KR19990032243U - Catalytic compound injection device to remove soot from diesel engine - Google Patents

Abstract

An apparatus for easily adding to the fuel a catalytic compound that can reduce the exhaust gas of the diesel engine harmful to the environment and human body, comprising: an auxiliary fuel tank connected to a fuel line for guiding fuel of a fuel tank to a combustion chamber of an engine; A catalyst tank dissolving the catalyst compound at a constant concentration and having a fuel line connected to guide the fuel containing the catalyst compound to the auxiliary fuel tank; Flow rate measuring means which is provided in each of the auxiliary fuel tank and the catalyst tank, and measures a change in flow rate; Fuel control means for introducing the fuel stored in the fuel tank into the auxiliary fuel tank or the catalyst tank according to the flow rate measured by the flow rate measuring means, or the fuel in which the catalyst compound is dissolved in the catalyst tank into the auxiliary fuel tank. do.

In the catalyst compound injection device configured as described above, as the fuel stored in the auxiliary fuel tank flows into the combustion chamber of the engine by the pressure of the fuel pump, the flow rate measuring means installed in the auxiliary fuel tank and the catalyst tank operates the fuel control means. Flow into which the fuel stored in the fuel flows into the auxiliary fuel tank or catalyst tank, or the fuel in which the catalyst compound is dissolved in the catalyst tank flows into the auxiliary fuel tank, while the fuel flow direction and the fuel in which the catalyst compound is dissolved flow into the auxiliary fuel tank. To maintain the flow rate of the auxiliary fuel tank constant.

Description

Catalytic compound injection device to remove soot from diesel engine

The present invention relates to an apparatus for injecting a catalyst compound for removing soot from a diesel engine, and more particularly, to an apparatus for easily injecting a catalyst compound into a fuel that can reduce exhaust gas of a diesel engine that is harmful to the environment and human body. .

In general, exhaust gas emitted from a combustion engine of a diesel engine contains a large amount of particulate matter (hereinafter referred to as soot), which is a main cause of polluting the air environment in a crowded city. To this end, various measures have been proposed to reduce the emission of soot.

As one of the measures to reduce the emission of the soot is mainly used a method for installing a soot removal device in the exhaust pipe to collect and remove the soot discharged from the combustion chamber of the diesel engine using the filter medium.

In the above-described smoke removing device, the smoke collected in the filter medium is removed by combustion, so that the back pressure does not occur so as to cause excessive exhaustion and operation of the engine due to the smoke accumulated in the filter medium. Filter media regeneration takes place to allow for capture.

This filter medium regeneration is possible because the main components of the soot are combustible carbon (C), hydrocarbon (HC), and the like, and combustion is easily performed because the temperature of the exhaust gas is relatively high.

Therefore, the filter medium used in the smoke removal device is made of a ceramic or special alloy having excellent heat resistance and corrosion resistance, such as a bubble shape or a thin linear shape to exhibit high filtration efficiency and filtration capacity even at a small size. Produce and use special shape.

As the filter medium, the Will-Flow Ceramic Honeycom Monolith Filter is most widely used.

The soot ignition temperature is about 600 ℃, the temperature of the exhaust gas discharged from the combustion chamber of the diesel engine is usually about 70 ℃ when low, so an external heating device is required to ignite the smoke, the exhaust gas temperature is When it is high, it often rises to about 700 ° C. or more, and the smoke is burned rapidly, and the filter medium may be overheated and broken.

As a method of safely regenerating the filter material in the above-described fume remover, an exhaust gas temperature may be reduced when an excess amount of soot accumulates in the filter medium by using an external heater such as an electric heater, a diesel burner, or an engine throttling. Forced regeneration method that burns soot by raising above ignition point (approximately 600 ℃), copper (Cu), iron (Fe), lead (Pb), platinum (Pt), manganese (Mn), sodium (Na), Exhaust gas is applied to the surface of the filter medium by applying catalyst metal having the property of lowering the flash point of soot such as magnesium (Mg) or by adding organic compounds of such catalyst metal to the fuel, or during the accumulation of smoke in the filter medium. Natural regeneration is mainly used so that the soot is naturally burned at a relatively low temperature such as 300 ° C. to 400 ° C. by its own heat.

In the above natural regeneration method, the organic compound of the catalytic metal is added to the fuel to burn the soot naturally, so that the catalyst metal is dissolved in a solvent and converted into a solution having a low concentration of tens to hundreds of PPM and then added to the fuel. As a result, a solution manufacturing facility and an injection device are required, and the structure is complicated, and a high installation cost is required. Furthermore, since a high level of technology is required to provide an adequate amount of the fuel as fuel, actual use is avoided in spite of a good soot removal effect. have.

Therefore, the present invention will be devised to solve the above technical problem that the prior art has not solved, the object of the present invention is to provide a catalyst compound injection device for removing the smoke of the diesel engine easy to install at a relatively low cost.

In order to achieve the above object, the catalyst compound injection device of the present invention includes: an auxiliary fuel tank connected to a fuel line for guiding fuel stored in a fuel tank to a combustion chamber of an engine by a pressure of a fuel pump; A fuel line capable of supplying fuel from a fuel line branched from the fuel line connected to the fuel tank and the auxiliary fuel tank to dissolve the catalyst compound at a constant concentration, and guide the fuel containing the catalyst compound to the auxiliary fuel tank. A catalyst tank connected; Flow rate measuring means which is provided in each of the auxiliary fuel tank and the catalyst tank, and measures a change in flow rate; Fuel control means for introducing the fuel stored in the fuel tank into the auxiliary fuel tank or the catalyst tank according to the flow rate measured by the flow rate measuring means, or the fuel in which the catalyst compound is dissolved in the catalyst tank into the auxiliary fuel tank. do.

In the catalyst compound injection device configured as described above, as the fuel stored in the auxiliary fuel tank flows into the combustion chamber of the engine by the pressure of the fuel pump, the flow rate measuring means installed in the auxiliary fuel tank and the catalyst tank operates the fuel control means. Flow into which the fuel stored in the fuel flows into the auxiliary fuel tank or catalyst tank, or the fuel in which the catalyst compound is dissolved in the catalyst tank flows into the auxiliary fuel tank, while the fuel flow direction and the fuel in which the catalyst compound is dissolved flow into the auxiliary fuel tank. To maintain the flow rate of the auxiliary fuel tank constant.

1 is a schematic configuration diagram of a catalyst compound injection device according to a first embodiment of the present invention.

2 is a schematic configuration diagram of a catalyst compound injection device according to a second embodiment of the present invention.

3 is a schematic configuration diagram of a catalyst compound injection device according to a third embodiment of the present invention.

4 is a schematic configuration diagram of a catalyst compound injection device according to a fourth embodiment of the present invention.

Hereinafter, with reference to the accompanying drawings, the most preferred embodiment of the present invention will be described in more detail.

1 is a schematic configuration diagram of a catalyst compound injection apparatus according to a first embodiment newly implemented by the present invention, Figures 2 to 4 is a schematic configuration diagram of a catalyst compound injection apparatus according to the second to fourth embodiments .

The catalyst compound injection device for removing particulates from diesel engines newly implemented by the present invention includes fuel stored in the fuel tank 3 by the pressure of the fuel pump 1 as shown in FIG. 1. To the fuel line leading to the

More specifically, the first embodiment of the present invention, as shown in Figure 1, the auxiliary fuel tank 7 and the catalyst connected to the fuel tank 3 and the fuel line (hereinafter referred to as the main fuel line) (L1), and the catalyst A catalyst tank 9 for storing fuel in which compound 11 is dissolved is included.

First, the auxiliary fuel tank 7 is provided to supply fuel to the combustion chamber of the engine 5 by the pressure of the fuel pump 1, the air pipe 13 is installed on one side and the flow rate of the fuel inside And a fuel measuring means for measuring.

The air pipe 13 is provided to effectively discharge the fuel evaporated by the temperature change due to the change of seasons or external factors to maintain a constant pressure in the auxiliary fuel tank (7).

In addition, the fuel measuring means is provided to maintain the flow rate of the fuel stored in the auxiliary fuel tank (7) by dividing the step by step to maintain within a certain range, in the present embodiment a row indicating the replenishment of the fuel to the fuel measuring means Low and a level gauge (hereinafter referred to as a first gauge) G1 for dividing the flow rate of the fuel into a high Hi indicating sufficient flow rate.

On the other hand, the catalyst tank (9) is a container incorporating the catalyst compound (11), the catalyst compound (11) is mixed with the exhaust gas when the fuel is burned in the combustion chamber of the engine (5) to be exhausted as a gas It acts to lower the ignition temperature of soot such as carbon (C) and hydrocarbon (HC) to a low temperature of about 300 ~ 400 ℃.

The catalytic compound (11) having such a function is dissolved using fuel as a solvent, and the dissolved fuel is supplied to the auxiliary fuel tank (7). The catalyst compound (11) is present in a solid state and dissolved in a saturated state. Therefore, the solid catalyst compound 11 flows into the auxiliary fuel tank 7 and dissolves in the auxiliary fuel tank 7.

This unnecessarily increases the concentration of the catalyst compound (11) of the fuel supplied to the auxiliary fuel tank (7), which does not help to lower the ignition temperature of the soot but rather increases the consumption of the catalyst compound (11). do.

Therefore, the catalyst tank 9 is provided with filtration means for blocking the outflow of the solid catalyst compound 11, which, in the first embodiment, is a liquid catalyst and a solid catalyst compound having a liquid phase and several micrometers or less (11). A metal filter (15) is provided which can pass only) and filter out the larger catalyst compound (11).

In the first embodiment, the metal filter 15 is provided as the filtering means, but a paper filter or other filter capable of achieving the same effect and effect is also applicable.

In addition, the catalyst tank (9) is also a fuel gauge means for measuring the flow rate of the fuel introduced into the catalyst tank (9), as in the auxiliary fuel tank (7) (hereinafter referred to as a second gauge) (G2) is provided, of course, on one side of the catalyst tank (9) is an air pipe for discharging the evaporated fuel to prevent the evaporation of the fuel according to the increase in temperature and the resulting increase in pressure in the catalyst tank (9) (13) is provided.

In addition, in order to prevent the temperature from dropping below a certain temperature and decreasing the solubility of the catalyst compound 11 and to precipitate, the catalyst tank 9 has a constant temperature holding means for maintaining the temperature of the stored fuel within a certain range. Is provided.

The constant temperature holding means measures the temperature of the fuel, and if the measured temperature does not reach a certain range, it immediately heats the fuel and continuously measures the temperature of the fuel so as to enter the constant temperature range and maintain the state. To act.

In the present invention as a constant temperature maintaining means for the above action is provided in the catalyst tank (9) is provided a heater 17 capable of measuring the temperature of the fuel and heating.

The catalyst tank 9 made as described above is connected to a fuel line (hereinafter referred to as a second fuel line) L3 branched from the main fuel line L1 to receive fuel stored in the fuel tank 3, and is provided. The fuel dissolves the catalyst compound 11 in the catalyst tank 9 to a saturation state, and then, through the fuel line (hereinafter referred to as the first fuel line) L2 that is combined with the main fuel line L1, the auxiliary fuel tank. Flows into (7).

Here, the fuel stored in the fuel tank (3) flows to the secondary fuel tank (7) through the main fuel line (L1) or the catalyst tank (9) through the main fuel line (L1) and the second fuel line (L3). To flow into the auxiliary fuel tank (7) through the first fuel line (L2) and the main fuel line (L1), that is, to the fuel tank (3). Fuel control means are needed to allow the stored fuel to flow to each fuel line L1, L2, L3.

This fuel control means is a fuel transfer means for transferring fuel in the present invention, the direction and flow rate for controlling the flow direction of the fuel transported by the fuel transfer means and the flow rate of the fuel in which the catalyst compound is dissolved into the auxiliary fuel tank Control means.

In the present invention, the fuel transfer means having the above-described function is applied according to the flow rate measured by the first gauge G1 or the second gauge G2, that is, a low signal is applied to a circuit part (not shown). A pump P driving the circuit unit receiving the signal and driving the fuel in response to the driving signal is provided, and the pump P is aspirated by the main fuel line L1 and the first fuel line L2. It is installed between the position and the position where the main fuel line (L1) and the second fuel line (L3) aeration.

On the other hand, the first gauge (G1) or in the position where the main fuel line (L1) and the first fuel line (L2), and the main fuel line (L1) and the second fuel line (L3) aeration. According to the flow rate measured by the second gauge G2, a direction and a flow rate adjusting means for controlling the flow direction of the fuel and the flow rate according to the moving direction are provided.

In further detailing the action of this direction and the flow rate adjusting means, the first gauge G1 or the second gauge G2 is provided at the position where the main fuel line L1 and the second fuel line L3 are aerated. The flow of the fuel may be blocked according to the flow rate of the fuel, as well as maintaining the direction of the fuel flowing along the pipeline of the main fuel line L1, switching to the direction of the second fuel line L3, or flowing in both directions. It works.

In addition, provided at the position where the main fuel line (L1) and the first fuel line (L2) are agitated, the direction of movement of fuel flowing along the pipeline of the main fuel line (L1) according to the flow rate measured by the first gauge (G1) The flow rate of the fuel in which the catalyst compound 11 flowing through the first fuel line L2 is dissolved while acting to match the direction of the fuel flowing in the first fuel line L2 to the auxiliary fuel tank 7. It acts to regulate.

In this first embodiment, the three-way valve (V1) (V2) acting according to each position is provided as the direction and the flow rate adjusting means to act as described above, the main fuel line (L1) and the second fuel line ( The three-way valve connecting L3) is called a mixing valve V1, and the three-way valve connecting the main fuel line L1 and the first fuel line L2 is called a supply valve V2.

Meanwhile, the fuel stored in the auxiliary fuel tank 7 is a fuel line (hereinafter referred to as a third fuel line) L4 connected to the combustion chamber of the engine 5 in the auxiliary fuel tank 7 and the third fuel line L4. Inflow into the combustion chamber of the engine 5 by the pressure of the fuel pump (1) installed in the), the third fuel line (L4) is provided with a pipeline opening and closing means for controlling the supply of fuel by opening or closing the pipeline.

In addition, in case the above-described catalyst tank 9, auxiliary fuel tank 7 or other components cannot be operated due to external interference or failure, etc., a pipeline opening and closing means is provided and the fuel tank 3 and the engine 5 A fuel line (hereinafter referred to as a fourth connection line) L5 connecting the combustion chamber of the branch) is branched from the main fuel line L1.

That is, the channel opening and closing means installed in the third fuel line (L4) immediately closes the third fuel line (L4) when the catalyst tank (9), auxiliary fuel tank (7) or the pump (P) is impossible to operate. At the same time, the pipeline opening and closing means installed in the fourth fuel line L5 opens the pipeline of the fourth fuel line L5 and the fuel pump 1 is connected to the fuel tank 3 through the fourth connection line L5. ) Is stored in the combustion chamber of the engine (5).

As described above, the opening and closing valves 19 and 21 are provided in this embodiment as pipe opening and closing means respectively installed in the third and fourth fuel lines L4 and L5.

When the fuel flows into the combustion chamber of the engine 5 as described above, the remaining excess fuel is introduced into the auxiliary fuel tank 7 along the fuel line (hereinafter referred to as return fuel line) L6 and again. It is stored in the fuel tank (3).

Referring to the operation of the catalyst compound (11) injection device for removing the smoke of the diesel engine (5) configured as described above are as follows.

As soon as the engine 5 is started, the fuel pump 1 is operated to apply pressure to the third fuel line L4 and the fourth fuel line L5, and at this time, the open / close valve 21 of the fourth fuel line L5 is applied. ) Closes the pipeline, and since the open / close valve 19 installed in the third fuel line L4 opens the pipeline, fuel stored in the auxiliary fuel tank 7 flows into the combustion chamber of the engine 5.

As the fuel of the auxiliary fuel tank 7 flows into the combustion chamber of the engine 5, the flow rate of the auxiliary fuel tank 7 gradually decreases, so that the first gauge G1 shows a low signal requiring fuel replenishment. It is applied to the circuit portion that is not, and the circuit portion is driven again by applying a driving signal to the pump (P).

The fuel stored in the fuel tank 3 by the driving of the pump P flows into the auxiliary fuel tank 7 through the main fuel line L1, the mixing valve V1 and the supply valve V2, and simultaneously the catalyst tank ( The fuel in which the catalyst compound (11) stored in (9) is dissolved is filtered through the metal filter (15) and the auxiliary fuel tank (7) through the second fuel line (L3), the mixing valve (V1), and the main fuel line (L1). Flows into.

At this time, the mixing valve V1 controls the flow rate of the fuel in which the catalyst compound 11 is dissolved to adjust the concentration of the catalyst compound 11 in the fuel mixed in the auxiliary fuel tank 7.

As such, when the fuel of the fuel tank 3 and the fuel of the catalyst tank 9 are introduced to increase the flow rate of the auxiliary fuel tank 7 to a certain limit, the first gauge G1 applies a high signal to the circuit to generate a first signal. 2 Shut off the mixing valve (V1) connecting the fuel line (L3).

On the other hand, the catalyst tank 9 in which the fuel containing the catalyst compound 11 is discharged into the auxiliary fuel tank 7 flows through the main fuel line L1 by applying a low signal to the circuit part of the second gauge G2. The direction of the switch from the auxiliary fuel tank (7) to the catalyst tank (9) via the supply valve (V2).

Therefore, the fuel flowing through the main fuel line L1 flows into the catalyst tank 9 along the first fuel line L2, and the catalyst tank 9 until the second gauge G2 applies a high signal to the circuit portion. )

The above operation is repeated until the engine 5 stops, and the remaining fuel supplied to the combustion chamber of the engine 5 is returned to the auxiliary fuel tank 7 and the fuel tank 3 through the return fuel line L6. Return to.

If the auxiliary fuel tank 7 or the catalyst tank 9 or other components fail and the fuel supply is stopped, the on-off valve 21 installed in the fourth fuel line L5 is immediately opened. The fuel in the fuel tank 3 is supplied to the combustion chamber of the engine 5.

Next, a second embodiment of the present invention will be described with reference to FIG.

The second embodiment of the present invention is installed in the fuel line for guiding the fuel stored in the fuel tank 3 to the combustion chamber of the engine 5 by the pressure of the fuel pump 1, as in the first embodiment. Similar but different in that two pumps U and M are used as fuel transfer means.

More specifically, one of the above two pumps (U) (M) (hereinafter referred to as a supply pump) (U) is the fuel stored in the fuel tank 3, the main fuel line (L1) and three directions Auxiliary fuel tank 7 using a valve (hereinafter referred to as a split valve) V3 or a fuel line (hereinafter referred to as a fifth fuel line) L7 connected to the catalyst tank 9 and the split valve V3. Or it serves to supply to the catalyst tank (9).

The other pump (hereinafter referred to as a mixed pump) (M) serves to introduce the fuel in which the catalyst compound 11 is dissolved in the catalyst tank 9 into the auxiliary fuel tank 7, and the catalyst tank 9 And the auxiliary fuel tank 7 are installed in a fuel line (hereinafter referred to as a sixth fuel line) L8 that connects each other.

Since the mixing pump M can adjust the flow rate of the fuel in which the catalyst compound 11 is dissolved in a saturated state, it is used as the direction and flow rate adjusting means simultaneously with the fuel transfer means in this second embodiment.

The action of the supply pump (U) and the mixing pump (M) is implemented according to the flow rate measured in the first gauge (G1) and the second gauge (G2), in detail, the first gauge (G1) is low When the signal is applied to operate the feed pump (U) and the mixing pump (M), the feed pump (U) flows the fuel stored in the fuel tank (3) to the auxiliary fuel tank (7) through the main fuel line (L1). The mixing pump (M) flows the fuel in which the catalyst compound 11 is dissolved in the catalyst tank 9 into the auxiliary tank.

Therefore, when the fuel is filled in the auxiliary fuel tank 7, the first gauge G1 applies a high signal to stop the operation of the mixing pump M, and the split valve V3 closes the pipeline of the main fuel line L1. The flow rate of the catalyst tank 9 in which fuel flows out to the auxiliary fuel tank 7 decreases, so that the second gauge G2 applies a low signal to the circuit.

As a result, the split valve V3 opens the fifth fuel line L7 that is closed to allow the fuel to flow into the catalyst tank 9.

When the second gauge G2 applies a high signal due to the flow rate of the fuel introduced into the catalyst tank 9, the driving stops at the supply pump U to prevent excessive fuel from flowing into the catalyst tank 9. do.

In addition to the above operation and configuration, the second embodiment has the same configuration and the same operation as the first embodiment, and thus detailed description thereof will be omitted.

Next, a third embodiment of the present invention will be described.

The third embodiment of the present invention uses three pumps (P1) (P2) (P3) as the fuel transfer means, using a tee type pipe joint (T) instead of the three-way valve as a flow rate and direction control means, many It differs from the first embodiment in that two check valves C1 and C2 are used.

In detail, the first pump P1 is installed in the main fuel line L1 connecting the fuel tank 3 and the auxiliary fuel tank 7, and the tee pipe joint T is connected to the main fuel line L1. The second pump P2 is installed in the fuel line (hereinafter referred to as a seventh fuel line) L9 connected to the catalyst tank 9 and branched by using the catalyst tank 9 and the auxiliary fuel tank 7. A third pump P3 is installed at the fuel line (hereinafter referred to as an eighth fuel line) L10 to be connected.

Here, the third pump P3 is used not only as a fuel transport means but also as a flow rate and direction control means for adjusting the flow rate.

Backflow of fuel between the first pump P1 of the main fuel line L1 and the auxiliary fuel tank 7 and between the second pump P2 of the seventh fuel line L9 and the catalyst tank 9. Check valves (C1) (C2) are provided as a backflow prevention means for preventing each.

Since other configurations are the same as those in the first embodiment, detailed description thereof will be omitted.

Next, the operation of the third embodiment will be described. When the first gauge G1 applies the low signal, the first pump P1 and the third pump P3 are driven, and the first pump P1 is driven. The fuel stored in the fuel tank 3 flows into the auxiliary fuel tank 7, and the fuel in which the catalyst compound 11 is dissolved in the catalyst tank 9 by the third pump P3 is supplied to the auxiliary fuel tank 7. Flows into.

When the auxiliary fuel tank 7 becomes full due to the inflow of fuel from the fuel tank 3 and the catalyst tank 9, the first gauge G1 applies a high signal to the first pump P1 and the third pump P3. Stop the operation.

At this time, the second gauge G2 installed in the catalyst tank 9 operates the second pump P2 by applying a low signal for replenishing the flow rate, and operates the fuel tank (2) by operating the second pump P2. The fuel stored in 3) flows into the catalyst tank 9.

When the second gauge G2 is applied with the high signal by the fuel introduced from the fuel tank 3, the third pump P3 stops operating.

Except for the above-described operation, since it is the same as the first embodiment, the description is omitted.

Next, a fourth embodiment of the present invention shown in FIG.

The fourth embodiment differs from the other embodiments in that it uses three pumps P4, P5, P6 and uses a separate tank 23 (hereinafter referred to as a saturated solution tank) as the filtration means. Has

In more detail, the configuration will be described, the on-off valve 25 is installed in the main fuel line (L1) by the fourth pump (P4) and the pipe opening and closing means, the on-off valve (27) is installed in the main fuel line (L1). A fuel line (hereinafter referred to as a ninth fuel line) L11 is connected to the catalyst tank 9 using a tee pipe T provided as a flow rate and direction control means, and a catalyst compound 11 dissolved in fuel. Saturated solution tank 23 is installed as a filtering means for filtering the.

The saturated solution tank 23 and the catalyst tank 9 are connected to a fuel line (hereinafter referred to as a tenth fuel line) L12 in which a sixth pump P6 is installed, and unlike the other embodiments, the catalyst tank described above. In (9), the heater 25 is provided in the saturated solution tank 23 without the heater provided as the constant temperature holding means, and the level gauge (hereinafter referred to as the third gauge) G3 is provided as the flow measuring means. do.

In addition, the saturated solution tank 23 is connected to a fuel line (hereinafter referred to as an eleventh fuel line) L13 on which a fifth pump P5 is installed, and provides an air pipe 13 to one side to provide a saturated solution tank 23. The internal pressure is kept constant by exhausting the fuel evaporated in

Since other configurations are the same as those in the first embodiment, they will be omitted. Next, the operation of the fourth embodiment will be described.

When the first gauge G1 applies the low signal, the fourth pump P4 and the fifth pump P5 operate, and the open / close valve 25 opens the pipeline of the main fuel line L1 to open the fuel tank ( The fuel in which the fuel stored in 3) and the catalyst compound 11 stored in the saturated solution tank 23 is dissolved flows into the auxiliary fuel tank 7, and when the first gauge G1 applies a high signal, the fourth pump (P4) and the fifth pump (P5) stop working.

At this time, the on-off valve 25 installed in the main fuel line (L1) closes the pipeline.

The third gauge G3 applies a low signal to operate the sixth pump P6, and the fuel in which the catalyst compound 11 stored in the catalyst tank 9 is dissolved by the operation of the sixth pump P6 is applied. When the flow rate increases in the saturated solution tank 23 and the flow rate increases in the saturated solution tank 23, the third gauge G3 applies a high signal to stop the operation of the sixth pump P6.

At this time, the fuel introduced into the saturated solution tank 23 from the catalyst tank 9 contains a solid catalyst compound 11 having a fine size, but since it is dissolved again in the saturated solution tank 23, it is substantially a secondary fuel tank ( The fuel flowing into 7) contains only the catalyst compound 11 of liquid phase or several micrometers or less.

On the other hand, when the second gauge G2 applies the low signal to operate the fourth pump P4 and the open / close valve 27 installed in the ninth fuel line L11 opens the conduit, it is stored in the fuel tank 3. The fuel flows into the catalyst tank 9, and when the flow rate of the catalyst tank 9 increases and the third gauge G3 applies a high signal, the fourth pump P4 stops operating.

Of course, at this time, the on-off valve 25 installed in the main fuel line (L1) closes the main fuel line (L1) to block the flow of fuel in the fuel tank (3) to the auxiliary fuel tank (7).

Since the above-described operation is the same as that of the first embodiment, description thereof is omitted.

In the above description of the preferred embodiment of the present invention, the present invention is not limited to this, but can be implemented in various ways within the scope of the utility model registration claims and the detailed description of the invention and the scope of the accompanying drawings. It is also natural to fall within the scope of the present invention.

According to the catalyst compound injection device according to the present invention for minimizing smoke generated in a diesel engine, the catalyst tank, the auxiliary fuel tank, and the pump or valve are installed in the fuel line so that the installation is relatively inexpensive and highly technical. There is an advantage that is not required.

Claims (21)

An auxiliary fuel tank connected to a fuel line for guiding fuel stored in the fuel tank to the combustion chamber of the engine by the pressure of the fuel pump; A fuel line capable of supplying fuel from a fuel line branched from the fuel line connected to the fuel tank and the auxiliary fuel tank to dissolve the catalyst compound at a constant concentration, and guide the fuel containing the catalyst compound to the auxiliary fuel tank. A catalyst tank connected; Flow rate measuring means which is provided in each of the auxiliary fuel tank and the catalyst tank, and measures a change in flow rate; Fuel control means for introducing the fuel stored in the fuel tank into the auxiliary fuel tank or the catalyst tank according to the flow rate measured by the flow rate measuring means, or the fuel in which the catalyst compound is dissolved in the catalyst tank into the auxiliary fuel tank. Catalytic compound injection device for removing soot from diesel engines. The fuel control means of claim 1, further comprising: fuel transfer means for transferring fuel from the fuel tank to the auxiliary fuel tank or the catalyst tank, or transferring the fuel from the catalyst tank to the auxiliary fuel tank; A catalyst compound control device for removing soot from a diesel engine, comprising a direction for controlling fuel flow and a direction for controlling the flow rate of the fuel in which the catalyst compound is dissolved into the auxiliary fuel tank. The apparatus of claim 2, wherein the fuel transfer means is provided with at least one pump installed in the fuel line. According to claim 2, Direction and flow control means comprising: a three-way valve provided at a position where the fuel line connected to the catalyst tank in the fuel line connecting the fuel tank and the auxiliary fuel tank; And a three-way valve provided at a location where the other fuel line connected to the catalyst tank is connected to the fuel line connecting the fuel tank and the auxiliary fuel tank to exhaust fuel of the diesel engine. 5. Apparatus for injecting catalytic compounds for the removal of soot of a diesel engine according to claim 3 or 4, wherein the pump is installed in a fuel line connecting two three-way valves. [Claim 2] The apparatus for injecting a catalyst compound for removing soot from a diesel engine according to claim 1, wherein the catalyst tank and the auxiliary tank are provided with an air pipe for discharging the evaporated fuel. The apparatus of claim 1, wherein the catalyst tank is further provided with filtration means for filtering the liquid and solid catalyst compounds dissolved in the fuel. [Claim 9] The apparatus for injecting a catalyst compound for removing soot of a diesel engine according to claim 7, wherein the filtering means is provided with a metal filter or a paper filter installed in the catalyst tank. 8. The particulate filter of claim 7, wherein the filtration means is connected to a fuel tank in which a pump is installed in the catalyst tank and the auxiliary fuel tank, and a saturated solution tank in which a flow rate measuring means and a constant temperature maintaining means are provided. Catalytic compound injection device for. 10. An apparatus for injecting catalytic compounds according to claim 1 or 9, wherein the flow rate measuring means is provided with a level gauge. The apparatus of claim 1, wherein the catalyst tank is provided with a constant temperature maintaining means for preventing precipitation of the catalyst compound due to a change in temperature. The apparatus of claim 9 or 11, wherein a heater for measuring the temperature of the fuel as well as heating the fuel and maintaining the fuel at a constant temperature is provided by the constant temperature maintaining means. . The apparatus of claim 1, wherein the fuel line connecting the auxiliary fuel tank and the engine is provided with a pipeline opening and closing means for opening and closing the pipeline. The apparatus of claim 1, further comprising a fuel line directly connecting the fuel tank and the engine, and further comprising a fuel line provided with a pipe opening and closing means. According to claim 2, Direction and flow rate adjusting means comprising: a three-way valve provided at a position where the other fuel line connected to the catalyst tank in the fuel line connecting the fuel tank and the auxiliary tank; A catalyst compound injection device for removing soot from a diesel engine, including a pump installed in a fuel line directly connecting a secondary fuel tank to a fuel tank to control a flow rate of the fuel. 16. The catalytic compound injection device as claimed in claim 15, wherein the pump provided as a fuel transfer means is installed between the three-way valve and the fuel tank. According to claim 2, Flow rate and direction control means includes a pipe joint provided at the position where the other fuel line connected to the catalyst tank in the fuel line connecting the fuel tank and the auxiliary tank; A catalyst compound injection device for removing soot from a diesel engine, including a pump installed in a fuel line directly connecting a secondary fuel tank to a fuel tank to control a flow rate of the fuel. 18. The apparatus of claim 17, wherein the fuel line connecting the fuel tank and the auxiliary tank and the other fuel line branched from the fuel line to the catalyst tank respectively prevent backflow of the fuel stored in the auxiliary fuel tank and the catalyst tank, respectively. Catalytic compound injection device for removing the soot of the diesel engine, characterized in that provided. 19. The catalyst compound injection device for removing the soot of a gel engine according to claim 18, wherein a check valve is provided as a backflow preventing means. According to claim 2, Direction and flow rate adjusting means comprising: a pipe joint provided at a position where another fuel line connected to the catalyst tank in the fuel line connecting the fuel tank and the auxiliary tank; A catalyst compound injection device for removing soot from a diesel engine, comprising a fuel line connecting the pipe joint and the catalyst tank and a pipe opening and closing means respectively installed in the fuel line connecting the pipe joint and the auxiliary fuel tank. The apparatus for injecting a catalyst compound for removing particulates from a diesel engine according to claim 13, wherein the pipeline opening and closing means is provided with an open / close valve.