JP2001193584A - Engine performance improving device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the combustion efficiency, namely the fuel consumption which is sufficiently fit for practical application. SOLUTION: Two holders 9, 11 having magnets 5, 7 are installed to a part of a fuel pipe 3. When the holders are installed in the fuel pipe, the holders are combined with each other so that the installation surface of the fuel pipe is completely surrounded from the outside, and the respective magnets are arranged so that their opposite polarities face each other.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine performance improving device for use in general combustion equipment such as an internal combustion engine such as an automobile engine, a boiler, and an incinerator, which improves the combustion efficiency of fuel.

[0002]

2. Description of the Related Art Various proposals have been made to improve the combustion efficiency by applying some external stimulus to fuel.
For example, it applies an electric stimulus to the fuel, irradiates ultrasonic waves or far-infrared rays, or applies a magnetic force of a magnet. The invention of the present application relates to one using a magnet.

As this kind of technology, for example, Japanese Patent Application Laid-Open
No. 184456. This is a device in which a pair of magnets are arranged on a U-shaped connecting frame sandwiched between fuel pipes so that the same poles face each other. The magnetic field lines extending in the direction intersecting with the flow direction of the combustion fluid are guided again in the front-back direction of the flow using the repulsion of the magnetic force, so that the magnetic field extends in the front-back direction of the flow of the fluid. .

[0004] However, when the applicant re-tested this technique, the results were as shown in [0005] and [0006]. [0005] is [000] for gasoline vehicles.
6] shows an experimental result in the case of a diesel vehicle. These figures show how much the combustion efficiency of a vehicle equipped with the device described in the above [0003] (a homopolar vehicle) is improved as compared with a vehicle not equipped with such a device (a normal vehicle). From these results, although the same type of vehicle has a slight effect of improving the combustion efficiency with respect to the normal vehicle, the effect was not recognized to be sufficient. The test conditions of [0005] are the same as those described below ([0011]), and the test conditions of [0006] are the same as those described below ([0014]).

[0005] Combustion efficiency in the case of a gasoline-powered car Same polarity car () 5.3 km / l Normal car () 5.1 km / l Combustion efficiency (-/) About 4% improvement

[0006] Combustion efficiency in the case of diesel vehicles Homopolar vehicle () 6.8 km / l Normal vehicle () 6.5 km / l Combustion efficiency (-/) Improvement of about 5%

[0007]

SUMMARY OF THE INVENTION In view of the above, it is an object of the present invention to provide a device as described below to improve the combustion efficiency, that is, the fuel efficiency, sufficient for practical use.

[0008]

To achieve the above object, the engine performance improving apparatus according to the present invention has two holders each having a magnet mounted on a part of a fuel pipe, and each holder is mounted on the fuel pipe. At this time, the fuel pipes are combined so as to entirely surround the mounting surface of the fuel pipe from the outside, and the magnets are arranged so that the different polar faces face each other. Further, in the engine performance improving device according to the first aspect, the length of the magnet is 4 cm.
Further, in the engine performance improving device according to claim 1,
The magnetic flux density of the magnet is 1200 gauss.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, the present invention will be described in detail based on illustrated embodiments. As shown in FIGS. 1 and 2, the engine performance improving device 1 according to the present invention includes an inner holder 9 having magnets 5 and 7 sandwiching a fuel pipe 3 from above and below, respectively.
And an outer holder 11. The magnets 5 and 7 are arranged so that different polar faces face each other. The length of each magnet 5, 7 is designed according to the displacement of the engine. For example, a displacement of 3,0
In the case of an engine up to 00 cc, the length is 4 cm. When the displacement is larger than this, the lengths of the magnets 5 and 7 are increased. The thickness of each of the magnets 5 and 7 is, for example, 5 mm. The inner holder 9 and the outer holder 11 holding the magnets 5, 7 are combined so as to completely surround the mounting surface from the outside when mounted on the fuel pipe 3. The width of each of the holders 9 and 11 corresponds to the diameter of the fuel pipe 3. The magnitudes of the magnetic flux densities of the magnets 5 and 7 are such that they do not affect the flow of the fuel and do not influence the fuel flow, and that they contribute to the segmentation of the fuel. In this example, the magnitude is 1200 gauss. . The arrangement of the magnets 5 and 7 may be up and down or left and right across the fuel pipe 3. The polarities of the magnets 5 and 7 are N = S, S = N
Either may be used. In the figure, G is a gap between the inner holder 9 and the outer holder 11 and has a function of inserting the inner holder 9 into the outer holder 11 according to the diameter of the fuel pipe 3.

As shown in FIG. 3, the engine performance improving device 1 is mounted on a fuel pipe 3b (each cylinder in the case of a multi-cylinder cylinder) near the carburetor 13. That is, the fuel stored in the fuel tank 15 is sent by the fuel pump 17 to the carburetor 13 of the combustion cylinder via the fuel pipes 3a and 3b.

The combustion efficiency of the engine performance improving device 1 according to the present invention will be described. According to a test conducted by the applicant who traveled in a normal city area once a day from round trip (about 12 km) from Takada-cho, Kohoku-ku, Yokohama to Higashi-Terao, Tsurumi-ku, Yokohama, the following results were obtained. The test vehicle 1 is a vehicle equipped with the engine performance improving device 1 according to the present invention, and the test vehicle 2 is a normal vehicle not equipped with this device.

In the case of a gasoline-powered vehicle (Toyota Crown Model E-MS135) [Test conditions] Motor model 7M Maximum output 200 / 5600ps / rpm Cycle 4 Cylinder 6 Total displacement 2954 CC Transmission Automatic forward 4 speed Reduction ratio 4,100 Use Fuel Unleaded Premium Drive Wheel Tire Pressure (Standard) 1.9 kg / cm ² Drive Wheel Tire Pressure (Measured) 2.85 kg / cm ²

[Test results] Test vehicle 1 (vehicle equipped with the present invention) () 7.5 km / l Test vehicle 2 (normal vehicle 2) () 5.1 km / l Combustion efficiency (-/) Improvement of about 47%

In the case of a diesel vehicle (Mitsubishi Motors Delica model Q-P25W) [Test conditions] Motor model 4D56 cycle 4 cylinders 4 Total displacement 2470 CC Transmission Manual forward 5 speed Reduction ratio 3,909 Fuel used Light oil Drive wheel tire pressure (Standard) 2.2 kg / cm ² Drive wheel tire pressure (actual measurement) 2.2 kg / cm ²

[Test results] Test vehicle 1 (vehicle equipped with the present invention) () 8.3 km / l Test vehicle 2 (normal vehicle 2) () 6.5 km / l Combustion efficiency (-/) Improvement of about 28%

The above test results are considered as follows. That is, Bernoulli's theorem acts on fuel (gasoline) flowing at a constant potential velocity in the fuel pipe 3. Therefore, there is a portion where the engine performance improving device 1 is attached to a part of the fuel pipe 3 and a magnetic force acts as shown in FIG. Then, the fuel is disturbed here to generate a vortex, and as a result, the fuel molecules are fragmented (atomized). Thus, the contact area between the fuel and the air is increased, so that the combustion efficiency is improved.

The above test results are consistent with the following test data of the horsepower test and the automobile exhaust gas test by the Japan Automobile Transportation Technology Association. That is, Tables 1, 2 and 3,
Table 4 shows the results of the horsepower test of the vehicle equipped with the device of the present invention (test vehicle 1) and the vehicle not equipped with the device of the present invention (test vehicle 2). The test conditions are as follows. That is, the vehicle type E-BNR of the test vehicle
32GTR, motor model RB26, total displacement 2,56
0CC, dry bulb temperature 26.0 ° C, wet bulb temperature 26.0 ° C, atmospheric pressure 1009.0 hPa, and correction coefficient 1.044.

[0018]

[Table 1]

[Table 2]

[0019]

[Table 3]

[Table 4]

Table 5 is a comparison of Tables 1 and 2 with Tables 3 and 4.

[0021]

[Table 5]

Next, Tables 6 and 7 show Nippon Automobile
Of the automobile emission test (10 modes)
The results are shown. However, [Test vehicle specifications] car name Toyota, model E-MS135,
Chassis number MS135-032806 (Kawasaki 33-973)
6), Applications Passenger, 46,411 km running (Table 6)
/ 46,365km (Table 7), vehicle weight 1,640k
g, total vehicle weight 1,915 kg, test vehicle weight 1,7
50 kg, equivalent inertial weight 1,750 kg, motor model
7M maximum output 200 / 5600ps / rpm, size
Cru 4-cylinder 6, total displacement 2954 CC, transmission
 Automatic forward 4 stages, reduction ratio 4,100, fuel used
Lead-free premium, drive wheel tire pressure (standard)
9kg / cm^Two , Drive wheel tire pressure (actual measurement) 2.
85kg / cm^Two [Test equipment] Chassis dynamometer Horiba RDDY-
Model 4110, CVS device Horiba CVS-9100,
Outgas analyzer (idling exhaust gas test) HORIBA ME
XA-9400 type, (10 mode exhaust gas test)
MEXA-9400 type, collection amount 9.03m_Three / Min
(Table 6), 9.05m_Three / Min (Table 7). Ma
Normal no-load rotation speed (N) 700 rpm and ignition timing
10 ° / 700BTDC / rpm, carbon monoxide, etc.
Stop device is one three-way catalyst (genuine manufacturer), O _Two Sensor
(Manufacturer's genuine product) and one fuel injection type (-).

[0023]

[Table 6] Idling exhaust gas test [Test conditions] Test date October 29, 2011 Weather fine Indoor temperature 23.8C ° Cooling water temperature 87C
° Atmospheric pressure 752.6mmHg Lubricating oil temperature 90C
° 2.10 mode exhaust gas test [Test conditions] Test date October 29, 2011 Weather fine Test start time 14:25 End time 14:40
Min Dry-bulb temperature in test room 23.8C-24.0C ° Wet-bulb temperature in test room 17.8C-18.0C ° Relative humidity in test room 56% Atmospheric pressure in test room 752.6mmHg Fuel consumption 0.087l / cycle (7.6k
m / l) NOx humidity correction coefficient (KH) 0.990 Cooling water temperature 87C ° to 86C ° Lubricating oil temperature 90C ° to 90C ° Engine intake pressure equivalent to chassis dynamometer load 28.2kg (20km / h) 33.9kg (40 km / h) 43.4 kg (60 km / h) Exhaust pipe opening static pressure difference mmAq (40 km / h)

[0024]

[Table 7] Idling exhaust gas test [Test conditions] Test date October 29, 2011 Weather fine Indoor temperature 24.8C ° Cooling water temperature 88C
° Atmospheric pressure 753.9mmHg Lubricating oil temperature 92C
° 2.10 mode exhaust gas test [Test conditions] Test date October 29, 2011 Weather fine Test start time 11:25 End time 11:40
Min Dry-bulb temperature in test room 24.8C-24.0C ° Wet-bulb temperature in test room 18.2C-17.8C ° Relative humidity in test room 54% Atmospheric pressure in test room 753.9mmHg Fuel consumption 0.089l / cycle (7.5k
NOx humidity correction coefficient (KH) 0.986 Cooling water temperature 88C-86C Lubrication oil temperature 92C-92C ° Engine intake pressure equivalent to chassis dynamometer load 28.2kg (20km / h) 33.9kg (40 km / h) 43.4 kg (60 km / h) Exhaust pipe opening static pressure difference mmAq (40 km / h)

Table 8 shows a comparison between Table 6 and Table 7.

[0026]

[Table 8]

First, the improvement in fuel efficiency is nothing less than an increase in horsepower, resulting in an increase in the mileage. The results in Tables 1 to 5 confirm the theory of [0016].

Further, as the horsepower is increased, the fuel consumption is reduced, so that the exhaust gas is reduced (Tables 6 to 8). This also matches the data of [0026].

Further, the response from the low-speed rotation of the engine to the high-speed rotation is examined.
Means that the engine speed and horsepower (corrected horsepower) increase in parallel (Tables 1 and 2). On the other hand, the test vehicle 2 according to the comparative example once decreases in horsepower and then increases again (Tables 3 and 4). That is, the test vehicle 2 according to the comparative example has an engine speed of 460.
At 0 to 4900 RPM, it is extremely lower than before and after (the engine speed is 5600 RP
At M, both the test vehicle 1 according to the present invention and the test vehicle 2 according to the comparative example temporarily decrease, but this should be regarded as the uniqueness of the test vehicle). As described above, since the test vehicle 1 according to the present invention has good responsiveness, generation of exhaust gas which causes poor fuel economy is reduced.

As described above, according to the above embodiment, the combustion efficiency, that is, the fuel efficiency can be improved.

Next, Table 9 shows the results of experiments as to whether or not the lengths of the magnets 5 and 7 are peculiar. The experimental conditions were as follows: Vehicle type: Nissan Silvia Model S15 (2,000 CC class turbo vehicle), thickness of magnets 5, 7: 8 mm.

[0032]

[Table 9]

In the case where the apparatus (magnet) according to the present invention is not mounted on the test vehicle, the test pieces 1 to 6
Fig. 4 shows a case where the apparatus (magnet) according to the present invention is mounted while changing the length of each magnet. Specimen 1 has an output (hp) of 21
6.5 ps. On the other hand, specimens 2 to 4
Keeps output (horsepower) above 220ps,
The output (horsepower) of the specimen 5 and the specimen 6 is 220p
s is interrupted. In particular, the output of the specimen 6 is almost the same as that of the specimen 1. According to this result, in the case of a turbo car class of 2,000 CC, the length of the magnets 5 and 7 is 3 cm to 6 cm.
Position, for example, approximately 4 cm.

Next, Table 10 shows the results of experiments as to whether or not the thicknesses of the magnets 5 and 7 are peculiar. The experimental conditions were as follows: Vehicle type: Nissan Silvia model S15 (2000 CC turbo car), magnets 5, 7 length: 4 cm.

[0035]

[Table 10]

In the case where the apparatus (magnet) according to the present invention is not mounted on the test vehicle, the test pieces 1 to 5
Fig. 4 shows a case where the apparatus (magnet) according to the present invention is mounted with the thickness of the magnet changed. Specimen 1 has an output (hp) of 21
6.5 ps. On the other hand, specimens 2 to 5
Indicates that the output (horsepower) is 222.2 ps to 224.4 ps and the output (horsepower) is kept at 220 ps or more. Therefore, it is understood that the thickness of the magnets 5 and 7 does not significantly affect the increase in the output of the engine. In such a case, the magnets 5, 7
Since the magnet is mounted on the fuel pipe 3, the lighter the magnet weight, the more desirable.

The engine performance improving device 1 according to the present invention is not limited to the above embodiment. For example, the attachment site of the engine performance improving device 1 to the fuel pipe 3 is arbitrary. For example, it may be at the fuel pipe 3a. Further, the type of the prime mover to be applied is arbitrary, and is applicable not only to gasoline vehicles but also to diesel vehicles, and the type of displacement is also arbitrary. Further, the magnet can appropriately change the total amount of magnetic flux per unit area according to the displacement of the engine. Experience has shown that when the engine displacement is large, the lengths of the magnets 5 and 7 can be large.

[0038]

As described above, according to the engine performance improving device 1 of the present invention, the combustion efficiency, that is, the fuel efficiency can be improved.

[Brief description of the drawings]

FIG. 1 is a front sectional view showing an embodiment of an engine performance improving device according to the present invention.

FIG. 2 is a plan view of FIG.

FIG. 3 is an explanatory view showing a mounting position of the device of FIG. 1;

FIG. 4 is an explanatory diagram schematically showing a flow of lines of magnetic force when the apparatus of FIG. 1 is viewed from a right-side cross section.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine performance improvement device 3 Fuel pipe 5 Magnet 7 Magnet 9 Inner holder 11 Outer holder 13 Carburetor 15 Fuel tank 17 Fuel pump

Claims (3)

[Claims] 1. A fuel pipe comprising: two holders each having a magnet mounted on a part of a fuel pipe, wherein the holders are combined so as to completely surround a mounting surface of the fuel pipe from outside when mounted on the fuel pipe; The engine performance improving device according to claim 1, wherein the magnets are arranged so that different polar faces face each other. 2. The engine performance improving device according to claim 1, wherein the length of the magnet is 4 cm. 3. The engine performance improving device according to claim 1, wherein the magnitude of the magnetic flux density of the magnet is 1,200 gauss.