JP2006125407A - Device for misting intake air with water in internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To make exhaust gas pollution-free without deteriorating engine performance by achieving improvement at low cost. <P>SOLUTION: This misting device 7 injects mist of water (combustion temperature reducing liquid) into intake air in an engine. Water introduced from a water supply source through a pipe 21 is uniformly effused in an outer surface of a cylindrical porous member 23. Water effused from the porous member 23 is sent through a passage 25 between the porous member 23 and an inner cylinder 24 to be discharged from a discharge hole 27. Air introduced from an air supply source through a pipe 35 inward is sent through a passage 39 between the inner cylinder 24 and an outer cylinder 29 to be discharged from a discharge port 43. Mist of water is thus injected from the discharge hole 27 by water pressure and negative pressure phenomenon by air. Discharge quantity of water can be controlled by water pressure and air pressure. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a spray device for injecting a mist-like combustion temperature reducing liquid into intake air of an internal combustion engine in order to remove harmful substances such as NOx contained in exhaust gas of the internal combustion engine.

  Exhaust gas discharged from the engine contains harmful substances such as NOx, HC and black smoke, and the amount thereof is currently regulated by law. Therefore, all automobiles currently in circulation are taking measures to clear exhaust gas regulations. However, recently, the necessity of environmental protection on a global scale has been screamed, and in view of the future increase in automobiles, ships, etc., it is considered that further regulations exceeding the current standards are necessary. However, it is not easy to modify the current legal system, and it may lead to an increase in the cost of vehicles and the like due to exhaust gas regulations, and voluntary countermeasures by manufacturers tend to be delayed. In particular, the so-called specially-equipped vehicles such as fire trucks, dump trucks, and concrete mixer trucks are custom-made and expensive, and the same ones may be used for several decades. For this reason, the engine of this kind of specially equipped vehicle has a problem that it is necessary to maintain the engine frequently in order to conform to the current exhaust gas regulations, and it is costly to maintain the vehicle.

  The present invention has been made in view of such problems, and is an improvement in low-cost, and can eliminate the pollution of exhaust gas without impairing engine performance. An object is to provide a spraying device. Another object of the present invention is to provide a spray device for making pollution-free of exhaust gas that can be easily attached to an internal combustion engine such as a vehicle or ship currently used at a maintenance shop or the like.

  The present invention is different from the conventional exhaust gas countermeasures in which the exhaust gas is treated with a catalyst or the like to make it pollution-free, so that the exhaust gas does not contain harmful substances by adding measures at the stage of combustion. is there. That is, the spray device according to the present invention is mounted in a liquid supply source for supplying a combustion temperature reducing liquid mainly composed of water, an air supply source for supplying air, and an intake-side manifold of an internal combustion engine. A spray device main body for introducing a combustion temperature reducing liquid and air from the air source and the air supply source, respectively, and spraying the mist-like combustion temperature reducing liquid into the intake air of the internal combustion engine, A buffer member for uniformly leading the combustion temperature reducing liquid introduced from the liquid supply source to the outside, and a passage for the combustion temperature reducing liquid disposed between the buffer member and surrounding the buffer member, and the tip A passage for the air introduced from the air supply source is formed between the inner cylinder formed with the discharge hole for the combustion temperature reducing liquid and the inner cylinder disposed so as to surround the inner cylinder; The inner cylinder discharge And characterized in that comprising an outer tube which forms a discharge port of the air for generating the direction of air flow for discharging the combustion temperature reduces liquid from.

  If water vapor is included in the intake air of the internal combustion engine, harmful substances in the exhaust gas, particularly NOx, is reduced. This is because the combustion temperature of the internal combustion engine is reduced by the spraying of water vapor, thereby increasing the combustion time. Further, combustion efficiency is increased by oxygen contained in the water vapor, thereby reducing CO and reducing diesel knock. According to the experiments of the present inventor, in order to effectively remove harmful substances in the exhaust gas without reducing the combustion efficiency of the internal combustion engine, mist-like water having a uniform predetermined particle diameter is removed from the exhaust amount of the internal combustion engine. It has been confirmed that it is necessary to supply the air into the intake air at a predetermined discharge amount per unit time according to the above.

  According to the spray device of the present invention, the combustion temperature reducing liquid mainly composed of water introduced from the water supply source is uniformly led out of the buffer member and discharged from the discharge hole of the inner cylinder through the liquid passage. Is done. At this time, the buffer member acts so as not to concentrate the hydraulic pressure on the discharge hole. For this reason, a uniform and continuous liquid flow having a predetermined diameter determined by the diameter of the discharge hole is discharged from the discharge hole. On the other hand, the air introduced between the inner cylinder and the outer cylinder generates an air flow in a direction in which the liquid is discharged from the discharge hole of the inner cylinder.

  Thereby, the liquid in the discharge hole is discharged in the form of a mist from the discharge port to the tip due to the liquid pressure and the negative pressure phenomenon near the discharge port due to the air flow. The diameter of the droplets discharged at this time is controlled by the diameter of the discharge holes, and the discharge amount is controlled by the hydraulic pressure, the air pressure, and the like. Therefore, by appropriately setting these values, it is possible to obtain an appropriate spray discharge amount corresponding to the exhaust amount. As a result, it is possible to take an appropriate exhaust gas countermeasure without reducing the combustion efficiency of the engine. Here, as the combustion temperature reducing liquid, water, water containing methanol, or the like can be used. According to the present invention, only the main part of the spraying device is disposed so that the discharge port faces the intake air supply path of the engine, so that the cost can be improved.

As the buffer member in the present invention, for example, a cylindrical porous body that allows the combustion temperature reducing liquid to ooze out uniformly on its outer surface can be used. The buffer member has a discharge hole formed at the tip thereof, discharges the combustion temperature reducing liquid from the discharge hole, introduces air into the space between the buffer member and the inner cylinder, and discharges from the discharge hole. An air-fuel mixture of the temperature reducing liquid and the introduced air may be discharged into a passage between the inner cylinder. In this case, the hole diameter of the discharge hole formed in the buffer member is set to be equal to or smaller than the hole diameter of the discharge hole formed in the inner cylinder, and the introduction pressure of the combustion temperature reducing liquid is set to P ₀ , between the buffer member and the inner cylinder. When P ₁ the introduction pressure of the air introduced into the space, the introduction pressure of the air introduced into the space between the inner cylinder and the outer cylinder and P _2, is set to P ₁ <P ₀ <P ₂ It is desirable. By setting in this way, a mist-like combustion temperature reducing liquid having a finer particle size can be discharged.

  In addition, when the tank which accommodates combustion temperature reduction liquid is installed in the position higher than this spraying apparatus, it is possible that combustion temperature reduction liquid flows out from a discharge hole at the time of a stop of a spraying apparatus.

  Therefore, if the buffer member is provided with a valve for leading the combustion temperature reducing liquid to the outside when the introduction pressure of the combustion temperature reducing liquid exceeds a predetermined pressure, the valve can be closed at the time of stoppage. Such problems can be prevented. When this apparatus is mounted on an automobile, it is desirable to use small and light diaphragm-type first and second pumps as the supply source of the combustion temperature reducing liquid and compressed air to the spraying device body. In this case, an inverter that converts direct-current power from the automobile battery into alternating-current power may be used, and the diaphragm pump may be driven by the alternating-current power output from the inverter.

  When the compressed air from the first pump is configured to supply the combustion temperature reducing liquid from the tank to the spraying device main body, the pressure near the compressed air introduction part of the tank increases, and the spraying is effected immediately after the device is stopped due to this pressure. Although it is conceivable that the liquid from the tank leaks into the apparatus main body, in this case, the output side of the first pump and the second pump are connected by a bypass path, and the output of the first pump is stopped when the apparatus is stopped. The pressure on the side may be released to the output side of the second pump.

  In particular, when starting the engine in a cold region or cold, it is desirable not to introduce the combustion temperature reducing liquid into the manifold until the engine is warmed up. In this case, a means for delaying the power supply to the spraying device to be started by starting the engine for about 3 to 5 minutes is provided, and the spraying operation is started after a predetermined time for the engine to warm up from the start of starting the engine. You can do that.

As described above, according to the present invention, an appropriate spray discharge amount corresponding to the exhaust amount can be obtained, and an appropriate exhaust gas countermeasure can be taken without reducing the combustion efficiency of the engine. Further, according to the present invention, since the main part of the spraying device is merely disposed so that the discharge port faces the intake air supply path of the engine, there is an effect that the cost can be improved.

BEST MODE FOR CARRYING OUT THE INVENTION

  Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings.

  FIG. 1 is a view showing an embodiment in which the spray device of the present invention is applied to a diesel engine. The air introduced into the intake side manifold 3 via the air cleaner 1 and the bellows type connecting hose 2 is distributed to each cylinder 5 of the engine body 4 via an intake valve (not shown) and injected into the cylinder 5. It is used for combustion. Exhaust gas from each cylinder 5 is discharged to the outside through an exhaust side manifold 6 from an exhaust valve (not shown). A spray device main body 7 for injecting water as a mist-like combustion temperature reducing liquid into the air in the manifold is mounted in the vicinity of the connection portion with, for example, the connection hose 2 inside the intake side manifold 3. The spraying device body 7 is supplied with water 9 contained in a tank 8 by a pump 10 and air from a pump 11. These pumps 10 and 11 are driven by the outputs of inverters 12 and 13 that convert a DC 12V or 24V power supply voltage supplied from a vehicle battery (not shown) into AC power. The spray device main body 7, the tank 8 containing water, the pumps 10 and 11, and the inverters 12 and 13 constitute the spray device of the present invention.

  FIG. 2 is a longitudinal sectional view showing a main part of the spraying device main body 7. The pipe 21 is used to introduce water into the inside, and is supported on the support cylinder 22 by a method such as press fitting. The distal end of the pipe 21 is connected to a proximal end portion of a cylindrical porous body 23 whose distal end is closed. The porous body 23 is formed with a large number of holes having a diameter of 10 to 20 μm, for example, and is fixed to the inside of the support cylinder 22 by a method such as adhesion. The buffer member 20 is configured by the pipe 21, the support cylinder 22, and the porous body 23. An inner cylinder 24 is disposed outside the porous body 23 so as to surround the porous body 23. A cylindrical water passage 25 is formed between the inner peripheral surface of the inner cylinder 24 and the outer peripheral surface of the porous body 23. A nozzle portion 26 having a tip protruding in a conical shape is formed at the tip of the inner cylinder 24. A water discharge hole 27 of 0.4 to 0.6 mm, for example, is formed at the center position of the nozzle portion 26. Further, the proximal end side of the inner cylinder 24 is liquid-tightly supported on the outer peripheral surface of the support cylinder 23 via an O-ring 28.

  An outer cylinder 29 is disposed on the outer side of the inner cylinder 24 so as to surround the inner cylinder 24. The outer cylinder 29 includes a tubular member 30, a proximal cap 31 that is press-fitted into the proximal end thereof, and a distal end cap 33 that is coupled to the distal end side of the tubular member 30 with a screw 32. An annular air introduction chamber 34 is formed between the proximal end of the cylindrical member 30 and the proximal end cap 31, and a pipe 35 for introducing air is provided so that the distal end faces the air introduction chamber 34. It is fixed to the end cap 31 by a method such as press fitting. The base end cap 31 is coupled to the base end portion of the support tube 22 by a screw 36. An O-ring 37 for keeping the air introduction chamber 34 airtight is mounted between the base end cap 31 and the support tube 22.

  A spiral groove 38 is formed on the outer peripheral surface of the proximal end of the inner cylinder 24, and is formed by the air introduction chamber 34, the inner peripheral surface of the cylindrical member 30, and the outer peripheral surface of the inner cylinder 24 via the spiral groove 38. A cylindrical air passage 39 is communicated. A similar spiral groove 40 is formed on the outer peripheral surface of the tip of the inner cylinder 24, and the passage 39 and the air passage 41 inside the tip of the outer cylinder 29 communicate with each other through the spiral groove 40. The inner center portion of the tip cap 33 is formed in a conical shape along the conical nozzle 26, and a conical gap 42 of 0.4 to 0.6 mm is formed therebetween. A mist-like water discharge port 43 is formed at the central portion of the tip cap 33 which corresponds to the apex of the conical gap 42. An O-ring 44 for keeping the passage 41 airtight is also mounted between the tip cap 33 and the cylindrical member 30.

  Next, operation | movement of the spraying apparatus comprised in this way is demonstrated.

  When the pumps 10 and 11 are operated to introduce water and air into the pipes 21 and 35, respectively, water is introduced into the porous body 23 from the pipe 21, and the porous body 23 is shown by solid line arrows in the figure. Water exudes evenly across the surface of the surface. This water is discharged from the discharge hole 27 of the nozzle portion 26 toward the discharge port 43 through the passage 25. At this time, the porous body 23 acts as a buffer material for preventing the water pressure from being concentrated on the discharge holes 27. For this reason, a uniform and continuous water flow having a diameter of 0.4 to 0.6 mm is discharged from the discharge hole 27.

  On the other hand, the air introduced from the pipe 35 into the air introduction chamber 34 is introduced into the passage 39 via the spiral groove 38 and further introduced into the passage 41 via the spiral groove 40 as indicated by a dotted arrow in the figure. . The air introduced into the passage 41 is discharged from the discharge port 43 through the conical gap 42. At this time, the spiral grooves 38 and 40 function as cushioning materials that absorb fluctuations in air pressure.

  FIG. 3 is an enlarged view showing the vicinity of the discharge port 43. The water in the discharge hole 27 protrudes vigorously from the discharge port 43 to the tip due to the water pressure and the negative pressure phenomenon in the vicinity of the discharge port 43 due to the air flow. The diameter of the water droplet 44 protruding at this time is controlled by the diameter of the discharge hole 27 and is about 0.05 mm or less. Accordingly, mist-like water in which the diameter of the water droplet is uniformly controlled is sprayed from the discharge port 43.

  According to this spraying device 7, the discharge amount of mist-like water can be set to an arbitrary value by controlling the water pressure and the air pressure. Further, since the tip cap 33 is coupled to the cylindrical member 30 by the screw 32, the size of the conical gap 42 can be adjusted by adjusting the position of the tip cap 33 back and forth. Thereby, the flow rate of the air of the discharge port 43 can be controlled, and the discharge amount of water can also be adjusted by this.

  Now, if the consumption of water per unit time with respect to the fuel consumption per unit time of the engine is called a water-fuel ratio, according to the experiments of the present inventors, this water-fuel ratio is preferably about 5 to 10%. It has been confirmed. For example, if the fuel consumption per unit time of an engine with a displacement of 3 liters is 1 liter (during idling), the water consumption to be consumed per unit time is 50 to 100 cc. Therefore, the most suitable discharge amount can be obtained by making it possible to switch the capacities of the pumps 10 and 11 according to the displacement of the engine and obtaining an appropriate amount of water consumption according to the displacement. Can do. Further, since the fuel consumption varies depending on the engine speed, the water / fuel ratio can be changed regardless of the engine speed by switching the capacities of the pumps 10 and 11 stepwise or continuously according to the engine speed. May be always controlled to be constant.

  The spray device of this example was attached to a diesel engine having a total displacement of 2.771 liters, and the operation was performed with the water consumption per unit time set to 1500 cc, and NOx, CO, and HC were measured for each of the six modes. . The results are shown in Table 1. For comparison, Table 2 also shows the measurement results in a state where the spraying apparatus is not operated (comparative example).

  As is apparent from the above measurement results, according to the present embodiment, the NOx reduction effect that is most desired to be reduced as exhaust gas is extremely high at about 20% during idling and 14-28% during running, and the engine load. In modes 4 and 6 where the rate is high, a CO reduction effect was also observed. In addition, HC (hydrocarbon), which is an unburned gas, was also found to have a reduction effect in mode 4 under high load.

  FIG. 4 is a diagram illustrating another configuration example of the spraying device main body 7. The difference between this embodiment and the embodiment shown in FIG. 2 is the configuration of the buffer member. The buffer member 50 of this embodiment is configured as follows. The support cylinder 52 into which the pipe 51 is press-fitted at the base end has a water passage 53 formed therein, and a cylindrical member 54 is supported at the tip by a screw 55. The cylindrical member 54 has a partition 58 for forming cylindrical spaces 56 and 57 at both inner ends, and the cylindrical space 56 on the distal end side is closed by a cap 60 in which a screw 59 is formed. A hole 61 is formed in the partition 58 of the cylindrical member 54, and a rivet-shaped valve 62 is slidably mounted in the hole 61. The conical tip of the valve 62 faces the cylindrical space 57 and closes the water passage 53 at the tip of the support tube 52 when protruding. The base end of the large diameter of the valve 62 is biased in a direction in which the valve 62 always projects by a spring 63 mounted in the cylindrical space 56. In addition, a plurality of discharge holes 64 that communicate the outer peripheral surface and the cylindrical space 57 are formed radially on the proximal end side of the cylindrical member 54.

  In this embodiment, if the water pressure of the water introduced into the passage 53 of the support cylinder 52 through the pipe 51 by operating the pump 10 exceeds a certain level, the valve 62 opens by overcoming the spring pressure of the spring 63. Then, water is introduced into the cylindrical space 57, and water is led out to the passage 25 through the discharge hole 64. At this time, the cylindrical space 57 and the discharge hole 64 function as a buffer member that keeps the water outlet pressure uniform. On the other hand, in the state where the pump 10 is not operating, even if the tank 8 is installed at a higher position than the spraying device body 7, the pressure of water introduced into the passage 53 is smaller than the spring pressure of the spring 63. The valve 62 remains closed and water is prevented from flowing into the passage 25.

FIG. 5 is a view showing still another embodiment of the buffer member of the spraying device body 7. The buffer member 70 of this embodiment is configured to introduce a mixture of water and air into the passage 25. That is, a water passage 72 and an air passage 73 are formed in the support cylinder 71, and pipes 74 and 75 are coupled to the proximal end side by a method such as press fitting so as to communicate with these passages 72 and 73, respectively. Has been. A nozzle 76 is coupled to the tip of the support cylinder 71 by a screw 77 so as to communicate with the water passage 72. The tip of the nozzle 76 is formed in a conical shape, and a discharge hole 78 is formed at the center thereof. The air flow discharged from the air passage 73 of the support cylinder 71 is directed toward the tip of the nozzle 76.
According to this embodiment, the water introduced from the pipe 74 into the passage 72 is discharged into the space 79 inside the inner cylinder 24 from the discharge hole 78 at the tip of the nozzle 76, and the space 79 via the pipe 75 and the passage 73. The air is mixed with the air discharged to form an air-fuel mixture. This air-fuel mixture is discharged from the discharge hole 27 of the inner cylinder 24. Now, assuming that the hole diameter of the discharge hole 78 of the nozzle 76 is d ₁ and the hole diameter of the discharge hole 27 of the nozzle portion 26 is d ₂ , d ₁ ≦ d ₂ (for example, d ₁ = 0.3 mm, d ₂ = 0.5 mm). It is desirable to set to. With this setting, since the particle size of the air-fuel mixture generated by the nozzle 76 is smaller than the hole diameter of the discharge hole 27 of the nozzle portion 26, the air-fuel mixture passes through the discharge hole 27 smoothly, which is very This is because a fine mist is formed.

Further, if the pressure of water introduced into the passage 72 is P ₀ , the pressure of air introduced into the passage 73 is P ₁ , and the pressure of air introduced into the passage 39 is P ₂ , then P ₁ <P ₀ <P Adjust each pressure to be ₂ . Thereby, since the air-fuel mixture in the space 79 contains sufficient moisture and the pressure in the space 79 does not become higher than the passage 39 on the outer side, the negative pressure action of the discharge port 43 works sufficiently, A very fine mist of water with a controlled particle size will be sprayed.

In each of the above examples, water was used as the combustion temperature reducing liquid sprayed on the intake air. However, when about 5 to 10% methanol (CH ₃ OH) is contained in the water, the combustion efficiency is further increased. By increasing the combustion time, the instantaneous combustion temperature is reduced, thereby reducing black smoke, and the NOx reduction effect is further increased. Further, the example in which the present invention is applied to a diesel engine has been described above, but the present invention can also be applied to a gasoline engine. In the case of a gasoline engine, the exhaust gas at the time of acceleration is considered to be the most problematic, so the water / fuel ratio may be set based on the fuel consumption at the time of acceleration.

  Next, specific examples of the pumps 10 and 11 and the inverters 12 and 13 suitable for this apparatus will be described with reference to FIGS.

  6A is a top view of the diaphragm pump 10 (11) in which the inverter 12 (13) is built in the same case, and FIG. 6B is a side view of the same. A T-shaped support member 82 is fixed to one end side of the rectangular plate 81 when viewed from above. The support member 82 is partitioned at the center by a partition wall 83, and two air introduction chambers 84 a and 84 b are formed through the partition wall 83. Diaphragms 85a and 85b made of a flexible member such as rubber are disposed to face each other at portions extending in the longitudinal direction of the plate 81 of the support member 82 so as to block the air introduction chambers 84a and 84b, respectively. Key-type arm supports 86a and 86b project from one side surface of the support member 82, and the arms 88a and 86b are provided with arms 88a and 86b via rubbers 87a and 87b, which are flexible members. One end of 88b is held. The arms 88a and 88b are connected to the central protrusions of the diaphragms 85a and 85b at the center, and high magnetic bodies 89a and 89b such as ferrite are fixed to the other ends.

  The plate 81 is provided with a hole 90 communicating with the air introduction chambers 84a and 84b. Air is introduced into the air introduction chambers 84a and 84b through the hole 90 and a valve 91 disposed on the air introduction chambers 84a and 84b side. It can be introduced. On the other hand, air extraction ports 92a and 92b for extracting compressed air from the air introduction chambers 84a and 84b are provided on the front surface on one end side of the support member 82. From the air extraction ports 92a and 92b, pipes 93 and tubes 94 are provided. The air is taken out to the outside.

  On the other hand, a transformer 95 is disposed on the other end side of the plate 81. The transformer 95 includes an E-type core 96 and a coil 97 wound around the E-type core 96. The open end side of the E-type core 96 is close to the high magnetic bodies 89a and 89b fixed to the tips of the arms 88a and 88b described above. Thus, the plate 81 is fixed to the plate 81 by means (not shown) so as to face each other. On the opposite side of the transformer 95 from the pump 10, a circuit board of the inverter 12 is disposed via a shield plate 98.

  According to this configuration, when AC power is supplied from the inverter 12 to the transformer 95 via a lead wire (not shown), the magnetic flux in the magnetic loop composed of the E-type core 96 and the high magnetic bodies 89a and 89b is periodically generated. Since the high magnetic bodies 89a and 89b are periodically pulled from the outer projecting end of the E-shaped core 96, the arms 88a and 88b swing symmetrically in synchronization with the AC power cycle. Accordingly, the diaphragms 85a and 85b are periodically reciprocated, so that air is introduced into the air introduction chambers 84a and 84b through the holes 90 and the valves 91 of the plate 81 and is introduced into the air introduction chambers 84a and 84b. The air thus taken out is taken out through the air outlets 92a and 92b and supplied to the spraying device main body or tank through the pipe 93 and the pipe 94.

According to the pump configured in this way,
(1) Since it is a diaphragm type, it is smaller and lighter than a cylinder type, and is easy to mount in an automobile or the like.

  (2) Since the inverter and the transformer are integrated, they can be driven by a DC power source and are suitable for automobiles.

(3) If the air introduction chamber is separated into two as described above, even if one pump stops functioning due to dust or the like, it can be operated by the other pump.
There is an effect. As a measure for preventing the introduction of dust, a method such as attaching a filter to the air inlet of the case housing the above-described mechanism is effective.

  As described above, this pump is responsive to the inverter (12) for converting DC power to AC power, the transformer (95) driven by the inverter (12), and the excitation operation of the transformer (95). The present invention includes a swinging member (88a, 88b) that swings and a diaphragm (85a, 85b) that is driven in conjunction with the swinging member (88a, 88b) to generate compressed air. It is effective not only for use in spraying devices, but also for portable use as a battery-powered device.

  FIG. 7 is a circuit diagram showing an example of the inverter 12 (13). This inverter is a device commutation type full-bridge inverter using bipolar transistors. That is, a 12V or 24V DC voltage supplied from a DC power source such as an automobile battery is a three-terminal regulator 104 having stabilizing capacitors 103 and 104 connected to the input / output terminals via a power switch 101 and a resistor 102. For example, it is stabilized at DC5V.

  The DC voltage stabilized by the three-terminal regulator 105 is supplied to the oscillation circuit 106 described below. That is, the stabilized DC voltage is input to one input terminal of the NAND gate 108 via the resistor 107. Two-stage inverters 109 and 110 are connected to the output side of the NAND gate 108, and the output of the inverter 110 is fed back to the other input terminal of the NAND gate 108 via the variable resistor 111 and the resistor 112. A capacitor 113 is connected between the connection point of the resistors 111 and 112 and the connection point of the inverters 109 and 110. Since the potential at the other input terminal of the NAND gate 108 varies in a cycle determined by the time constant of the variable resistor 111 and the capacitor 113, an AC voltage is output from the output terminal of the NAND gate 108. The frequency can be adjusted by the variable resistor 111. The series circuit of diodes 114 and 115 connected to the input terminal of the oscillation circuit 106 is for backflow prevention.

  On the other hand, the battery voltage introduced through the power switch 101 is stabilized by the capacitor 121 and supplied as power to the transistors 123, 124, 125, and 126 constituting the full bridge circuit 122. A variable resistor 127 for current limitation is connected to the ground side of the full bridge circuit 122. The output from the oscillation circuit 106 is input to the bases of the transistors 124 and 125 among the four transistors 123 to 126, and the output of the oscillation circuit 106 is inverted by the inverter 128 to the bases of the transistors 123 and 126. Output is being input. The coil 97 of the transformer 95 described above is connected between the connection point of the transistors 123 and 124 and the connection point of the transistors 125 and 126. The diodes 129, 130, 131, and 132 connected in the reverse direction between the collectors and emitters of the transistors 123 to 126 are provided to prevent reverse voltage.

  According to this circuit, the transistors 123 and 126 and the transistors 124 and 125 are alternately turned on and off by the oscillation output from the oscillation circuit 106, so that an alternating current flows through the coil 97 of the transformer 95, thereby reciprocating the diaphragms 85a and 85b. It can be driven. The amount of compressed air generated by the diaphragms 85a and 85b is an optimum value by adjusting the oscillation frequency by the variable resistor 111 of the oscillation circuit 106 or by adjusting the value of the current flowing in the coil 97 by the variable resistor 127 of the full bridge circuit 122. Can be set to In particular, the appropriate water amount is preferably set to be large for an engine with a large displacement and small for an engine with a small displacement. In the system described above, the amount of water decreases when the amount of air increases, and the amount of water increases when the amount of air decreases. Therefore, the appropriate amount of water can be adjusted only by adjusting the amount of air. Therefore, according to this system, it is possible to adjust the appropriate water amount only by electrical adjustment.

  In the above embodiment, the inverter and the pump are integrated, but the inverter and the pump may be separated. In this case, one inverter can be shared by two pumps. In the configuration shown in FIG. 1, the pressure between the emission end side of the first pump 10 and the tank 8 is expected to be sufficiently high during operation of the apparatus. For this reason, it is expected that immediately after the operation is stopped, water is supplied from the tank 8 to the spraying device main body 7 due to the pressure of the portion, and the water leaks into the manifold 3. When such a phenomenon occurs, it is desirable to connect the output side of the pumps 10 and 11 by a bypass path 14 as indicated by a dotted line in the figure. By configuring in this way, the compressed air between the pump 10 and the tank 8 immediately after the operation is stopped is exhausted from the spraying device body 7 into the manifold 3 through the bypass path 14. Can be prevented.

  It should be noted that it is desirable not to supply water vapor into the manifold until the engine warms up at the start of the engine, particularly in cold districts and in cold weather. In this case, for example, as shown in FIG. 8, the DC voltage supplied from the battery 132 via the start switch 131 is detected by the voltage detector 133, and this detection signal is detected by the delay circuit 134 for about 3 to 5 minutes. After the delay, the relay switch 135 is turned on to delay the timing at which power is supplied to the spray device 136. When the switch 131 is turned off, the output of the AND gate 137 immediately falls and the relay switch 135 is turned off, so that the operation of the spray device 136 is immediately stopped.

In the embodiment shown in FIG. 1, the spray device main body 7 is arranged in the intake side manifold 3. However, as shown in FIG. 9, for example, a bypass pipe 141 is provided in parallel with the intake side manifold 3, and this bypass pipe is provided. By installing the spray device main body 7 in 141, the attachment to the intake side manifold 3 can be further facilitated.
In the above-described embodiment, the vehicle-mounted engine has been described. However, it goes without saying that the present invention can be applied to internal combustion engines of various uses such as ships and various industrial machines.

It is a figure showing roughly the diesel engine concerning one example of the present invention. It is a longitudinal cross-sectional view which shows the detail of the spraying apparatus main body in FIG. It is an expanded sectional view of the nozzle part in FIG. It is a longitudinal cross-sectional view which shows the detail of the spraying apparatus main body which concerns on the other Example of this invention. It is sectional drawing which shows the detail of the spraying apparatus main body which concerns on the further another Example of this invention. It is the upper side figure and side view which show the structure of the pump applied to this invention. It is a circuit diagram of the inverter suitable for driving the pump. It is a block diagram which shows the spraying apparatus which concerns on the further another Example of this invention, and its drive circuit. It is a figure which shows the principal part of the diesel engine which attached the spraying apparatus which concerns on the further another Example of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Air filter, 2 ... Connection hose, 3 ... Intake side manifold, 4 ... Engine main body, 5 ... Cylinder, 6 ... Exhaust side manifold, 8 ... Spraying device main body, 8 ... Tank, 9 ... Water, 10, 11 ... Pump , 20, 50, 70 ... buffer member, 21, 35, 51, 74, 75 ... pipe, 22, 52, 71 ... support cylinder, 23 ... porous body, 24 ... inner cylinder, 25, 39, 41, 53, 72, 73 ... passage, 26 ... nozzle part, 27, 78 ... discharge hole, 28, 37, 44 ... O-ring, 29 ... outer cylinder, 30, 54 ... cylindrical member, 31 ... proximal cap, 32, 36, 55, 59, 77 ... screw, 33 ... tip cap, 34 ... air introduction chamber, 38, 40 ... spiral groove, 42 ... conical gap, 43, 64 ... discharge port, 56, 57 ... cylindrical space, 60 ... cap 62 ... Valve, 63 ... Spring, 76 ... Nozzle, 8 a, 85b ... diaphragm, 88a, 88b ... arm, 89a, 89b ... high magnetic body 95 ... transformer, 106 ... oscillation circuit, 122 ... full bridge circuit.

Claims (3)

An inverter that converts DC power supplied from a DC power source into AC power;
Diaphragm type first and second pumps driven by AC power output from the inverter;
A tank that introduces compressed air from the first pump and discharges a combustion temperature reducing liquid mainly composed of water;
An internal combustion engine comprising: a spraying device main body for introducing a combustion temperature reducing liquid and air from the tank and the second pump, respectively, and spraying the atomized combustion temperature reducing liquid into the intake air of the internal combustion engine. A spraying device for engine intake air.   2. An apparatus for spraying intake air of an internal combustion engine according to claim 1, wherein the output sides of the first and second pumps are connected by a bypass path.   The spray device for intake air of an internal combustion engine according to claim 1 or 2, further comprising means for preventing the spraying operation from starting until a predetermined time when the engine warms up after the start of the engine starts.

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