Barnett
ROBINSON
Platinum Gas Saver
http://www.theautochannel.com/news/2005/06/27/136047.html
New
Product Claims To Enable a Gasoline Engine to be as Fuel
Efficient as a Diesel
Newly
Patented Design Is the Latest Fuel-Saving Product from
National Fuelsaver Corporation
WASHINGTON, June 27 -- A new design that will enable a gasoline
engine to be as fuel efficient as a diesel engine has just been
awarded patent number 6,907,859 from the U.S. Patent Office,
according to a spokesperson from National Fuelsaver Corporation.
"Every consumer dreams of getting more miles to the gallon,"
comments Joe Robinson, Technical Director of National Fuelsaver
Corp, "but until today a gasoline engine could never compete
with the fuel efficiency of a diesel engine. Our latest design
closes the miles-per-gallon gap."
The newly patented design shows how to manufacture a gasoline
engine with the 16 to 1 power stroke of a diesel engine, while
retaining the 8 to 1 compression ratio of a gasoline engine. The
higher power stroke ratio delivers 8% more miles per gallon,
while the retaining of the compression ratio guarantees the
engine's safe performance.
When this latest design is combined with the company's "Platinum
Gas Saver," a low-cost automotive accessory that has racked up
half a million sales since it appeared on the market, a gasoline
vehicle can be as fuel efficient as the equivalent diesel
vehicle.
The Gas Saver adds microscopic quantities of platinum to the air
and fuel that enters the engine. The platinum is the catalyst
which enables the non- burning fuel to burn inside the engine.
Without the Gas Saver, the typical gasoline engine will burn
only 68% of each gallon. With the Gas Saver, the engine will
burn 90% of each gallon, a 22% increase.
"Obviously, when 22% more of each gallon burns inside your
engine, 22% fewer gallons are required to drive the same
distance," explains Mr. Robinson. "The savings to the driver is
substantial."
After a five year study of the Gas Saver, Federal Consumer
Protection concluded: "Independent testing shows greater fuel
savings with the Gas Saver than the 22% claimed by the
developer."
In addition to the fuel savings, the Gas Saver's platinum cleans
out the abrasive carbon to extend engine life and raises octane
levels, making the higher priced gasoline unnecessary for most
vehicles.
Although consumers will have to wait until the company's new
engine design comes to market, the Gas Saver -- which accounts
for most of the fuel savings -- can be easily installed on most
gasoline vehicles today. For further information call
1-800-LESS-GAS or 1-800-537-7427.
http://www.nationalfuelsaver.com/webdoc5.htm
NATIONAL
FUELSAVER CORP. ASKS: THE CLEAN AIR ACT: TO BE OR NOX TO BE?
BOSTON, Feb. 17 /PRNewswire/ -- The Clean Air Act, legislated to
reduce NOx (nitrogen oxide) emissions from diesel engines and
signed into law by President Bush, just went into effect January
1, 1998. NOx is produced when nitrogen and oxygen from the air
are brought together at the high temperatures of combustion
chambers. Lowering flame temperatures by retarding the timing
will decrease NOx, but will increase soot emissions which is not
an acceptable solution.
The only known way to reduce NOx and soot emissions
simultaneously from diesel engines is to add microscopic
quantities of platinum and rhodium to the air and fuel entering
the combustion chambers. The platinum burns the soot to CO2
while the rhodium reduces the NOx back to nitrogen and oxygen.
This is identical to the chemistry of the catalytic converter in
a gasoline vehicle where the platinum of the catalytic converter
burns the CO to CO2, and the rhodium reduces the NOx back to
nitrogen and oxygen.
But, you cannot use a catalytic converter with diesel because
the unburnt fuel is not a vapor like CO. Soot is a solid. The
moment the soot would begin to enter a catalytic converter, the
passageways of the converter would get clogged, and the engine
will stop functioning.
The simple technology of adding platinum and rhodium to the air
and fuel entering an engine was developed by National Fuelsaver
Corp. of Boston and is described in U.S. patent 5,085,841 and in
SAE paper 891634. It applies the platinum and rhodium chemistry
of catalytic converters to the combustion chambers of both
gasoline and diesel engines. In 1979, National Fuelsaver began
marketing their Platinum Gasaver which adds platinum, rhodium
and rhenium to the air and fuel entering a gasoline engine.
The platinum catalyzes the CO to burn inside the engine,
converting this pollutant into 22% more miles per gallon, while
cleaning out the carbon for longer engine life. The rhodium
reduces the NOx and the rhenium raises the octane of the
gasoline, making premium fuel unnecessary.
The vested interests have fought the proliferation of this
technology since 1977 because it reduces fuel consumption
significantly. Since diesel combustion is the one area where
there is no fuel savings with this platinum technology, it will
be interesting to see if the vested interests allow the Clean
Air Act to be or NOx to be.
For further information call: 1-800-537-7427.
CONTACT: Carl Ragland of National Fuelsaver Corp.,
US Patent
# 5,085,841
Method for reduction of
pollution from combustion chambers
February 4, 1992
Abstract -- A catalyst
mixture of platinum, rhodium, and rhenium is employed in the
combustion of gaseous, liquid and/or solid fuel in combustion
chambers such as diesel and gasoline engines, for reduction of
pollution emitted from the combustion chambers. The platinum
serves as a catalyst with carbon and carbon monoxide to produce
carbon dioxide, the rhodium serves for reducing oxides of
nitrogen to nitrogen gas and oxygen gas, and the rhenium serves
as a catalytic promoter for the catalytic functions of the
platinum and the rhodium. The rhodium also promotes the
catalytic action of the platinum. The catalytic mixture is
introduced into a flame zone of a combustion chamber in any
convenient manner, such as by use of an air draft. The
composition of the mixture is as follows, namely, 1-9 milligrams
of platinum, 0.3-3 milligrams rhodium, and 0.3-3 milligrams
rhenium for treating 24 kilograms of fuel.
Current U.S. Class: 423/213.5 ; 423/224;
502/103; 502/326
Current International Class: B01J 23/42
(20060101); B01J 23/46 (20060101); B01D 53/94 (20060101); F02B
1/00 (20060101); F02B 3/06 (20060101); F02B 1/04 (20060101);
F02B 3/00 (20060101); B01J 008/02 (); C01B 021/00 (); C01B
017/10 ()
Other References
R M. Montano et al, Simultaneous Reduction of Soot and NO.sub.x
in Diesel Engines by Homogeneous Catalysis of Group Platinum
Metals, The Society of Automotive Engineers, Aug. 1989..
Description
BACKGROUND OF THE INVENTION
The present invention relates to a method for reduction of
pollution emitted from combustion chambers. More specifically
the invention relates to a method for reduction of pollution
emitted from combustion chambers as in diesel and gasoline
engines in motor vehicles and chambers in which combustion of
gaseous, liquid and/or solid fuel takes place. The reduction of
pollution is achieved by rhodium, platinum and rhenium as
catalysts.
It is well established that the major pollutants produced by
combustion chambers are soot (carbon), carbon monoxide, and
oxides of nitrogen hereinafter referred to as NO.sub.x.
In recent years attempts were made to reduce pollution in
various ways by using platinum-group catalysts but the results
were only partially successful. In addition rhenium was used in
order to increase the octane number in gasoline instead of using
lead.
It became apparent that as combustion temperatures rose, soot
and CO decreased but at the same time NO.sub.x increased, the
latter being an undesirable result. On the other hand, if the
combustion temperature is decreased, the NO.sub.x indeed drops,
but the amount of soot and CO increases, and simultaneously the
efficiency of the fuel utilization drops.
Attempts were made to use platinum as a catalyst for oxidizing
the undesired carbon and the CO to CO.sub.2 in combustion
chambers. (See U.S. Pat. No. 4,295,816). This patent discloses
use of the entire Platinum group for oxidation purposes, but
refers primarily to platinum. Over the last decade platinum has
been used as a homogeneous catalyst to oxidize C+CO to CO.sub.2
in both engines and furnaces.
However, the problem remained as to how to reduce the NO.sub.x
chemically to the gases N.sub.2 and O.sub.2, this being an
exothermic reaction.
SUMMARY OF THE INVENTION
The purpose of the present invention is to oxidize the carbon
and the carbon monoxide to CO.sub.2 and simultaneously to reduce
the NO.sub.x to N.sub.2 and O.sub.2 without one process being at
the expense of the other.
According to the present invention the catalyst mixture is
comprised of platinum, rhodium and rhenium. Wherein the platinum
serves for oxidizing the carbon and CO to CO.sub.2, the rhodium
serves for reducing the NO.sub.x to N.sub.2 and O.sub.2, and the
rhenium serves as a catalytic promoter for the catalysts
platinum and rhodium. The rhodium also promotes the catalytic
action of the platinum.
The rhenium enables the platinum and rhodium to fulfill their
role optimally. A defined ratio must be maintained among the
catalysts and between the quantities of catalysts and fuel.
The site at which said simultaneous oxidation and reduction
takes place is the combustion chamber to which the catalysts are
transported by various means. See for example U.S. Pat. Nos.
4,295,816 and 4,475,483.
The present invention relates to a method for reducing the
pollution emitted from combustion chambers by the addition of
the catalysts-platinum, rhodium and rhenium to the combustion
chamber in specific proportions and in a specific ratio to the
amount of fuel.
The introduction of the above mixture of catalysts into the
combustion chamber leads to a simultaneous oxidation and
reduction; Oxidation of carbon and CO to CO.sub.2, and reduction
of the NO.sub.x to N.sub.2 and O.sub.2.
According to the present invention the following amounts of
catalysts should be used; 1-9 mg platinum, 0.3-3 mg rhodium and
0.3-4 mg rhenium per 24-2400 kg fuel. Optimally the following
quantities should be used: 3.2 mg platinum, 1 mg rhodium, and 1
mg rhenium per 240 kg fuel.
BRIEF DESCRIPTION OF THE DRAWINGS
Drawings 1-4 serve to illustrate the effectiveness of the
invention.
FIG. 1 illustrates the CO
and NO.sub.x levels prior to and subsequent to the injection of
the catalytic mixture to the combustion chamber of a motor
vehicle diesel engine.
FIG. 2 illustrates the
NO.sub.x and opacity levels prior to and subsequent to the
injection of the catalytic mixture to the combustion chamber of
two motor vehicle diesel engines. The opacity level relates to
the degree of carbon in air.
FIG. 3 illustrates the
NO.sub.x and opacity levels of three additional motor vehicles.
FIG. 4 illustrates the
NO.sub.x and opacity levels prior to the injection and
subsequent to the injection as examined at specified intervals
over time, and after a second injection.
DETAILED DESCRIPTION
The catalysts may be introduced into the flame zone of the
combustion chamber in any manner such as by transporting the
catalysts by air to the combustion chamber as described in the
U.S. Pat. No. 4,295,816.
The combustion chamber may be of any type such as engines or
furnaces.
The reduction of pollution by simultaneous oxidation and
reduction can occur only when the specific proportions among the
components of the system are maintained.
Preparation of the catalyst
mixture:
A mixture of 160 gr. platinum, 50 gr. rhodium and 50 gr. rhenium
suffices to reduce pollution in 12 million liter fuel.
The mixture is prepared as follows:
400 gr. H.sub.2 PtCl.sub.6.6H.sub.2 O (CPA) in water
120 gr. Rdcl.sub.2 in water
50 gr. rhenium in perrhenic acid in a total of 114 liters of
liquid.
In order to reduce pollution in engines or furnaces by means of
the equipment and method described in the above-mentioned U.S.
patents, the catalytic mixture described above is divided into
6000 vials wherein each vial contains 19 ml liquid. Each such
vial can reduce the pollution of 2000 liters of fuel in
combustion chambers.
Up to the present, for reduction of pollution in combustion
chambers 500 gr. of H.sub.2 PtCl.sub.6.6H.sub.2 O (CPA) has been
used, without any addition of rhodium.
Although the U.S. Pat. No. 4,295,816 relates to the
platinum-group metals for the reduction of pollution, it does so
only with regard to the oxidation process of the carbon and the
CO to CO.sub.2 and does not relate to the rhodium and its
function in the reduction of the NO.sub.x.
FIG. 1 shows a reduction of the CO and NO.sub.x pollution in
diesel engines in a motor vehicle. Prior to the injection of the
catalytic mixture, the pollution level was measured as NO.sub.x
1000 ppm and CO 350 ppm. Subsequent to the injection of the
catalytic mixture, a significant reduction was noted in the
NO.sub.x level which dropped to 500 ppm and the CO level which
dropped to 200 ppm.
FIG. 2 shows the decrease in pollution in two motor vehicles as
a result of the injection of the catalysts mixture wherein the
pollution was examined with regard to NO.sub.x and opacity. In
one vehicle opacity declined from 73% to 8% and in the other
from 50% to 5%. In the first vehicle the NO.sub.x dropped from
1600 ppm to 300 ppm, and in the second vehicle from 2000 ppm to
200 ppm. It should be noted that in the first vehicle the
decrease in pollution was examined after 1845 miles after
injection, and in the second--after 3203 miles.
FIG. 3 shows the decrease in pollution in three additional motor
vehicles. The pollution test was conducted in the first vehicle
6538 miles after injection, and in the second vehicle--4925
miles after injection, and in the third vehicle--1311 miles
after injection. In the first vehicle opacity decreased from 84%
to 9% and the NO.sub.x decreased from 800 ppm to 250 ppm. In the
second vehicle opacity decreased from 30% to 9% and the NO.sub.x
from 600 ppm to 100 ppm, and in the third vehicle opacity
decreased from 72% to 7% and the NO.sub.x from 800 ppm to 300
ppm.
FIG. 4 refers to the decrease in pollution examined 66 6538 and
9302 miles respectively after the injection and immediately
after another injection. After 66 and 6538 miles the NO.sub.x
dropped from 800 ppm to 300 ppm and 250 ppm respectively, and
the opacity dropped from 84% to 4% and 9% respectively. 9302
miles after injection a dramatic increase in pollution was noted
due to the fact that no more of the catalytic mixture remained.
A second injection and reexamination indicated an immediate and
sharp drop in the pollution level. The NO.sub.x dropped from
1200 ppm to 380 ppm and opacity from 78% to 25%.
http://www.onwheelsinc.com/article/463/fuel_economy_gizmos_~~_fact_or_fiction
Fuel
Efficiency
Brian Armstead
4/16/2008
You see them at your local auto parts store or advertised on
late night television. We're talking about devices or chemicals
that claim to improve your fuel economy and save you hundreds of
dollars in the process. And with gas prices above $4 a gallon in
some parts of the country, why not invest in a system that will
save money?
There are scores of touted fuel savers on the market, all with
claims to save you big loot on your gasoline bills. They go by
catchy names like "Auto Miser," "Cyclone-Z," "Magna Flash
Ignition Control System," "Platinum Fuel Saver," "Fuel Genie,"
and "Tornado Fuel Saver." There's even one device called the
"Pre-Ignition Catalytic Converter (PICC)" that, in the company's
words, "will increase the mileage of all personal vehicles to
over 100 miles per gallon (city or highway). There are
testimonials on the homepage for this device from an owner of a
2006 Mazda3 who is excited to now get 121 mpg after installing
the PICC system. Another claims his Ford cargo van gets 43 mpg.
By the way, before you spend several thousand dollars for the
PICC, you must first buy the Hydrogen Assist Fuel Cell (HAFC)
for just over $1,000.
Prices range widely for these gizmos, from a few dollars for
fuel additives that purport to save fuel, to several hundred
dollars for more advanced systems.
But do these devices really work?
For answers, we sought expert opinion. The federal government's
Environmental Protection Agency (EPA) has tested nearly 100
"fuel savers" over the years and found no significant
improvement in fuel economy with any additive or device,
according to tests posted on its website, www.epa.gov
Consumer Reports (CR), an independent, consumer-oriented testing
firm, also evaluated myriad devices. We spoke with David
Champion, senior director of CR's Auto Test Center, who said:
"you can do more to improve fuel economy by the way you maintain
and drive your vehicle then any of these ‘gas savers' will ever
achieve." Champion singled out the Platinum Gas Saver as typical
of marketing hype.
The Platinum Gas Saver ($248 for two) is marketed by the
National Fuelsaver Corp. and its ads claim up to 22 percent
gains in economy. National Fuelsaver says that the product adds
microscopic amounts on platinum to the air and fuel going to the
engine, making the vehicle burn fuel more efficiently.
National Fuelsaver says the device may take up to 1,800 miles
before it is fully effective, and you may have to advance engine
timing or install new oxygen sensors for the system to work
properly. According to CR, these actions alone may improve
economy without purchasing any additional equipment.
In tests, Consumer Reports saw no improvement in economy after
500 miles of testing. They even replaced all four oxygen sensors
in one of the test vehicles to the tune of $748, even though the
vehicle was new and did not need sensor replacement. "Magnets,
atomizers, vortex generators - none of them work, said Champion.
In fairness to the many companies that may have products with
promise that may have not yet been tested, including the PICC
and HAFC, do your own research.
We did find one product that made us more aware of our "fuelish"
ways behind the wheel. It's called the Scan Gauge II Automotive
Computer, and uses the OBD-II port found on every vehicle built
since 1996 to monitor various engine parameters.
The Scan Gauge II retails for $169.99 and is extremely easy to
install. Find a suitable location on your dash or console (away
from airbags!) for the small, 5-inch wide, 1-inch deep unit.
Route the supplied cable to the OBD-II port (usually under the
dash), and perform simple calibrations by inputting information
such as the capacity of the gas tank, vehicle weight, and so
forth - all data that can be found in your owner's manual.
In addition to displaying engine speed, vehicle speed and
reading and resetting "check engine light" fault codes that may
develop, the Scan Gauge II is a full trip computer with readouts
for things like fuel economy, gallons of gas used and distance
to empty. It can also display battery voltage, coolant
temperature, air intake temperature and other important
measurements.
On a trip to Richmond, Virginia from Maryland, I installed the
Scan Gauge in a 1997 Volvo 960. On the trip south, I averaged
26.3 mpg at an average speed of 62 mph. I disconnected the unit
for the return trip and averaged 22 mpg at about 70 mph. Using
the unit was fun, as four parameters can be displayed at one
time, and proved to me that perhaps the biggest fuel saver of
all is sensible driving - when you are aware of what you are
doing, you can do something about it. I kept my speed near the
limit, and saved more than four miles per gallon and possibly a
ticket in the process. If your vehicle is not equipped from the
factory with a trip computer, the Scan Gauge II or similar trip
computer is a worthy, money-saving device. (www.scangauge.com)