JP2000054920A - Combustion improvement device for engine using magnetism - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a combustion improvement device and a combustion improvement method for an engine, which can improve combustion of an internal combustion engine such as a diesel engine, particularly, can reduce an exhaust amount of a toxic excretion such as black smoke, nitrogen oxides, and the like. SOLUTION: Magnetic poles of two magnets 2 are disposed to be close and faced to each other. Through a clearance 3 between the magnetic poles, fuel supplied from a fuel tank to an engine is passed through. In that case, magnetic force (suction force or repulsive force) per unit area that acts between the magnetic poles faced to each other is 0.15 kgf/cm2 or more, and a time that the fuel passes between the magnetic poles faced to each other is 1.7 seconds or more.

Description

DETAILED DESCRIPTION OF THE INVENTION

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a magnetism-based combustion improvement device and a combustion improvement method installed in a fuel supply path for the purpose of improving the combustion of a diesel engine and a gasoline engine.

2. Description of the Related Art Japanese Patent Publication No. Hei 3-30718 and Actual Fair 4-2
In 1810, a plurality of permanent magnets are assembled in such a way as to repel each other and fixed in a cylindrical casing, and an inlet and an outlet are provided at substantially the center of both bottom surfaces of the cylinder, respectively. It is configured to pass between holes or magnets. 30123
No. 13 (Japanese Utility Model Application No. 6-16287), a fuel passage between magnetic poles of a permanent magnet is filled with granular ceramic.

However, when these conventional techniques are used, the effect of improving the combustion is not sufficient.
Depending on the type of engine, the displacement, and the mode of use of the combustion improvement device, no effect was often observed. In particular, when a diesel engine is used, there are the following problems. (1) No effect of wearing is seen, (2) the amount of black smoke increases rather, (3) the rotation of the engine during idling is unstable, (4) the output of the engine decreases, 5) The rotation of the engine may be unstable and may stop, and (6) the engine may not start. In the above-mentioned prior art apparatus, there is a possibility that air stays in the combustion improvement apparatus 1 due to its structure, and relatively coarse air bubbles are formed. In that case, the air / fuel ratio in the engine combustion chamber is disturbed, causing abnormal combustion. Therefore, an object of the present invention is to provide a combustion improvement device and a combustion improvement method that can exhibit a combustion improvement effect in various types of engines and have no adverse effects such as formation of bubbles.

According to a first aspect of the present invention, there is provided an engine combustion improvement device provided in a fuel supply path from a fuel tank to an engine, wherein a magnetic force directly acts on fuel. And the magnetic force per area acting on the fuel passage is 0.15 kgf.
/ Cm ² or more, and the distance of the fuel passage is within a range in which the magnetic force of the fuel passage increases substantially in proportion to the decrease in the distance, and the time required for fuel to pass through the fuel passage is shorter than that of the engine. It is characterized in that it is set to 1.7 seconds or longer regardless of operating conditions. With such a configuration, the combustion of an internal combustion engine such as a diesel engine can be improved, and in particular, the emission of harmful emissions such as black smoke and nitrogen oxides can be reduced. 3. The engine combustion improvement device according to claim 2, wherein the engine combustion improvement device is provided in a fuel supply path from a fuel tank to the engine, and further includes a fuel passage in which magnetic force acts directly on the fuel, and an area in the fuel passage. An amount obtained by dividing a magnetic force per unit by a distance of the fuel passage is 0.20 kgf / cm ³ or more;
The distance of the fuel passage is within a range where the magnetic force in the fuel passage increases substantially in proportion to the decrease in the distance, and the time required for fuel to pass through the fuel passage is 1 regardless of the operating condition of the engine. .7 seconds or more. In the engine combustion improvement device according to claim 3, in the engine combustion improvement device installed in a fuel supply path from the fuel tank to the engine, a fuel passage in which a magnetic force directly acts on fuel is provided, and in the fuel passage, A filler that does not affect magnetism such as a ceramic ball is filled, and a gap between the fillers forms the fuel passage, and a magnetic force per area in the fuel passage,
A value obtained by correcting the amount divided by the distance of the fuel passage on the basis of a net volume excluding the volume of the filler is equal to 0.
20 kgf / cm ³ or more, and the distance of the fuel passage is within a range in which the magnetic force in the fuel passage increases substantially in proportion to the decrease in the distance, and the time required for the fuel to pass through the fuel passage is It is characterized by being set to 1.7 seconds or longer regardless of the operating conditions of the engine.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A combustion improvement apparatus 1 according to an embodiment is shown in FIGS.
4 will be described. As shown in FIGS. 1 and 2 which are longitudinal sectional views in the length direction and the width direction, respectively, a rectangular solid (width 40
mm x thickness 20mm x length (40 + 40 + 25) mm)
Of the permanent magnet 2 of the fuel passage 3 is narrow (7 mm)
Are arranged in between. The upper and lower surfaces of the permanent magnet 2 are S pole and N
And the poles are arranged such that they repel each other.
The casing 4 holding these permanent magnets 2 is made of a magnetic material such as steel, and has a long cylindrical portion 41 (inner side 40) having a substantially square cross section.
(mm × 47 mm × 130 mm), and has a shape in which a short cylindrical inlet port portion 42 and an outlet cylindrical portion 44 are connected. Inflow cylinder 4 at both ends of long cylinder 41
A metal fitting 61 for fixing the magnet is provided at a step portion connected to the second and outlet cylinder portions 44. As shown in FIG. 3A, the magnet fixing bracket 61 has one large circular opening 63 formed in the center of a long and substantially square plate material, and has two opposing sides (up and down in FIG. 1). It has a shape like a leg made by bending 90 °. A spacer plate 62 is disposed between the permanent magnets 2 adjacent to each other in the longitudinal direction of the combustion improvement device 1, and also serves as a baffle plate in the fuel passage 3. FIG. 3 (b)
FIG. 3 shows a perspective view of the same. The plate material is substantially the same as the internal method of the cross section in the width direction of the long cylindrical portion 41, and has a shape in which one relatively small circular opening 64 is opened at a position off the center. ing. The openings 63 of the two baffle plate / spacer plates 62 in the combustion improvement device 1 are arranged so that the cross section thereof is alternately left and right in the fuel passage 3 which is elongated in the left and right directions as shown in FIG. That is, the fuel that has flowed in from the inlet-side cylinder portion 42 side is the first baffle plate / spacer plate 62.
Opening 63 provided on the left side in FIG.
If it passes, the second baffle plate and spacer plate 6
2, the opening 6 provided on the right side in FIG.
3 will pass. With such an arrangement of the baffle plate, the fuel can more reliably receive the action of the permanent magnet 2 in the fuel passage 3 between the magnetic poles. When the opposed permanent magnets 2 are configured to exert an attractive force on each other, the fixing portions 61 and the spacer plate 62 are provided with engaging portions that engage with the surface of the permanent magnet 2 facing the fuel passage 3. It is provided. The inflow tube portion 42 has a longitudinal sectional view of FIG.
As shown in the external view on the inlet side of (a), the magnet 21 is connected so as to be substantially concentric with the long cylindrical portion 41, and
It has. At an approximate center of the end face of the inflow cylinder portion 42, an inflow port 43 connected to an inflow pipe 46 disposed substantially horizontally is provided. The outflow tube portion 44 is the same as that shown in FIG.
As shown in the external view on the outlet side in (b), it is connected to the upper part of the long cylindrical portion 41, and the upper walls are continuous with each other. An outlet 45 is provided on the upper wall of the outlet cylindrical portion 44 and is connected to an outflow pipe 47 arranged substantially vertically. Since the outlet 45 is provided at the top of the combustion improvement device 1, the combustion improvement device 1
The air mixed into the fuel supplied therein does not remain in the combustion improvement device 1 and, therefore, no large air bubbles are formed. Air mixing into fuel
(1) When the fuel in the fuel tank becomes low, the fuel is supplied from the fuel suction port due to the vibration of the tank, and (2) the fuel supply path from the fuel tank of the engine to the combustion chamber of the engine becomes negative pressure. There is a risk of contamination from the connection part of the route. As schematically shown in FIG. 5, the combustion improvement device 1 as described above is installed in a fuel supply pipe 50 immediately before a fuel pump 52. The fuel pump 52 is connected to the fuel tank 5
The fuel is sucked from 1 and supplied to a fuel injection device 54 attached to the engine 55. In the illustrated example, a fuel filter 53 is provided between the fuel pump 52 and the fuel injection pump 54. Next, the magnetic force (attractive force or repulsive force) acting between the opposing permanent magnets 2 is shown in FIGS.
This will be described with reference to FIG. FIG. 6 shows the same permanent magnet (40 mm × 40 mm × 20 mm) used in the combustion improvement device 1 of the embodiment.
mm) and a half thickness of a permanent magnet (40 mm × 40 mm)
FIG. 4 is a graph showing the relationship between the repulsive force acting between two magnets and the distance between the magnets (mm × 10 mm). When one magnet is placed on the upper balance and the other magnet is placed at a distance directly above one magnet, the increase in the upper balance indicated value is taken as the repulsive force, and the repulsive force per square centimeter kgf
It was shown as a value. When the distance is large, the repulsive force is almost inversely proportional to the square of the distance. However, in an area where the distance is small, the increase in the repulsive force is almost proportional to the decrease in the distance. This is an area smaller than 10 mm in FIG. 6, and is shown in detail in FIG. As shown in FIG. 7, when a permanent magnet having the dimensions used in this embodiment is used, the distance between the magnets is 7 mm.
In the following, the distance between the magnets and the magnitude of the magnetic force acting on each other are almost exactly in a linear relationship, that is, a linear function, and the force acting between the magnets increases in proportion to the decrease in the distance between the magnets. . When the distance between the magnetic poles of the opposing magnets is in the above range, the magnetic force acts uniformly. In the apparatus as in the above embodiment, it is necessary that the distance between the opposed magnetic poles forming the upper and lower walls of the fuel passage 3 between the magnetic poles be within such a range in order to reliably achieve combustion improvement. In the case of the combustion apparatus 1 of the above embodiment, since the distance between the magnets is 7 mm, as shown in the plot of FIG.
A magnetic force of 3.4 kgf per mx 40 mm, or about 0.21 kgf per square centimeter, acts uniformly over the entire fuel passage between the magnets. The magnetic force (attraction force or repulsion force) acting uniformly in this manner per area is hereinafter referred to as a magnetic pressure per area. The magnetic pressure per unit area divided by the distance between the magnetic poles, that is, the thickness of the fuel passage 3 between the magnetic poles, is referred to as the magnetic pressure per unit volume. However, if the inter-pole fuel passage 3 is filled with a material that does not affect magnetism, such as a ceramic ball, the correction is made based on the net volume of the inter-pole fuel passage 3 excluding the filler volume. Shall refer to the amount of The magnitude of the magnetic pressure required to achieve the combustion improvement effect and the fuel passage 3 between the magnetic poles between the opposing magnetic poles
The fuel residence time at will be described with reference to the following test examples. Test examples (Examples and Comparative Examples) in which the above-described combustion improving device is mounted on a fuel supply path of a diesel engine will be described with reference to Tables 1 to 3 and FIGS. In Table 1, "Diesel vehicle exhaust gas test result record table (6 modes)" by the Japan Automobile Transport Association for the combustion improvement device 1 of the present embodiment is transcribed.

[Table 1] Table 2 is a table comparing the average emission concentration in Table 1 with the reported emission concentration at the time of new vehicle for the vehicle type used in the test.

[Table 2] As shown in Table 2, when the apparatus of the present embodiment was installed, the emission concentrations of carbon monoxide, hydrocarbons and nitrogen oxides were significantly lower than the reported values. FIGS. 8 (a) and 8 (b) show that in the same automobile as the above-described test example, the combustion improvement device 1 (the magnetic pressure per area of 0.213 kg) was used for each of the examples.
f / cm ² , magnetic pressure per volume 0.304 kgf / cm
³ ) Qualitatively shows the amount of black smoke in the exhaust gas when using and not using. 8 (a) and 8
(B) shows a filter surface obtained by collecting black smoke particles of exhaust gas with a paper filter and copying the filter surface as it is with a copying machine. At the time of the test, the fuel flow rate was set so that the residence time of the fuel in the inter-magnetic pole fuel passage 3 between the magnetic poles was about 2 seconds. That is, the number of revolutions and the prime mover load ratio at which such a residence time was obtained were set. When the apparatus of the embodiment is used (FIG. 8A), the amount of black smoke is very small. On the other hand, when not used (FIG. 8)
(B)) A large amount of black smoke is collected. FIG. 9 shows a combustion improving apparatus (magnetic pressure 0.175 kgf / cm ² per area, magnetic pressure 0 per volume) when a permanent magnet having a slightly smaller magnetic force than that of the example is used in the same vehicle as the test example. .250 kgf / cm ³ ) is shown in the same manner as FIG. In this case, the amount of black smoke is remarkably small as compared with the case where the combustion improvement device is not used (FIG. 8B), but considerably larger than the case of the embodiment shown in FIG. 8A. From these results, it is known that a certain amount of magnetic force is required to obtain the combustion improvement effect. The required magnetic force is 0.1 magnetic force per area.
5 kgf / cm ² or more, preferably 0.175 kgf / cm ²
cm ² or more, more preferably 0.20Kgf / cm ² or more. Further, in terms of magnetic pressure per volume, 0.20
kgf / cm ³ or more, preferably 0.25 kgf / cm
³ or more, more preferably 0.29 kgf / cm ³ or more. FIGS. 10 to 12 show K-FE211 of Mitsubishi Motors.
C type car (engine type 4D30, total displacement 3298c)
c, sub-chamber type combustion chamber), and the filter surface after black smoke collection is shown for the amount of black smoke when the residence time of the fuel between the opposed magnetic poles is 1 second, 1.5 seconds and 2 seconds, respectively. .
FIGS. 10 (a), 11 (a) and 12 (a) show the results when the combustion improvement device of this embodiment is used.
(B), FIG. 11 (b) and FIG. 12 (b) show the results when not used. As can be seen from the results of FIGS. 10 to 12, the effect is hardly seen when the residence time of the fuel between the opposed magnetic poles is 1 second, and no remarkable effect is seen even when the residence time is 1.5 seconds. For the first time, a remarkable effect is seen.
Therefore, the required residence time is considered to be 1.5 seconds or longer, preferably 1.7 seconds or longer, and more preferably 1.9 seconds or longer. In the test in which the results of FIGS. 10 to 12 were obtained, the residence time was set by changing the length of the fuel passage 3 between the magnetic poles in the combustion improvement device 1 based on the following calculation. As shown in FIG. 2, the sectional area of the fuel passage 3 between the magnetic poles in the combustion improvement device 1 of the present embodiment is 40 mm ×
0.7 mm = 2.8 cm2. Since the oil supply amount of the fuel pump 52 at the maximum engine speed of 3000 rpm is 30 cc / sec, the residence time is 2
In order to set to seconds, the length of the fuel passage 3 between the magnetic poles is 2 seconds ×
30 cm 3 /sec÷2.8 cm 2 = about 22 cm. FIGS. 13A and 13B are acupressure diagrams (combustion diagrams) obtained at a load factor of 30% for the example using the combustion improvement device 1 and the comparative example not using the combustion improvement device 1, respectively. FIG. The engine used in the test was a D65 water-cooled horizontal diesel engine (engine number 8822, total displacement 353).
cc) and the normal output at 2400 rpm is 4.
04 KW (5.5 PS), with a bore × stroke of 76 × 78 and a compression ratio of 25. The dynamometer used for the test was an air-cooled overcurrent braking type with an arm length of 0.2
389 m with a dynamometer coefficient of 40 N · rpm / PS. The acupressure waveform (combustion pressure waveform) in FIG.
Since the peak is somewhat gentler than the acupressure waveform of (b), it is known that the combustion state is better when the combustion improvement device 1 of the embodiment is used. The shiatsu waveform diagram of FIG. 13 will be further described with reference to the schematic shiatsu waveform diagram of FIG. Here, the example (shown in FIG. 13A) is shown by a solid line, and the comparative example (shown in FIG. 13B) is shown by a broken line. As shown in the figure, in the acupressure waveform of the example, the ignition delay periods A and B are shorter than those of the comparative examples A and B ′, and the rapid pressure rise after the ignition is suppressed. known. In the combustion of a diesel engine, the shorter the ignition delay period, the better the thermal efficiency. It is also known that if the pressure rise after ignition is moderated moderately, the production of nitrogen oxides due to diesel knock and burning at an excessively high temperature is suppressed. Therefore, the combustion improvement device of the present invention has not only the effect of improving the exhaust gas described above, but also the improvement of combustion efficiency
It also has the effect of reducing noise by suppressing diesel knock. It is not clear by what mechanism the combustion improvement device of the present invention provides the combustion improvement as shown in FIGS. However, the fuel itself injected into the combustion chamber becomes finer and more easily vaporized due to the fact that the magnet itself acts on the fuel to activate the fuel, or the magnets arranged oppositely cause resonance vibration and high frequency vibration. It is conceivable.

According to the present invention, the combustion of a gasoline engine and a diesel engine is improved, and in particular, the emission of harmful emissions such as black smoke and nitrogen oxides is reduced. In a diesel engine, combustion efficiency is improved, and noise generation is suppressed by reducing diesel knock.

[Brief description of the drawings]

FIG. 1 is a longitudinal sectional view in the length direction of a combustion improvement device of an embodiment.

FIG. 2 is a longitudinal cross-sectional view of the combustion improvement device of the embodiment in a width direction.

FIG. 3A is a perspective view showing a magnet fixing bracket of the apparatus of the embodiment. (B) It is a perspective view which shows the baffle plate spacer of the apparatus of an Example.

FIG. 4 (a) is an external view of the combustion improvement device of the embodiment as viewed from an inlet side. (B) It is the external view which looked at the combustion improvement apparatus of the Example from the outlet side.

FIG. 5 is a schematic block diagram for explaining a place where the combustion improvement device is arranged in the embodiment.

FIG. 6 shows the relationship between the repulsive force acting between two magnets and the distance between the magnets for the same permanent magnet used for the combustion improvement device 1 of the embodiment and a permanent magnet having a half thickness thereof. FIG.

FIG. 7 is a graph showing the area of less than 10 mm in FIG. 6 in detail.

FIG. 8 (a) is a filter surface that captures black smoke in exhaust gas when the combustion improvement device of the example is mounted and the magnetic force per area is 0.213 kgf / cm ² .
(B) A filter surface that collects black smoke in exhaust gas when the combustion improvement device is not installed.

FIG. 9 shows that the strength of magnetic force per area is 0.175 kgf /
⁶ is a filter surface that collects black smoke in exhaust gas when cm ² is used.

FIG. 10 (a) is a filter surface that captures black smoke in exhaust gas when the combustion improving device of the embodiment is mounted and the residence time of fuel in the device is 1 second. (B) A filter surface that captures black smoke in exhaust gas when the combustion improvement device is not installed under the same conditions.

FIG. 11 (a) is a filter surface that captures black smoke in exhaust gas when the combustion improvement device of the embodiment is mounted and the residence time of fuel in the device is 1.5 seconds. (B) A filter surface that captures black smoke in exhaust gas when the combustion improvement device is not installed under the same conditions.

FIG. 12 (a) is a filter surface that captures black smoke in exhaust gas when the combustion improvement device of the embodiment is mounted and the residence time of fuel in the device is 2 seconds. (B) A filter surface that captures black smoke in exhaust gas when the combustion improvement device is not installed under the same conditions.

FIG. 13A is a diagram of a finger pressure waveform (combustion pressure waveform) when the combustion improvement device of the embodiment is mounted. (B) A finger pressure waveform (combustion pressure waveform) when no combustion improvement device is installed.

FIG. 14 is a schematic acupressure waveform diagram for explaining FIG. 13;

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Combustion improvement device 2 Permanent magnet 21 Iron removing magnet 3 Fuel passage between magnetic poles 4 Casing 43 Inflow port 45 Outflow port 61 Magnet fixing bracket 62 Baffle plate / spacer plate

Claims (3)

[Claims] 1. An engine combustion improvement device installed in a fuel supply path from a fuel tank to an engine, comprising: a fuel passage in which a magnetic force directly acts on fuel; 15k
gf / cm ² or more, and the distance of the fuel passage is within a range in which the magnetic force of the fuel passage increases substantially in proportion to the decrease of the distance, and the time required for fuel to pass through the fuel passage is A combustion improvement device for an engine, which is set to 1.7 seconds or longer regardless of the operating condition of the engine. 2. A combustion improving device for an engine installed in a fuel supply path from a fuel tank to an engine, comprising: a fuel passage in which a magnetic force acts directly on fuel; Is greater than or equal to 0.20 kgf / cm ³ , and the distance of the fuel passage is within a range in which the magnetic force in the fuel passage increases substantially in proportion to the decrease in the distance. A combustion improvement device for an engine, wherein the time required to pass through the fuel passage is set to 1.7 seconds or more regardless of the operating conditions of the engine. 3. A combustion improving device for an engine installed in a fuel supply path from a fuel tank to an engine, comprising: a fuel passage in which a magnetic force acts directly on fuel, wherein the fuel passage affects a magnetism such as a ceramic ball. The gap between the fillers forms the fuel passage, and the magnetic force per area in the fuel passage is divided by the distance of the fuel passage. The value corrected based on the volume of 0.20 kgf
/ Cm ³ or more, and the distance of the fuel passage is within a range where the magnetic force in the fuel passage increases substantially in proportion to the decrease in the distance, and the time required for fuel to pass through the fuel passage is A combustion improvement device for an engine, which is set to 1.7 seconds or longer regardless of the operating condition of the engine.