FIELD OF INVENTION

[0001] The present disclosure broadly relates to fuels. The present disclosure in particular relates to a method of treating a fuel comprising a combustion booster.

BACKGROUND OF THE INVENTION

[0002] India is the world’s second most populous country and the world’s third largest economy, and it continues to grow at a rapid pace. It is also undertaking enormous efforts to provide modem energy products and services to millions of households living in energy poverty. In years to come, it will therefore have to deal with a substantial increase in the demand for energy. Presently, the largest energy share is from petroleum. India has limited crude oil reserve and less production of crude oils, however, to meet the demands, India is importing crude oils from several countries. India is the 3rd largest country importing crude oil followed by China and United States at cost of $ 102. Billion, (In Indian Rupees ?, 881,282 Crore for the 229.54 million metric tons of crude oil)) for the financial year ending 2019.

[0003] Further, the internal combustion engine is used as one of the major power plants that are used for producing energy. Internal combustion engine uses fossil fuels as a fuel since had been started during the middle of the 1800s. Several improvements and developments for hydrocarbon products began as early as 1860s. The production and distribution of liquid fuels from petroleum has been optimized over a 150 year and the development of reciprocating internal combustion engines to use these fuels has continued nearly as long. Although fuel production and engine combustion technologies are well established, they continue to advance rapidly and play central roles in economy and society. This trend appears likely to continue for at least several more decades.

[0004] Significant concerns about environmental quality and energy security are currently driving the co evolution of fuels and engines or fuel using systems. A great deal of research requires to be done to develop these optimal fuel / engine systems. The largest hurdle to be overcome in the areas of fuels and internal combustion engines is to meet both the tremendous scale of fuel demands and the need for high efficiency clean combustion engines in a manner that is test effective and at the same time enhances environmental quality and energy security.

[0005] At the same time there is a desire to increase engine efficiency so that combustion converts a greater amount of the chemical energy in the fuel into kinetic energy. There were many different methods and apparatus have been proposed or used in the past to increase engine efficiency. Thus, the lack of efficiency results in wasted energy during the combustion process. As a result, there is a continuing desire to increase further engine efficiency.

[0006] Further depleting petroleum reserves and increasing rate of consumption have necessitated the search of several alternatives to increase effectiveness of fuel through fuel treatments before it takes part in the combustion. Accordingly, there has been various methods followed for treating the fuel prior to use. These methods are mostly magnetic and electromagnetic treatment of the fuels. The magnetic and electromagnetic treatment of fuel require additional magnetic device mounted in the fuel system, which suffer from several challenges for mounting, performance, and limitation to adapt. Similarly, use of electrical energy for energizing fuel needs a complicated fuel flow system and incurs a limitation to adapt in vehicle technology. Using heat or spark energy to ionize fuel to decompose requires high voltage currents and extra energy resources. Use of fuel additives has the limitation as different type and range of additives are required for treating different kind of hydrocarbons. Hence there is a dire need to develop efficient hydrocarbon fuels to address the current energy requirements.

SUMMARY OF THE INVENTION

[0007] In a first aspect of the present disclosure, there is provided a method of treating a fuel, the method comprising treating a fuel with a combustion booster comprising a combination of electrolyte selected from MgO, C1O2, NaOH, TiO2, CO(NOJ)2, KBr, CuO, and CaO in water to obtain a treated fuel, wherein the combustion booster is in a weight range of 0.1 - 1.5 ppm in one litre of the fuel.

[0008] These and other features, aspects, and advantages of the present subject matter will be better understood with reference to the following description and appended claims. This summary is provided to introduce a selection of concepts in a simplified form. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter.

BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Figure 1 depicts real road fuel economy on gasoline driven passenger cars , in accordance with an implementation of the present disclosure.

[00010] Figure 2 depicts real road fuel economy on diesel driven passenger cars, in accordance with an implementation of the present disclosure.

[00011] Figure 3 depicts real road fuel economy on diesel driven SUV vehicles, in accordance with an implementation of the present disclosure.

[00012] Figure 4 depicts real road fuel economy on diesel driven mini loader, in accordance with an implementation of the present disclosure.

[00013] Figure 5 depicts real road fuel economy on gasoline driven 2-wheeler, in accordance with an implementation of the present disclosure.

[00014] Figure 6 depicts real road fuel economy on gasoline driven 3-wheeler, in accordance with an implementation of the present disclosure.

[00015] Figure 7 depicts real road fuel economy on diesel driven mini loader, in accordance with an implementation of the present disclosure.

[00016] Figure 8 depicts corrosive test apparatus, in accordance with an implementation of the present disclosure.

[00017] Figure 9 depicts ions dispensing system for continuous hydrocarbon flow system, in accordance with an implementation of the present disclosure.

DETAILED DESCRIPTION OF THE INVENTION

[00018] Those skilled in the art will be aware that the present disclosure is subject to variations and modifications other than those specifically described. It is to be understood that the present disclosure includes all such variations and modifications. The disclosure also includes all such steps, features, compositions, and compounds referred to or indicated in this specification, individually or collectively and any and all combinations of any or more of such steps or features. Definitions [00019] For convenience, before further descriptions of the present disclosure certain terms employed in the specification and examples are delineated here. These definitions should be read in the light of the remainder of the disclosure and understood as by a person of skill in the art. The terms used herein have the meanings recognised and have the meanings recognised and known to those of skill in the art, however for convenience and completeness particular terms and their meanings are set forth below.

[00020] The articles “a”, “an” and “the” are used to refer to one or to more than one (i.e, to at least one) of the grammatical object of the article.

[00021] The terms “comprise” and “comprising” The terms “comprise” and “comprising” are used in the inclusive, open sense, meaning that additional elements may be included. It is not intended to be construed as “consists of only” [00022] Throughout this specification, unless the context requires otherwise the word “comprise”, and variations such as “comprises” and “comprising”, will be understood to imply the inclusion of a stated element or step or group of element or steps but not the exclusion of any other element or step or group of element or steps. [00023] The term “including” is used to mean “including but not limited to”. “Including” and “including but not limited to” are used interchangeably.

[00024] The term “fuel” refers to any substances when burnt produces heat and energy which can be used for work . In the present disclosure, the fuel includes, but not limited to, methane, LPG, propane, butane, dimethyl ether, ethane, acetylene, petrol, diesel, furnace oil, kerosene, jet fuels, heavy oil, biofuels, vegetable oils, ethanol, methanol, butanol, petroleum hydrocarbon fuel, biofuelbased fuel, high-carbon hydrocarbon fuel, or combinations thereof.

[00025] The term “combustion” refers to a chemical process where any substance reacts with oxygen and emits heat.

[00026] The term “electrolyte” refers to herein substance which furnishes ions for electrical conduction when dissolved in a polar solvent. In the present disclosure, a combination of electrolyte includes, and not limited to MgO, CrCh, NaOH, TiCh, Co(NO3)2, KBr, CuO and CaO in water. [00027] The term “calorific value” refers to the amount of heat liberated for the complete combustion of lg of fuel.

[00028] The term “treated fuel” refers to a fuel which is treated or incorporated with the combustion booster and has a higher calorific value compared to the fuel. The fuel may be treated either directly with the combustion booster or is treated indirectly wherein the combustion booster is sprayed on the fuel container. When the combustion booster is atomized and sprayed on the fuel container, the container being a conductive material facilitates the charge conductivity and generates an electrostatic force, which in turn assists in the breaking of hydrocarbons. Thus the combustion booster provides a pathway for complete combustion of the fuel and therefore the treated fuel exhibits higher calorific value. [00029] Ratios, concentrations, amounts, and other numerical data may be presented herein in a range format. It is to be understood that such range format is used merely for convenience and brevity and should be interpreted flexibly to include not only the numerical values explicitly recited as the limits of the range, but also to include all the individual numerical values or sub-ranges encompassed within that range as if each numerical value and sub-range is explicitly recited. For example, a calorific value in the range of 8900 to 10000 cal/g should be interpreted to include not only the explicitly recited limits of 8900 to 10000 cal/g but also to include sub ranges, such as 8800 to 9000 cal/g, 9000 to 9200 cal/g, 9200 to 9400 cal/g and so forth, as well as individual amounts, including fractional amounts, within the specified ranges, such as 8930 cal/g, 9000 cal/g, 9150 cal/g, 9375 cal/g and so on.

[00030] Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. Although any methods and materials similar or equivalent to those described herein can be used in the practice or testing of the disclosure, the preferred methods, and materials are now described. All publications mentioned herein are incorporated herein by reference.

[00031] As discussed in the background, there are currently prevailing challenges in treating a fuel and high requirement for an energy efficient fuel need to be addressed. The additives or any treatment to make the fuel efficient must be simple and easy to adapt. Accordingly, the present disclosure provides an electrolyte solution comprising metals, non-metals, and halogens having different electron and proton levels. The present disclosure provides a process to dissociate the positive and negative ions from the electrolyte (combustion booster) and applied to fuel reservoir externally or over the fuel to obtain an energy efficient fuel. Ions are reoriented and exerts electrostatic force which stretches hydrocarbon fuels and tend to break the large hydrocarbon molecules to smaller hydrocarbon molecules that needs less energy to oxidize fuel effectively. The ionic (combustion booster) treated fuel reduces fuel combustion time, increases combustion efficiency and reduces pollutants. Depending on the type of fuel, liquid or gas, different electrostatic forces shall be applied and by varying the concentration of positive and negative ions in the electrolyte.

[00032] Hydrocarbon fuels are covalent, and the chemical bonds are formed by electrostatic attraction and sharing of negatively charged electrons. During chemical reactions of hydrocarbons with dissociated ionic (electrolyte) solution, long chain heavy hydrocarbon bonds are broken in the reactants and light hydrocarbon molecules are made in the products. Bond-breaking is an endothermic process and bond-making is an exothermic process. The bond breaking improves the combustion efficiency of fuels, enhance the power output performance of the engine, and inhibit the emission of various environment polluting gases.

[00033] The present disclosure is not to be limited in scope by the specific embodiments described herein, which are intended for the purposes of exemplification only. Functionally equivalent products, compositions, and methods are clearly within the scope of the disclosure, as described herein.

[00034] In an embodiment of the present disclosure, there is provided a method of treating a fuel, the method comprising: treating a fuel with a combustion booster comprising a combination of electrolyte selected from MgO, CrCh, NaOH, TiCh, CO(NOS)2, KBr, CuO, and CaO in water to obtain a treated fuel, wherein the combustion booster is in a weight range of 0.1 - 1.5 ppm in one litre of the fuel. [00035] In an embodiment of the present disclosure, there is provided a method of treating a fuel as disclosed herein, wherein the fuel is selected from methane, LPG, propane, butane, dimethyl ether, ethane, acetylene, petrol, diesel, furnace oil, kerosene, jet fuels, heavy oil, biofuels, vegetable oils, ethanol, methanol, butanol, petroleum hydrocarbon fuel, biofuel-based fuel, high-carbon hydrocarbon fuel, or combinations thereof.

[00036] In an embodiment of the present disclosure, there is provided a method of treating a fuel, the method comprising treating a fuel selected from methane, LPG, propane, butane, dimethyl ether, ethane, acetylene, petrol, diesel, furnace oil, kerosene, jet fuels, heavy oil, biofuels, vegetable oils, ethanol, methanol, butanol, petroleum hydrocarbon fuel, biofuel-based fuel, high-carbon hydrocarbon fuel, or combinations thereof, with a combustion booster comprising a combination of electrolyte selected from MgO, CrO2, NaOH, TiOi, Co(NO3)2, KBr, CuO, and CaO in water to obtain the treated fuel, wherein the combustion booster is in a weight range of 0.1 - 1.5 ppm in one litre of the fuel.

[00037] In an embodiment of the present disclosure, there is provided a method of treating a fuel as disclosed herein, wherein the treated fuel has calorific value in a range of 8900 to lOOOOcal/g.

[00038] In an embodiment of the present disclosure, there is provided a method of treating a fuel with a combustion booster comprising a combination of electrolyte selected from MgO, Crih, NaOH, TiO2, Co(NOs)2, KBr, CuO, and CaO in water to obtain a treated fuel, wherein the combustion booster is in the weight range of 0.1 - 1.5 ppm in one litre of the fuel; and the treated fuel has calorific value in the range of 8900 to 10000 cal/g.

[00039] In an embodiment of the present disclosure, there is provided a method of treating a fuel as disclosed herein, wherein the electrolyte is in a weight range of 0.1-10% (w/w) of the combustion booster. In another embodiment of the present disclosure, wherein the electrolyte has ionic concentration in a range 0.05- 1.5 g/mol. [00040] In an embodiment of the present disclosure, there is provided a method of treating a fuel as disclosed herein, wherein the combustion booster has pH in the range of 6-9.

[00041] In an embodiment of the present disclosure, there is provided a method of treating a fuel as disclosed herein, wherein the combustion booster is atomized under pressure in a range of 0.02 to 0.08 bar prior to treating with the fuel; and the treated fuel has calorific value in a range of 8900 to 10000 cal/g.

[00042] In an embodiment of the present disclosure there is provided a method of treating a fuel, wherein the combustion booster is sprayed on the fuel or on a container comprising the fuel.

[00043] In an embodiment of the present disclosure there is provided a method of treating a fuel, wherein the combustion booster is sprayed on the fuel using an atomizer selected from cylindrical atomizer, compressed air-assisted atomizer, electrical mist sprayer, or electrical pump-operated atomizer.

[00044] In an embodiment of the present disclosure, all such steps, features, and specific atomization techniques, such as cylindrical atomizers for displacing small volumes and compressed air-assisted atomizers for more volume and where the fuel filling area is critical an electrical mist sprayer delivery nozzle has a diameter of 0.2-0.3 mm and an electrical pump-operated atomizer for a greater volume of electrolyte dispensing at a pressure in the range of 0.02 to 0.08 bar to split the ionic compound and obtain charged (electrostatic positive and negative ions) tiny particles.

[00045] In another embodiment of the present disclosure, wherein the combustion booster is atomized under pressure in a range of 0.02 to 0.08 bar and sprayed on the fuel or on a container comprising the fuel to obtain the treated fuel. In yet another embodiment of the present disclosure, wherein the combustion booster is sprayed one to seven times on the fuel or on a container comprising the fuel. In further another embodiment, wherein the combustion booster is sprayed on the fuel or on a container comprising the fuel prior to use.

[00046] In an embodiment of the present disclosure, there is provided a method of treating a fuel, the method comprising: atomizing the combustion booster under pressure in the range of 0.02 to 0.08 bar and treating with a fuel selected from methane, LPG, propane, butane, dimethyl ether, ethane, acetylene, petrol, diesel, furnace oil, kerosene, jet fuels, heavy oil, bio-fuels, vegetable oils, ethanol, methanol, butanol, petroleum hydrocarbon fuel, bio-fuel-based fuel, high-carbon hydrocarbon fuel, or combinations thereof to obtain a treated fuel, wherein the treated fuel has calorific value in the range of 8900 to lOOOOcal/g.

[00047] Although the subject matter has been described in considerable detail with reference to certain examples and implementations thereof, other implementations are possible.

EXAMPLES

[00048] The disclosure will now be illustrated with working examples, which is intended to illustrate the working of disclosure and not intended to take restrictively to imply any limitations on the scope of the present disclosure. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood to one of ordinary skill in the art to which this disclosure belongs. Although methods and materials similar or equivalent to those described herein can be used in the practice of the disclosed methods and compositions, the exemplary methods, devices, and materials are described herein. It is to be understood that this disclosure is not limited to methods, and experimental conditions described, as such methods and conditions may apply.

[00049] The present disclosure provides a method of treating fuel by a combustion booster to obtain a treated fuel. The combustion booster of the present disclosure is obtained from a combination of electrolytes as disclosed herein. The present disclosure also provides estimation of electrostatic force required for breaking the bond and differentiating the electrostatic force level by adding different electrolytes. The present disclosure also provides the treated fuel and determination of the properties of the treated fuel in comparison to the fuel without any treatment or additive. The treated fuel of the present disclosure provides higher calorific value and an energy efficient combustion fuel.

Materials and Methods [00050] For the purpose of the present disclosure, following raw materials with the specified grades/brands were used and the detail is given below

EXAMPLE 1

Preparation of combustion booster

[00051] In an example, the combustion booster was prepared from combination of electrolytes selected from MgO, CrCh, NaOH, TiCh, Co(NC>3)2, KBr, CuO and CaO. These electrolytes have different ionic concentration. For example, NaOH has one positive ion and negative ion whereas Co(NO3)2 has one positive ion and two negative ions. The positive and negative ions of the electrolytes were varied from 1 to 6 positive ions and 1 to 3 negative ions. Each electrolyte was taken equally to prepare a combustion booster, for example 0.5g of each electrolyte were taken, mixed together and was dissolved in 1000ml of demineralized (DM) water to obtain the combustion booster SI . Similarly, the combustion boosters S2, S3, S4 were prepared by dissolving the equal weights of each electrolyte such as 3g, 5g and 10 g respectively in 1000ml of demineralized water and equal amounts of each of the electrolyte solution was taken and mixed together to obtain the combustion booster. The pH of the prepared combustion booster was maintained in the range of 6 to 9 . [00052] In another process, equally weighed electrolytes were mixed by a mixer or grinder. A fine powder of the electrolytes was prepared and was loaded into a vessel under simultaneous heating and stirring. A required amount (1000ml) of DM water was added to the powder and the pH of the solution was maintained between 6-9. Weight of the electrolyte in the booster was maintained in the range of 0.2 to 6%(w/w). The solution was maintained at a temperature of 60°C for about 4-6 hours under stirring, and a homogeneous electrolyte solution was obtained. The solution was drained and transferred to the other container, allowing sufficient time to settle undissolved particles. The clear solution was separated, and the sediments were collected and disposed. The prepared homogenous clear electrolyte solution are the combustion boosters and their total number of atoms /ions calculated are shown in Tables 1A, Table IB, TablelC and Table ID.

Table 1A:

Table IB

Table 1C

Table ID

[00053] The combustion boosters SI, S2, S3, and S4 were used to treat a fuel and to obtain a treated fuel. Method of treating the fuel with combustion booster- Delivery mechanism of combustion booster

[00054] The combustion booster having positive and negative ions was discharged through a commercial sprayer (manual mist sprayer / electrical mist sprayer) having diameter 0.2-0.3 mm and discharge pressure in the range of 0.02 to 0.08 bar to split the ionic compound and to obtain charged (electrostatic positive and negative ions) tiny particles. Since the charges of the particles are more, then the effective charged surface area available for fuel to react is more. These boosters can be added to the fuel in two ways (metal body fuel tank / nonmetal body fuel tank) from the sprayer. In the first case the booster is applied from the sprayer to the mouth of the vehicle’s fuel tank and the metal surface of the fuel tank act as support media to carry the charged particles / dispersed ions and then the fuel is filled. In the second case if the vehicle’s fuel tank is non- metal, the booster is sprayed from the sprayer first and then the fuel is filled. The fuel itself will act as a carrier for the charged particles. However, the properties of fuel after applying booster by these two methods are similar and did not change much.

[00055] The spray distance between the sprayer and the vehicle’s fuel tank mouth is maintained as 10mm to 130mm. The combustion boosters are taken in the range of 0.1 to 1.5 ppm per litre of the fuel.

Reaction Mechanism

EXAMPLE 2

Density and calorific value of the treated fuel with the combustion booster samples

[00056] The density and calorific value of the neat petrol and the treated fuels i.e., petrol treated with SI booster, S2 booster, S3 booster and S4 booster collected from the vehicle were measured and the results are shown in the Table 2. The boosters were taken in weight range of 0.1 to 1 .5ppm per litre of the fuel.

Table 2

[00057] The petrol with S3 booster exhibited low density (0.745 g/cc) and high calorific value (9375 cal/g) when compared to petrol without the booster [density (0.748 g/cc) and calorific value (8802 cal /g)] and other petrol samples with SI booster [density ( 0.747 g/cc) and calorific value (8933 cal /g)] and S2 booster [density (0. 746 g/cc) and calorific value (9152 cal /g)]. The petrol sample with S4 booster possessed the same [density (0.745 g/cc) and calorific value (9300 cal /g)]of petrol with S3 booster. From the Table 2 it can be seen that the total number of ions in S3 and S4 booster are high when compared to S 1 and S2 boosters, which tend to break the large hydrocarbon molecule into small hydrocarbon molecules and increase the calorific value of the fuel. It can also be seen form the table 2 that though the S4 booster has highest number of balanced ions, the calorific value is reduced, because of higher concentration of electrolyte with the fuel (10 g) might have resulted in the formation of new components and affect the combustion characteristic of the fuel. Hence an optimized weight % of electrolyte in the combustion booster is required to treat the fuel and obtain a fuel of higher calorific value.

[00058] When the weight of the electrolyte was increased in the booster, correspondingly the treated fuel also exhibited improved fuel properties. However, on higher weight ranges of the electrolyte greater than 10%(w/w) of the combustion booster, excess charges exist, and the excess charges breaks the hydrocarbon bond of the fuel into very small components, affecting density, volatility, evaporative losses, and combustion. Also, on lower ranges, less charges were unable to break the bond into small components, resulting in no changes in fuel properties and no change in performance. Therefore, an optimized weight range of the electrolyte (0.1-10% w/w) and the combustion booster (0.1 to 1.5 ppm/ litre of fuel) is required to treat the fuel to obtain a treated fuel of the improved fuel properties.

EXAMPLE 3

Properties of the gasoline fuel with S3 booster

[00059] The treated fuel i.e., the gasoline treated with S3 booster was characterized for detailed fuel properties and was compared with that of neat gasoline sample. The results are indicated in Table 3.

Table 3: Gasoline Fuel Properties Analysis (Against BS VI Fuel Standard: BIS & IS-2796)

[00060] The density of gasoline sample along with S3 booster was lower when compared to neat gasoline sample. The calorific value, Reid vapour pressure (RVP) and vapour lock index (VLI) of the sample was increased for the gasoline sample along with S3 booster (9376 cal/g, 61.1 and 957) in comparison to neat gasoline sample (8802 cal/g, 59.2 and 935). These results indicated the presence of lighter components such as C3 and C4 hydrocarbon in the gasoline sample along with S3 booster, which were formed due to the bond breaking of heavy hydrocarbon molecules to low hydrocarbon molecules. Therefore, the booster treated fuel provides complete combustion of the fuel and provides an increased calorific value.

EXAMPLE 4

Validation of gasoline fuel with S3 booster for presence of lighter components: [00061] The reason for increase in calorific value, Reid vapour pressure and vapour lock index in neat gasoline and neat gasoline along with S3 booster were further investigated and validated by carbon number-based hydrocarbon analysis. Both the samples i.e. gasoline and gasoline with S3 Booster were measured for presence of paraffin, olefin naphthene, and aromatic (PONA) content through gas chromatography method and the results are shown in Table 4A & 4B.

Table 4A

Table 4B

[00062] The analysis of hydrocarbon mixtures (PONA analysis) indicated that there was not much difference obtained between neat gasoline sample and neat gasoline with S3 Booster sample except aromatic content (23.03 wt% vis-a-vis 22.39 wt%), which indicated that there was no change in hydrocarbon group type. However, from difference in carbon number analysis obtained as shown in Table 5, it can be observed that the heavy hydrocarbon number such as C6, C7, C8, C9, CIO and C12 is reduced by 0.74%, 9.29%, 1.54%, 3.46% and 62.22% and the light hydrocarbon number such as C3, C4, C5 and C6 was found to be increased by 45.09%, 13.22%, 2.05% and 3.93%. The reduction in heavy hydrocarbon and the subsequent increase in lighter hydrocarbon indicated that the fuel treated with the S3 booster had better combustion since the booster facilitated the complete breaking down of the heavy hydrocarbon molecules into smaller hydrocarbon molecules, which further provided increased calorific value with decreased density.

Table 5

Emission test:

[00063] The emission test was conducted in the gasoline vehicle with and without treating the fuel with combustion booster and the result is given below:

Table 6

From Table 6 it can observed that the fuel treated with the combustion booster had reduced emission of gases as compared to untreated fuel which further confirmed an improved combustion of the fuel in the presence of the booster.

Example-5:

Performance of LPG Fuel with SI combustion booster as per test method IS 4246 : 2002 Thermal efficiency test of domestic gas stove for use with LPG along with SI Booster

[00064] Composition analysis was conducted by Gas Chromatographic analysis for domestic LPG fuel. Propane, n-Butane, and iso-Butane are the measured components, and others are grouped into unknowns. The energy content of the LPG fuel is estimated based on these constituents. Table 7 shows composition, energy consumed, and thermal efficiency.

Table 7

[00065] From Table 7 it can be understood that the thermal efficiency of the treated fuel was higher compared to the commercial LPG. It is to be noted that the calorific value is directly proportional to its thermal efficiency. If the thermal efficiency is high, and correspondingly the calorific value is also higher.

Flame temperature test of domestic gas stove for use with LPG along with SI Booster

[00066] The performance of LPG treated with and without SI booster in terms of heat energy was carried out by measuring flame temperature using domestic stove. Thermocouple fixed at the height of 170 mm above the gas burner having large jet (jet 77 having diameter 7.7 mm) and 150 mm above the gas burner for small jet (jet 70 having diameter 0.7 mm). Once ignited, the flame temperature was measured at different intervals through the thermocouple and switched off the gas stove burner after 10 minutes. Further the SI booster was sprayed on the LPG cylinder through the sprayer and after 10 seconds the burner was opened, and the ignition started. Then the flame temperature was measured at different intervals through the thermocouple and switched off the gas stove burner. The experiment was continued by using the different gas burner jet. The flame temperature results of LPG fuel treated with and without SI booster are shown in Table 8.

Table 8

[00067] It can be seen from the Table-8 that the flame temperature of LPG with S 1 booster is higher than the flame temperature of LPG without booster, which indicates the high thermal efficiency achieved by using SI booster. Emission study of LPG Fuel:

[00068] Emission study was carried out using gas analyzer AIRVISOR make and model AVG-500 as per the method IS 4246: 2002 and the result is shown in Table 9. The result indicated that the LPG fuel treated with the SI booster had almost the same emission of gases as compared to commercial LPG without booster.

Table 9

*Emission data is an average of 10 value

Real road fuel economy test using the treated fuel (gasoline with S3 booster) of the present disclosure

[00069] Fuel economy was determined using tank filling method. In this method, tank was filled initially with untreated fuel up to auto cut-off point. Odometer (01) and volume of fuel (vl) filled were recorded. Vehicle was run until fuel level reached to reserve level, again refuelled with combustion booster and the fuel up to auto cut-off point. Odometer reading (02) and volume of fuel (v2) filled were recorded. Distance covered were calculated from odometer (02) minus odometer (01) and volume of the fuel consumed from v2. Distance covered divided by volume of fuel consumed is calculated as fuel economy, which is distance in total kilo meter covered, divided by volume of fuel consumption is fuel economy in terms of kilo meter per litre. For avoiding variation in fuelling, fuelling was done in same petrol bunk minimum 3-5 fuelling taken for average fuel economy. Figure 1 depicts real road fuel economy on gasoline-driven passenger cars. About 19 cars with varying engine capacity and different make were tested as to their conditions. It can be seen from the Figure 1 that only one car had shown 11.8 % , 2 cars have shown 14 % , 4 cars have shown 16-18 % and other 12 cars have shown 20-28.6% fuel economy. From the figure 1 it can be inferred that the use of the S3 Booster enhanced the fuel economy to more than 20 % in most gasoline-driven passenger vehicles.

[00070] Figure 2 represents real road fuel economy on diesel-driven passenger cars. 7 cars with varying engine capacity and different make were tested as to their conditions. It can be seen from the figure 2 that one car had shown 11.3 %, Icar had 15.7 %, and the other 5 cars had shown 20-31% fuel economy. From the figure 2 it can be inferred that the fuel economy with the use of the S3 Booster enhanced to more than 20 -30% in most diesel-driven passenger vehicles.

[00071] Figure 3 depicts real road fuel economy on diesel-driven SUV vehicles. 2 vehicles with varying engine capacity and different make were tested as to their conditions. One SUV showed fuel economy of 16.7 % and another SUV showed 22.2 %. From the Figure 3 it can be inferred that the fuel economy with the enhanced to more than 16 % in the case of SUV segments with the use of the enhanced fuel comprising the booster of the present disclosure.

[00072] Figure 4 depicts real road fuel economy on the diesel-driven mini loader. 2 mini loader vehicles with varying engine capacity and different make were tested as to their conditions. One mini loader has shown fuel economy 20.8 % and another mini loader had shown 23 %. Figure 5 represents real road fuel economy on gasoline-driven 2 wheelers. Three numbers of 2-wheelers with varying engine capacity and different make were tested as to their conditions. One 2-wheeler had shown fuel economy 26%, another 2-wheeler had shown 34.3. %. and another 2- wheeler had shown 37.5%. Figure 6 represents real road fuel economy on gasoline- driven 3 wheelers. One number of 3-wheelers was tested. From figures 4, 5 and 6 it can be understood that the treated fuel exhibit increased fuel economy compared to the fuel without the booster.

[00073] Figure 7 depicts real road fuel economy on diesel-driven heavy-duty trucks. One heavy-duty truck was tested. It can be inferred from the figure 7 that the fuel economy with the use of the S3 booster enhanced to more than 18 % in the case of Heavy-duty segment. Therefore, overall the fuel economy increased by about 15-30 % in most of gasoline and diesel driven vehicles using the enhanced fuel of the present disclosure.

[00074] Figure 8 depicts the corrosive test apparatus. For use of the treated fuel in a continuous process, a separate dispensing system was designed as shown in Figure 9.

Table 10 Corrosion test results

[00075] Figure 9 depicts ions dispensing system for continuous hydrocarbon flow system using an electric motor. The system consists of electrolyte reservoir tank (1) made up of stainless-steel (grade of ASTM SS 304 grade) or high-density polymer tank. The tank has three (18) openings in the top one for delivering (2) the electrolyte; another for receiving from (11) the unused and condensed electrolyte; and other from for excess pumped electrolyte (17) back to the reservoir. Delivery pipe (2) is connected to the electric water pump (10) powered by 12 V DC or 220AC. The outlet of pump (4) is made up of SS 304 or high-density polymer tube having diameter 8-12 mm connected to pressure control valve (3) inlet, a T-junction (20) is provided between the pump and control valve, volume control valve is (19) is fitted in the bye pass line of pump outlet. The outlet of the control valve is connected with SS 304 tube of diameter 8-12mm. Spring loaded atomizer (5) is made up SS304 is fitted on the tube; in case of multiple jet atomizer, placement of atomizer is such a way that the atomized particles should not overlap. The end of the tube is blanked. The delivery tube is supported by two stand (6) which has provisions to adjust the height (6) and is fastened with base plate (9). A suitable two halves SS304 metal sheet en-closer (7) with required diameter is connected. The diameter of the en-closer is the total of gas/ liquid fuel pipe diameter with atomizer distance from the surface of the pipe and clearance from the atomizer pipe. The upper and lower shells of the en-closer (15) joined through hinge joints (12). The en-closer rested on the mild steel angle (16), which is welded with base plate (9) or grouted on the levelled floor. Hydrocarbon fuel in the gaseous or liquid state continuously flow through the pipe (13), if the material of (13) is made up of metal material, the booster can be applied through surface treatment, atomizer mounted in the delivery pipe (4) can be used. If the material made up of non-conductive material such as high-density polymer pipe, the booster shall be made direct contact with fuel, in this case a junction is made for extending delivery to pipe (8) and has right angle bend at the end of the pipe, where an atomizer is fitted. The atomizer positioned to the centre of the pipe to prevent atomized particle impinge on the surface of pipe walls. Portion pipe (14) represents the energized gas or liquid flow. When electrolyte dispensed from the electric pump to atomizer, electrolyte get splits and increased charge particle and charge surface area. Charges reorient, and exerts force on flowing hydrocarbon fuel and stretch the bonds thereby the fuel get energized. The produced electrostatic force is calculated using the formula below Electrostatic Force F = K Qi Q2/ d K-Constant = 9.0 x 10 ⁹ ,

Qi & Q2 are total positive and negative charge and d diameter of the Pipe-

[00076] The illustrated dispensing system is useful for the continuous treating of the fuel with the combustion booster.

ADVANTAGES OF THE PRESENT DISCLOSURE

[00077] The process of present disclosure provides improved fuel properties by breaking the bonds into smaller favourable compounds which results in reduction in the energy required to break the bonds for oxidation, thus increases overall calorific value of the fuel. The addition of combustion booster to the fuel provides increased fuel efficiency. The combustion booster and the treated fuel of the present disclosure is prepared by simple, and cost- effective process, therefore economically highly viable. The combustion booster is easy to use, safe to handle has high flash point and hence is non-flammable and non-corrosive. The combustion booster of the present disclosure provides a synergistic combination of electrolyte having alkali, alkaline, and transition metal compounds by understanding their nature of solubility and applicability to the hydrocarbon fuel. The combustion booster of the present disclosure can be added to wide range of fuel and provides high fuel economy.