WO1993022553A1 - Traitement magnetique du melange air/carburant - Google Patents

Traitement magnetique du melange air/carburant Download PDF

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Publication number
WO1993022553A1
WO1993022553A1 PCT/AU1993/000183 AU9300183W WO9322553A1 WO 1993022553 A1 WO1993022553 A1 WO 1993022553A1 AU 9300183 W AU9300183 W AU 9300183W WO 9322553 A1 WO9322553 A1 WO 9322553A1
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WO
WIPO (PCT)
Prior art keywords
air
fuel mixture
magnetic field
fuel
engine
Prior art date
Application number
PCT/AU1993/000183
Other languages
English (en)
Inventor
Roy Edward McDONNELL (Deceased)
Original Assignee
MCDONNELL, Beryl, Adele (Legal representative of MCDONNELL, Roy, Edward (Deceased))
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by MCDONNELL, Beryl, Adele (Legal representative of MCDONNELL, Roy, Edward (Deceased)) filed Critical MCDONNELL, Beryl, Adele (Legal representative of MCDONNELL, Roy, Edward (Deceased))
Publication of WO1993022553A1 publication Critical patent/WO1993022553A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F02D9/1035—Details of the valve housing
    • F02D9/104—Shaping of the flow path in the vicinity of the flap, e.g. having inserts in the housing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B51/00—Other methods of operating engines involving pretreating of, or adding substances to, combustion air, fuel, or fuel-air mixture of the engines
    • F02B51/04—Other methods of operating engines involving pretreating of, or adding substances to, combustion air, fuel, or fuel-air mixture of the engines involving electricity or magnetism
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M27/00—Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like
    • F02M27/04—Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like by electric means, ionisation, polarisation or magnetism
    • F02M27/045—Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like by electric means, ionisation, polarisation or magnetism by permanent magnets
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10026—Plenum chambers
    • F02M35/10032—Plenum chambers specially shaped or arranged connecting duct between carburettor or air inlet duct and the plenum chamber; specially positioned carburettors or throttle bodies with respect to the plenum chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10242—Devices or means connected to or integrated into air intakes; Air intakes combined with other engine or vehicle parts
    • F02M35/10281—Means to remove, re-atomise or redistribute condensed fuel; Means to avoid fuel particles from separating from the mixture
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • This invention concerns the combustion of hydrocarbons. 5 More particularly it concerns the combustion of petrol (also known as gasoline) in an internal combustion engine or in other gaseous fuel burning appliances where petrol and oxygen-containing gas are supplied to the other appliance as an aerosol mixture.
  • petrol also known as gasoline
  • an internal combustion 10 engine such a supply of an air/fuel mixture occurs when a carburettor or fuel injector is used to control the supply of fuel to the engine.
  • Catalytic converters are expensive items of equipment. If a significant improvement in fuel combustion could be obtained within the engine, to provide essentially complete combustion of the fuel, the exhaust gases should meet the emission control requirements. In such a situation, the catalytic converter could be removed. That would result in a considerable saving in the cost of the engine and a more efficient engine would be produced.
  • the air/fuel mixture injected directly into the inlet manifold of the engine is subjected to the influence of magnetic fields.
  • the air/fuel mixture is passed through a first magnetic field having its magnetic lines of force substantially at right angles to the direction of flow of the air/fuel mixture.
  • the air/fuel mixture is passed through a second magnetic field which has its magnetic lines of force at right angles to the direction of flow of the air/fuel mixture and in the opposite direction to the lines of force of the first magnetic field.
  • the strength of the magnetic fields is constant.
  • each magnetic field may be cyclically varied in strength.
  • air/fuel mixtures are essentially a suspension of fuel droplets in the carrier gas (air), and the present inventor hypothesised that when the very small globules (droplets) of fuel in the air/fuel mixture are subjected to such opposed magnetic fields, the globules were stressed and the inter-molecular or intra-molecular bonds of the fuel are ruptured, to produce an aerosol which contains a large number of extremely small, possibly monomolecular, globules of the hydrocarbon fuel, or of lighter fractions of the hydrocarbon fuel.
  • Such an air/fuel mixture would enable the fuel (or its fractions) to burn substantially completely during the power stroke of the internal combustion engine.
  • the effect of the present invention is to reduce, substantially, the droplet size of the air/fuel aerosol, thus permitting more efficient combustion of the fuel.
  • a method of treating the air/fuel mixture consisting of droplets of fuel in suspension in the air) being supplied to an internal combustion engine to reduce the size of the face droplets in the mixture comprises the steps of
  • each magnetic field (a) subjecting the air/fuel mixture to a first magnetic field which has its magnetic lines of force extending substantially transverse the direction of flow of the air/fuel mixture, and (b) subsequently subjecting the air/fuel mixture to a second magnetic field which has its magnetic lines of force substantially transverse the direction of flow of the air/fuel mixture and also substantially in the opposite direction to the lines of force of the first magnetic field, said pair of first and second magnetic fields being spaced apart from each other.
  • the strength of each magnetic field will normally be constant in value, but it may be cyclically varied.
  • the magnetic fields have been established by two magnet assemblies each having a block or rod magnet with its magnetisation extending transverse the rod, between two elongate faces thereof.
  • a pair of flat, soft-iron "pole pieces”, each having a face with ' dimensions greater than the aforementioned elongate faces of the block or rod magnet, are clamped by the magnetic force derived by the rod magnet to the elongate faces of the rod magnet to provide elongate pole pieces extending from the rod magnet at right angles to its direction of magnetisation.
  • These two assemblies are used on opposite sides of the channel in which direction of flow of the air/fuel mixture flows, to establish the first and second magnetic fields of the present invention.
  • the distance between the elongate faces of the block or rod magnet of each magnet assembly, and hence the separation of the pole pieces providing the first and second magnetic fields, is normally between 5 mm and 10 mm, and is preferably about 6 mm when the present invention is used in a 4-cylinder internal combustion engine of a motor vehicle.
  • the separation between the pole pieces of the opposed magnet assemblies can vary from 10 mm to about 30 mm, but is preferably in the range from 10 mm to 20 mm.
  • the two magnet assemblies are mounted within a body member which is used to define part of the channel through which the air/fuel mixture flows.
  • the present invention also provides apparatus for applying a pair of magnetic fields to an air/fuel mixture being supplied to an internal combustion engine, said apparatus comprising:
  • a pair of magnet assemblies mounted within said body member in diametrically opposed relationship to the channel extending therethrough, said magnet assemblies producing (i) a first magnetic field having its lines of force extending in a direction which is transverse the channel and orthogonal t,o the flow-through direction in said channel of said air/fuel mixture, and (ii) a second magnetic field having its lines of force extending in a direction which is transverse the channel and opposite to the direction of the lines of force of said first magnetic field.
  • the magnet assemblies are as indicated above.
  • the magnets used in the present invention must have a high Curie temperature (the temperature at which their remanent magnetisation reduces to zero), so that the magnetic fields established by the magnets are present at all the temperatures likely to be experienced by an internal combustion engine mounted in a motor vehicle.
  • Figure 1 is a perspective sketch showing an embodiment of- the present invention connected between a carburettor air/fuel mixture outlet and the inlet manifold of an internal combustion engine.
  • Figure 2 is a vertical sectional view at 2-2 through the arrangement of Figure 1.
  • Figure 3 is a sectional view at 3-3 of Figure 2.
  • Figure 4 shows the individual components of one of the magnet assemblies used in the embodiment illustrated in Figures 1, 2 and 3.
  • Figure 5 illustrates two alternative constructions of the body members that have been used in implementations of the present invention.
  • Figure 6 is a partly schematic, partially sectional view of the application of the present invention to an engine having a carburettor with primary and secondary air/fuel mixture outlets.
  • Figure 7 is a sectional view at 7-7 of Figure 6.
  • Figure 8 is a partly schematic sectional view of an alternative embodiment of the present invention for use with a carburettor having primary and secondary air/fuel mixture outlets.
  • Figure 9 illustrates the equipment used in a university evaluation of the physical effect of the present invention on the droplet size distribution of an air/fuel mixture.
  • Figure 10 is a graph showing the measured droplet size of an air/fuel mixture, obtained using the equipment shown in Figure 9.
  • FIG. 1 shows an embodiment of the present invention mounted between the air/fuel mixture outlet 10 of a carburettor and the inlet manifold 11 of an internal combustion engine.
  • the carburettor has a butterfly valve 13, which is adjacent to the air/fuel mixture outlet and which, when opened fully, moves partly into the region below the outlet.
  • the embodiment of the present invention comprises a body member 14 which defines an internal channel 15.
  • the channel 15 provides a duct for the air/fuel mixture between the carburettor outlet 10 and the inlet manifold 11.
  • the body member 14 may be made from aluminium, brass or any other suitable non-magnetic material.
  • the internal wall of the body member 14 is provided with a pair of inwardly extending steps 16 which are diametrically opposed with respect to the channel 15.
  • a pair of magnet assemblies are positioned one on each of the steps 16, and are positively located in those positions by any suitable means (such as stops, locating keys, spring clips, clamps or the shaping of the internal walls of the body member " 14).
  • Each magnet assembly comprises the components illustrated in Figure 4, namely a block or rod magnet 30 and a pair of flat ferromagnetic (for example, soft iron) pole pieces 31 and 32.
  • the rod magnet 30 is magnetised across its faces 33 and 34, so that when the pole pieces 31 and 32 are brought into contact with the faces " 33 and 34, respectively, of the magnet 30, the edges 31A and 32A of the pole pieces become the poles of the magnet assembly.
  • the shape of the edges 31A and 32A is not critical. Normally the edges 31A and 32A will be rounded as shown in Figure 3 or flat as shown in Figure 2.
  • the dimension w of the pole pieces 31 and 32 need only be a millimetre or so greater than the dimension b of the magnet 30 to establish the required magnet field structure of the resent invention. Normally the dimension b will be about 10 mm.
  • the magnet 30 must have a Curie temperature (the temperature at which the remanent magnetisation becomes zero) which is higher than the maximum temperature likely to be experienced in the vicinity of the internal combustion engine. In a motor vehicle, this maximum temperature occurs shortly after the engine has been switched off after use, and is usually in the range of from 140°C to 160°C.
  • the present inventor has successfully used rod magnets measuring 30 mm by 10 mm by 6 mm made from (a) a neodymium, iron and boron alloy having a Curie temperature of about 250°C, and (b) a cobalt and samarium alloy, having a Curie temperature of about 350°C.
  • the former magnets which had a magnet strength of 12,000 gauss, were obtained from Swift & Levic Magnets, of Sheffield, England.
  • the latter magnets which had a magnet strength of 10,500 gauss, were supplied by Hitachi Corporation, of Japan. Both types of magnets performed satisfactorily but the cobalt/samarium magnets are preferred because they have the higher Curie temperature.
  • the pole pieces 31 of the two magnet assemblies shown in Figures 1, 2 and 3 establish a magnetic field Bl in the channel 15, and the two pole pieces 32 establish a magnetic field B2.
  • the lines of force of the magnetic field Bl are in the opposite direction to the lines of force of the magnetic field B2, but the lines of force of each field Bl and B2 are orthogonal to the direction of flow, through channel 15, of the air/fuel mixture leaving the carburettor outlet 10.
  • the spacing a between the two pole pieces 31 (and thus also between the two pole pieces 32) will be in the range from 10 mm to 20 mm, but this spacing may be varied to suit a particular engine and/or carburettor.
  • the carburettor outlet 10 is provided with a flange 17 which is complementary to a flange 18 formed with or attached to the body member 14.
  • a gasket 19 between the flanges 17 and 18 enables a gas-tight connection to be made between the carburettor outlet 10 and the body member 14 when the flanges 17 and 18 are clamped together by conventional means.
  • the connection between the body member 14 and the inlet manifold 11 is effected by making the lower region 14A of the body member 14 as a tubular structure of annular cross-section, with a groove 21 formed in its outer surface to receive an 0-ring 22.
  • the diameter of the circular cross-section of the strip of material which forms the 0-ring 22 (that is, the diameter of each of the two sections shown by the reference numeral 22 in Figure 2) is such that, when the region 14A of the body member is inserted into a circular aperture 20 of the inlet manifold 11, a seal is established between the region 14A and the wall of the aperture 20 by the 0-ring 22.
  • a sealing compound for example, a silicone sealing compound
  • the 0-ring 22 may be a conventional neoprene 0-ring.
  • any other suitable means of connecting the body member 14 to the carburettor outlet 10 and to the inlet manifold 11 in a gas-tight manner may be used instead of the arrangement illustrated in Figure 2.
  • an external step 23 at the upper end of the tubular end region 14A of the body member ensures that the body member cannot be inserted into the inlet manifold to such an extent that the 0-ring 22 is at least partially inside the wall of the inlet manifold.
  • the body member is provided with a pair of legs 25 which are screwed into threaded apertures in the base of the body member 14.
  • the screw thread connection enables the length of the legs 25 projecting from the body member 14 to be adjusted so that when the legs 25 and the lower region of the body member 14 (with an 0-ring in the groove 21) are inserted into the aperture 20 of the inlet manifold, the legs act as spacers when they come into contact with the inner face of the lower wall of the inlet manifold 11 opposite the aperture 20.
  • FIG. 6 The partly schematic, partly sectional arrangement of Figure 6 shows how a body member 44 containing two separate pairs of magnet assemblies is mounted between a carburettor 45 and the inlet manifold 11 of the internal combustion engine.
  • the pairs of magnet assemblies provide the magnetic fields Bl and B2 for each of the carburettor outlets 10.
  • An air cleaner 46 is shown mounted on top of the carburettor 45 in Figure 6.
  • a central magnet assembly comprising rod magnet 80 and ferromagnetic pole pieces 81 and 82, is used to provide, with respective outer magnet assemblies as described above the magnetic fields Bl and B2 for the primary and secondary air/fuel mixture outlets of the carburettor.
  • the bar magnets are replaced with the pole pieces of electromagnets.
  • the electromagnets are operated with varying DC currents through their windings.
  • the present invention has been tested with engines of various sizes. Details of some of the tests and evaluations of the invention are provided in the following examples.
  • the cylinders of this engine had compression readings before this nine-months period of 965, 914, 793 and 965 kPa (corresponding to 140, 137, 115 and 140 p.s.i., respectively), and those compression figures were essentially unchanged at the end of this nine-months period.
  • Tests were then made of the on-road performance and the fuel usage, and the exhaust gas of the vehicle was analysed, with and without a second prototype unit of the present invention attached to the engine.
  • the pole pieces establishing each magnetic field were spaced apart a distance of 7 mm and, to maintain a smooth flow of the air/fuel mixture, a generally conical taper to the gap between the pole pieces was established.
  • the taper was created in a plate having a thickness of 9 mm, mounted immediately above the upper-most pair of pole pieces in the unit of the present invention.
  • Tests with and without * the taper present showed an increase of 5 per cent in the horsepower generated by the engine when the conical taper was included.
  • the vehicle used in this example was a Mitsubishi Motors "MAGNA TN” motor car, manufactured in 1987, and fitted with an automatic gearbox.
  • the 2.6 litre, 4-cylinder engine of this vehicle was equipped with all the normal emission control equipment, including a catalytic converter.
  • measurements of the exhaust gas composition of the engine were made (a) with the catalytic converter present and the present invention not fitted to the engine of the vehicle; (b) with the catalytic converter removed and the present invention not fitted ' to the engine; and (c) with the catalytic converter removed and with a unit of the present invention, constructed as shown in Figure 2, fitted between the carburettor and the inlet manifold of the engine.
  • Table 2 The results achieved are shown in Table 2.
  • a unit of the present invention was evaluated in an engine test bed at Goodman Racing Developments, Sydney, Australia.
  • the evaluation involved running a Ford 1600 cc, Formula 4, Cross-Flow racing engine in the test bed both with and without the present invention fitted to the engine.
  • the test bed results of the brake horsepower developed by the engine, with similar loads and similar other operating conditions, are shown in Table 3. Table 3
  • Lake Tuggeranong College in the Australian Capital Territory built two essentially identical vehicles, each powered by a 50 cc Hyundai engine, for use in the 1992 "Shell Mileage Marathon” held at the Amaroo Park Raceway, near Sydney, Australia.
  • the engine of one of these vehicles was fitted with a unit of the present invention, in which the spacing between the pole pieces to establish the magnetic fields Bl and B2 was 1.7 mm.
  • a laser beam 91 generated by a laser 90, was directed through an input window 92 and an output window 93 of a chamber attached to the inlet manifold of an internal combustion engine.
  • the chamber had four ports, two of which contained the input window 92 and the output window 93.
  • Another port 94 was connected to the inlet manifold of the engine.
  • the fourth port 95 was connected directly to the output of a unit of the present invention 100, mounted underneath the SU carburettor 96 normally used to supply an air/fuel mixture to the engine.
  • the droplet structure of the air/ uel mixture was measured while the engine was operating, using a laser scattering technique (a) with two opposed magnetic fields in the unit 100 and (b) using a duplicated form of the present invention, with which the air/fuel mixture was subjected to four magnetic fields, in alternating opposed directions.
  • the resultant particle size distribution for the two magnetic fields unit of the invention is shown by the solid curve in Figure 10.
  • the dashed curve illustrates the departure from this droplet size distribution when four magnetic fields were applied to the air/fuel mixture.
  • the technique used did not permit recordal of droplets having a diameter less than 3 microns.
  • the road test showed that at a constant speed of 60 km per hour, the fuel consumption was 14.3 litres per 100 kilometres (19.68 miles per gallon), and at a constant speed of 100 km per hour, the fuel consumption was 12.7 litres per 100 kilometres (22.22 mpg).
  • the fuel consumption figures at constant speeds were measured at (a) 60 km per hour - 9.32 litres per 100 kilometres or 30.24 mpg; (b) 80 km per hour - 6.64 litres per 100 kilometres or 42.47 mpg; amd (c) 100 km per hour - 7.75 litres per 100 kilometres or 36.26 mpg.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

La combustion améliorée du carburant dans un moteur à combustion interne est obtenue en faisant passer le mélange air/carburant fourni au moteur à travers une paire de champs magnétiques (B1, B2). Le premier champ magnétique (B1) est appliqué perpendiculairement à la direction d'écoulement du mélange air/carburant. Le second champ magnétique (B2) est appliqué après le premier champ magnétique, également perpendiculairement à la direction d'écoulement du mélange air/carburant mais dans la direction opposée au premier champ magnétique. L'effet de cette application séquentielle de champs magnétiques opposés est de réduire la quantité de grandes gouttes de carburant dans le melange air/carburant et d'augmenter la quantité de gouttes plus petites, créant ainsi un mélange air/carburant qui brûle de manière plus efficace, et réduisant la teneur en hydrocarbures et en monoxyde de carbone des gaz d'échappement du moteur. L'appareil qui applique les champs magnétiques est monté entre la sortie (10) du carburateur ou de l'injecteur central de carburant du moteur et du collecteur d'admisson (11) du moteur. De manière préférable, les champs magnétiques sont établis par des ensembles d'aimants, comprenant un aimant droit (30) auquel les pièces polaires (31, 32) sont fixées, montés sur chaque côté d'un canal (15) à l'intérieur d'un corps ou d'un logement (14).
PCT/AU1993/000183 1992-04-27 1993-04-27 Traitement magnetique du melange air/carburant WO1993022553A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AUPL2129 1992-04-27
AUPL212992 1992-04-27

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Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2001029392A1 (fr) * 1999-10-17 2001-04-26 R. Kaiser, Versuchs- Und Entwicklungs Kg Generateur amont d'un moteur a combustion interne
EP1270923A2 (fr) * 2001-06-21 2003-01-02 Ludwig Kiener Dispositif pour la production de carburant
WO2004020811A1 (fr) * 2002-08-29 2004-03-11 Andreas Kreisel Procede et dispositif pour le traitement electromagnetique de l'hydrogene de l'air de combustion humide et du combustible pour des moteurs et des dispositifs a combustion interne
WO2005005817A1 (fr) * 2003-07-15 2005-01-20 Save The World Air, Inc. Dispositif d'economie de carburant et de reduction des emissions
US6901917B2 (en) 2000-05-19 2005-06-07 Save The World Air, Inc. Device for saving fuel and reducing emissions
CN109083749A (zh) * 2018-07-09 2018-12-25 冯子光 一种磁力平衡气阀及使用该气阀的排气筒

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US4605523A (en) * 1984-06-04 1986-08-12 Smillie Winston B Apparatus for improved fuel efficiency
JPS6238865A (ja) * 1985-08-10 1987-02-19 Kiyoshi Mizukoshi 内燃機関の燃料節減装置
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JPS5514471A (en) * 1978-07-18 1980-01-31 Shigetaka Morino Spraying improver
CA1092917A (fr) * 1980-06-30 1981-01-06 Romulo Dalupan Traduction non-disponible
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US4605523A (en) * 1984-06-04 1986-08-12 Smillie Winston B Apparatus for improved fuel efficiency
JPS6238865A (ja) * 1985-08-10 1987-02-19 Kiyoshi Mizukoshi 内燃機関の燃料節減装置
US4711271A (en) * 1986-12-15 1987-12-08 Weisenbarger Gale M Magnetic fluid conditioner
AU5723490A (en) * 1989-05-26 1990-12-18 Wribro Limited Improving fuel combustion efficiency
EP0434558A2 (fr) * 1989-12-19 1991-06-26 Forrest Scientific Research Limited Méthode et appareil pour l'inhibiton magnétique de protesta
EP0473133A1 (fr) * 1990-08-28 1992-03-04 Gekko International, Inc. Dispositif magnétique pour le traitement du combustible
AU6858091A (en) * 1990-09-12 1992-03-19 Eagle Research And Development, Inc. Combustion efficiency improvement device
EP0501589A1 (fr) * 1991-02-27 1992-09-02 Handelsburo "Zwolle" Modificateur de carburant

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Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2001029392A1 (fr) * 1999-10-17 2001-04-26 R. Kaiser, Versuchs- Und Entwicklungs Kg Generateur amont d'un moteur a combustion interne
DE19949806B4 (de) * 1999-10-17 2009-04-02 R.Kaiser Versuchs- Und Entwicklungs Kg Vorschaltgenerator für einen Verbrennungsmotor
US6901917B2 (en) 2000-05-19 2005-06-07 Save The World Air, Inc. Device for saving fuel and reducing emissions
EP1270923A2 (fr) * 2001-06-21 2003-01-02 Ludwig Kiener Dispositif pour la production de carburant
EP1270923A3 (fr) * 2001-06-21 2004-08-18 Ludwig Kiener Dispositif pour la production de carburant
WO2004020811A1 (fr) * 2002-08-29 2004-03-11 Andreas Kreisel Procede et dispositif pour le traitement electromagnetique de l'hydrogene de l'air de combustion humide et du combustible pour des moteurs et des dispositifs a combustion interne
WO2005005817A1 (fr) * 2003-07-15 2005-01-20 Save The World Air, Inc. Dispositif d'economie de carburant et de reduction des emissions
CN109083749A (zh) * 2018-07-09 2018-12-25 冯子光 一种磁力平衡气阀及使用该气阀的排气筒
CN109083749B (zh) * 2018-07-09 2023-08-22 冯子光 一种磁力平衡气阀及使用该气阀的排气筒

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