Abstract:
A fuel saving heater, powered by electrical energy from a battery in an automobile, may be disposed at any convenient position preferably as close to the engine of the automobile as possible. The device is operative without any necessary alteration or modification to the original design of the automobile. The device has a housing means that further defines an inner chamber, inlet end, and outlet end. An infrared annular member made of heat retaining materials is disposed in the center portion of the inner chamber. A spirally electrical heating pipe, made of heat conductive materials, wraps firmly around the outside surface of the annular member. Within the heating pipe, there are not only stuffing gauzes with thermally conductive, electrically insulating nature, but also at least two sets of electrical heating elements. The heating elements are to generate sufficient heat to elevate the temperature for the heating pipe, the annular member, and filling metal gauzes stuffed within the inner chamber. All of aforesaid three thermal exchangers are then to elevate the temperature of the fuel via thermal conduction by means of direct contact. Multi-elements plates within the inner chamber are to restore the fuel back to the original stage at refinery level without bad influences of fuel additives. An electrical system including a thermocouple probe to detect the fuel temperature is to precisely control the flow of the electrical current from the battery to the heating elements. A fuel stabilizer is provided to constantly balance the amount and the pressure of the fuel in order to prevent unnecessary fuel waste for the engine. A fuel magnetizer to magnetize the fuel for the purposes of enhancing fuel vaporization and prolonging engine life is also furnished.

Description:
BACKGROUND OF THE INVENTION  
       [0001]     1. Field of the Invention  
         [0002]     The invention generally relates to an internal combustion engine in an automobile, and specifically to an electrical fuel saving device for heating, catalyzing, stabilizing, and magnetizing the fuel flowing from a fuel tank in the automobile in order to maintain fuel temperature within a predetermined range, improve fuel properties, prevent excessive fuel pressure, and enhance fuel vaporization, and the fuel is then to be delivered to the engine of the automobile for efficient combustion.  
         [0003]     2. Description of Prior Art  
         [0004]     It is a well-known fact in automobile industry that hydrocarbon fuels such as gasoline and diesel are more efficiently burned for an internal combustion engine if their temperatures can be elevated and maintained within an optimum range than ambient temperatures at various weather conditions prior to intended combustion. To improve the fuel efficiency significantly, many engineers in prior arts have designed numerous devices trying to elevate the temperatures of the fuels above their ambient ones via three types of heat exchange media such as electricity, coolant, or exhaust gas in an automobile. The media of the coolant and the exhaust gas normally need the engine running for a longer time than the electricity medium especially in cold climate to release sufficient heat for the purpose of heating the fuels. Furthermore, both media may sometimes inevitably overheat the fuels to some extent so that the automobile is to be exposed to a great danger of fire or explosion should fuel leakages out of the fuel pipe of the automobile occur in an accident. The electricity seems to be the most feasible and reliable medium to elevate the fuel temperatures for the engine if it is not to cause substantial burden on the battery of the automobile.  
         [0005]     Although many heating devices of the prior arts have proved to be operationally efficient in fuel saving for engines of automobiles, these devices definitely have attendant disadvantages in accompanying with the mere advantage of the fuel efficiency. The disadvantages, namely expensive price, bulky size, difficult installation, complex design, hard replacement, and unsafe use, apparently do not thus far justify for their widespread adoptions or usages by either automobile manufacturers or general public.  
       OBJECTS OF THE INVENTION  
       [0006]     It is a main object of the present invention to provide an improved fuel heating device for an internal combustion engine in an automobile which is efficient in operation, inexpensive in price, compact in size, safe in use, easy in installation, simple in replacement, etc.  
         [0007]     It is a further object of the present invention to provide a fuel heating device for the engine which can be readily retrofitted on all types and models of automobiles.  
         [0008]     It is a further object of the present invention to provide a fuel heating device for the engine which is capable of accurately maintaining the temperature of the fuel to be delivered to a carburetor or a fuel injector in the automobile within a predetermined range below the boiling point of the fuel but substantially above the ambient temperature at various weather conditions.  
         [0009]     It is a further object of the present invention to provide a fuel heating device for the engine which includes a built-in fuel stabilizer capable of regulating the flow and the pressure of the fuel to prevent both from reaching to an excessive or even harmful level.  
         [0010]     It is a further object of the present invention to provide a fuel heating device for the engine which includes a built-in fuel magnetizer capable of magnetizing the fuel and improving its properties to prolong engine life, enhance fuel efficiency, and reduce deterioration of fuel delivery parts.  
         [0011]     It is a further object of the present invention to provide a fuel heating device, which can be disposed at any convenient position for the fuel pipe between a fuel tank and the carburetor or fuel injector in the automobile, and be utilized by the engine without any alteration or modification to the original design of the automobile.  
         [0012]     The invention will be further understood and additional objects and advantages will become apparent from a consideration of the ensuing description and drawings.  
       SUMMARY OF THE INVENTION  
       [0013]     This invention relates to a fuel heating device in which a housing means defines an inlet end, inner chamber, and outlet end to allow the fuel from a fuel tank in an automobile to be heated and treated, and then be delivered to an internal combustion engine for efficient burning.  
         [0014]     In the center portion of the inner chamber, there is an infrared annular member that further defines an interior passageway for some fuel passing through from the inlet end to be heated within. The annular member, made of heat retaining materials, is elongated in shape with its most part in small dimension at size near the inlet end and the remaining part in large dimension at size near the outlet end. On the outside surface of the annular member, there is sintered with a multi-metallic layer. The layer can enhance the temperature stability in the inner chamber by gradually releasing the heat of the annular member slowly. Wrapping around the outside surface of the annular member with, small size, there is a spirally electrical heating pipe that is made of heat conductive materials. Besides the aforementioned annular member and heating pipe, there are still multi-elements plates and filling metal gauzes within the inner chamber. The multi-elements plates may be disposed near the inlet end or the outlet end within the inner chamber. Both of the plates and the aforesaid layer are able to perform a catalysis process to improve the properties of the fuel by restoring the fuel back to the original stage at refinery level without bad influences of fuel additives.  
         [0015]     Within the heating pipe, two or more sets of electrical heating elements and stuffing gauzes primarily made of magnesium oxide are provided to generate and conduct sufficient heat to elevate and maintain the temperatures of three thermal exchangers: namely, the heating pipe, the annular member, and the filling gauzes. On the outer surface of the heating pipe, there is sprayed with a nanometer-level ceramic coating to prevent the fuel in direct contact with the surface from overheating. A thermocouple probe is furnished at an advantageous junction of the outlet end within the device to detect the ever-changing fuel temperature. The thermocouple probe is further connected to an integrated circuit and a semiconductor controller on an electrical circuit board. The two electronic instruments are the most important components of the electrical system for the device. The electrical system is able to activate, adjust, and interrupt the electrical current from the battery to the heating elements to prevent the fuel from overheating and unsafe incidents from happening.  
         [0016]     A fuel stabilizer, disposed against the inner wall of the inlet end, able to regulate the amount and the pressure of the fuel flowing from the fuel tank in the automobile to a constantly balancing level upon its entering into the device is supplied. A fuel magnetizer, disposed against the inner wall of the outlet end, able to magnetize the fuel for the purpose of vaporization enhancement prior to its exiting out the device is also supplied. 
     
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0017]     Additional objectives, features, and advantages of the present invention will be apparent from the following detailed description and appended claims in conjunction with accompanying drawings, and like reference numerals designate like parts and elements throughout all figures in the drawings, wherein  
         [0018]      FIG. 1  is a sectional view of a fuel saving heater showing all principal parts in accordance with the present invention.  
         [0019]      FIG. 2  is a sectional view of a fuel stabilizer showing all principal parts in accordance with the present invention.  
         [0020]      FIG. 3  is an outline of an electrical system in accordance with the present invention.  
         [0021]      FIG. 4  are sectional and perspective views of two different embodiments for a fuel magnetizer and its two principal parts—an inner cylindrical magnetic member and an outer cylindrical magnetic member—in accordance with the present invention.  
         [0022]      FIG. 5  are three exploded views of one principal part—a tubular sleeve—for the preferred embodiment of the fuel magnetizer.  
         [0023]      FIG. 6  are three exploded views of three principal parts—the inner cylindrical magnetic member, the outer cylindrical magnetic member, and a spacer ring—for the preferred embodiment of the fuel magnetizer  
         [0024]      FIG. 7  are orthogonal views of the fuel magnetizer in accordance with the present invention.  
         [0025]      FIG. 8  are orthogonal views for the alternative embodiment of the fuel magnetizer. 
     
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT  
       [0026]     With particular reference to  FIG. 1 , a fuel heating device  10  in accordance with the preferred embodiment of the present invention comprises of an elongated housing means  12  with an inlet end  13  at its one side and an outlet end  14  at its other side, and a holding base  40  beneath it. The device may be installed on any convenient position in an automobile preferably as close to the internal combustion engine (not shown) of the automobile as possible. The housing means  12  further defines an inner chamber  15  along with the inlet end  13  and the outlet end  14  for establishing a fuel flow path from a fuel tank (not shown) to the engine with the device  10  in between. There is an infrared annular member  30  disposed in the center portion of the inner chamber  15  between the inlet end  13  and the outlet end  14 . The annular member  30  elongated in shape can be divided into two different parts. The large part is in small dimension at size  30 A with its one side situated near the inlet end  13 . The small part is in large dimension at size  30 B with its one side situated near the outlet end  14 . The annular member  30 , made of heat retaining materials, further defines an interior passageway  16  for the fuel passing through it to be elevated in temperature. The housing means  12  mounted on the round base  40  is furthermore fixed securely by a plurality of installation holes  41  on any convenient position between the fuel tank and the engine by means of fastening means (not shown) like screws or bolts. An electrical system has two very important electronic instruments, a semiconductor controller  56  and an integrated circuit  57 , and both are mounted on an electrical circuit board  55  on the base  40 . The electrical system is able to provide the device  10  with the necessary electrical energy from the battery (not shown) of the automobile.  
         [0027]     Wrapping closely and snugly around the outside surface of the annular member  30  with small size  30 A, there is a spirally electrical heating pipe  20 . The heating pipe  20 , made of heat conductive materials, enters into the housing means  12  from an entering position  21 A near the inlet end  13  and exits out the housing means  12  from an exiting position  21 B near the outlet end  14 . The major purpose for the heating pipe  20  to wrap around the annular member  30  spirally in the inner chamber  15  is to provide intended thermal conduction from the heating pipe  20  to the annular member  30 . The minor purpose to wrap around the annular member  30  spirally is to hold the annular member  30  in a stable position within the inner chamber  15 . Both of the entering position  21 A and the exiting position  21 B of the heating pipe  20  are fixed and sealed firmly with the housing means  12  by threaded engagements (not shown) to prevent unnecessary fuel leakages. Two or more sets of electrical heating elements  50 , made of positive temperature coefficient of resistance materials and regulated by the controller  56  on the circuit board  55 , are disposed within the heating pipe  20 . Both the heating elements  50  and the controller  56  are connected with the battery to deliver the electrical energy activated by an ignition switch (not shown) of the automobile to the device  10 . All sets of the heating elements  50  are adjoined and insulated each other and/or one another all the time within the heating pipe  20  to safely ensure thermal conduction to the outer surface of the heating pipe  20  evenly, uniformly, constantly, and/or continually.  
         [0028]     With particular reference to  FIGS. 1 and 3 , when the ignition switch of the automobile is turned on, a thermocouple probe  51  with two conductor wires enclosed within a sheath (not shown) at an advantageous junction  19  of the outlet end  14  starts to constantly detect the ever-changing temperature of the fuel. There are three main reasons to explain why the temperature of the fuel is ever-changing: the extent of heat generated from the heating elements  50 , the extent of heat absorbed by the fuel from thermal exchangers like the heating pipe  20  and the annular member  30 , and flow paths of the fuel within the inner chamber  15 . There are two flow paths as the fuel enters into the device  10 , travels through the inner chamber  15 , and exits out the device  10 . For both paths, the fuel enters into the device  10  from the inlet end  13  and exits out the device  10  from the outlet end  14 . The difference between the two flow paths is the way of how the fuel travels through the inner chamber  15 . For one path, the fuel travels through the inner chamber  15  via the interior passageway  16  of the annular member  30 . For another path, the fuel travels through the inner chamber  15  via the annular hollow  18  between the annular member  30  and the inner wall of the housing means  12 . For the latter fuel, which can be moreover subdivided into the fuel with different directions due to the shape of annular hollow  18 , may carry various temperatures because of different extent of heat absorption from thermal conduction. At the area  58  between the annular member  30  and the outlet end  14 , all fuel with various temperatures and from different directions converge and blend together to develop into a steady fuel with a specific temperature at any mixing moment. By strategically selecting the advantageous junction  19  at the outlet end  14  to measure the specific temperature of the steady fuel, any wise person may appreciate the measured temperature should rightfully represent the true temperature of the fuel. According to this reasoning, the device  10  intelligently adopts the measured temperature of the fuel at the advantageous junction  19  of the outlet end  14  as the true temperature of the fuel—the yardstick to adequately activate or deactivate the heating elements  50 .  
         [0029]     The probe  51  often detects a lower fuel temperature at ambient surroundings especially in cold weather than the temperature range predetermined by the optimum combustion for the engine. The probe  51  then converts the true temperature of the fuel into an electronic signal to be sent to the integrated circuit  57 . The device  10  under the instruction of the controller  56  is to activate the electrical current throughout all sets of the heating elements  50  in order to elevate the fuel temperature swiftly. As soon as the probe  51  detects any true temperature of the fuel reaching one degree Fahrenheit above the preset optimum range, the device  10  under the instruction of the controller  56  is to deactivate the electrical current throughout all sets of the heating elements  50  except one set to prevent the fuel from overheating. This only set of the heating elements  50 A not interrupted by the controller  56  has been continuously working to maintain the fuel temperature within the preset optimum range so long as the engine is turned on. As soon as the probe  51  detects any true temperature of the fuel dropping one degree Fahrenheit below the preset optimum range, the device  10  under the instruction of the controller  56  is to activate the electrical current throughout all other sets of the heating elements  50 B to elevate the fuel temperature again. The probe  51 , the integrated circuit  57 , the controller  56 , and the heating elements  50  all work together to constantly and/or continually activate, adjust, or deactivate the electrical current from the battery to an accurate extent in accordance with the true temperature of the fuel detected by the probe  51 .  
         [0030]     Besides the space occupied by the heating elements  50 , there are filled with thermally conductive, electrically insulating stuffing gauzes (not shown) within the heating pipe  20 . The stuffing gauzes primarily made of magnesium oxide can hold all sets of the heating elements  50  in firm and stable positions. The stuffing gauzes virtually serve two purposes: one for a thermal conduction medium between the heating elements  50  and the heating pipe  20  and another for electrical insulation among all sets of the heating elements  50 . On the outer surface of the heating pipe  20 , there is sprayed with a nanometer-level ceramic coating  22  to prevent the fuel in direct contact with the surface from overheating. The ceramic coating  22  practically works to lessen the extent of thermal conduction between the heating pipe  20  and the fuel touching the outer surface for safety concerns. On the outside surface of the annular member  30 , there is sintered with a multi-metallic layer  32 . The layer  32  can enhance the temperature stability in the inner chamber  15  by gradually releasing the heat of the annular member  30  little by little. The layer  32  also can activate a catalysis process of restoring the fuel back to the original stage at refinery level for efficient combustion before delivery to customers. The reason for the catalysis process to improve the combustion efficiency of the fuel is that all refineries usually add additives to the fuel for numerous reasons like safety, logistics, or antifreeze. Unfortunately, these additives are not helpful or even harmful for the fuel to be burned efficiently in the engine. To further improve the properties of the fuel upon its initial entry into and final exit out the device  10 , a plurality of multi-elements plates  38 , made of catalysis materials used often by refineries, may be disposed within the inner chamber  15  near the inlet end  13  or the outlet end  14 . Likewise to the stuffing gauzes filled within the heating pipe  20  besides the heating elements  50 , there are filling metal gauzes  36  stuffed within the inner chamber  15  besides the annular member  30 , the heating pipe  20 , and the multi-elements plates  38 . The filling gauzes  36  not only can absorb the heat diffused from the heating pipe  20  and the annular member  30  to elevate the fuel temperature by means of direct contract, but also can hold the annular member  30  in a stable position within the inner chamber  15 .  
         [0031]     With particular reference to  FIG. 2 , a fuel stabilizer  60  to regulate the flow and the pressure of the fuel to a constantly balancing level comprises a cup-shaped inner casing means  61  and a cup-shaped outer casing means  62 . Both are made of stiff materials and disposed against the inner wall of the inlet end  13  for the device  10 . The cup-shaped inner and outer casing means  61 ,  62  are clamped  63  together to form an enclosure  64 . The inner casing means  61  further has an inlet orifice  65  in its center portion to allow the fuel from the fuel tank to enter into the stabilizer  60 . The outer casing means  62  further has a plurality of outlet apertures  68  in its center portion to allow the fuel passing through from the enclosure  64  to enter into the inner chamber  15  of the device  10 .  
         [0032]     In the enclosure  64 , there is a u-shaped large piston  70  whose bottom portion is close and parallel to the inner wall of the inner casing means  61 . The large piston  70  has a plurality of inlet apertures  66  in its center portion to allow the fuel passing through from the inlet orifice  65  to enter into the enclosure  64  furthermore. In the meanwhile, these inlet apertures  66  may deny some of the fuel passing through from the inlet orifice  65  to enter into the enclosure  64  furthermore when the large piston  70  is moving toward the inner casing means  61  to block some of the inlet apertures  66 . There is a large compression spring  74  disposed and extended between the large piston  70  and the outer casing means  62  in the enclosure  64 . Its one side is attached to the inner wall of the large piston  70 , whereas its other side to the inner wall of the outer casing means  62 . The compression spring  74  is to provide a restraining force to push the large piston  70  toward the inner casing means  61  and then to block the flow of some fuel from the inlet orifice  65  to enter into the enclosure  64  furthermore.  
         [0033]     There is also a u-shaped small piston  72  disposed in the pocket of the large piston  70  in the enclosure  64 . The bottom portion of the small piston  72  is close and parallel to the bottom portion of the large piston  70 . There is a small tension spring  76  disposed and extended between the small piston  72  and the outer casing means  62  in the enclosure  64 . Its one side is attached to the inner wall of the outer casing means  62 , whereas other side to the inner wall of the small piston  72 . The tension spring  76  is to provide a restraining force to push the small piston  72  toward the large piston  70  and then to block the flow of some fuel from the inlet apertures  66  to enter into the enclosure  64  furthermore. The stabilizer  60  fully utilizes both restraining forces from the compression spring  74  and the tension spring  76  in accompanying with the moving function of large piston  70  and small piston  72  to block the flow of some fuel in order to achieve a constantly balancing level for the amount and the pressure of the fuel passing through it.  
         [0034]     With particular reference to  FIGS. 4A, 5 ,  6 ,  7 A, and  8 , a fuel magnetizer  80  to improve fuel properties and to enhance fuel vaporization comprises an outer cylindrical magnetic member  81 , an inner cylindrical magnetic member  82 , a tubular sleeve  83 , and a spacer ring  84 . The fuel magnetizer  80  is disposed against the inner wall of the outlet end  14  of the device  10 . With regard to the disposition, the inner magnetic member  82  is closer to the annular member  30  than the outer magnetic member  81 . Both the magnetic members  81 ,  82  are made of Nd—Fe—B, whereas the tubular sleeve  83  and spacer ring  84  fuel-resistant materials. The spacer ring  84 , having four keyways  92  around its external ring surface, is disposed in the center portion of the fuel magnetizer  80 . The spacer ring  84  is to block the two magnetic members  81 ,  82  and creates a cavity  85  between them. In the center portion of its internal surface, the tubular sleeve  83  has four splines  91  to insert into the respective four keyways  92  of the spacer ring  84 . Besides the center portion of its internal surface, the tubular sleeve  83  also has four splines  89 A at its one side near the outer magnetic member  81  and four splines  89 B at its other side near the inner magnetic member  82 .  
         [0035]     The inner magnetic member  82  has five round passage holes  86 B to allow the fuel to enter into the fuel magnetizer  80  and four cylinder projections  87 B to extend into the four round passage holes  86 A of the outer magnetic member  81 . The outer magnetic member  81  has four round passage holes  86 A to allow the fuel to exit out the fuel magnetizer  80  and five cylinder projections  87 A to extend into the five round passage holes  86 B of the inner magnetic member  82 . The identical diameter of each round passage hole  86  in terms of length is exactly twice long as the identical diameter of each cylinder projection  87  for both the magnetic members  81 ,  82 . Each magnetic member  81 ,  82  has four keyways  90 A,  90 B around its external cylindrical surface to be inserted into by the respective four splines  89 A,  89 B of the tubular sleeve  83  correspondingly. The fuel magnetizer  80  utilizes the aforesaid splines  89 ,  91  and keyways  90 ,  92  to hold the tubular sleeve  83 , the spacer ring  84 , and the magnetic members  81 ,  82  as a cohesive unit.  
         [0036]     In an alternative embodiment shown in  FIGS. 4B, 7B , and  8 , a fuel magnetizer  80  comprises an outer cylindrical magnetic member  81 , an inner cylindrical magnetic member  82 , and a tubular sleeve  83 . The fuel magnetizer  80  is disposed against the inner wall of the outlet end  14  of the device  10 . With regard to the disposition, the inner magnetic member  82  is closer to the annular member  30  than the outer magnetic member  81 . Both the magnetic members  81 ,  82  are made of Nd—Fe—B, whereas the tubular sleeve  83  is made of fuel-resistant materials. In the center portion of its internal surface, the tubular sleeve  83  has an attached annulus  95 . The annulus  95  is to block the two magnetic members  81 ,  82  and creates a cavity  85  between them. The annulus  95  is extending from the internal surface of the tubular sleeve  83  into the cavity  85  to separate the outer magnetic member  81  from the inner magnetic member  82 . Besides the center portion of its internal surface, the tubular sleeve  83  also has two splines  96 A at its one side near the outer magnetic member  81  and two splines  96 B at its other side near the inner magnetic member  82 .  
         [0037]     The inner magnetic member  82  has five round passage holes  86 B to allow the fuel to enter into the fuel magnetizer  80  and four cylinder projections  87 B to extend into the four round passage holes  86 A of the outer magnetic member  81 . The outer magnetic member  81  has four round passage holes  86 A to allow the fuel to exit out the fuel magnetizer  80  and five cylinder projections  87 A to extend into the five round passage holes  86 B of the inner magnetic member  82 . The identical diameter of each passage hole  86  in terms of length is exactly twice long as the identical diameter of each cylinder projection  87  for both the magnetic members  81 ,  82 . Each magnetic member  81 ,  82  have two keyways  97 A,  97 B around its external cylindrical surface to be inserted into by the respective two splines  96 A,  96 B of the tubular sleeve  83  correspondingly. The fuel magnetizer  80  utilizes the aforesaid splines  96 A,  96 B and keyways  97 A,  97 B to hold the tubular sleeve  83  and the magnetic members  81 ,  82  as a cohesive unit.  
       OPERATION OF THE INVENTION  
       [0038]     The preferred embodiment of the fuel heating device  10  described and depicted above can be moreover delineated from the standpoint of its operation. When the ignition switch (not shown) of an automobile is turned on, the battery of the automobile is to provide electrical current to all sets of heating elements  50 . The heating elements  50 , made of heat resistant materials and regulated by a controller  56 , are disposed within a spirally electrical heating pipe  20  to avoid direct contact with the fuel from a fuel tank (not shown) for safety reasons. To further prevent the fuel from overheating caused by any direct contact, there is a ceramic coating  22  sprayed on the outer surface of the heating pipe  20 . The heating pipe  20 , made of heat conductive materials, enters into a housing means  12  from its one position  21 A and exits out the housing means from its other position  21 B. The heating elements  50  are to swiftly elevate the temperature of the heating pipe  20  first and then in turn to elevate ones of an infrared annular member  30  and filling metal gauzes  36  via thermal conduction within an inner chamber  15  defined by the housing means  12 . The fuel at ambient temperature furnished by a fuel pump (not shown) flows into the device  10  from an inlet end  13 . The temperature of the fuel is to be elevated by the heating pipe  20 , the annular member  30 , and the filling gauzes  36  within the inner chamber  15  by means of thermal conduction while the fuel is passing through the device  10 .  
         [0039]     Before the fuel finally exits out the device  10  from an outlet end  14 , there is a thermocouple probe  51  to detect the ever-changing, true temperature of the fuel. Should the temperature of the fuel is above or below a preset optimum range, an electronic signal from the probe  51  is sent to an integrated circuit  57  and a semiconductor controller  56  on an electrical circuit board  55 . The device  10  under the instruction of the controller  56  on the circuit board  55  is to activate, adjust, or deactivate electrical current to all sets of the heating elements  50  except one set. This very set of the heating elements  50 A is to be continuously working to prevent the fuel temperature dropping below the preset optimum range as long as the engine is turned on. The device  10 , able to elevate and maintain the fuel temperature accurately and safely within the preset optimum range, consequently results into two favorable effects: the improvement in fuel efficiency and the reduction in emitting pollutants.  
         [0040]     The device  10  is also able to improve the properties of the fuel furthermore by providing a multi-metallic layer  32  on the outside surface of the annular member  30  and multi-elements plates  38  within the inner chamber  15 . Both are capable of restoring the fuel back to the original stage at refinery level for the efficient combustion in the engine. The device  10  also provides a fuel stabilizer  60  to regulate the amount and the pressure of the fuel to a constantly balancing level to avoid any unnecessary fuel waste in the combustion chambers of the engine. The device  10  finally furnishes a fuel magnetizer  80  to improve fuel properties and enhance fuel vaporization by means of Nd—Fe—B permanent magnet.  
         [0041]     Accordingly, while this invention has been described with reference to the illustrative embodiment, none should intend to interpret the description in a limiting or narrow sense regarding its scope. Various ramifications, variations, and modifications of the illustrative embodiment will be apparent to those people skilled in the art upon reference to the description. It is therefore contemplated that the appended claims and their legal equivalents will cover any aforesaid ramifications, variations, and modifications within the true scope of the invention.