15 mm, for example at least 20 mm. The diameter of each magnet is preferably in the range of between 15 mm and 50 mm, more preferably in the range of between 20 mm and 40 mm.

Preferably, the length of each magnet is no more than 50 mm, more preferably no more than 40 mm, for example no more than 35 mm. The length of each magnet is preferably at least 5 mm, more preferably at least 10 mm, for example at least 15 mm. The length of each magnet is preferably in the range of between 5 mm and 35 mm, more preferably the range of between 10 mm and 20 mm.

In one embodiment, each magnet has a length of approximately 15 mm and a diameter of approximately 27 mm.

In a further embodiment, the length of the magnet is preferably greater than the diameter of the magnet. For example, the length of each magnet may be at least five times, more preferably at least 7 times, for example 8 times the diameter of the magnet.

Preferably, the diameter of each magnet is no more than 50 mm, more preferably no more than 40 mm, more preferably no more than 35 mm, for example about 25 mm. The length of each magnet is preferably at least 100 mm, more preferably at least 150 mm, for example at least 200 mm. The length of each magnet is preferably in the range of between 100 mm and 300 mm, more preferably the range of between 150 mm and 250 mm.

In one embodiment, each magnet has a length of approximately 200 mm and a diameter of 25 mm.

The dimensions of the magnets will depend on the spacing available around the feed pipe and the duration of magnetism of the fuel feed required for a particular engine.

The magnetic fuel conditioning apparatus may further comprise a housing shaped and dimensioned to receive the at least one pair of neodymium magnets. The housing is preferably configured to position the magnets forming the or each pair of neodymium magnets adjacent opposed surfaces of a feed pipe. The housing preferably provides an open ended channel extending therethrough. The open ended channel is preferably shaped and dimensioned to receive and/or engage a corresponding portion of a feed pipe. The open ended channel may be centrally located within the housing.

The housing may be composed of any suitable material capable of withstanding the elevated temperatures occurring in the environment of or adjacent a combustion engine. The housing is preferably composed of plastic material or metal.

The housing may comprise at least one pair of housing portions. The at least one pair of housing portions may be separable or may form integral portions of the housing. The at least one pair of housing portions may be releasably engageable with each other. The at least one pair of housing portions may in one embodiment be hingeably joined together at a first end thereof, and releasably engageable with each other at a second opposed end. The at least one pair of housing portions may be releasably engageable with each other at both the first and second opposed ends thereof.

The housing preferably comprises a first housing portion providing a pair of opposed ends, and a second housing portion providing a pair of opposed ends. The housing is preferably moveable between a first open configuration in which at least one end of a first housing portion is disengaged from the corresponding at least one end of a second housing portion; and a second closed configuration in which each end of the pair of opposed ends of the first housing portion is engaged to a corresponding end of the pair of opposed ends of the second housing portion. In the second closed configuration, the first and second housing portions define an open ended channel extending therebetween. The open ended channel is preferably shaped and dimensioned to receive and/or engage a corresponding portion of a feed pipe. The open ended channel is preferably centrally located between the first and second housing portions forming the housing.

Each housing portion is preferably shaped and dimensioned to receive one magnet from the at least one pair of neodymium magnets. The housing portions forming the or each pair of housing portions are preferably configured to be located on opposed surfaces of a feed pipe.

Each housing portion preferably comprises a recess shaped and dimensioned to receive one of the at least one pair of magnets. The recess may have any suitable shape. For example, the recess may be substantially cylindrical in shape. The or each magnet may in one embodiment be configured to be frictionally engaged with the recess of the housing portion. The or each magnet may in one embodiment be permanently secured to a housing portion, or to a housing, by for example glue. The longitudinal axis of each magnet of the apparatus is preferably configured to extend substantially parallel or perpendicular, preferably parallel, to the direction of the fluid flow within the feed pipe.

The housing may further comprise an attachment member for securing the housing, for example each housing portion, in a predetermined position adjacent a feed pipe.

The housing may further comprise at least one attachment member for securing a first housing portion to a second housing portion of the at least one pair of housing portions.

The at least one attachment member may for example be one or more of: zip ties, string, threaded nuts and bolts, cooperatively engaging male and female connectors, and any combination thereof.

Each housing portion preferably comprises a flange extending outwardly from a location for the magnet, for example a recess for receiving the magnet. The flange of each housing portion preferably provides at least one attachment member for securing the first housing portion to a second housing portion of the at least one pair of housing portions. The flange of a first housing portion may for example provide a lip shaped and dimensioned to be received within a recess provided by the second housing portion. The lip and recess may extend around at least a portion of the periphery of the corresponding first or second housing portion.

The first housing portion may comprise at least one male or female connector configured to releasably engage a corresponding at least one female or male connector provided by the second housing portion.

In one embodiment, each of the first and second housing portions provide at least one open ended channel extending through the housing portion, in which the at least one open ended channel is configured in use to be aligned with at least one open ended channel provided by the other housing portion. An attachment member is preferably configured to extend through the at least one open ended channel of each of the first and second portions to secure the housing portions together.

The housing, and in particular the housing portions, are preferably shaped and dimensioned to define in the second closed configuration an open ended channel for receiving, and preferably engaging, for example frictionally engaging, a corresponding portion of a feed pipe. The open ended channel is preferably centrally located within the housing.

According to a second aspect, the present invention provides a combustion engine system for reducing harmful emissions and/or increasing the torque, in which the system comprises: a combustion engine; and a magnetic fuel conditioning apparatus as herein described.

The combustion engine may be any suitable combustion engine, such as for example a combustion engine of a boiler, a smelter, a diesel generator, a jet engine, a marine engine, a gas turbine engine, an automobile, heavy plant machinery and heavy goods vehicles such as for example a truck.

The combustion engine preferably comprises high pressure feed pipes, or fuel lines.

Engines vary greatly depending on the type of vehicle for which it is to be used and the country where the engine is manufactured. The magnetic fuel conditioning apparatus is preferably positioned adjacent one or more of: a fuel feed pipe, a common rail feed pipe, a fuel primer pump feed pipe, or a combination thereof. The fuel feed pipe may be a low pressure fuel feed pipe extending between a fuel tank and a fuel filter. The common rail feed pipe may extend between a fuel field pump and an injection system. The fuel feed pipe may extend between a fuel filter and a fuel injection pump. The term "feed pipe" used herein is used to include one or more of: a fuel feed pipe, a common rail feed pipe, or a combination thereof.

In one embodiment, the magnetic fuel conditioning apparatus of the present invention is fitted before the fuel filter on all heavy plant machinery, such as for example HGVs and trucks. The apparatus is required to be positioned in this location due to the high pressure of the pump of heavy plant machinery.

According to a third aspect, the present invention provides a vehicle comprising a combustion engine system as herein described. The vehicle may be any suitable vehicle such as for example a car, van, truck, bus, coach, an HGV, or a jet engine.

According to a fourth aspect, the present invention provides a method for attaching a magnetic fuel conditioning apparatus as herein described to a combustion engine, the method comprising: obtaining a magnetic fuel conditioning apparatus as herein described; positioning the magnetic fuel conditioning apparatus adjacent a feed pipe; and arranging each pair of magnets of the magnetic fuel conditioning apparatus for mutual attraction positioning on opposed surfaces of the feed pipe to ensure that each pair of magnets are maintained in a predetermined location relative to the feed pipe.

The method may further comprise securing the magnetic fuel conditioning apparatus in a predetermined positioned adjacent the feed pipe. The feed pipe may be selected from one or more of: a fuel feed pipe, a common rail feed pipe, a fuel primer pump feed pipe, or a combination thereof. The apparatus may be secured in position by releasably engaging the at least one pair of housing portions together. The apparatus may be secured by using an attachment means to secure the at least one pair of housing portions together. The housing portions are preferably shaped and dimensioned such in the second closed configuration the housing portions are secured in place by frictional engagement. In one embodiment, the housing portions are preferably shaped and dimensioned such that the housing portions subject the corresponding feed pipe to a compressive force when the housing portions are releasably engaged together. The compressive force is preferably sufficient to secure the housing portions in position adjacent the corresponding feed pipe.

The magnetic fuel conditioning apparatus may be retrofitted to a combustion engine. Alternatively, the magnetic fuel conditioning apparatus may be installed during manufacture of the combustion engine itself.

The magnetic fuel conditioning apparatus may be fitted to any combustion engine operating with any suitable fossil fuel, including but not limited to heating oil and LPG. It has been found that the magnetic fuel conditioning apparatus of the present invention may be used to improve power and fuel economy of a combustion engine operating on LPG. It has also been found that the magnetic fuel conditioning apparatus of the present invention may be used to provide a significant increase, for example a 25% increase, in fuel economy for combustion engines operating on heating oil, for example kerosene.

There are a number of advantages associated with the use of the apparatus of the present invention with combustion engines. In particular, the apparatus of the present invention may be used with a combustion engine to:

Improve, and in particular reduce, the fuel consumption; and/or improve the brake thermal efficiency; and/or improve the brake specific fuel consumption; and/or reduce smoke levels within the exhausts; and/or reduce soot and chemistry levels within the exhausts; and/or reduce oil consumption; and/or decrease engine wear; and/or reduce one or more of NOx emissions and/or hydrocarbon emissions in the exhausts; and/or increase torque of the engine; and/or produce a quieter and smoother operating engine; increase life span of the combustion engine. or any combination thereof.

Embodiments and advantages of the present invention will now be described in further detail with reference to the accompanying Figures

BRIEF DECSCRIPTION OF FIGURES

Figure 1 is a photograph of one embodiment of the magnetic fuel conditioning apparatus of the present invention attached to a feed pipe before the fuel filter of a Ford Transit engine;

Figure 2 is a photograph of the magnetic fuel conditioning apparatus of Figure 1 attached to a feed pipe of an Audi V6 diesel engine;

Figure 3 is a photograph of a further embodiment of the magnetic fuel conditioning apparatus of the present invention attached to a feed pipe of a Scania Truck before the pump;

Figure 4 is a photograph of the magnetic fuel conditioning apparatus of one embodiment of the present invention attached to a fuel primer pump feed pipe on a Mercedes Atego;

Figure 5 is a graph illustrating a rolling road increase of the torque when a magnetic fuel conditioning apparatus according to one embodiment of the present invention is fitted to a 2.4 diesel engine of a Mitsibushi 4-wheel drive pick up truck when operating at different speeds;

Figure 6 is a graph illustrating the average fuel consumption against the load for different engine speed where the dotted and solid lines are for the experimental runs without and with the magnetic fuel conditioning apparatus respectively;

Figures 7 to 14 are graphs illustrating the brake thermal efficiencies and brake specific fuel consumption against the brake power of the engine speed 1200,1400,1600,1800, 2000, 2200, 2400, 2600 and 2800 rpm respectively (dotted lines are without the magnetic fuel conditioning apparatus of the present invention, solid lines are with the magnetic fuel conditioning apparatus of the present invention);

Figure 15 is a photograph of the magnetic fuel conditioning apparatus according to one embodiment of the present invention attached to a Cummins 1200 h.p. diesel engine for the Oil Analysis of Experiment 3;

Figure 16 is a photograph of the magnetic fuel conditioning apparatus according to one embodiment of the present invention attached to a Volvo powered engine used to determine the effect of operating noise in Experiment 8;

Figure 17 is a photograph of the magnetic fuel conditioning apparatus according to one embodiment of the present invention attached to two V8 MAN marine engines, producing 1200 h.p;

Figure 18 is a graph illustrating the effects of the installation of the magnetic fuel conditioning apparatus according to one embodiment of the present invention on the fuel consumption of the marine engines of Figure 17.

Figure 19 is a schematic illustration of a view from above of a magnetic fuel conditioning apparatus according to one embodiment of the present invention;

Figure 20 is a schematic illustration of a side view of the magnetic fuel conditioning apparatus of Figure 19;

Figure 21 is a schematic illustration of an end on view of the magnetic fuel conditioning apparatus of Figure 19;

Figure 22 is a schematic illustration of a rear view of a magnetic fuel conditioning apparatus according to one embodiment of the present invention; and

Figure 23 is a schematic illustration of a view from above of the magnetic fuel conditioning apparatus of Figure 22.

DETAILED DESCRIPTION

The magnetic fuel conditioning apparatus as shown in Figures 1 to 4 and Figures 19 to 23 comprises a pair of neodymium magnets, N410A. It is however to be understood that the apparatus may comprise any suitable number of magnets, and in particular any suitable number of pairs of magnets.

The neodymium magnets comprise iron, neodymium and boron. It is however to be understood that the neodymium magnets may comprise neodymium and any suitable metals in addition or in the alternative to iron and boron and are not to be limited to this specific combination.

The magnets are formed using a powder metallurgical process. The magnets are then produced by uniaxial pressing into a predetermined final shape. The typical tolerances of such sintered uniaxially pressed magnets are +1%. It is however to be understood that the magnets may be produced using any suitable process.

The magnets are elongate and substantially cylindrical in shape having a diameter of approximately Y1 mm and a length of approximately 15 mm. It is however to be understood that the magnets may have any suitable shape and dimensions depending on the particular requirements of the engine and the space available.

The physical and mechanical properties of the magnets according to one embodiment of the present invention are as shown in Table 1.

Table 1

The nominal values of remanence, coercivity and energy product of the magnets of Table 1 are 1.15T, 870 Ka/M and 250 kJ/m3 respectively.

The magnets are contained within a housing. Figures 1 and 2 and Figures 22 and 23 illustrate the magnetic fuel conditioning apparatus according to a first embodiment in which the housing is composed of plastic material. Figures 4 and Figures 19 to 21 illustrate the magnetic fuel conditioning apparatus according to a further embodiment in which the housing is composed of metal. In each of the illustrated embodiments, the housing 10 comprises a first housing portion 12 and a second housing portion 14 which are releasably engageable with each other. It is to be understood that the housing and housing portions may be composed of any suitable material.

Each magnet is housed within one of the first 12 or second 14 housing portions. Each housing portion 12, 14 provides a contact surface 16, 18 configured to engage a feed pipe 20, and an opposed rear surface 22, 24. Each housing portion 12, 14 provides a recess 13, 15, preferably a substantially centrally located recess 13, 15, extending from the contact surface towards the rear surface. Each recess is substantially cylindrical in shape and dimensioned to receive the magnet 17,19. Each magnet is held within the corresponding recess by frictional engagement. It is however to be understood that each magnet may be secured in place within the recess by adhesive. Each recess is configured to be aligned in use with the recess provided by the other housing portion. The magnet located on the first housing portion 12 is arranged to be attracted to the magnet located on the second housing portion 14.

As shown in Figures 1 and 2 and Figures 22 and 23, in one embodiment each housing portion 12, 14 comprises a flange 30. 32 extending outwardly from the centrally located recess 13 and extending between the contact 16, 18 and rear surfaces 22, 24. Each flange 30, 32 provides a pair of opposed ends 34, 36, 38, 40. Each housing portion 12, 14 further provides a pair of spaced apart open ended channels 42 extending from the contact surface 16, 18 to the rear surface 22, 24. Each open ended channel 42 is located between a free end 34, 36, 38,40 of the housing portion 12,14 and the centrally located recess.

The apparatus further comprises a pair of zip ties 44 configured to extend through the open ended channels 42 of each housing portion 12, 14. It is however to be understood that the housing portions 12, 14 may be held in place relative to each other by any suitable attachment means, including for example one or more of: strings, zip ties, threaded bolts and nuts, cooperatively engaging male and female connectors, or any combination thereof.

Figure 4 illustrates the apparatus being mounted on a metal bracket. The presence of a metal bracket helps to increase the magnetic strength of the magnets within the apparatus and also helps to centralize flux.

In use, the user inserts a magnet into a recess of each of the first and second housing portions 12,14. The magnet is held in place within the recess by frictional engagement. The user then arranges the first and second housing portions 12,14 such that the contact surfaces 16,18 of each housing portion are located adjacent a feed pipe 20. In particular, the contact surface 16 of the first housing portion 12 is arranged to be located adjacent or in contact with a first opposite surface of a feed pipe 20, and the contact surface 18 of the second housing portion 14 is arranged to be located adjacent or in contact with a second opposed surface of the feed pipe 20. A first magnet received within the recess of the first housing portion 12 is arranged to be located adjacent or in contact with a first surface of the feed pipe 20, and the second magnet received within the recess of the second housing portion 14 is arranged to be located adjacent or in contact with a second opposed surface of the feed pipe 20 and to be aligned with the first magnet. The longitudinal axis of each magnet extends substantially parallel to the direction of the feed pipe 20.

The first and second housing portions 12,14 are aligned and releasably engaged by inserting a pair of zip ties 44 through the open ended channels 42 provided adjacent each free end 34, 36 38,40 of each housing portion 12, 14. Once secured in place by the zip ties 44, the contact surfaces 16, 18 of each housing portion 12, 14 provide sufficient compressive force to secure the housing portions 12, 14 in place relative to the feed pipe.

The feed pipe may be any suitable feed pipe, such as for example a fuel feed pipe, a common rail feed pipe, a fuel primer pump feed pipe, or a combination thereof.

The magnetic fuel conditioning apparatus of the present invention alters the orientation and/or construction of fuel molecules and as such helps to ensure that more efficient combustion of the fuel occurs in the combustion engine.

The magnetic fuel conditioning apparatus of the present invention is mounted on a feed pipe as illustrated in Figures 1 to 4 to ensure that a sufficiently strong magnetic field is applied at an appropriate location within the engine to ensure that the orientation and/or construction of the fuel molecules are altered to a sufficient degree or extend in order to ensure efficient combustion occurs within the engine.

The exact location of the apparatus relative to the engine differs depending on the type of engine and the type of injection system used. For example, with Mercedes diesel engines, the apparatus is located around the common rail feed pipe which extends between the fuel feed pump and the common rail feed pipe which then feeds the injection system. For the VW Transporter engine, the apparatus is mounted on the fuel feed pipe which extends from the fuel filter to the fuel injection pump. For the Ford diesel engine, the apparatus is mounted on the common rail feed pipe.

Fuel molecules have been found to cluster together due to intermolecular forces of attraction between molecules. The fuel supplied to the engine therefore contains a number of clusters of small molecules. As a result, the molecules are not all equally exposed to oxygen during combustion within the engine, leading to incomplete combustion which produces carbon deposits and/or harmful emissions.

It has however been found that the application of a magnetic field can overcome the intermolecular forces of attraction to separate and/or align molecules prior to combustion. The separation of fuel molecules has been found to increase the efficiency of combustion, and thereby reduce by-products of incomplete combustion such as carbon deposits and/or harmful emissions.

Modern engines use high pressure fuel feeds in order to ensure that the engine produces emissions which are in line with current regulation. Unfortunately, due to the high pressure fuel feed required for modern engines, known systems for magnetising fuel are unable to provide a sufficiently strong magnetic field which is capable of separating the fuel molecules quickly and efficiently enough o ensure that a large proportion, and preferably substantially all of the fuel molecules are sufficiently separated prior to combustion.

The magnetic fuel conditioning apparatus of the present invention is able to expose the high pressure fuel feed to a significantly higher magnetic field within the high pressure fuel feed which is sufficient to ensure that the arrangement of fuel molecules within the feed is changed sufficiently (i.e. to provide sufficient separation of the fuel molecules to minimise the number of clusters within the fuel feed) to ensure improved combustion. Modern day engines are compact and provide limited space for access to the fuel feed. The magnetic apparatus of the present invention requires significantly less space in the vicinity of the fuel feed than known magnetic systems with improved magnetic strength.

Figure 5 is a graph illustrating a rolling road increase of the torque when a magnetic fuel conditioning apparatus of the present invention is fitted to a 2.4L diesel engine of a Mitsubishi 4-wheel drive pick up truck. It is to be understood that although Figure 6 shows the increase of the torque when the apparatus is fitted to a diesel engine of a Mitsubishi truck, it is to be understood that the apparatus of the present invention has the same effect on the torque produced by other combustion engines and that this effect is not limited to use with this particular engine.

Example 1: Fuel Consumption of a Perkins Diesel Engine T4.236 A Perkins diesel engine 4.236 with turbocharged injection has a maximum speed governed at 2800 rpm with 23% torque back-up over 1400 ppm. The bore diameter and stroke of the engine are 98.4 mm and 127 mm respectively. The number of cylinders is four in-line. The capacity is 3.86 litres. The engine is running on four stroke with the firing order 1-3-4-2. The compression ratio is 16:1. The engine is to drive a dynamometer (Dyno Mark I) manufactured by Heenan and Froude Ltd. The fuel consumption of the engine was monitored without the apparatus of the present invention and with the apparatus mounted to the engine.

The procedure of the experiment is as follows: 1. The engine was started and allowed to run, without the magnets, until the engine is thoroughly warm; 2. The engine was then set to run at 1200 rpm and drag load; 3. The fuel logging programme recorded the fuel consumption for the period of 10-30 seconds; 4. The time elapse and fuel consumption, and therefore fuel consumption rate, were recorded; 5. Steps 3 and 4 were repeated for different loads 20 to 100 Nm with every 10 Nm increment; 6. Steps 2 to 5 were repeated for different speeds at 200 rpm increment, up to 2800 rpm.

The experiment was then repeated, without the magnets, two days later.

When the engine was cold, four sets of magnetic fuel conditioning apparatus of the present invention (each apparatus comprising a pair of magnets) were mounted on the engine. Each set of apparatus was mounted on a separate fuel injection pipe. The magnets were mounted near the injectors. The experiment was then repeated twice, with the magnets mounted, with two days between each repeat experiment.

The results of the experiments are shown in Table 2.

Table 2

Figure 6 shows the plot of average fuel consumption against the load for different engine speed where the dotted and solid lines are for the experimental runs before and after installation of the magnetic fuel conditioning apparatus of the present invention respectively. Employing curve fitting techniques, the best fitted lines are obtained for Figure 6 and are tabulated in Table 3.

*fcr and L stand for fuel consumption rate and load respectively

Table 3

Using the best fitted lines, the derived fuel consumption rates are obtained and shown in Table 4 together with the brake powers, brake thermal efficiencies and brake specific fuel consumptions.

Table 4

It is noted from Figure 6 that the fuel consumption rate increases as the load increases for a particular speed, and also that the fuel consumption rate increases as the speed increases for a particular load. It can also be seen from Figure 6, that underthe same speed and load conditions, the fuel consumption is less when the apparatus of the present invention is mounted to the engine.

Figures 7 to 14 show the plots of the brake thermal efficiencies and brake specific fuel consumption against the brake power of the engine speed 1200, 1400, 1600, 1800, 2000, 2200, 2400, 2600 and 2800 rpm respectively (dotted lines are without the magnetic apparatus of the present invention, solid lines are with the magnetic apparatus of the present invention).

It can be seen from Figures 7 to 14 that the use of magnetic fuel conditioning apparatus of the present invention also improves both the brake thermal efficiency and the brake specific fuel consumption at all speeds and loads.

The present invention can therefore be used to improve one or more of: the fuel consumption, the brake thermal efficiency and/or the brake specific fuel consumption, or any combination thereof.

It is to be understood that although Tables 2 to 4 and Figures 6 to 16 show that the apparatus of the present invention may be used to improve one or more of: the fuel consumption, the brake thermal efficiency and/or the brake specific fuel consumption, or any combination thereof of a Perkins diesel engine, it is to be understood that the apparatus of the present invention has the same effect on the fuel consumption and/or the brake thermal efficiency and/or the brake specific fuel consumption produced by any other combustion engine and that this effect is not limited to use with this particular engine.

Example 2 - Smoke Test

The smoke tester used in this experiment is a DX210 diesel smokemeter provided by VL Churchill Ltd.

The smoke levels produced from the exhausts of two vehicles were tested: Toyota Cruiser and Mercedes van. The procedure of the test for each vehicle/engine was as follows: 1. The engine was started and allowed to run until normal operating temperature was achieved (without the magnets); 2. The smoke tester was switched on and self-calibrated; 3. The pipe of the smoke tester is then clamped to the vehicle exhaust and the "reset" button is pressed; 4. When the smoke tester "ready" light is on, the user fully depresses the accelerator pedal/throttle and holds the pedal at the maximum speed; 5. When the smoke tester "ready" light switches off, the user releases the accelerator pedal/throttle and allows the engine to idle; 6. Steps 4 and 5 are repeated six times; 7. Record results and obtain valid average value (obtained by substracting a zero check value from the average value of the last three test values); 8. Steps 2 to 6 are repeated a number of times for each engine; 9. Mount the magnetic conditioning fuel apparatus of the present invention to the vehicle engine and repeat steps 1 to 8 a week later.

Results for Toyota:

The vehicle was a Toyota Cruiser with overhead cam, 4.2 litre, 6 cylinders, high pressure pump and injectors, and was manufactured in 1994.

The results of the smoke tester experiment are shown in Table 5:

Table 5

It can be seen from Table 5 that the presence of the magnetic fuel conditioning apparatus of the present invention reduced the smoke present within the exhaust of the Toyota Cruiser by 82.5%.

Results for Mercedes:

The vehicle was Mercedes 207 Diesel Van, 2.4 litre, four cylinders, low pressure pump and injectors, and was manufactured between 1987 and 1988.

The results for the smoke tester experiment are shown in Table 6.

Table 6

It can be seen from Table 6 that the presence of the magnetic fuel conditioning apparatus of the present invention reduces the smoke present in the exhaust of the Mercedes vehicle by 41%.

The present invention may therefore be used to significantly reduce smoke levels within the exhausts of combustion engines.

It is to be understood that although Tables 5 and 6 show that the apparatus of the present invention may be used to reduce smoke produced by a Toyota and a Mercedes engine, it is to be understood that the apparatus of the present invention has the same effect on the smoke produced by any other combustion engine and that this effect is not limited to use with these particular engines.

Experiment 3 - Oil Analysis

This experiment was conducted on a Terex 400 Face Shovel which was powered by two Cummins 1200 h.p. diesel engines (as shown in Figure 14). Samples of the oil are taken every 250 hours whereby the engines have a complete oil filter and oil change.

The results are shown in Tables 7a to 7c. Table 7d demonstrates the percentage reduction in chemistry levels within the engine exhaust when a magnetic fuel conditioning apparatus of the present invention is mounted to the engine.

Trial A Trial B Trial C Trial D Trial E

Table 7a

Trial A Trial B Trial C Trial D Trial E

Table 7b

Trial A Trial B Trial C Trial D Trial E

Table 7c

Trials A, B, C and E were conducted with a magnetic fuel conditioning apparatus of the present invention mounted to the engine. Trial D was conducted without the magnetic fuel conditioning apparatus of the present invention.

Table 7d

The present invention showed an instant drop in soot and chemistry levels due to an improved burn point as shown in Table 7d. In particular, it was found that the IR soot levels decreased by 65% when the apparatus of the present invention is mounted to the engine. It was also found that oil usage decreased by 50% when the apparatus of the present invention is mounted to the engine. The present invention can therefore be used to provide improved fuel consumption. Due to the decrease in soot levels, there will be less soot deposits present within the engine, thereby leading to less engine wear. The present invention can also be used to provide less engine wear with reduced oil consumption.

It is to be understood that although Tables 7a-7d show that the apparatus of the present invention may be used to improve fuel consumption and/or reduce soot and chemistry levels and/or reduce engine wear for a Cummins 1200 hp diesel engine, it is to be understood that the apparatus of the present invention has the same effect on the fuel consumption and/or reduce soot and chemistry levels and/or reduce engine wear produced by any other combustion engine and that this effect is not limited to use with these particular engines.

Experiment 4 - Fuel Consumption A magnetic fuel conditioning apparatus of the present invention was mounted on each engine of: a Transit van, a Ford truck, and three Ford Mondeo vehicles. The fuel consumption of each vehicle was monitored before mounting of the apparatus of the present invention, and while the apparatus of the present invention was mounted. The results are shown in Table 8.

Table 8

It can be seen from Table 8 that the present invention can be used to reduce fuel consumption of a vehicle engine. Table 8 illustrates that the present invention can be used to reduce fuel consumption by at least approximately 10%, preferably at least 15%.

It is to be understood that although Table 8 shows that the apparatus of the present invention may be used to improve fuel consumption of a transit van, a Ford truck and three Ford Mondeos, it is to be understood that the apparatus of the present invention has the same effect on the fuel consumption of any other combustion engine and that this effect is not limited to use with these particular engines.

Experiment 5 - Emissions Trials

The emissions of a Renault Midlum 7.5 to recovery truck were tested at two different engine speeds: idle and fast idle. The truck was operated with and without the magnetic apparatus of the present invention. The results are shown in Table 9.

Table 9

It can be seen from Table 9 that there is a significant drop in NOx emissions when the engine is fitted with the magnetic apparatus of the present invention. It can also be seen that there is a significant drop in hydrocarbon emissions when the apparatus of the present invention is fitted to the engine.

The present invention can therefore be used to significantly decrease one or more of NOx emissions and/or hydrocarbon emissions in the exhaust of combustion engines.

It is to be understood that although Table 9 shows that the apparatus of the present invention may be used to reduce emissions, and in particular one or more of NOx and/or hydrocarbon emissions, from the engine of a Renault Midlum 7.5, it is to be understood that the apparatus of the present invention has the same effect on the emissions of any other combustion engine and that this effect is not limited to use with these particular engines.

Experiment 6 - Emissions Trials

The emissions of a Ford Transit diesel engine were tested. Prior to installation of the apparatus of the present invention, the engine was producing exhaust comprising NOx levels of 62 ppm. After installation of the apparatus of the present invention, the engine was producing exhaust comprising substantially zero NOx levels.

It can therefore be seen that the apparatus of the present invention can be mounted on an engine to significantly reduce and/or eliminate NOx emissions from the vehicle exhaust.

It is to be understood that although the apparatus of the present invention may be used to reduce NOx emissions from the engine of a Ford Transit diesel engine it is to be understood that the apparatus of the present invention has the same effect on the NOx emissions of any other combustion engine and that this effect is not limited to use with these particular engines.

Experiment 7 - Fuel Consumption

The fuel consumption of two separate Ford Transit 2.2 TDCI vans were measured without the apparatus of the present invention, and with the apparatus of the present invention. The results are shown in Table 10.

Table 10

It can be seen from the results shown in Table 10 that the apparatus of the present invention provides a significant saving in fuel consumption. The presence of the apparatus provides as increase of at least 10%, preferably at least 15% in miles per gallon. This increase in miles per gallon is achieved by the more efficient combustion of the fuel due to the apparatus of the invention altering the orientation of the fuel molecules within the fuel supply prior to combustion.

The present invention may therefore be used to significantly decrease fuel consumption of a combustion engine.

It is to be understood that although Table 10 shows that the apparatus of the present invention may be used to reduce fuel consumption of Ford Transit engines, it is to be understood that the apparatus of the present invention has the same effect on the fuel consumption of any other combustion engine and that this effect is not limited to use with these particular engines.

Example 8 - Noise reduction A magnetic fuel conditioning apparatus of the present invention was fitted to the fuel feed pipe going to the fuel filter of a Volvo powered engine (fitted to a generator) as shown in Figure 16. Decibel meter readings were noted when the engine was operating prior to installation of the apparatus of the invention, and while operating after installation of the apparatus of the invention. Prior to installation of the apparatus, the engine produced a decibel reading of 96. After installation of the apparatus, the engine produced a decibel reading of 84. The apparatus of the present invention therefore produces a significant reduction in noise produced by a combustion engine. It is to be understood that although the noise reduction was determined in relation to a Volvo engine, the apparatus of the present invention may be used to reduce noise produced by any other combustion engine and that this effect is not limited to use with these particular engines.

Example 9 - Fuel Consumption

The fuel consumption of two V8 MAN marine engines was recorded. The apparatus of the present invention was then installed to the marine engines (as shown in Figure 16). The results are shown in Figure 18. It can be seen from Figure 17 that the installation of the apparatus has causes a significant reduction in fuel consumption of the marine engines. It is to be understood that although the fuel consumption reduction was determined in relation to a marine engine, the apparatus of the present invention may be used to reduce fuel consumption for any other combustion engine and that this effect is not limited to use with these particular engines.

There are a number of advantages associated with the use of the apparatus of the present invention, especially in relation to combustion engines of for example vehicles. The magnetic fuel conditioning apparatus of the present invention can be mounted to an engine in order to 1) significantly reduce NOx levels within the exhaust emissions of the engine, and/or 2) significantly increase the torque of the engine, and/or 3) to produce a quieter and smoother operating engine thereby reducing operating noise, and/or 4) to provide a significant reduction in one or more of: oil consumption (preferably at least 10%, more preferably at least 20%, more preferably at least 30%, for example approximately 50% reduction), carbon deposits (preferably at least 10%, more preferably at least 20%, more preferably at least 30%, more preferably at least 50%, for example approximately 65% reduction), magnesium deposits (preferably at least 10%, more preferably at least 20%, more preferably at least 30%, more preferably at least 50%, for example approximately 62% reduction), molybdenum deposits preferably at least 10%, more preferably at least 20%, more preferably at least 30%, more preferably at least 48% reduction), phosphorous deposits (preferably at least 5%, more preferably at least 10%, for example approximately 15% reduction), zinc deposits (preferably at least 5%, more preferably at least 10%, for example approximately 13% reduction), calcium deposits (preferably at least 5%, for example approximately 8% reduction), or any combination thereof), and/or 5) significant fuel savings (preferably at least 5%, for example at least approximately 10%) due to a significant reductions in fuel consumption, and/or 6) reduction of carbon deposits developing in the engine valves (in particular the EGR valve) thereby reducing the risk of the valve becoming stuck and the engine entering limp mode and requiring replacement.

It is to be understood that the present invention is not to be limited to the use with combustion engines of vehicles. The present invention may be used to improve fuel consumption and/or reduce harmful emissions from any combustion engine using a hydrocarbon based fuel supply.

Claims (30)

1. A magnetic fuel conditioning apparatus for use in reducing harmful emissions and/or increasing the torque of a combustion engine, the apparatus comprising: at least one pair of neodymium magnets, in which each magnet is configured to be located adjacent a surface of a feed pipe of a combustion engine.

2. A magnetic fuel conditioning apparatus as claimed in claim 1, in which the apparatus comprises a plurality of pairs of neodymium magnets, and in which each pair of magnets is configured to be located adjacent a surface of a separate feed pipe of a combustion engine.

3. A magnetic fuel conditioning apparatus as claimed in either of claims 1 and 2, in which the or each pair of magnets comprises a first magnet configured to be located adjacent a first surface of a feed pipe of a combustion engine, and a second magnet configured to be located adjacent a second opposed surface of the feed pipe.

4. A magnetic fuel conditioning apparatus as claimed in any one of claims 1 to 3, in which at least one or each neodymium magnet is composed of iron, neodymium and boron.

5. A magnetic fuel conditioning apparatus as claimed in any preceding claim, in which each magnet is elongate in shape.

6. A magnetic fuel conditioning apparatus as claimed in claim 5, in which the diameter of each magnet is at least 1.5 times the length of the magnet.

7. A magnetic fuel conditioning apparatus as claimed in claim 6, in which the diameter of each magnet is substantially twice the length of the magnet.

8. A magnetic fuel conditioning apparatus as claimed in either of claims 5 and 7, in which the diameter of each magnet is in the range of between 15 mm and 50 mm.

9. A magnetic fuel conditioning apparatus as claimed in claim 8, in which the diameter of each magnet is in the range of between 20 mm and 40 mm.

10. A magnetic fuel conditioning apparatus as claimed in any one of claims 5 to 9, in which the length of each magnet is in the range of between 5 mm and 35 mm.

11. A magnetic fuel conditioning apparatus as claimed in claim 10, in which the length of each magnet is in the range of between 10 mm and 20 mm.

12. A magnetic fuel conditioning apparatus as claimed in any preceding claim, further comprising a housing shaped and dimensioned to receive the at least one pair of neodymium magnets, and in which the housing is configured to locate the at least one pair of neodymium magnets adjacent opposed surfaces of a feed pipe.

13. A magnetic fuel conditioning apparatus as claimed in claim 12, in which the housing is composed of plastic material or metal.

14. A magnetic fuel conditioning apparatus as claimed in either of claims 12 and 13, in which the housing comprises at least one pair of housing portions, each housing portion being shaped and dimensioned to receive one of the at least one pair of neodymium magnets, and in which the housing portions forming the or each pair of housing portions are configured to be located on opposed surfaces of a feed pipe.

15. A magnetic fuel conditioning apparatus as claimed in claim 14, in which each housing portion comprises a recess shaped and dimensioned to receive one of the at least one pair of magnets.

16. A magnetic fuel conditioning apparatus as claimed in claim 15, in which the recess is substantially cylindrical in shape.

17. A magnetic fuel conditioning apparatus as claimed in any one of claims 12 to 16, in which the housing further comprises an attachment member for securing the housing in a predetermined position adjacent a feed pipe.

18. A magnetic fuel conditioning apparatus as claimed in any one of claims 14 to 17, in which the housing further comprises at least one attachment member for securing a first housing portion to a second housing portion of the at least one pair of housing portions.

19. A magnetic fuel conditioning apparatus as claimed in claim 18, in which each housing portion comprises a flange extending outwardly from a location for receiving the magnet, and in which the flange of each housing portion provides at least one attachment member for securing the first housing portion to a second housing portion of the at least one pair of housing portions.

20. A magnetic fuel conditioning apparatus as claimed in claim 19, in which the first housing portion comprises at least one male or female connector configured to releasably engage a corresponding at least one female or male connector provided by the second housing portion.

21. A magnetic fuel conditioning apparatus as claimed in claim 19, in which each of the first and second portions provide at least one opening configured in use to be aligned with each other, and in which an attachment member is configured to extend through the at least one openings of each of the first and second portions to secure the housing portions together.

22. A combustion engine system for reducing harmful emissions and/or increasing the torque, in which the system comprises: a combustion engine; and a magnetic fuel conditioning apparatus as claimed in any one of claims 1 to 21.

23. A combustion engine system as claimed in claim 22, in which the combustion engine comprises high pressure feed pipes.

24. A combustion engine system as claimed in either of claims 22 and 23, in which the magnetic fuel conditioning apparatus is located adjacent one or more of: a fuel feed pipe, a common rail feed pipe, a fuel primer pump feed pipe or a combination thereof.

25. A combustion engine system as claimed in claim 24, in which the fuel feed pipe is a low pressure fuel feed pipe extending between a fuel tank and a fuel filter.

26. A combustion engine system as claimed in claim 24, in which the common rail feed pipe extends between a fuel field pump and an injection system.

27. A combustion engine system as claimed in claim 24, in which the fuel feed pipe extends between a fuel filter and a fuel injection pump.

28. A vehicle comprising a combustion engine system as claimed in any one of claims 22 to 27.

29. A method for attaching a magnetic fuel conditioning apparatus as claimed in any one of claims 1 to 21 to a feed pipe, the method comprising: obtaining a magnetic fuel conditioning apparatus as claimed in any one of claims 1 to 21; positioning the magnetic fuel conditioning apparatus adjacent one or more of: a fuel feed pipe, a common rail feed pipe, or a combination thereof, such that the magnets of the at least one pair of magnets are positioned adjacent opposed surfaces of the pipe; and arranging each pair of magnets of the magnetic fuel conditioning apparatus for mutual attraction positioning on opposed surfaces of the feed pipe to ensure that each pair of magnets are maintained in a predetermined location relative to the feed pipe.

30. A method as claimed in claim 29, further comprising securing the magnetic fuel conditioning apparatus in a predetermined positioned adjacent one or more of: a fuel feed pipe, a common rail feed pipe, a fuel primer pump feed pipe or a combination thereof.