IMPETUS

# 23641

http://www.facebook.com/profile.php?id=100000830736777

ABSTRACT
In this era of increasing fuel prices, here a device called FUEL ENERGIZER help us to Reduce Petrol /Diesel /Cooking gas consumption up to 28%, or in other words this would equal to buying the fuel up to 28% cheaper prices. When fuel flow through powerful magnetic field created by Magnetizer Fuel Energizer, The hydrocarbons change their orientation and molecules in them change their configuration. Result: Molecules get realigned, and actively into locked with oxygen during combustion to produce a near complete burning of fuel in combustion chamber. Automotive emissions are severely regulated. Since 1980, a three-way catalyst (TWC) has been used to convert harmful emissions of hydrocarbons, carbon monox-ide, and oxides of nitrogen into less harmful gases in order to meet these regulations. The TWC's e_ciency of conversion of these gases is primarily dependent on the mass ratio of air to fuel (A=F) in the mixture leaving the exhaust manifold and entering the catalyst, the velocity of the exhaust mass, and the temperature of the catalyst. The goal of this paper is to develop a dynamic, control-oriented model of a TWC. First, the measurement capabilities will be described. Then, a simpli_ed, dynamic catalyst model that can be determined on the basis of medium bandwidth A=F measurements and low bandwidth temperature and emission measurements will be developed and validated. [1.2]

INTRODUCTION
Todays hydrocarbon fuels leave a natural deposit of carbon residue that clogs carburetor, fuel injector, leading to reduced efficiency and wasted fuel. Pinging, stalling, loss of horsepower and greatly decreased mileage on cars are very noticeable. The same is true of home heating units where improper combustion wasted fuel (gas) and cost, money in poor efficiency and repairs due to build-up. Most fuels for internal combustion engine are liquid, fuels do not combust until they are vaporized and mixed with air. Most emission motor vehicle consists of unburned hydrocarbons, carbon monoxide and oxides of nitrogen. Unburned hydrocarbon and oxides of nitrogen react in the atmosphere and create smog. Smog is prime cause of eye and throat irritation, noxious smell, plat damage and decreased visibility. Oxides of nitrogen are also toxic. Generally fuels for internal combustion engine is compound of molecules. Each molecule consists of a number of atoms made up of number of nucleus and electrons, which orbit their nucleus. Magnetic movements already exist in their molecules and they therefore already have positive and negative electrical charges. However these molecules have not been realigned, the fuel is not actively inter locked with oxygen during combustion, the fuel molecule or hydrocarbon chains must be ionized and realigned. The ionization and realignment is achieved through the application of magnetic field created by Fuel Energizer.

fuel mainly consists of hydrocarbon and when fuel flows through a magnetic field, such as the one created by the fuel energizer, the hydrocarbon change their orientation and molecules of hydrocarbon change their configuration. At the same time inter molecular force is considerably reduced or depressed. These mechanisms are believed to help disperse oil particles and to become finely divided. This has the effect of ensuring that fuel actively interlocks with oxygen producing a more complete burn in the combustion chamber. The result is higher engine out put, better fuel economy and reduction in hydrocarbons, carbon monoxide and oxides of nitrogen that are emitted though exhaust. The ionization fuel also helps to dissolve the carbon build-up in carburetor, jets, fuel injector and combustiochamber, there by keeping the engines clear condition. Also it works on any vehicle or device (cooking gas stove) using liquid or gas fuel.[1]

CATALYTIC CONVERTER:
Regardless of how perfect the engine is operating there will always be some harmful product of combustion. This is what necessitates the use of three way catalytic converter. This device is located in line with exhaust system and is used to cause a desirable chemical reaction to take place in the exhaust flow. Essentially, the catalytic converter is used to complete the oxidisations process of hydrocarbon (HC) and carbon monoxide (CO) in addition to reducing the form of nitrogen oxide into its normal form of nitrogen and carbon di oxide

[3]

LITRATURE REVIEW
THE MAGNETIZER & HYDROCARBON FUEL The simplest of hydrocarbons, methane, (CH4) is the major (90%) constituent of natural gas (fuel) and an important source of hydrogen. Its molecule is composed of one carbon atom and four hydrogen atoms, and electrically neutral. From the energy point of view, the greatest amount of releasable energy lies in the hydrogen atom. Why? In octane (C8H18) the carbon content of the molecule is 84.2%. When combusted, the carbon portion of the molecule will generate 12,244 BTU (per pound of carbon). On the other hand, the hydrogen, which comprises only 15.8% of the molecular weight, will generate an amazing 9,801 BTU of heat per pound of hydrogen. Hydrogen, the lightest and most basic element known to man, is the major constituent of hydrocarbon fuels (besides carbon and smaller amount of sulphur and inert gases). It has one positive charge (proton) and one negative charge (electron), i.e. it possesses a dipole moment. It can be either diamagnetic or paramagnetic (weaker or stronger response to the magnetic flux) depending on the relative orientation of its nucleus spins. Even though it is the simplest of all elements, it occurs in two distinct isomeric varieties (forms) para and ortho. It is characterized by the different opposite nucleus spins. In the para H2 molecule, which occupies the even rotation levels (quantum number), the spin state of one atom relative to another is in the opposite direction ("counterclockwise", "antiparallel", "one up & one down"), rendering it diamagnetic; whereas in the ortho molecule, which occupies the odd rotational levels, the spins are parallel ("clockwise", "coincident", "both up"), with the sameorientation for the two atoms; therefore, is paramagnetic and a catalyst for many reactions. Thus, the spin orientation has a pronounced effect on physical properties (specific heat, vapor pressure) as well as behavior of the gas molecule. The coincident spins render orthohydrogen exceedingly unstable. In fact, orthohydrogen is more reactive than its parahydrogen counterpart. The liquid hydrogen fuel that is used to power the space shuttle or rockets is stored, for safety reasons, in the less energetic, less volatile, less reactive parahydrogen form. During the start of the shuttle, the orthohydrogen form is beneficial since it allows to intensify the combustion processes. To secure conversion of para to ortho state, it is necessary to change the energy of interaction between the spin state of the H2 molecule. ATOM OF HYDROGEN IN ITS PARA AND ORTHO STATE Any utility patent must be proven operable and scientifically correct before issuance. The same principle has been utilized, and the same effect has been achieved by the action of the Magnetizer where a strong enough flux field was developed to substantially change the hydrocarbon molecule from its para state to the higher energized ortho state. The spin effect of the fuel molecules can be ascertained optically, based on refraction of light rays passing through liquid fuel as had been demonstrated by scientists while using infrared cameras installed, e.g. in metallurgical ovens where the Magnetizers had been effectively working. Furthermore, the conversion of hydrogen into ortho H2 (taking place very fast in this strong & unique magnetic field, with the simultaneous transformation of the system from a symmetrical into highly active anti-symmetrical molecular state of increased reactivity and catalytic ability) has been found highly advantageous in many technologies, especially those where hydrogen is used. Hydrocarbons have basically a "cage-like" structure. That is why oxidizing of their inner carbon atoms during the combustion process are hindered. Furthermore, they bind into larger groups of pseudocompounds. Such groups form clusters (associations). The access of oxygen in the right quantity to the interior of the groups of molecules is hindered. (It has nothing to do with incoming air from the manifold in the fuel mixture when even though there may be excess of it, this will not provide the required hydrocarbon-oxygen binding.) and stemming from

this shortage of oxygen to the cluster that hinders the full combustion. In order to combust fuel, proper quantity of oxygen from air is necessary for it to oxidize the combustible agents. For many years, designers of the internal combustion engines have had one goal: to oppose the effect of molecular association of the hydrocarbon fuel and to optimize the combustion process. The peculiar problem in designing engines for air pollution is that in order to fully burn all the hydrocarbons in the combustion chamber, operating temperatures of the cylinders have had to be increased. While older engines may have produced relatively large quantities of unburned hydrocarbons and carbon monoxide, they produced low quantities of oxides of nitrogen. Also, with the renewed interest in performance engines, compression ratios are creeping upward again, and once again the mechanism for producing higher levels of nitrogen toxins is increased. Similarly, turbo charging effectively alters the compression ratio of a vehicle, further adding to the nitrogen problem. The feed and exhaust systems have been perfected, the ignition controlling electronics has been perfected, the fuel/air mix metering devices have been brought to perfection, and finally the catalytic converters (see below) have been found indispensable. But even then, fumes that leave the "afterburners" are not ideally clean - engine still burns only part of the fuel (or precisely the incompletely oxidized carbon atoms in the form of CO). The rest is discharged as polluting emissions (HC, CO, NOx) or is deposited on the internal engine walls as black carbon residue. All this has been caused by the incomplete combustion process. The reasons for it being that: Hydrocarbons form the so-called associations, close molecular groups, interior of which is deprived of access of the suitable amount of air; the lack of oxygen impedes the full combustion. Note: The tendency of HC molecules to cluster causes local macro-groupings (condensing) of molecules to clog the pipes and fuel nozzles. The excess of air in the fuel mixture will not provide for the complete combustion. Hence, the exhaust fumes contain considerable amounts of unburned CO, HC, and soots. Oxygen with negative 2 valence is negative, and hydrocarbon has neutral molecular structures, which by passing through steel fuel lines gets negatively (micro) charged. Therefore, when these two atoms come together with the same potential in a combustion chamber, they repel, which result in incomplete combustion. Therefore, all serious research has been aimed at bringing about fuel reactivity with oxygen (oxygenated fuels); since increased oxidation means increased combustion, and the following rules had to be taken into consideration:] Rule 1: Unburned hydrocarbon (HC) as well as carbon monoxide (CO) emitted from a vehicle's exhaust system can be viewed as the additional fuel reserve, since, if proper conditions are met, HC & CO can be further burned in the combustion chamber. Therefore, creating such proper combustion conditions is paramount. \ Rule 2: Hydrogen's chemical reaction, determined by its valence (the electron "surplus" in the "outer" orbital shell), is affected by a magnetic field since proper magnets are the prime source of control of the position of electrons \ Rule 3: The application of a proper magnetic field enforces beneficial changes in fuel structure and enhances its general reactivity in the combustion process. Rule 4: If a hydrocarbon molecule could better bind with oxygen molecules (be more completely oxidized), then the toxicity of fumes would be considerably limited and in principle, one could dispense with catalytic converters.

HOW DOES MAGNETIZER ALLOW TO MEET THE REQUIRMENTS OF RULE 1-4 Rule 1: When hydrocarbon fuel (methane molecule) is combusted, the first to be oxidized are the hydrogen atoms (or precisely electrons on their outer shells). Only then, are the carbon atoms subsequently burned (CH4 + 2O2 = CO2+ 2H2O). Since it takes less time to oxidize hydrogen atoms in a high-speed internal combustion process, in normal conditions some of the carbon will be only partially oxidized; this is responsible for the incomplete combustion. Oxygen combines with hydrogen readily; however, the carbon-oxygen reaction is far less energetic. We should keep in mind: oxygen always has a valence of minus two. The valence of carbon, on the other hand, can be plus or minus due to the configuration of its four electrons in the outer shell, which requires a total of eight electrons for completion. The optimum combustion efficiency (performance) obtained from the Magnetizer application on fuel is first indicated by the amount of increase in carbon dioxide (CO2) produced, which has been validated by state emissions control devices. Furthermore, as the pollutants decrease, the combustion efficiency increases. The drop of HC & CO emissions is easily proven by comparative gas flue analysis & opacimeter emissions tests. The stoichiometric tests indicate reduction in hydrocarbon HC (unburned fuel) approx. 75 - up to 92% and carbon monoxide (CO) up to 99.9%, due to the Magnetizer use. Remember, as HC goes down, mileage goes up. This results in scientifically measurable emission reduction/combustion efficiency ratio and an average increase in mileage of 15-25%. Since the Fuel Energizer saves fuel by increasing combustion efficiency, less CO is being emitted; thereby, less fuel is being used. In principal, the lowest fuel savings occur in the range velocity of the maximum torque, when the highest increase of horsepower can be noted (about 10 HP); the Magnetizer giving a trade-off between driving a Porsche versus Volkswagen. Rule 2 Altering the spin properties of the outer shell ("valence") electron enhances the reactivity of the fuel (and related combustion process). The higher energized spin state of hydrogen molecule clearly shows a high electrical potential (reactivity), which attracts additional oxygen. Combustion engineering teaches that additional oxygenation increases combustion efficiency; therefore, by altering the spin properties of the H2 molecule, we can give rise to its magnetic moment and enhance the reactivity of the hydrocarbon fuel and ameliorate the related combustion process. The Magnetizer 's extremely strong magnetic field, with sufficient flux density to have the required affect on fluid passing through it, substantially changes the isomeric form of the hydrocarbon atom from its para-hydrogen state to the higher energized, more volatile, ortho state, thus attracting additional oxygen. Fuel structure and properties, such as e.g. electrical conductivity, density, viscosity, or light extinction are changed; its macrostructure beneficially homogenized Rule 3 Hydrocarbon molecules form clusters called "associations." It has been technically possible to enhance van der Waals' discovery due to the application of the Magnetizer, a high power, permanent magnetic device, strong enough to break down, i.e. de-cluster these HC associations. They become normalized & independent, distanced from each other, having bigger surface available for binding (attraction) with more oxygen (better oxidation). A simple analogy is of burning coal dust and a coal bricket. There, where one aims at higher efficiency, during the combustion process, one has to give a molecule the greater access to

oxygen. In case of burning of powdered coal dust, adding of oxygen may even cause explosions. Thus, with our fuel energizer, the oxygenation and the combustion efficiency increase. Fuel is more active and dynamic, and the combustion process faster and more complete. These "new" hydrocarbon molecules have one more important characteristic: they not only dissolve and eliminate carbon varnish in the combustion chambers, on the surface of jet nozzles, spark plugs and exhaust pipe, but do not allow new and harmful deposits to reform. Furthermore, the energizer's work ensures better performance of carburetor or fuel injectors, makes start ups easier, considerably increases driving dynamics, etc. The power and torque in the whole range of rotational velocity of crankshaft also go up. Thanks to de-clustering of hydrogen molecules, in the combustion chamber, increased saturation & reactivity of the fuel mixture with oxygen is achieved, resulting in a more complete oxidation of the primary hydrogen element and further oxidation of carbon (C), the secondary fuel element, since, in accordance with van der Waals discovery of a weak clustering force, there is a very strong binding of hydrocarbons with oxygen in such magnetized fuel, which ensures optimal burning of the mixture in the engine chamber. The positively charged fuel, so to speak, swells, thickens, and needs larger quantity of air, which is easily remedied by adjusting the change in air/fuel ratio in carbureted cars. When we attach the Magnetizer unit to the fuel line of an automobile (before carburetor, in tandem series, placed 1/4" apart, or in Fuel Injection Systems - on fuel line to the injectors + before the injection pump; make sure it is not in contact with the engine's metal parts), we see an immediate (approx. after 5 min., 4-5 miles/6-8 kms upon start-up) drop in unburned hydrocarbons and carbon monoxide due to the magnetic conditioning of the fuel which makes it more reactive. As explicitly stated in our instructions, upon the Magnetizer installation (5- 10 minutes thereafter) engine will undergo the so-called "Stabilization Period", i.e. the time of the gradual disappearance of prior carbon varnish sediments and the total magnetic saturation of all ferromagnetic metal parts of the feeding system between the installed energizer and the combustion chamber in order to fully activate fuel. The initial saturation lasts about a week (even though in the past we received positive reports already after 2-3 days upon installation), while the complete engine cleaning from the carbon residue lasts about 30 to 70 days (old engines). On passenger cars this means about 1,000-1,125 miles (1600-1800 kms) driven (depending on vehicle class, age, internal cleanliness of its engine, driving habits, etc.), on trucks - about 1,250-2,000 miles (2,000-3,200 kms). When after a month from the correct installation, the improvement is not readily apparent, it is caused by too little amount of oxygen in the fuel mixture. One has then to change the dirty or oiled air filter and adjust the carburetor in order to increase the amount of air in the mixture (make it leaner) or adjust fuel pressure of a diesel pump to restore the O2 level to where it was prior to the energizer's installation. Fuel injected cars are self-adjustable, with the exception of quite rare cases when the lambda (excess air) probe has been worn out (needs replacement) and the system "overrides" the Magnetizer 's action. Ideally, the adjustment should be done by the professional diagnostic station, which based on the exhaust analysis will optimally adjust the engine. Without the adjustment, the Magnetizer can cause the effect reverse from the required. Also, in the first intensive phase of decarbonization there may be a disturbance in the engine's work and unstable fuel consumption caused by the temporary clogging of jet nozzles by the liquidated deposits. The temporary occlusions are removed in a natural way. At that time it is not recommended to do the engine adjustment. However, during the Stabilization Period the periodic oil change is recommended. Subsequently, one has again to change oil after the Stabilization Period. Compared to savings during the exploitation of the vehicle and extending the engine's life, this is a really small investment..

 Rule 4 The chief function and purpose of a catalytic converter is to convert engine's unburned hydrocarbons and reduce by oxidizing (burning), all carbon monoxide (CO) to carbon dioxide (CO2) and water (vapor). A converter neutralizes exhaust, which has left the combustion chamber of an engine. Such exhaust is less toxic, but the energy from such an after-burning process is not utilized. While catalytic converters are designed to function beyond 5 years and 50,000 miles (80,000 kms), there are problems that can occur (trace amounts of oil escaping to the exhaust, etc.) that can dramatically shorten their life (destroy them). Example: the sticking-on of an automatic choke will, within a short period of time, cause catalytic converter to overheat and go into meltdown due to an excessively rich mixture. The melting of a catalytic converter will cause the gas passages to clog, which in turn will overheat and burn the engine exhaust valves[1] In short whole process is summarised as ....

Most fuels for internal combustion engines are liquid. But liquid fuels don't combust till they are vaporized and mixed with air. Currently regulated gas emissions from motor vehicles are unburned hydrocarbon (HC), carbon monoxide (CO), and oxides of nitrogen (NOx). Unburned HC and NOx react in the atmosphere to form photo-chemical smog. Smog is highly oxidizing in the environment and is the prime cause of eye and throat irritation, bad odor, plant damage, and decreased visibility. Oxides of Nitrogen are also toxic. CO impair blood capability to carry oxygen to the brain, resulting in slower reaction times and impaired judgement. Fuel mainly consists of hydrocarbons. Groupings of hydrocarbons, when flowing through a magnetic field, change their orientations of magnetization in a direction opposite to that of the magnetic field. The molecules of hydrocarbon change their configuration. At the same time intermolecular force is considerably reduced or depressed. These mechanisms are believed to help to disperse oil particles and to become finely divided. In addition, hydrogen ions in fuel and oxygen ions in air or steam are magnetized to form magnetic domains which are believed to assist in atomizing fuel into finer particles.

Generally a liquid or gas fuel used for an internal combustion engine is composed of a set of molecules. Each molecule includes a number of atoms, which is composed of a nucleus and electrons orbiting around their nucleus. The molecules have magnetic moments in themselves, and the rotating electrons cause magnetic phenomena. Thus, positive (+) and negative (-) electric charges exists in the fuel's molecules. For this reason, the fuel particles of the negative and positive electric charges are not split into more minute particles. Accordingly, the fuels are not actively interlocked with oxygen during combustion, thereby causing incomplete combustion. To improve the above, the fuels have been required to be decomposed and ionized. The ionization of the fuel particles is accomplished by the supply of magnetic force from a magnet. The resultant conditioned fuel / air mixture magnetized burns more completely, producing higher engine output, better fuel economy, more power and most importantly reduces the amount of hydrocarbons, carbon monoxide and oxides of nitrogen in the exhaust. Another benefits if these devices is that magnetically charged fuel molecules with opposite polarities dissolve carbon build-up in carburettor jets, fuel injectors, and combustion chambers help to clean up the engine and maintain the clean condition.[4] For catalytic converter : What is a catalytic converter? Pollutant gases are made of harmful molecules, but those molecules are made from relatively harmless atoms. So if we could find a way of splitting up the molecules after they leave a car's engine and before they get pumped out into the air, we could crack the problem of pollution. That's the job that a catalytic converter does. These gadgets are much simpler than they sound. A catalyst is simply a chemical that makes a chemical reaction go faster without itself changing in the process. It's a bit like an athletics coach who stands by the side of the track and shouts at the runners to go faster. The coach doesn't run anywhere; he just stands there, waves his arms about, and makes the runners speed up. In a catalytic converter, the catalyst's job is to speed up the removal of pollution. The catalyst is made from platinum or a similar, platinum-like metal such as palladium or rhodium. A catalytic converter is a large metal box, bolted to the underside of your car, that has two pipes coming out of it. One of them (the converter's "input") is connected to the engine and brings in hot, polluted fumes from the engine's cylinders (where the fuel burns and produces power). The second pipe (the convertor's "output") is connected to the tailpipe (exhaust). As the gases from the engine fumes blow over the catalyst, chemical reactions take place on its surface, breaking apart the pollutant gases and converting them into other gases that are safe enough to blow harmlessly out into the air. One very important thing to note about catalytic converters is that they require you to use unleaded fuel, because the lead in conventional fuel "poisons" the catalyst and prevents it from taking up the pollutants in exhaust gases.

The catalytic converter consists of several components: 1. The catalyst core, or substrate . For automotive catalytic converters, the core is usually a ceramic monolith with a honeycomb structure. Metallic foil monoliths made of FeCrAl are used in some applications. This is partially a cost issue. Ceramic cores are inexpensive when manufactured in large quantities. Metallic cores are less expensive to build in small production runs. Either material is designed to provide a high surface area to support the catalyst washcoat , and therefore is often called a "catalyst support ".The cordierite ceramic substrate used in most catalytic converters was invented by Rodney Bagley , Irwin Lachman and Ronald Lewis at Corning Glass , for which they were inducted into the National Inventors Hall of Fame in 2002 2. The washcoat. A washcoat is a carrier for the catalytic materials and is used to disperse the materials over a high surface area. Aluminum oxide , Titanium dioxide , Silicon dioxide , or a mixture of silica and alumina can be used. The catalytic materials are suspended in the washcoat prior to applying to the core. Washcoat materials are selected to form a rough, irregular surface, which greatly increases the surface area compared to the smooth surface of the bare substrate. This maximizes the catalytically active surface available to react with the engine exhaust. 3. The catalyst itself is most often a precious metal . Platinum is the most active catalyst and is widely used, but is not suitable for all applications because of unwanted additional reactions and high cost. Palladium and rhodium are two other precious metals used. Rhodium is used as a reduction catalyst, palladium is used as an oxidation catalysts, and platinum is used both for reduction and oxidation. Cerium , iron , manganese and nickel are also used, although each has its own limitations. Nickel is not legal for use in the European Union (because of its reaction with carbon monoxide into nickel tetracarbonyl . Copper can be used everywhere except NorthAmerica.

TYPES
Two-way

A two-way (or "oxidation") catalytic converter has two simultaneous tasks:

1. Oxidation of carbon monoxide to carbon dioxide : 2CO + O2 2CO2 2. Oxidation of hydrocarbons (unburnt and partially-burnt fuel) to carbon dioxide and water : CxH2x+2 + [(3x+1)/2] O2 xCO2 + (x+1) H2O (a combustion reaction)

This type of catalytic converter is widely used on diesel engines to reduce hydrocarbon and carbon monoxide emissions. They were also used on gasoline engines in American- and Canadian-market automobiles until 1981. Because of their inability to control oxides of nitrogen , they were superseded by three-way converters.

Three-way

Since 1981, three-way (oxidation-reduction) catalytic converters have been used in vehicle emission control systems in the United States and Canada; many other countries have also adopted stringent vehicle emission regulations that in effect require three-way converters on gasoline-powered vehicles. A three-way catalytic converter has three simultaneous tasks:
1. Reduction of nitrogen oxides to nitrogen and oxygen : 2NOx xO2 + N2 2. Oxidation of carbon monoxide to carbon dioxide: 2CO + O2 2CO2 3. Oxidation of unburnt hydrocarbons (HC) to carbon dioxide and water : CxH2x+2 + [(3x+1)/2]O2 xCO2 + (x+1)H2O [5]

What happens inside the converter?

Inside the converter, the gases flow through a dense honeycomb structure made from a ceramic and coated with the catalysts. The honeycomb structure means the gases touch a bigger area of catalyst at once, so they are converted more quickly and efficiently. Typically, there are two different catalysts in a catalytic converter:

Inside the converter, the gases flow through a dense honeycomb structure made from a ceramic and coated with the catalysts. The honeycomb structure means the gases touch a bigger area of catalyst at once, so they are converted more quickly and efficiently. Typically, there are two different catalysts in a catalytic converter:
y

One of them tackles nitrogen oxide pollution using a chemical reaction called reduction (removing oxygen). This breaks up nitrogen oxides into nitrogen and oxygen gases (which are harmless, because they already exist in the air around us). The other catalyst works by an opposite chemical process called oxidation (adding oxygen) and turns carbon monoxide into carbon dioxide. Another oxidation reaction turns unburned hydrocarbons in the exhaust into carbon dioxide and water.

In effect, three different chemical reactions are going on at the same time. That's why we talk about three-way catalytic converters. (Some, less-effective converters carry out only the second two (oxidation) reactions, so they're called two-way catalytic converters.) After the catalyst has done it's job, what emerges from the exhaust is mostly nitrogen, oxygen, carbon dioxide, and water (in the form of steam). One final note: We generally think of carbon dioxide as a safe gas, because it's not toxic. Nevertheless, it isn't entirely harmless, because we now know it's the major cause of global warming and climate change. Oxygen storage Three-way catalytic converters can store oxygen from the exhaust gas stream, usually when the air-fuel ratio goes lean. When insufficient oxygen is available from the exhaust stream, the stored oxygen is released and consumed . A lack of sufficient oxygen occurs either when oxygen derived from NOx reduction is unavailable or when certain maneuvers such as hard acceleration enrich the mixture beyond the ability of the converter to supply oxygen.

An Unique Success Story

Minimized Environmental Impacts of the Automobile Over 500 Million in Service Integrated Into Engine System Other Forms of Emissions Control Would Not Be to Ones Liking Healthier Lives for Billions of People Literally Everyone Destruction Estimate 4 Billion Tons of Hydrocarbons 4 Billion Tons of Oxides of Nitrogen 40 Billion Tons of Carbon Monoxide Directly Associated With the Elimination of Atmospheric Lead (Pb) Negatively Affects Childrens Mental Health Development Cause High Blood Pressure, Heart Disease and Organ Damage A Pervasive Atmospheric Pollutant Efficient and Durable (Mechanical and Function) Principle Means of Emissions Control Without It, Ambient Pollution Would Be at Dangerous Levels Introduced On-Board Computers to the Automobile Now Used for Many Other Functions Including Safety Passed secondary emissions scrutiny. No Sulfuric Acid mist or NO2, no N2O (only briefly with Pd TWC at start-up) or metal carbonyls. Whereas, in comparison, Oxidation Catalyst Formed 0.2 to 0.3 g/mile H2SO4 producing sulfuric acid mist. Also increased NO2/NO ratio of total NOx INSTALLATION y magnetiser y The magnetic flux density to be imparted to fuel widely varies depending upon fuel, air or steam, and combustion equipment and conditions. In general, the preferred range of magnetic flux density is from 1000 to 3500 Gauss, and the most preferred range is from 1400 to 1800 Gauss when fuel oil is used in combination with conventional heat power boilers. The optimum range will be determined through experimental runs. The field strength is a function of the engine size based on fuel consumption. y The Ferrite magnets are the most cost effective for treating fuel. When high energy Neodymium Iron Boron Magnets are applied, we can obtain a decrease in the fuel mileage and unburned hydrocarbons and carbon monoxide. y The magnetizing apparatus is located on the pipe between pumping means and the burner, carburetor or fuel injectors, because it is unnecessary for any other parts to be magnetized. A portion of the fuel feeding system extending from a point downstream of the magnetizing apparatus to the burner must be made of non-magnetic material. In this case, magnetized fuel is directly fed to burners or atomizing nozzles with a minimum reduction of magnetism.

The magnets are embedded in a body of non-magnetic material, such as plastic, copper or aluminum, to secure they to the fuel line. No cutting of the fuel line and no hose and clamps are necessary to install this device, outside a fuel line without disconnection or modification of the fuel or ignition system for producing magnetic flux in the flow path of combustible fuel within the pipe. These units have been installed without other fuel line or ignition adjustments to treat vehicles failing required emission tests as an inexpensive retrofit accessory to give substantially immediate improvements of up to the order of 80 % reduction in hydrocarbon and carbon monoxide emissions. In a preferred embodiment, one or more magnets are strapped to the fuel line as close as possible to the carburetor or fuel injectors with only one pole of the magnet or magnets adjacent to or in contact with the fuel line. One or more magnets are strapped to the air intake in such a way as to magnetically expose the oxygen to the magnetic field emanating from the pole opposite that of the pole used to expose the fuel. The magnets should have a Curie temperature sufficiently high that they retain their magnetic characteristics at the operating temperatures to which they are exposed. For example, in an automobile engine, the fuel line magnets will lie above the engine block where relative heating will greatly increase their temperature. Some magnets lose much of their magnetic field strength as their temperature rise. The Curie temperature on Alnico magnet are 760C to 890C, on Ceramic magnets ( ferrite magnets ) 450C, on Neodymium 310C to 360C and on Samarium 720C a 825C.

CATALETIC CONVERTER Many vehicles have a close-coupled catalysts located near the engine's exhaust manifold . This unit heats up quickly due to its proximity to the engine, and reduces cold-engine emissions by burning off hydrocarbons from the extra-rich mixture used to start a cold engine.

In the past, some three-way catalytic converter systems used an air-injection tube between the first (NOx reduction) and second (HC and CO oxidation) stages of the converter. This tube was part of a secondary air injection system. The injected air provided oxygen for the oxidation reactions. An upstream air injection point was also sometimes present to provide oxygen during engine warmup, which caused unburned fuel to ignite in the exhaust tract before reaching the catalytic converter. This cleaned up the exhaust and reduced the engine runtime needed for the catalytic converter to reach its "light-off" or operating temperature. Most modern catalytic converter systems do not have air injection systems.Instead, they provide a constantly varying air-fuel mixture that quickly and continually cycles between lean and rich exhaust. Oxygen sensors are used to monitor the exhaust oxygen content before and after the catalytic converter and this information is used by the Electronic control unit to adjust the fuel injection so as to prevent the first (NOx reduction) catalyst from becoming oxygen-loaded while ensuring the second (HC and CO oxidization) catalyst is sufficiently oxygen-saturated. The reduction and oxidation catalysts are typically contained in a common housing, however in some instances they may be housed separately.

OBJECTIVE OF PROJECT
As we know now a days the price of fuel increases day by day people, riding the vehicle for common people become, and we also facing the challenge of global warming and harmful poisonous gases which are thrown out by vehicles and these two problem become the major problem of the whole world. So keeping these two problem in our mind we are trying to make some effort to minimise these problem and make our future better. Our first objective is to increase the efficiency of the vehicle so that we can reduce the effect of increasing cast of fuels, and we try to do this by using magnet at the inlet of the fuel so that fuel get magnetise which lead to polarise the molecule and due to which lead to reduce the intermolecular force of attraction of the molecule so that fuel get easy combine with oxygen so that proper combustion of fuel takes place and efficiency of vehicle increases. Our second objective is to make the pollution free environment by using the catalyst to reduce the nitrous oxides (NOx) and oxidise the unburned hydrocarbon and carbon monoxide (CO) so that our final output will be CO2 and H2 O

REFERENCES
[1] http://www.scribd.com/doc/52835188/fuel-energizer [2] http://www.google.co.in/#sclient=psyab&hl=en&source=hp&q=three+way+cataletic+converter++&pbx=1&oq=three+way+cat aletic+converter++&aq=f&aqi=&aql=&gs_sm=e&gs_upl=1003l11964l0l12410l31l26l0l 1l1l0l1606l26625l69.13.2l25l0&bav=on.2,or.r_gc.r_pw.,cf.osb&fp=c137c0b062310a21&biw=1047&bih=43 2 [3] http://www.google.co.in/imgres?imgurl=http://i00.i.aliimg.com/photo/v0/297216330/Bor a_1_6_three_way_catalytic_converter.jpg&imgrefurl=http://www.alibaba.com/productgs/297216330/Bora_1_6_three_way_catalytic.html&h=431&w=580&sz=46&tbnid=bQu ca9OdmTm6xM:&tbnh=85&tbnw=114&prev=/search%3Fq%3Dthree%2Bway%2Bcatal ytic%2Bconverter%26tbm%3Disch%26tbo%3Du&zoom=1&q=three+way+catalytic+con verter&docid=YbLiKy8lShUlM&hl=en&sa=X&ei=tjDGTriCL4PprAeTtIG0Dg&ved=0CE0Q9QEwBA&dur=950 [4] http://usuaris.tinet.cat/sje/mag_fuel.htm [5] http://en.wikipedia.org/wiki/Catalytic_converter

Magnetic FuelSaver.
Applying a magnetic field to ionizing fuel to be fed to combustion devices we can ensure more complete combustion, obtaining a maximization of the fuel economy, improving the fuel efficiency and reducing polluting emissions. The fuel is subject to the lines of forces from permanent magnets mounted on fuel inlet lines. The magnet for producing the magnetic field is oriented so that its South pole (red) is located adjacent the fuel line and its North pole (blue) is located spaced apart from the fuel line. The magnetic field strength must be at a higher Gauss level (500 Gauss) since it may be demagnetized to some extent before reaching the combustion chambe