JP3784100B2 - Spraying device for intake air of internal combustion engine - Google Patents

Description

【００２４】
【表２】

【００２５】
以上の測定結果から明らかな通り、本実施例によれば、排気ガスとして最も低減が望まれるＮＯｘの低減効果は、アイドリング時で約２０％、走行時でも１４〜２８％と極めて高く、エンジン負荷率が高いモード４，６では、ＣＯの低減効果も認められた。また、未燃焼ガスであるＨＣ（ハイドロカーボン）についても高負荷時のモード４での低減効果が認められた。
【００２６】
図４は、噴霧装置本体７の他の構成例を示す図である。
この実施例が図２に示した実施例と異なる点は、緩衝部材の構成である。
この実施例の緩衝部材５０は、次のように構成されている。
パイプ５１が基端に圧入された支持筒５２は、内部に水の通路５３が形成され、先端に筒状部材５４をねじ５５によって支持している。筒状部材５４は、内部両端に筒状空間５６，５７を形成するための仕切５８を有し、先端側の筒状空間５６は、ねじ５９が形成されたキャップ６０によって閉塞されている。筒状部材５４の仕切５８には、孔６１が形成され、この孔６１にリベット状の弁６２がスライド自在に装着されている。弁６２の円錐状の先端は筒状空間５７に臨み、突出時に支持筒５２の先端の水の通路５３を閉塞する。弁６２の大径の基端は筒状空間５６に装着されたバネ６３によって弁６２が常時突出する向き付勢されている。また、筒状部材５４の基端側には、外周面と筒状空間５７とを連通する複数の吐出孔６４が放射状に穿設されている。
【００２７】
この実施例では、ポンプ１０が作動することによりパイプ５１を介して支持筒５２の通路５３に導入された水の水圧がある程度以上であれば、バネ６３のバネ圧に打ち勝って弁６２が開くので、筒状空間５７に水が導入され、吐出孔６４を介して通路２５に水が導出される。このとき、筒状空間５７と吐出孔６４とにより、水の導出圧力を均一に保つ緩衝部材としての機能を奏する。
一方、ポンプ１０が作動していない状態では、タンク８が噴霧装置本体７によりも高い位置に設置されていても、通路５３に導入された水の圧力がバネ６３のバネ圧よりも小さいため、弁６２は閉じたままとなり、通路２５に水が流入するのが防止される。
【００２８】
図５は、噴霧装置本体７の緩衝部材の更に他の実施例を示す図である。
この実施例の緩衝部材７０は、通路２５に水と空気の混合気を導入するようにしたものである。
即ち、支持筒７１には、水の通路７２と空気の通路７３とが形成され、基端側には、これら通路７２，７３にそれぞれ連絡するようにパイプ７４，７５が圧入等の方法で結合されている。支持筒７１の先端には、水の通路７２と連絡するようにノズル７６がねじ７７によって結合されている。ノズル７６の先端は、円錐状に形成され、その中心に吐出孔７８が形成されている。また、支持筒７１の空気の通路７３から吐出される空気流は、ノズル７６の先端に向かうようになっている。
【００２９】
この実施例によれば、パイプ７４から通路７２に導入された水は、ノズル７６の先端の吐出孔７８から内筒２４の内側の空間７９に吐出され、パイプ７５及び通路７３を介して空間７９に吐出された空気と混合されて混合気となる。この混合気が内筒２４の吐出孔２７から吐出されることになる。
いま、ノズル７６の吐出孔７８の孔径をｄ₁ 、ノズル部２６の吐出孔２７の孔径をｄ₂ とすると、ｄ₁ ≦ｄ₂ （例えばｄ₁ ＝０．３ｍｍ，ｄ₂ ＝０．５ｍｍ）に設定するのが望ましい。このように設定すると、ノズル７６で生成される混合気の粒径がノズル部２６の吐出孔２７の孔径よりも小さくなるため、混合気が吐出孔２７をスムーズに通過することになり、非常に細かい霧が形成されるからである。
【００３０】
また、通路７２に導入される水の圧力をＰ₀ 、通路７３に導入される空気の圧力をＰ₁ 、通路３９に導入される空気の圧力をＰ₂ とすると、Ｐ₁ ＜Ｐ₀ ＜Ｐ₂ となるように各圧力を調整する。これにより、空間７９内の混合気は、十分な水分を含み、且つ空間７９内の圧力がその外側の通路３９よりも高くなりすぎないため、吐出口４３の負圧作用が十分に働いて、粒径がコントロールされた非常に細かい霧状の水が噴霧されることになる。
【００３１】
なお、以上の各実施例では、吸入空気に噴霧する燃焼温度低減液として水を使用したが、水に５〜１０％程度のメタノール（ＣＨ₃ＯＨ）を含有させると、更に燃焼効率が上がり、燃焼時間が長くなることで瞬間燃焼温度が低減し、これにより黒煙が減少するので、ＮＯｘの低減効果は、更に増す。
また、以上は、ディーゼルエンジンに本発明を適用した例について説明したが、本発明は、ガソリンエンジンにも適用可能である。ガソリンエンジンの場合、加速時の排気ガスが最も問題になると考えられるので、水燃比は、加速時の燃料消費量に基づいて設定すればよい。
【００３２】
次に、この装置に適したポンプ１０，１１及びインバータ１２，１３の具体例を図６及び図７を参照して説明する。
図６（ａ）は、インバータ１２（１３）を同一ケースに内蔵したダイアフラム式のポンプ１０（１１）の上面図、同図（ｂ）は同じく側面図である。
長方形のプレート８１の一端側には、上面から見るとＴ字状の支持部材８２が固定されている。この支持部材８２は、中央部が仕切壁８３によって仕切られ、この仕切壁８３を介して２つの空気導入室８４ａ，８４ｂを内部に形成している。支持部材８２のプレート８１の長手方向に延びる部分には、ゴム等の可撓性部材からなるダイアフラム８５ａ，８５ｂが空気導入室８４ａ，８４ｂをそれぞれ塞ぐように対向配置されている。支持部材８２の一端側側面には、鍵型のアーム支持体８６ａ，８６ｂが突設されており、このアーム支持体８６ａ，８６ｂに可撓性部材であるラバー８７ａ，８７ｂを介してアーム８８ａ，８８ｂの一端が保持されている。アーム８８ａ，８８ｂは、その中央部がダイアフラム８５ａ，８５ｂの中央突起と連結され、他端部にフェライト等の高磁性体８９ａ，８９ｂが固着されたものとなっている。
【００３３】
プレート８１には、空気導入室８４ａ，８４ｂに連通する孔９０が設けられ、この孔９０と空気導入室８４ａ，８４ｂ側に配置された弁９１とを介して空気導入室８４ａ，８４ｂに空気を導入可能になっている。一方、支持部材８２の一端側の前面には、各空気導入室８４ａ，８４ｂから圧縮空気を取り出す空気取り出し口９２ａ，９２ｂが設けられ、この空気取り出し口９２ａ，９２ｂからパイプ９３及び管９４を介して空気が外部に取り出されるようになっている。
【００３４】
一方、プレート８１の他端側には、トランス９５が配置されている。トランス９５は、Ｅ型のコア９６とこれに巻回されたコイル９７とからなり、Ｅ型コア９６の開放端側が前述したアーム８８ａ，８８ｂの先端に固着された高磁性体８９ａ，８９ｂと近接して対向配置されるように図示しない手段によってプレート８１に固定されている。トランス９５のポンプ１０と反対側には、シールド板９８を介してインバータ１２の回路基板が配置されている。
【００３５】
この構成によれば、インバータ１２から図示しないリード線を介してトランス９５に交流電力が供給されると、Ｅ型コア９６及び高磁性体８９ａ，８９ｂで構成される磁気ループ内の磁束が周期的に変化して高磁性体８９ａ，８９ｂがＥ形コア９６の外側突設端から周期的に引き寄せられるので、アーム８８ａ，８８ｂが交流電力の周期に同期して対称的に揺動する。これにより、ダイアフラム８５ａ，８５ｂが周期的に往復駆動されるので、プレート８１の孔９０及び弁９１を介して空気導入室８４ａ，８４ｂに空気が導入されると共に、空気導入室８４ａ，８４ｂに導入された空気が空気取り出し口９２ａ，９２ｂを介して外部に取り出され、パイプ９３及び管９４を介して噴霧装置本体又はタンクに供給されることになる。
【００３６】
このように構成されたポンプによれば、
▲１▼ダイアフラム式であるからシリンダ式に比べて小型・軽量であり、自動車等に搭載し易い。
▲２▼インバータとトランスとを一体化された構造であるから、直流電源で駆動することができ、自動車用に適している。
▲３▼空気導入室を上述のように２つに分離すると、万一、ゴミなどによって一方のポンプが機能しなくなった場合でも、他方のポンプにより作動させることができる。
という効果がある。
なお、ゴミの導入防止対策については、上述した機構を収容するケースの空気導入口にフィルタを装着する等の方法が有効である。
【００３７】
以上のように、このポンプは、直流電力を交流電力に変換するインバータ（１２）と、このインバータ（１２）によって駆動されるトランス（９５）と、このトランス（９５）の励磁動作に応動して揺動する揺動部材（８８ａ，８８ｂ）と、この揺動部材（８８ａ，８８ｂ）に連動して駆動されて圧縮空気を発生させるダイアフラム（８５ａ，８５ｂ）とを備えたものであり、本発明の噴霧装置への用途のみならず、バッテリー駆動式として携帯して野外で使用するのにも有効である。
【００３８】
図７は、インバータ１２（１３）の一例を示す回路図である。
このインバータは、バイポーラトランジスタによるデバイス転流形のフルブリッジ形インバータである。即ち、自動車バッテリー等の直流電源から供給される１２Ｖ又は２４Ｖの直流電圧は、電源スイッチ１０１及び抵抗１０２を介して、入出力端に安定化用のコンデンサ１０３，１０４が接続された３端子レギュレータ１０４に供給され、例えばＤＣ５Ｖに安定化される。
【００３９】
３端子レギュレータ１０５で安定化された直流電圧は、以下に述べる発振回路１０６に供給される。即ち、安定化直流電圧は、抵抗１０７を介してＮＡＮＤゲート１０８の一方の入力端に入力される。ＮＡＮＤゲート１０８の出力側には２段のインバータ１０９，１１０が接続され、インバータ１１０の出力は可変抵抗１１１及び抵抗１１２を介してＮＡＮＤゲート１０８の他方の入力端に帰還されている。抵抗１１１，１１２の接続点とインバータ１０９，１１０の接続点との間には、コンデンサ１１３が接続されている。ＮＡＮＤゲート１０８の他方の入力端の電位は、可変抵抗１１１及びコンデンサ１１３の時定数によって決まる周期で変動するので、ＮＡＮＤゲート１０８の出力端からは交流電圧が出力される。その周波数は、可変抵抗１１１によって調整することができる。なお、この発振回路１０６の入力端に接続されたダイオード１１４，１１５の直列回路は、逆流阻止用のものである。
【００４０】
一方、電源スイッチ１０１を介して導入されたバッテリー電圧は、コンデンサ１２１で安定化され、フルブリッジ回路１２２を構成するトランジスタ１２３，１２４，１２５，１２６に電源として供給されている。フルブリッジ回路１２２の接地側には、電流制限用の可変抵抗１２７が接続されている。４つのトランジスタ１２３〜１２６のうち、トランジスタ１２４，１２５の各ベースには、発振回路１０６からの出力が入力され、トランジスタ１２３，１２６の各ベースには、発振回路１０６の出力をインバータ１２８で反転させた出力が入力されている。そして、トランジスタ１２３，１２４の接続点と、トランジスタ１２５，１２６の接続点との間に前述したトランス９５のコイル９７が接続される。なお、各トランジスタ１２３〜１２６のコレクタ・エミッタ間に逆方向接続されたダイオード１２９，１３０，１３１，１３２は、逆電圧防止のために設けられている。
【００４１】
この回路によれば、発振回路１０６からの発振出力によってトランジスタ１２３，１２６とトランジスタ１２４，１２５とが交互にオンオフするので、トランス９５のコイル９７に交番電流が流れ、これによりダイアフラム８５ａ，８５ｂを往復駆動させることができる。そして、ダイアフラム８５ａ，８５ｂによって発生される圧縮空気の量は、発振回路１０６の可変抵抗１１１による発振周波数の調整、又はフルブリッジ回路１２２の可変抵抗１２７によるコイル９７に流れる電流値の調整によって最適値に設定することができる。
特に、適正水量は、排気量の大きなエンジンでは大、排気量の小さなエンジンでは小に設定するのが好ましい。上述したシステムでは、空気量を増すと水量が減少し、空気量を減らすと水量が増加するという関係にあるので、空気量の調整だけで適正水量を調整することができる。従って、このシステムによれば、電気的な調整だけで適正水量の調整が可能になる。
【００４２】
なお、以上の実施例では、インバータとポンプとを一体化させたが、インバータとポンプとは別体とするようにしても良い。この場合、２つのポンプで１つのインバータを共用する事もできる。
また、図１に示した構成のうち、第１のポンプ１０の出射端側とタンク８との間の圧力は、装置の運転時には十分に高くなることが予想される。このため、運転停止直後に、その部分の圧力によってタンク８から噴霧装置本体７に水が供給され、マニホールド３内に水が漏れてしまうことが予想される。このような現象が起きる場合には、図中点線で示すように、ポンプ１０，１１の出力側をバイパス経路１４で接続することが望ましい。このように構成することにより、運転停止直後のポンプ１０とタンク８との間の圧縮空気がバイパス経路１４を通って噴霧装置本体７からマニホールド３内に排気されるので、無用な液の流出を防ぐことができる。
【００４３】
なお、特に寒冷地や寒冷時などでは、エンジンの始動時にエンジンが暖まるまでの時間、水蒸気をマニホールド内に供給しない方が望ましい。この場合には、例えば、図８に示すように、スタートスイッチ１３１を介してバッテリー１３２から供給される直流電圧を電圧検出部１３３で検出し、この検出信号を遅延回路１３４で３〜５分程度遅延させた後、リレースイッチ１３５をオン状態にすることにより、噴霧装置１３６に電源供給されるタイミングを遅らせるようにすればよい。スイッチ１３１のオフ時には、ＡＮＤゲート１３７の出力が直ちに立ち下がり、リレースイッチ１３５がオフ状態となるので、噴霧装置１３６の動作は直ちに停止する。
【００４４】
また、図１に示した実施例では、噴霧装置本体７を吸気側マニホールド３内に配置したが、例えば図９に示すように、吸気側マニホールド３と並列にバイパス管１４１を設け、このバイパス管１４１内に噴霧装置本体７を設置することにより、吸気側マニホールド３への取り付けを更に容易にすることができる。
【００４５】
なお、上記実施例では、車載用のエンジンについて説明したが、本発明は船舶その他、各種の産業機械等、あらゆる用途の内燃機関に適用可能であることは言うまでもない。
【００４６】
【発明の効果】
以上述べたように、この発明によれば、排気量に応じた適切な噴霧吐出量を得ることができ、エンジンの燃焼効率を低下させずに適切な排気ガス対策を講じることができる。
また、この発明によれば、エンジンの吸入空気の供給経路に吐出口が臨むように噴霧装置の主要部を配置するだけであるから、低コストの改良で済むという効果を奏する。
【図面の簡単な説明】
【図１】 本発明の一実施例に係るディーゼルエンジンを概略的に示す図である。
【図２】 図１における噴霧装置本体の詳細を示す縦断面図である。
【図３】 図２におけるノズル部分の拡大断面図である。
【図４】 本発明の他の実施例に係る噴霧装置本体の詳細を示す縦断面図である。
【図５】 本発明の更に他の実施例に係る噴霧装置本体の詳細を示す断面図である。
【図６】 本発明に適用されるポンプの構成を示す上面図と側面図である。
【図７】 同ポンプを駆動するのに適したインバータの回路図である。
【図８】 本発明の更に他の実施例に係る噴霧装置とその駆動回路を示すブロック図である。
【図９】 本発明の更に他の実施例に係る噴霧装置を取り付けたディーゼルエンジンの要部を示す図である。
【符号の説明】
１…エアーフィルタ、２…連結ホース、３…吸気側マニホールド、４…エンジン本体、５…シリンダ、６…排気側マニホールド、７…噴霧装置本体、８…タンク、９…水、１０，１１…ポンプ、２０，５０，７０…緩衝部材、２１，３５，５１，７４，７５…パイプ、２２，５２，７１…支持筒、２３…多孔質体、２４…内筒、２５，３９，４１，５３，７２，７３…通路、２６…ノズル部、２７，７８…吐出孔、２８，３７，４４…Ｏリング、２９…外筒、３０，５４…筒状部材、３１…基端キャップ、３２，３６，５５，５９，７７…ねじ、３３…先端キャップ、３４…空気導入室、３８，４０…螺旋溝、４２…円錐状ギャップ、４３，６４…吐出口、５６，５７…筒状空間、６０…キャップ、６２…弁、６３…バネ、７６…ノズル、８５ａ，８５ｂ…ダイアフラム、８８ａ，８８ｂ…アーム、８９ａ，８９ｂ…高磁性体、９５…トランス、１０６…発振回路、１２２…フルブリッジ回路。[0001]
BACKGROUND OF THE INVENTION
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.
[0002]
[Prior art]
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.
[0003]
[Problems to be solved by the invention]
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.
[0004]
[Means for Solving the Problems]
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.
[0005]
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.
[0006]
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.
[0007]
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.
[0008]
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 The pressure of air introduced into the space between the buffer member and the inner cylinder is P ₁ The pressure of air introduced into the space between the inner cylinder and the outer cylinder is P ₂ Then, P ₁ <P ₀ <P ₂ It is desirable to be set to. By setting in this way, a mist-like combustion temperature reducing liquid having a finer particle size can be discharged.
[0009]
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.
[0010]
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.
[0011]
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.
[0012]
Further, particularly when starting the engine in a cold region or in a cold state, 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.
[0013]
DETAILED DESCRIPTION OF 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 a suction 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.
[0014]
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.
[0015]
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 base end of the cylindrical member 30 and the base end cap 31, and a pipe 35 for introducing air is provided so that the front 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.
[0016]
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.
[0017]
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.
[0018]
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.
[0019]
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 near 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.
[0020]
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.
[0021]
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.
[0022]
The spray device of the present example was attached to a diesel engine having a total displacement of 2.771 liters, and the operation was performed with 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).
[0023]
[Table 1]

[0024]
[Table 2]

[0025]
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, an effect of reducing CO 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.
[0026]
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 proximal 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. A plurality of discharge holes 64 communicating with the outer peripheral surface and the cylindrical space 57 are formed radially on the proximal end side of the cylindrical member 54.
[0027]
In this embodiment, if the water pressure of the water introduced into the passage 53 of the support cylinder 52 via the pipe 51 by operating the pump 10 exceeds a certain level, the spring 62 overcomes the spring pressure of the spring 63 and the valve 62 opens. 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 a 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.
[0028]
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 connected to the proximal end side by a method such as press-fitting so as to communicate with the 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.
[0029]
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, let the diameter of the discharge hole 78 of the nozzle 76 be d. ₁ The hole diameter of the discharge hole 27 of the nozzle part 26 is d ₂ Then d ₁ ≦ d ₂ (E.g. d ₁ = 0.3 mm, d ₂ = 0.5 mm) is desirable. 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 smoothly through the discharge hole 27, which is very This is because a fine mist is formed.
[0030]
Further, the pressure of water introduced into the passage 72 is changed to P ₀ The pressure of the air introduced into the passage 73 is P ₁ The pressure of the air introduced into the passage 39 is P ₂ Then, P ₁ <P ₀ <P ₂ Adjust each pressure so that 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 outside thereof, the negative pressure action of the discharge port 43 sufficiently works, A very fine mist of water with a controlled particle size will be sprayed.
[0031]
In each of the above examples, water was used as the combustion temperature reducing liquid sprayed on the intake air, but about 5 to 10% methanol (CH _Three When OH) is contained, the combustion efficiency is further improved, and the combustion time is prolonged, so that the instantaneous combustion temperature is reduced, thereby reducing the 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.
[0032]
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.
[0033]
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.
[0034]
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.
[0035]
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.
[0036]
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 it is easy to mount in an automobile or the like.
(2) Since the inverter and the transformer are integrated, it can be driven by a direct current power source and is suitable for automobiles.
(3) If the air introduction chamber is separated into two as described above, even if one of the pumps fails 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.
[0037]
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.
[0038]
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.
[0039]
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.
[0040]
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.
[0041]
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.
[0042]
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.
[0043]
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.
[0044]
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.
[0045]
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.
[0046]
【The invention's effect】
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.
[Brief description of the drawings]
FIG. 1 is a diagram schematically showing a diesel engine according to an embodiment of the present invention.
FIG. 2 is a longitudinal sectional view showing details of the spray device main body in FIG.
FIG. 3 is an enlarged cross-sectional view of a nozzle portion in FIG.
FIG. 4 is a longitudinal sectional view showing details of a spray device main body according to another embodiment of the present invention.
FIG. 5 is a cross-sectional view showing details of a spray device body according to still another embodiment of the present invention.
FIG. 6 is a top view and a side view showing a configuration of a pump applied to the present invention.
FIG. 7 is a circuit diagram of an inverter suitable for driving the pump.
FIG. 8 is a block diagram showing a spray device and a drive circuit thereof according to still another embodiment of the present invention.
FIG. 9 is a view showing a main part of a diesel engine equipped with a spray device according to still another embodiment of the present 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 (7)

A liquid supply source for supplying a combustion temperature reducing liquid mainly composed of water;
An air supply source for supplying air;
Spray that is mounted in an intake side manifold of an internal combustion engine, introduces a combustion temperature reducing liquid and air from the liquid supply source and the air supply source, respectively, and sprays the atomized combustion temperature reducing liquid into the intake air of the internal combustion engine A device body,
The spraying device body is
A buffer member for uniformly leading the combustion temperature reducing liquid introduced from the liquid supply source to the outside;
An inner cylinder that is disposed so as to surround the buffer member and forms a passage for the combustion temperature reducing liquid between the buffer member and a discharge hole for the combustion temperature reducing liquid at the tip,
A direction in which the air passage introduced from the air supply source is formed between the inner cylinder and the inner cylinder, and the combustion temperature reducing liquid is discharged from the discharge hole of the inner cylinder to the tip. A spraying device for intake air of an internal combustion engine, comprising: an outer cylinder that forms an air discharge port for generating an air flow of   2. The spray device for intake air of an internal combustion engine according to claim 1, wherein the buffer member is a cylindrical porous body that uniformly exudes the combustion temperature reducing liquid to the outer surface thereof.   The buffer member has a discharge hole formed at a tip thereof, and discharges the combustion temperature reducing liquid from the discharge hole and introduces air into the space between the buffer member and the inner cylinder, thereby discharging the discharge member. 2. The intake air of an internal combustion engine according to claim 1, wherein an air-fuel mixture of the combustion temperature reducing liquid discharged from the hole and the introduced air is discharged to a passage between the inner cylinder. Spraying equipment. 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, the introduction pressure of the combustion temperature reducing liquid is P ₀ , and the buffer member and the inner cylinder the introduction pressure of the air introduced into the space between P _1, the introduction pressure of the air introduced into the space between the inner tube and the outer tube when the P _2, the P ₁ <P ₀ <P ₂ The spray device for intake air of an internal combustion engine according to claim 3, wherein the spray device is set.   The said buffer member is provided with the valve for deriving | leading-out the said combustion temperature reduction liquid outside when the introduction pressure of the said combustion temperature reduction liquid exceeds predetermined pressure. The spraying apparatus to the intake air of the internal combustion engine as described in any one of Claims 1-3.   The spray device for intake air of an internal combustion engine according to any one of claims 1 to 5, wherein the combustion temperature reducing liquid contains methanol. Of an internal combustion engine of any one of claims 1 to 6, further comprising a means for preventing the start of the spraying operation to a predetermined time which the engine warms up the beginning of startup of the engine has passed into the intake air Spraying equipment.

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