JP2015229392A - Static electricity removal device and method for the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve fuel economy of a vehicle.SOLUTION: A static electricity removal device includes: a first connection part electrically connected to an outer face of an intake pipe of an engine of the vehicle; a second connection part electrically connected to an outer face of an engine coolant passage pipe in the vehicle; a third connection part electrically connected to an outer face of an engine oil passage pipe in the vehicle; and first to third conductors for connecting the first to third connection parts with a negative terminal of a battery provided in the vehicle in parallel.

Description

  The present invention relates to a static eliminator and a method thereof.

  In the above technical field, Patent Document 1 discloses that one lead wire exposed from the tourmaline ceramic body is wired to the negative electrode terminal of the battery in order to improve the efficiency and stability of the performance of the engine, auxiliary equipment, and electronic parts. And the technique which attaches the other conducting wire to the metal part of a vehicle is disclosed.

  Patent Document 2 discloses a technique for removing counter electromotive force and static electricity generated between components of a fuel system, an intake system, and an exhaust system of an internal combustion engine. One end 20a of the wiring member is connected to the negative terminal 5a of the battery 5, the other end 20k is connected to the vehicle body, and the fuel system component 13, the intake system component 15, and the exhaust system component 16 are connected between the one end 20a and the other end 20k. In addition to the connection, a potential difference generator 30 for applying a predetermined potential difference is connected.

JP 2009-181694 A JP 2004-162580 A

Patent Document 1 uses a special tourmaline ceramic body and neutralizes static electricity between the negative terminal of the battery and the metal part of the vehicle in order to prevent electric shock. However, there was no improvement in fuel economy.
On the other hand, the technique described in Patent Document 2 aims to reduce harmful exhaust components, and makes the connection between exhaust system components and wiring materials an essential constituent requirement. In addition, the potential difference generator is an essential component. In paragraph 0026, “In general, there is an inherent potential difference between the engine and accessories, so this potential difference should be used as much as possible, and when this inherent potential difference becomes unavailable due to secular change, etc. You may make it utilize external electric power ". That is, the electric power of the battery is used to generate a potential difference between the components and supply current. Such a configuration would destroy the manufacturer's electrical design and should not be done without knowledge of electrical engineering. In addition, the total balance of the engine was lost, often resulting in performance degradation.

  The objective of this invention is providing the technique which solves the above-mentioned subject.

In order to achieve the above object, the static eliminator according to the present invention comprises:
A first connection portion electrically connected to an outer surface of an intake pipe of an engine in the vehicle;
A second connection portion electrically connected to an outer surface of an engine coolant channel pipe in the vehicle;
A third connection portion electrically connected to an outer surface of an engine oil passage pipe in the vehicle;
First to third conductors for connecting in parallel the first to third connection portions and a negative terminal of a battery provided in the vehicle;
Equipped with.

In order to achieve the above object, the static electricity removing method according to the present invention comprises:
An outer surface of an intake pipe of an engine in a vehicle, an outer surface of an engine coolant passage pipe in the vehicle, and an outer surface of an engine oil passage pipe in the vehicle, respectively, using first to third conductors, The battery is connected in parallel to a negative terminal of a battery provided in the vehicle.

  ADVANTAGE OF THE INVENTION According to this invention, the fuel consumption of a vehicle can be improved, without destroying the electrical balance in a vehicle.

It is a figure which shows the structure of the static eliminating device which concerns on 1st Embodiment of this invention. It is a figure which shows the structure of the static eliminating device which concerns on 2nd Embodiment of this invention. It is sectional drawing which shows the vicinity of the intake pipe with which the connection part which concerns on 2nd Embodiment of this invention was mounted | worn. It is a figure explaining the static electricity generation model inside the flow-path pipe | tube which concerns on 2nd Embodiment of this invention. It is a figure explaining the behavior model of the positive / negative charge at the time of applying the negative electric potential which concerns on 2nd Embodiment of this invention. It is a figure explaining the apparatus structure of the 1st comparative example which concerns on 2nd Embodiment of this invention. It is a figure explaining the apparatus structure of the 2nd comparative example which concerns on 2nd Embodiment of this invention. It is a table which shows the effect of the 2nd comparative example concerning a 2nd embodiment of the present invention. It is a figure explaining the apparatus structure of the 3rd comparative example concerning a 2nd embodiment of the present invention. It is a table which shows the effect of the 3rd comparative example concerning a 2nd embodiment of the present invention. It is a figure explaining the structure of the static eliminating device which concerns on 3rd Embodiment of this invention. It is a table which shows the comparative example for demonstrating the effect of the static eliminating device which concerns on 3rd Embodiment of this invention. It is a table which shows the comparative example for demonstrating the effect of the static eliminating device which concerns on 3rd Embodiment of this invention. It is a table which shows the effect of the static eliminating device which concerns on 3rd Embodiment of this invention. It is a table which shows the torque-up feeling and the fuel-consumption improvement rate in the various motor vehicles of the static eliminating device which concerns on 3rd Embodiment of this invention. It is a figure which shows the structure of the static eliminating device which concerns on 4th Embodiment of this invention. It is a figure which shows the structure of the static eliminating device which concerns on 5th Embodiment of this invention. It is a figure which shows the structure of the static eliminating device which concerns on 6th Embodiment of this invention. It is a figure which shows the effect of the static eliminating device which concerns on 5th Embodiment and 6th Embodiment of this invention.

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments for carrying out the present invention will be exemplarily described in detail with reference to the drawings. However, the configuration, numerical values, process flow, functional elements, and the like described in the following embodiments are merely examples, and modifications and changes are free, and the technical scope of the present invention is described in the following description. It is not intended to be limited.

[First Embodiment]
The structure of the static eliminating device 100 as 1st Embodiment of this invention is demonstrated using FIG. The static eliminator 100 includes connection portions 101, 102, 103 and conductive wires 104, 105, 106.
Connection unit 101 is electrically connected to the outer surface of intake pipe 151 of engine 152 in vehicle interior 150. Connection portion 102 is electrically connected to the outer surface of engine coolant passage pipe 153 in vehicle 150. Connection portion 103 is electrically connected to the outer surface of engine oil passage pipe 154 in vehicle 150. Conductive wires 104, 105, and 106 connect connection portions 101, 102, and 103 and a negative terminal of battery 155 provided in vehicle 150 in parallel.

  With the above configuration, static electricity generated in the vehicle can be efficiently and effectively removed, and the fuel efficiency of the vehicle can be improved.

[Second Embodiment]
A static eliminating device 200 according to a second embodiment of the present invention will be described with reference to FIG.

  The engine 210 in the vehicle includes a combustion chamber 211, a spark plug 212, a piston 213, a cylinder 214, and a crank mechanism 215. The spark plug 212 is connected to the ignition coil 230 via a conducting wire, and the ignition coil 230 is connected to the plus terminal 221 of the battery 220 via the conducting wire. In addition, although this embodiment demonstrates the example applied to the internal combustion engine which uses the spark plug 212, this invention is applicable also to a diesel engine.

  The combustion chamber 211 is connected to an air cleaner 241 via an intake pipe 242 made of an insulating material. Air taken in from the atmosphere is mixed with fuel supplied from a fuel tank (not shown) and introduced into the combustion chamber 211. An engine coolant circulation section 216 for cooling the combustion chamber 211 is provided on the outer periphery of the combustion chamber 211, and is connected to the radiator 251 via an engine coolant passage pipe 252 formed of an insulating material. In order to lubricate the crank mechanism 215 and the piston 213 and the cylinder 214 of the combustion chamber 211, an oil pump 261 is connected to the engine 210 via an engine oil passage pipe 262 made of an insulating material.

  The ignition plug 212 is connected to an ignition coil 230 that generates a high voltage by a conductive wire, and the ignition coil 230 is connected to a positive terminal 221 of the battery 220 by a conductive wire. Further, the negative terminal 222 of the engine 210 and the battery 220 is connected via a ground wire 223 so that the current of the spark plug 212 flows efficiently.

  The static eliminator 200 includes conductive bands 204, 205, and 206 and conductive wires 207, 208, and 209 as connection portions (clamps). The conductive band 204 is electrically connected to the outer surface of the intake pipe 242 of the engine 210. The conductive band 205 is electrically connected to the outer surface of the engine coolant channel tube 252. The conductive bands 204, 205, and 206 are made of metal having a predetermined width (for example, 14 mm) and thickness that covers the outer surfaces of the insulating intake pipe 242, the engine coolant passage pipe 252, and the engine oil passage pipe 262 over the entire circumference. It is a band. The conductive band 206 is electrically connected to the outer surface of the engine oil passage pipe 262. Here, the term “electrically connected” means that charges are movably connected. Conductive wires 207, 208, and 209 are formed of a low resistance material, and connect the conductive bands 204, 205, 206 and the negative terminal 222 of the battery 220 in parallel.

  FIG. 3 is a cross-sectional view showing the vicinity of the intake pipe 242 to which the conductive band 204 is attached. The engine coolant passage pipe 252 to which the conductive band 205 is attached and the engine oil passage pipe 262 to which the conductive band 206 is attached have the same configuration. explain. Note that combustion air flows at high speed inside the intake pipe 242 during engine operation.

  Hereinafter, the process of conceiving the configuration of the present embodiment will be described in order, and the operational effects obtained by the configuration will be described based on the obtained data.

  A major reason for lowering the fuel efficiency of an internal combustion engine is a reduction in engine efficiency due to static electricity inevitably generated in the internal combustion engine. Therefore, various countermeasures against static electricity as shown in the above patent document have been made. However, although the effects of countermeasures against static electricity are recognized to some extent, the results of improving the engine efficiency (improving fuel efficiency) have not been satisfactory.

  The reason for this is that the present inventor did not fully understand the behavior of static electricity generated in the internal combustion engine, and did not sufficiently take countermeasures against static electricity. I guessed.

  Therefore, the present inventor diligently conducts a running test with an actual vehicle to grasp the behavior of static electricity, and does not simply reduce (neutralize) static electricity generated unavoidably, but how to remove static electricity sufficiently effectively. I thought it was important to examine whether it was possible.

  The inventors have paid particular attention to the following four points in order to solve the problem of improving the fuel consumption of the internal combustion engine.

  It is known that a piston that reciprocates at high speed causes friction with the inner wall of the cylinder, thereby generating large static electricity. The generated static electricity causes electrostatic friction, which greatly reduces engine efficiency. Also, the generated static electricity (especially positive charge) has a problem of causing incomplete combustion in the combustion chamber. This incomplete combustion produces harmful pollutants and becomes a source of air pollution. The present inventor has noted that the main problem is the positive charge.

  On the other hand, in an internal combustion engine, air is taken in through an intake pipe and introduced into a combustion chamber as a mixed gas fuel. The high-speed fluid flowing through the intake pipe is easily charged with electricity (fluid charging phenomenon). In particular, in the case of an intake pipe formed of an insulating material, the air side is usually positively charged and the inner wall of the intake pipe is negative Take on. Air that is positively charged while passing through the intake pipe brings this positive electricity directly into the combustion chamber. The inventor has noted that positive electricity generated inside the intake pipe is directly introduced into the combustion chamber.

  Further, in an internal combustion engine, engine coolant is used to cool the engine body. This engine coolant is configured to circulate and cool the periphery of a combustion chamber that generates a high temperature. In the case of coolant as well as air, the inner wall of the engine coolant passage tube formed of an insulating material is negatively charged, and the coolant side is positively charged, as can be inferred from the charged train. Although this positive electricity is not directly introduced into the combustion chamber, the present inventor has paid attention to circulation around the periphery of the combustion chamber.

  Furthermore, engine oil is used in the engine body in order to reduce dynamic friction caused by high-speed reciprocation and high-speed rotation. Similarly, this engine oil also causes flow electrification, and the inner wall of the engine oil passage tube formed of an insulating material is negatively charged and the engine oil side is positively charged, as can be inferred from the charge train. The inventor has noted that positive electricity charged in engine oil is directly introduced into the engine body.

  It can be estimated that reducing the positive electricity in the combustion chamber as much as possible contributes to increasing engine efficiency. It can also be assumed that the positively charged coolant circulating around the combustion chamber affects the positive or negative electricity in the combustion chamber, which will lead to electrostatic friction and incomplete combustion.

  Therefore, based on the above four points, in order to solve the above-mentioned problems, only the static electricity generated in the engine main body and the three flow pipes that are the center of the internal combustion engine is focused.

  FIG. 4 is a diagram for explaining a static electricity generation model inside the flow channel tube. In FIG. 4, the intake pipe 242 is formed of an insulating material. Here, the description will be made using air as the fluid substance, but basically the same applies to the case of coolant and engine oil.

  When air flows in a pipe at high speed from the left side to the right side in the figure, a flow charging phenomenon is caused by friction between the pipe inner wall and gas. Usually, the inner wall of the tube is negatively charged and the air is positively charged. Since the phenomenon of generating positive charges and negative charges in the vicinity of the inner wall of the tube due to fluid friction continues, the inner wall side of the tube is always negatively charged. On the other hand, air is positively charged as a whole and moves rightward in the tube, so that positively charged particles move rightward. FIG. 4 schematically shows the charged state of the inner wall of the pipe and the flowing air with plus and minus signs.

  FIG. 5 is a diagram for explaining a static electricity removal model in the intake pipe 242. In FIG. 5, when the conductive band 204 connected to the ground by the conducting wire 207 is attached to the outer periphery of the intake pipe 242, the positively charged air flowing from the left side is covered with the conductive band 204. A negative charge is provided in the vicinity of the inner wall of the broken channel tube. Since the conductive band 204 is grounded to the ground, the inner wall of the intake pipe 242 formed of an insulating material, that is, a dielectric material is electrostatically induced so as to have a potential of zero.

  The positive and negative charge behavior models of FIGS. 4 and 5 are not particularly novel in electrostatic mechanics. However, the present inventor has focused on the following points from the viewpoint of using static electricity of the internal combustion engine. In other words, in the vicinity of the inner wall of the tube to which the conductive band 204 is attached, there is a possibility that negative charges are constantly injected into the flowing air side based on electrostatic induction. Further, since the inner wall of the tube downstream of the region where the conductive band 204 is attached is negatively charged, particles having negative charges in the air cannot immediately adhere to the inner wall of the downstream tube (the negative charge is neutralized). It can be inferred that the relaxation time will be longer). From the above, if a conductive band is used, there is a possibility that a certain amount of negative charge can be stably supplied to the air flowing through the flow channel tube.

  Therefore, in order to investigate the causal relationship between the wearing of the conductive band and the engine efficiency, it was decided to compare in detail the feeling of power up in various running tests using the conductive band. The vehicle type C of manufacturer 2 was used as a vehicle for the running test. The fuel is gasoline and the displacement is 2000cc.

  The battery's negative terminal is used to neutralize (discharge mitigation) static electricity generated by contact friction generated between the tire and the ground, flow friction caused by contact with air, and dynamic friction caused by high-speed mechanical motion generated in the vehicle. Is usually connected directly to the body.

  However, during the running test comparison, when the engine 210 was grounded at the negative terminal 222 of the battery and the conductive band 204 was directly connected to the body, the feeling of power-up was a determination that “there was a feeling of considerable improvement”. On the other hand, the engine 210 is grounded at the negative terminal 222 of the battery, but the feeling of power up when the conductive band 204 is directly connected to the negative terminal 222 without connecting the negative terminal to the body is “notable. It was judged that there was a sense of up. There was a clear difference in power-up feeling.

(First comparative example)
Therefore, the present inventor conducted a running test with a simple configuration in order to find the cause of this unique phenomenon. Hereinafter, a static eliminator 600 as a first comparative example of the present embodiment will be described with reference to FIG. The internal combustion engine is basically the same as the configuration described in FIG.

  In FIG. 6, two conductors 604 and 605 are drawn from a conductive band 204 attached to an intake pipe 242 in the internal combustion engine. Two conductive wires 606 and 607 are drawn out from the conductive band 205 attached to the engine coolant channel pipe 252. Two conductive wires 608 and 609 are drawn out from the conductive band 206 attached to the engine oil passage pipe 262, respectively. One of them is connected to the negative terminal 222 of the battery 220, the other one is connected to one of the 4Ω resistors 610, and the other is connected to the positive terminal 221 through a conducting wire 611. The minus terminal 222 is connected to an engine 210 (not shown). Since the 4Ω resistor 610 is used, a current of 4 A flows from the positive terminal 221 side (about 50 W). This current value may be considered as a normal current value in the vehicle being driven.

In this running test, neither torque nor fuel consumption was improved. The battery 220 has a potential of about 12V, and most of the voltage drop in the electric circuit is caused by the resistor 610. The resistance between the conducting wires 605, 607, and 609 and the minus terminal 222 is about 0.01Ω when calculated with a pure copper conducting wire, and the voltage drop due to each conducting wire is very small. Here, the conducting wire used for the running test is a BWF type copper wire (twist wire) manufactured by Metalcap (registered trademark), and the portion connected to the battery has a conductor cross-sectional area of 12 mm ² and is the portion connected to the clamp Is a conductor cross-sectional area of 1.5 mm ² .

  That is, the potentials of the conductive bands 204, 205, and 206 may be regarded as almost zero. It is difficult to understand that there is no power-up feeling if the potentials of the three connections are almost zero. This is because in the driving test in the configuration in which the engine 210 is grounded at the negative terminal 222 of the battery and the conductors 207, 208, and 209 are directly connected to the negative terminal (zero potential), the determination is “there is a noticeable up feeling”. It is.

  The present inventor considered the reason why there is no power-up feeling as follows. The amount of positive and negative charges generated in the channel tube depends on the substance flowing in the tube. Even a substance that is easily charged has a large current value flowing through the fluid of about milliamperes, usually about microamperes, and the current value is extremely small. In the running test in the present embodiment, a conductive wire 204, 205, 206 that targets a very small current is directly connected to a conducting wire through which a large current of 4A flows, and a large current of 4A is generated. It was speculated that the phenomenon that the behavior model of positive and negative charges as described in 5 did not apply was caused.

  If this assumption is correct, it can be explained that the power-up feeling when the three conductive bands are directly connected to the body and the power-up feeling when the three conductive bands are connected to the negative terminal 222 are clearly different. It is.

  As is well known, not only an internal combustion engine, but also a driving vehicle generates a large amount of static electricity due to contact friction between a tire and the ground, fluid friction due to the atmosphere, and dynamic friction due to high-speed mechanical motion. Therefore, a positive charge is usually accumulated in the body (however, in the case of tire friction, it depends greatly on the ground conditions such as desert, rainy road, snowy road, asphalt road). For this reason, in addition to vehicle interior earthing and body earthing, earthing for the ground is taken.

  When three conductive bands are directly connected to the body, a large amount of static electricity (positive charge) generated on the body side flows into the respective conductive band sides via the three conductors, and the conductive bands are thereby converted into the original ones. It can be inferred that the effect has been hindered. Furthermore, various high-frequency currents generated in the vehicle may propagate to the conductive band due to the skin effect, and the conductive band may not be able to produce the original effect due to the influence. For example, a high-frequency current generated in an alternator near the engine body is recalled.

  From the above considerations, when conducting electrostatic induction by attaching a conductive band to a flow path tube that generates minute positive and negative charges of an internal combustion engine, do not connect the conductive band side and the body side directly. It is effective to connect to the negative terminal of the battery. It is also effective to reduce the resistance of each conducting wire so that the current flowing through each conducting wire efficiently flows to the negative terminal side of the battery and to eliminate electrical interference between the wires. The application of the second embodiment has been made from the above consideration.

  Next, there is a problem of how to use the conductive band and what shape of the conductive band is optimal.

  Therefore, based on the results of the driving test according to the present embodiment, data on the feeling of power-up is obtained by combining the place where the conductive band is mounted from among three flow pipes (intake pipe, engine coolant flow pipe and engine oil flow pipe). Collected.

(Second comparative example)
FIG. 7 is a diagram for explaining a static eliminating device of a second comparative example of the present embodiment. In this example, the conductive band is attached to only one of the three flow pipes. The internal combustion engine is basically the same as the configuration described in FIG.

  7A shows a case where the conductive band 204 is attached only to the intake pipe 242. FIG. A conductive band 204 is attached to the intake pipe 242, and the conductive band 204 is connected to the negative terminal 222 of the battery 220 via a conductive wire 207. The engine coolant passage pipe 252 and the engine oil passage pipe 262 are not provided with conductive bands. FIG. 7B shows a case where the conductive band 205 is attached only to the engine coolant channel tube 252. The conductive band is not attached to the intake pipe 242 and the engine oil passage pipe 262. FIG. 7C shows a case where the conductive band 206 is attached only to the engine oil passage pipe 262. No conductive band is attached to the intake pipe 242 and the engine coolant passage pipe 252.

  FIG. 8 shows the results obtained by applying the static eliminator having the above three configurations to an internal combustion engine.

  In FIG. 8, the feeling of power-up is the most when it is attached to the intake pipe, and there is no change in the other two cases. According to the comparative test, the intake pipe is the most important of the three flow pipes. This is inferred from the charged train. Air is most likely to have a positive charge, the next is water-containing coolant, and the third is engine oil.

  As shown in FIG. 8, compared to the power-up feeling obtained when the conductive band was used alone, the power-up feeling when the three conductive bands were simultaneously attached to the three flow channel tubes was increased. Therefore, it was found that a synergistic effect can be achieved in the power-up feeling by simultaneously wearing the conductive band.

  These air cleaners, radiators, and oil pumps are three typical parts that are very likely to generate static electricity (although there are other places where static electricity is generated, the influence is small). Removing static electricity from each one is less effective because the static electricity generated in other parts is relatively increased. On the other hand, a large synergistic effect can be obtained by simultaneously removing static electricity from the three components. If there are three holes in the hose, if one is plugged, more water will leak from the other two, so the effect will be small, but if three are plugged together, the effect will be greater. In the same way as this, the effect of the present embodiment is enhanced by bringing the conductive connection portions into contact with the three flow path tubes of the air cleaner, the radiator, and the oil pump.

(Third comparative example)
FIG. 9 is a diagram for explaining a static eliminating device of a third comparative example of the present embodiment. In this example, a conductive band is attached to two of the three flow pipes. The internal combustion engine is basically the same as the configuration described in FIG.

  In FIG. 9, FIG. 9A shows a case where the conductive band is attached to two of the intake pipe 242 and the engine oil passage pipe 262. A conductive band 204 is attached to the intake pipe 242, and the conductive band 204 is connected to the negative terminal 222 of the battery 220 via a conductive wire 207. The engine oil passage pipe 262 is also provided with a conductive band 206, and the conductive band 206 is connected to the negative terminal 222 of the battery 220 via a conductive wire 209. On the other hand, the conductive band is not attached to the engine coolant passage pipe 252.

  FIG. 9B shows a case where the conductive bands are attached to the engine coolant passage pipe 252 and the engine oil passage pipe 262. A conductive band 205 is attached to the engine coolant passage pipe 252, and the conductive band 205 is connected to the negative terminal 222 of the battery 220 via a conductive wire 208. The engine oil passage pipe 262 is also provided with a conductive band 206, and the conductive band 206 is connected to the negative terminal 222 of the battery 220 via a conductive wire 209. On the other hand, no conductive band is attached to the intake pipe 242.

  FIG. 9C shows a case where the conductive bands are attached to the intake pipe 242 and the engine coolant passage pipe 252. A conductive band 204 is attached to the intake pipe 242, and the conductive band 204 is connected to the negative terminal 222 of the battery 220 via a conductive wire 207. A conductive band 205 is attached to the engine coolant passage pipe 252, and the conductive band 205 is connected to the negative terminal 222 of the battery 220 via a conductive wire 208. On the other hand, the conductive band is not attached to the engine oil passage pipe 262.

  The result of comparing the power-up feeling in the above three configurations is shown in FIG. According to FIG. 10, the power-up feeling was highest in the cases of FIGS. 9 (a) and 9 (c). Although it can be seen that the contribution of the intake pipe is high, the result of FIG. Moreover, in the case of FIG.9 (b), it turned out that a synergistic effect cannot be anticipated.

[Third Embodiment]
Next, a static eliminator according to a third embodiment of the present invention will be described with reference to FIG. FIG. 11 is a diagram for explaining the configuration of the conductive band of the static eliminator according to the present embodiment. The conductive band 1100 according to the present embodiment is different from the second embodiment in that the width is doubled. Since other configurations and operations are the same as those of the second embodiment, the same configurations and operations are denoted by the same reference numerals, and detailed description thereof is omitted. In the above running test, the width of the conductive band was 14 mm. It is expected that the effect of the conductive band is further increased by further widening this width.

  The results obtained by applying the conductive band having the above configuration to the internal combustion engine are shown in FIGS. FIG. 12 shows the result when two conductive bands are simultaneously attached to one flow channel tube.

  According to FIG. 12, when the two conductive bands are attached to the intake pipe 242, the power-up feeling is judged to be “feeling up”, and no power-up feeling is felt in the other two channel pipes. It was. That is, even if the width of the conductive band is doubled, the power-up effect is not doubled. This means that it is not necessary to increase the width of the conductive band. This is practically meaningful. Moreover, from the result of FIG. 12, it was confirmed that the electrostatic induction effect in the vicinity of the channel tube was already sufficiently obtained (close to the upper limit) by the conductive band having a width of 14 mm.

  FIG. 13 shows the result when two conductive bands are simultaneously attached to two flow channel tubes. According to FIG. 13, when the simultaneous attachment place is the intake pipe 242 and another one flow pipe, the feeling of power-up was great. On the other hand, when the engine coolant passage pipe 252 and the engine oil passage pipe 262 are installed simultaneously, the feeling of power-up is not large. When this result is compared with the result of FIG. 10, there is no significant change. That is, the effect of the conductive band means that a width of about 14 mm is sufficient.

  FIG. 14 shows the result when two conductive bands are simultaneously attached to three flow channel tubes. According to FIG. 14, the power-up feeling was judged as “there is a noticeable up-feeling”. It was a level where I felt the most improvement in all the driving tests. This seems to contribute to the synergistic effect. The embodiment of FIG. 14 can be selected as needed.

  As can be seen from the above data, the width of the conductive band of 14 mm is close to the optimum value for a 2000 cc class automobile, but the thickness of the channel tube varies depending on the vehicle type and the displacement. For example, an internal combustion engine used for construction machines and large ships has a large displacement. About the width of the conductive band applied to such an internal combustion engine, an optimum value may be obtained by experimenting individually. The configuration in which the conductive band is covered over the entire circumference of the flow path tube is the most effective for electrostatic removal of the flow path pipe, but in some cases, the effect of the present invention is sufficient even if the conductive band does not cover the entire circumference. I can expect. For example, the effect can be expected even when the conductive band covers 50% of the entire circumference.

  An improvement in engine efficiency means an improvement in fuel efficiency, and incomplete combustion can be made closer to complete combustion.

  FIG. 15 shows the torque-up feeling (power-up feeling) and the fuel efficiency improvement rate when the present embodiment is applied to various types of automobiles.

  As shown in FIG. 15, applying this embodiment, a great feeling of power-up was obtained in all vehicle types. Moreover, the fuel efficiency improvement rate was able to achieve a large fuel efficiency improvement rate of 10% on average.

  As described above, the present embodiment greatly contributes to the improvement of fuel consumption and exhaust gas cleaning of the internal combustion engine.

  The conductor should use a low resistance material. In the case of an automobile battery, since the internal resistance is about 0.01Ω, it is desirable to use a conductive wire having a resistance equal to or smaller than that. The desired resistance value of the conducting wire can be set as appropriate. Considering the low resistance of the conducting wire and the direction of current flow, the following embodiments can be used.

[Fourth Embodiment]
Next, a static eliminator according to a fourth embodiment of the present invention will be described with reference to FIG. FIG. 16 is a diagram for explaining the configuration of the static eliminator 1600 according to the present embodiment. The static eliminator 1600 according to the present embodiment differs from the second embodiment in that it includes a metal plate 1601 as a conductive plate. Since other configurations and operations are the same as those of the second embodiment, the same configurations and operations are denoted by the same reference numerals, and detailed description thereof is omitted. In this embodiment, the conducting wires 207 to 209 are not directly connected to the minus terminal 222 but are once connected to the metal plate 1601 as a relay terminal, and the metal plate 1601 is connected to the minus terminal 222 by the conducting wire 1602.

  That is, the static eliminator 1600 includes conductive bands 204, 205, 206, a metal plate 1601, conductive wires 207 to 209, and a conductive wire 1602. The metal plate 1601 is made of a low-resistance conductive material and is housed in the case 1603. Case 1603 is formed of an insulating material. The metal plate 1601 is a relay terminal for electrically connecting the conductive bands 204, 205, and 206 to the negative terminal 222 of the battery.

  By applying the fourth embodiment to the internal combustion engine of FIG. 2, static electricity in the flow path can be effectively removed, and fuel efficiency improvement and exhaust gas cleaning can be achieved.

  The thickness of the conductive wire 1602 connected from the metal plate 1601 to the negative terminal 222 of the battery is preferably larger than the thickness of the conductive wires 207 to 209 on the conductive bands 204, 205, 206 side. The thickness of the conducting wire 1602 is desirably three times or more that of the conducting wires 207 to 209. This is to prevent electrical interference between the conductors and allow the current of each conductor to flow directly to the negative terminal independently.

[Fifth Embodiment]
Next, a static eliminator according to a fifth embodiment of the present invention is described with reference to FIG. FIG. 17 is a diagram for explaining the configuration of the static eliminator 1700 according to this embodiment. The static eliminator 1700 according to the present embodiment is different from the second embodiment in that rectifying elements 1701 to 1703 are provided between the conductive bands 204, 205, 206 and the negative terminal 222 of the battery 220. . Since other configurations and operations are the same as those of the second embodiment, the same configurations and operations are denoted by the same reference numerals, and detailed description thereof is omitted. In the present embodiment, a rectifying element is interposed in each conductive wire so that the electric charge flowing through the downstream connection portion of the rectifying element does not electrically interfere with the electric charge flowing through the upstream connection portion. .

[Sixth Embodiment]
Next, a static eliminator according to a sixth embodiment of the present invention will be described with reference to FIG. FIG. 18 is a diagram for explaining the configuration of the static eliminator 1800 according to the present embodiment. The static eliminator 1800 according to the present embodiment is different from the fifth embodiment in that a conducting wire 1801 is extended from the negative terminal 222 of the battery 220. Another difference is that rectifying elements 1805 to 1807 are provided on the conductive wires 1802 to 1804 while the conductive bands 204, 205, and 206 are connected in parallel to the conductive wire 1801 through the conductive wires 1802 to 1804. Since other configurations and operations are the same as those of the fifth embodiment, the same configurations and operations are denoted by the same reference numerals, and detailed description thereof is omitted.

  In this embodiment, each conducting wire connected to the conductive band is connected to the rectifying element so that the three conductive bands do not electrically interfere with each other. This is the same as in the fifth embodiment. On the other hand, not a relay terminal (metal plate) but a relay conductor 1801 (hereinafter referred to as bus conductor) is provided.

  FIG. 19 shows results obtained by applying the static eliminator having the configurations of the fifth and sixth embodiments to an internal combustion engine. The power-up feeling according to these embodiments is a determination of “there is a noticeable up-feel”, and the fuel efficiency improvement rate is also a remarkable value. The feeling of up was the highest level in all the above running tests. From this result, it can be seen that by connecting a rectifying element so that a positive current always flows from each conductive band to each conductive wire, interference between the conductive wires or a reverse current can be effectively prevented, and fuel efficiency is improved. Further, the configuration of the fifth embodiment was more effective than the configuration of the sixth embodiment.

  According to this result, the conductors need not be connected directly to the negative terminal in parallel or via a relay terminal (metal plate). That is, when a bus conductor is employed, if each conductor is connected to a rectifying element, interference between the conductors can be effectively prevented even if each conductor is connected in series to the bus conductor. This is practically meaningful, and there is an advantage that the configuration of the lead-out line in the internal combustion engine is freed by using the bus conductor.

  The thickness of the bus conductor 1801 connected to the negative terminal 222 of the battery is desirably thicker than the conductor on the conductive band side, and preferably three times as large as possible. This is to prevent electrical interference between the conductors as much as possible, and to allow the current of each conductor to flow directly to the negative terminal independently.

(Other embodiments)
While the present invention has been described with reference to the embodiments, the present invention is not limited to the above embodiments. Various changes that can be understood by those skilled in the art can be made to the configuration and details of the present invention within the scope of the present invention.

In order to achieve the above object, the static eliminator according to the present invention comprises:
A first connection portion electrically connected to an outer surface of an intake pipe of an engine in the vehicle;
A second connection portion electrically connected to an outer surface of an engine coolant channel pipe in the vehicle;
A third connection portion electrically connected to an outer surface of an engine oil passage pipe in the vehicle;
First to third conductors for connecting in parallel the first to third connection portions and a negative terminal of a battery provided in the vehicle;
A conductive plate connected to the first to third conductive wires;
A fourth conductor for connecting the conductive plate and a negative terminal of a battery provided in the vehicle;
Equipped with.

In order to achieve the above object, the static electricity removing method according to the present invention comprises:
The outer surface of the intake pipe of the engine in the vehicle, the outer surface of the engine coolant passage pipe in the vehicle, and the outer surface of the engine oil passage pipe in the vehicle are electrically connected through the first to third conductors , respectively. Further, the conductive plate is connected to a negative terminal of a battery provided in the vehicle by a fourth conductor.

Claims (8)

A first connection portion electrically connected to an outer surface of an intake pipe of an engine in the vehicle;
A second connection portion electrically connected to an outer surface of an engine coolant channel pipe in the vehicle;
A third connection portion electrically connected to an outer surface of an engine oil passage pipe in the vehicle;
First to third conductors for connecting in parallel the first to third connection portions and a negative terminal of a battery provided in the vehicle;
Static eliminator equipped with. A conductive plate connected to the first to third conductive wires;
The static eliminator according to claim 1, further comprising a fourth conductive wire that connects the conductive plate and a negative terminal of a battery provided in the vehicle.   3. The static eliminator according to claim 2, wherein a resistance value of the fourth conducting wire is smaller than a resistance value of the first to third conducting wires.   4. The static eliminator according to claim 3, wherein a thickness of the fourth conductor is three times or more a thickness of the first to third conductors.   2. The static eliminating device according to claim 1, wherein the first to third conductive wires directly connect the first to third connection portions and a negative terminal of a battery provided in the vehicle, respectively.   6. The static eliminator according to claim 1, wherein first to third rectifying elements are connected between the first to third conductive wires and a negative terminal of the battery. 7.   The first connection portion is a first conductive band that contacts the outer surface of the intake pipe, and the second connection portion is a second conductive band that contacts the outer surface of the engine coolant channel tube. The static electricity removing apparatus according to claim 1, wherein the third connecting portion is a third conductive band that contacts an outer surface of the engine oil passage pipe.   An outer surface of an intake pipe of an engine in a vehicle, an outer surface of an engine coolant passage pipe in the vehicle, and an outer surface of an engine oil passage pipe in the vehicle, respectively, using first to third conductors, A static electricity removing method for connecting in parallel with a negative terminal of a battery provided in the vehicle.

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