JPH116465A - Fuel economizing device for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a fuel economizing device for an internal combustion engine capable of ionizing the molecules of fuel so that fuel is further finely atomized by a number of continuous magnetic fields. SOLUTION: This fuel economizing device comprises a fuel activation pipe 1 coupled to a fuel system; a number of magnet rings 2 aligned on the outer peripheral surface of the fuel activation pipe such that the same magnetic poles are arranged adjacently to each other; and a cover 4 to protect the magnet ring in a way to surround the external part of the magnet ring. A number of insulating materials 3 are further arranged between the magnet rings and it is preferable that the thickness of the insulating materials 3 is 1/10 of the thickness of the magnet ring 2.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel saving device for an internal combustion engine which is installed in an internal combustion engine so as to save fuel, and more particularly to a large number of continuous magnetic fields having a large uniform magnetic flux density. The present invention relates to a fuel saving device for an internal combustion engine, which is capable of finely atomizing fuel by means of a fuel cell.

[0002]

2. Description of the Related Art A fuel system for an internal combustion engine is a series of systems for mixing fuel and air in an appropriate ratio and supplying the mixture to a cylinder. Is an important factor in determining There are two methods for injecting fuel into the combustion chamber: the carburetor method and the injector method. Recently, precise control of fuel under a wide range of operating conditions is required as an exhaust gas control measure. Are mostly used. The electronically controlled fuel injection device is mainly composed of three systems: a fuel system, an air system, and an electronic control unit.

A general fuel system of a gasoline engine includes a fuel tank, a fuel pump for pumping fuel from the fuel tank to the engine, a fuel filter for removing impurities in the fuel,
And an injector installed on the cylinder head of the engine to inject fuel into the combustion chamber. The fuel injected from the injector is mixed with air taken in through the intake manifold at a predetermined air-fuel ratio, sucked into the combustion chamber and burned. The general fuel system of a diesel engine includes a fuel tank, a water separator for removing water contained in the fuel transferred from the fuel tank, and a fuel transferred through the water separator. A fuel filter for filtering out foreign substances and the like, and an injection pump having a plunger for pumping fuel transferred through the fuel filter,
A nozzle for injecting fuel pumped from the injection pump into the combustion chamber. Fuel sucked into the combustion chamber of a gasoline engine or a diesel engine through the above-described fuel system is burned in a compression stroke, and the combustion gas generated at this time is discharged during an exhaust stroke by an exhaust valve, an exhaust manifold (exhaust manifold). -), Is sequentially discharged through an exhaust pipe and a silencer, and is discharged to the outside air.

[0004] Approximately 90% of the exhaust gas discharged into the exhaust is composed of water vapor, and the remaining 10% is composed of carbon dioxide and other substances, of which monoxide is regulated as a pollutant. Harmful emissions such as carbon, hydrocarbons and nitrogen oxides are partially included as a result of incomplete combustion.Incomplete combustion of fuel not only reduces combustion efficiency and reduces engine output, but also combustion Consumption also increases. Hazardous emissions are generated more in diesel engines than in gasoline engines, and the amount generated depends on how finely the fuel drawn into the combustion chamber is atomized and burned close to complete combustion. In order to reduce the emission of harmful exhaust gas, a catalyst such as platinum, palladium or rhodium is attached to the surface of a ceramic material with a honeycomb structure, an exhaust gas purification device called a catalytic converter is an exhaust manifold and a silencer It is usually installed and used in between. With this exhaust gas purification device, carbon monoxide and hydrocarbons are converted into harmless substances through an oxidation reaction and nitrogen oxides through a reduction reaction and are discharged. Emissions are reduced. Exhaust gas purifiers were developed mainly for gasoline vehicles. Vehicles equipped with an unleaded gasoline engine were used because the catalytic agent generates heat when combined with 4-ethyl lead contained in leaded gasoline. Therefore, vehicles that use leaded gasoline as fuel and diesel vehicles are not yet universalized due to technical problems, and their prices are high. Further, even if an exhaust gas purifying device is installed, all harmful exhaust gas is not purified and discharged, but rather affects the negative pressure of the engine, and there is a concern that the engine output is reduced. Therefore, in order to reduce the emission of harmful exhaust gas and increase the combustion efficiency without adding expensive equipment such as an exhaust gas purification device to not only gasoline engine but also diesel engine, it is necessary to start fueling in the combustion chamber from the beginning. Is burned close to complete combustion.

For this reason, in view of the fact that the fuel cannot be finely atomized by the attraction of the positive charge and the negative charge in the fuel molecule and incomplete combustion occurs when the fuel is burned, the fuel is finely activated by the magnetic force. There have been proposed a device for supplying the fuel to the combustion chamber so that the fuel is easily vaporized by ionizing the molecules, and a device for heating and atomizing the fuel by being installed around a vaporizer or an injector.

A representative example of the former device is disclosed in US Pat. No. 4,568,901. In this device, fuel passing through the fuel pipe is ionized by facing three magnets around the fuel pipe. The strength of the magnetic force is weak, and the ionization effect of the fuel is reduced. Also, Korean Patent Publication No. 95-1
No. 1695 is connected to a fuel supply passage between a fuel supply side and a fuel consumption side and provided as a fuel passage and a fuel activation tube disposed inside the fuel activation tube to rotate and flow the fuel. A fuel activation member of a magnetic substance, a rod-shaped magnetic body disposed adjacent to the outer peripheral surface of the fuel activation tube, and a magnetic force from the magnetic body disposed to surround the fuel activation tube and the magnetic body. There is disclosed a fuel activation device comprising a magnetic force induction layer made of a magnetic substance for guiding. However, this device is complicated in structure. Further, since a single magnetic field cycle is generated by the magnetic material, the density per hour is low except for both ends of the magnetic material, and the ability to actually ionize the fuel is reduced.

As a typical example of the latter device, as disclosed in Korean Patent Publication No. 95-11697, fuel is gasified by a heater installed inside a throttle body to atomize the fuel. A device for promoting. Also, as disclosed in Korean Patent Publication No. 96-3244, there is an apparatus which is provided around a fuel injection nozzle and gasifies the fuel by a thermoelectric element which is heated by supplying electric current to promote atomization of the fuel. . However, this device has the same function as a preheating plug of a diesel engine using light oil, and cannot practically exhibit a function of easily atomizing and aligning or ionizing the fuel. Also, as a device which is a mixture of the former and the latter, as disclosed in Korean Patent No. 96-3251, a booster in which a number of magnets are installed inside and an induction iron plate is attached outside the magnets. A device has been proposed in which the fuel is atomized by being connected to a fuel supply pipe and the fuel is further atomized by a hot plate provided around a spark plug. However, this device is not only complicated, but also has a reduced ability to atomize the fuel without generating a magnetic field cycle having a uniform magnetic flux density as a whole.

[0008]

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned conventional problems, and has a structure in which a number of magnets are arranged in a line around a fuel activation pipe, and the length of the fuel activation pipe is reduced. An object of the present invention is to provide a fuel-saving device for an internal combustion engine, which forms a uniform high-density magnetic field over the entire direction, whereby the fuel can be finely atomized by the uniform magnetic field.

[0009]

To achieve the above object, an apparatus according to the present invention comprises a fuel activation pipe coupled to a fuel supply pipe of a fuel system, and a central fuel insertion pipe into which the fuel activation pipe is inserted. And a plurality of magnet rings arranged on the outer peripheral surface of the fuel activation pipe so that the same magnetic poles are adjacent to each other, and a cover for surrounding and protecting the outside of the magnet ring.

Preferably, insulators are provided between the magnet rings. The insulator preferably has a thickness that is about 1 / 10th the thickness of the magnet ring, and is formed in a ring shape like the magnet ring.

The apparatus according to the present invention thus configured is installed in a fuel system and used. Preferably, the fuel supply pipe is provided in a fuel supply pipe located between the fuel filter and the fuel injection device. When the device of the present invention is installed in the fuel system, the fuel passes through the fuel activation pipe in the process of transferring the fuel from the fuel tank and supplying the fuel to the combustion chamber. As the fuel passes through the fuel activation pipe, the fuel molecules are easily ionized by being placed in a uniform, high magnetic flux density magnetic field generated by the magnet ring. Therefore, when the fuel is injected into the combustion chamber, the fuel can be atomized very finely so that the fuel is burned close to complete combustion.

[0012]

BRIEF DESCRIPTION OF THE DRAWINGS Other features and advantages of the invention will become more apparent from the following detailed description, taken in conjunction with the accompanying drawings, in which: FIG. As shown in FIGS. 1 and 2, reference numeral 1 denotes a fuel activation pipe, which is connected to a fuel supply pipe of a fuel system. That is, the fuel activation pipe 1 is preferably connected to a fuel supply pipe located between a fuel filter and a fuel injection device such as a carburetor or an injector, and is preferably installed closer to the fuel injection device. Fuel activation pipe 1
The normal connector portions 11 are formed at both ends of the connector so as to be easily inserted and connected to the fuel supply pipe.

According to the present invention, as shown in FIG. 2, a number of magnet rings 2 are connected to the outer peripheral surface of the fuel activation pipe 1. The magnet ring 2 has a through hole formed at the center so that the fuel activation pipe 1 is inserted, and is manufactured using, for example, iron oxide as a raw material.

As the magnet ring 2, those having various magnetic flux densities can be used. For example, a magnet ring having a magnetic flux density of 800 Gauss is used for passenger cars, and 1,000 L for vehicles using LPG fuel.
A magnet ring having a magnetic flux density of Gauss is used, and in the case of a vehicle having a small diesel engine, a magnet ring having 900 Gauss can be used. And magnet ring 2
As shown in FIG. 2 to FIG. 4, it is preferable that a plurality of are arranged in a row on the outer peripheral surface of the fuel activation pipe 1 so that the same magnetic poles are adjacent to each other.

As described above, when the magnet rings 2 are arranged so that the magnetic poles are adjacent to each other, the magnetic field generated by each independent magnet ring is formed continuously and uniformly over the entire length of the fuel activation pipe. Thus, a large and uniform magnetic flux density can be obtained as a whole.

FIG. 6 shows a comparative example, and shows a magnetic field generated when the magnet rings 2 are arranged so that different magnetic poles are adjacent to each other. FIG. FIG. 6 shows a magnetic field generated when the magnet rings 2 are arranged as described above.

A comparison of these results shows that in the former case, a single magnetic field is generated inside and outside the magnet ring 2 as shown in FIG. That is, the outermost magnet ring 2,
2, the internal and external magnetic flux densities (the internal magnetic flux density is 800 gauss and the external magnetic flux density is 1,700 gauss) are large, and the internal and external magnetic flux densities decrease rapidly toward the center magnet ring 2 side. It can be seen that there is no magnetic flux density at the center.

In the latter case, as shown in FIG. 3, a large number of magnetic fields having a uniform magnetic flux density are continuously generated inside and outside the magnet ring 2. That is,
When the magnet ring 2 having the same magnetic flux density as the former case is applied, a magnetic field having a uniform magnetic flux density of 500 gauss and an external magnetic flux density of 900 gauss is continuously generated in the longitudinal direction.

Therefore, when a magnetic field having a large and uniform magnetic flux density is generated as a whole, the fuel can be uniformly magnetized as a whole when the fuel passes through the fuel activation pipe 1, thereby promoting the ionization of the fuel. You.

According to the present invention, a number of insulators 3 are provided between the magnet rings 2. The insulator 3 is preferably formed in a ring shape similar to the form of the magnet ring 2 so that the insulator 3 is well coupled between the magnet rings 2. Also, as a result of many experiments, it is preferable that the insulator 3 has a thickness that is about 1/10 smaller than the thickness of the magnet ring 2. As described above, when the insulators 3 are respectively installed between the magnet rings 2, a magnetic field having a higher magnetic flux density than in the case where the insulators 3 are not provided is continuously formed.

That is, when the insulator 3 is provided, as shown in FIG. 4, when the magnet ring 2 having the same magnetic flux density as that of the above two cases is applied, the inside of the magnet ring 2 is 800 A magnetic field having a uniform magnetic flux density of 1100 gauss is generated continuously in the vertical direction. Therefore,
When the fuel passes through the inside of the fuel activation pipe 1, the effect that the fuel is uniformly magnetized as a whole is further increased, thereby further promoting the ionization of the fuel.

On the other hand, reference numeral 4 designates a cover provided to surround the outside of the magnet ring 2 and the insulator 3 in order to protect them. The cover 4 has a cylindrical shape in which one side is formed with a through hole into which the fuel activation pipe 1 is inserted and the other side is open. Reference numeral 51 denotes the magnet ring 2
Is a fixing nut fixed to the outer peripheral surface of the fuel activation pipe 1 and fixing the magnet ring 2 so that the cover does not move along the longitudinal direction of the fuel activation pipe 1. 3 shows a fastening ring fitted to the outer peripheral surface of the fuel activation pipe 1 and fastened to the open end of the cover 4.

As shown in FIG. 5, the apparatus of the present invention configured as described above has a carburetor installed for injecting fuel into a fuel tank 61, a fuel pump 62, a fuel filter 63, and an internal combustion engine 64. , An injector or an injection nozzle or the like, is installed in a fuel system including a fuel injection device 65. In particular, it is preferable that both ends of the fuel activation pipe 1 are connected to each other in a fuel supply pipe located near the fuel injection device 65. Fuel activation pipe 1
By inserting the connector portions 11 formed at both ends of the fuel supply pipe into the fuel supply pipe, the connection can be easily performed.

When the device according to the present invention is installed in the fuel system as described above, the fuel passes through the fuel activation pipe 1 in the process in which the fuel is transferred from the fuel tank 61 and supplied to the combustion chamber of the internal combustion engine. become. During the passage of the fuel through the fuel activation pipe 1, the fuel is magnetized by passing through a magnetic field having a generally uniform magnetic flux density generated by a magnet ring 2 arranged so as to abut the repulsive magnetic poles. Is done. Accordingly, the molecules of the fuel are activated (ionized) by the magnetization. The fuel, which is easily ionized and aligned in this way, is injected into the combustion chamber together with the air to form an air-fuel mixture that is very finely atomized and easily combusted, and this air-fuel mixture explodes during the compression stroke to complete combustion. Burned near. Further, the device according to the present invention can be applied not only to an automobile internal combustion engine but also to a variety of industrial equipment such as a marine internal combustion engine and a boiler.

<Comparative Test Example> Comparison of fuel efficiency when traveling on city and highways with the device according to the present invention installed, and fuel efficiency when traveling on city and highways without installing the device according to the present invention. As a result of the test, the results shown in Table 1 were obtained. The test target vehicle model is a 1988 1500cc "REMANS"
(Hereinafter, referred to as “A”), 1955 formula 1.8 DOHC
“CREDOS” (hereinafter “B”) and 196
6 year 1.8 DOHC "SONATA" (hereinafter "C")
). Average highway speed is 80-90km
For A, only a driver weighing 58 kg weighs, for B three people weighing 170 kg in total, and C
A running test was carried out with two people weighing 138 kg in total.

From Table 1 above, it can be seen that running with the device according to the present invention significantly improves fuel economy not only when traveling on a city road but also when traveling on a highway. In particular, it can be seen that fuel efficiency when traveling on a highway is much improved than when traveling on a city road. In addition, as a result of an exhaust gas test on a vehicle equipped with the device according to the present invention, it was found that the exhaust gas was reduced by 80% or more with respect to a vehicle not equipped with the device according to the present invention.

[0027]

As described above, according to the apparatus of the present invention, the magnet rings 2 are arranged so as to be adjacent to each other with the same magnetic pole, and a uniform and large continuous magnetic field is generated inside the fuel activation pipe 1. Thereby, the fuel passing through the fuel activation pipe 1 is atomized very finely, so that the fuel can be burned close to complete combustion. In addition, the amount of harmful exhaust gas is reduced due to the nearly complete combustion, thereby protecting the human body and the environment. Further, the engine output is improved by combustion close to complete combustion, fuel consumption is reduced, and fuel efficiency is improved. In addition, due to combustion close to complete combustion, foreign substances are not attached to the cylinder wall surface, so that the engine life is improved and the additional effect of reducing engine noise is obtained.

[Brief description of the drawings]

FIG. 1 is a perspective view showing a fuel saving device according to the present invention.

FIG. 2 is a sectional view taken along line II-II of FIG.

FIG. 3 is a diagram showing a magnetic pole arrangement of a plurality of magnet rings constituting a fuel saving device according to the present invention and a plurality of continuous uniform magnetic fields generated by the arrangement.

FIG. 4 is a diagram showing an increase in magnetic field strength when an insulator is coupled between each magnet ring constituting the device according to the present invention.

FIG. 5 is a configuration diagram showing a state in which the device of the present invention is connected to a fuel system of an internal combustion engine.

FIG. 6 is a diagram of a comparative example showing a magnetic field generated when magnet rings are arranged so that different magnetic poles are adjacent to each other.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Fuel activation pipe 2 Magnet ring 3 Insulator 4 Cover 11 Connector part 51 Fixed nut 52 Fastening ring 61 Fuel tank 62 Fuel pump 63 Fuel filter 64 Internal combustion engine 65 Fuel injection device

Continuing on the front page (72) Inventor Jung Hoon Theo South Korea, 131-207, Seoul, Junglang Guk, Myeongmok 7Don, 1510 Dosan Apartment 201-702

Claims (3)

[Claims] 1. A fuel activation pipe coupled to a fuel supply pipe of a fuel system, and a through hole is formed at a center for inserting the fuel activation pipe, and a same magnetic pole is formed on an outer peripheral surface of the fuel activation pipe. A fuel saving device for an internal combustion engine, comprising: a number of magnet rings arranged so as to be adjacent to each other; and a cover that surrounds and protects the outside of the magnet ring. 2. The fuel saving device for an internal combustion engine according to claim 1, further comprising a plurality of insulators provided between said magnet rings. 3. The thickness of the insulator is one of the thickness of the magnet ring.
3. The fuel-saving device for an internal combustion engine according to claim 2, wherein the ratio is / 10.