WO2007142454A1

WO2007142454A1 - Reduction of exhaust gas fuel economy system for an internal combustion engine

Info

Publication number: WO2007142454A1
Application number: PCT/KR2007/002728
Authority: WO
Inventors: Sung Mo Kim
Original assignee: Sung Mo Kim
Priority date: 2006-06-05
Filing date: 2007-06-05
Publication date: 2007-12-13
Also published as: KR20060070521A; KR100696373B1

Abstract

The present invention provides a device for reducing an exhaust gas of a fuel for an internal combustion engine, and more particularly, for the sake of making the fuel completely combusted by disposing the device on a fuel supply line of the internal combustion engine to press and diffuse the fuel while simultaneousl atomizing molecules of the fuel, provides a device for reducing an exhaust gas of a fuel for an internal combustion engine, which includes an inlet side housing coupled with a fuel pipe of a fuel tank side at its one end, a discharge side housing coupled with a fuel pipe of an engine side at the other end, a ring magnet and a diffuser se¬ quentially disposed within an inner end of each housing, a sleeve allowing a spherical sleeve ball to advance and retreat in a fuel passage hole within an inner center portion of the housing, a cap having a plurality of discharge holes and coupled with the fuel passage hole on the sleeve, and a sleeve body in which a plurality of ring magnets are overlapped and interposed in the fuel passage hole and coupled with the a lower portion of the sleeve.

Description

Description REDUCTION OF EXHAUST GAS FUEL ECONOMY SYSTEM

FOR AN INTERNAL COMBUSTION ENGINE Technical Field

[1] The present invention relates a device for reducing an exhaust gas of fuel for an internal combustion engine, and more particularly, to a device for reducing an exhaust gas of fuel for an internal combustion engine which is disposed on a fuel supply line of the internal combustion engine and atomizing molecules of the fuel while pressing and diffusing the fuel for achieving complete combustion. Background Art

[2] In general, a mixer disposed in an internal combustion engine used for an automobile or a ship requires a very accurate control for meeting all of reduction in exhaust gas, reduction in fuel consumption amount, and output enhancement.

[3] A fuel injection device applied for the internal combustion engine acts to electrically detect an amount of suction air and inject a proper amount of the fuel into the engine depending on the amount of suction air in consideration of an operating condition of the engine, for which it has a controller.

[4] An injector is a part of injecting the fuel into an intake manifold of each cylinder depending on a signal transmitted from the controller, and is composed of a solenoid coil, a plunger, a needle valve, and so forth, wherein when a current flows in the solenoid coil, the plunger is absorbed to pull the needle vale formed with the plunger as one body to open an injection nozzle, so that the fuel is injected.

[5] At the time of the above-described operation, an amount of injected fuel is determined by the time for which the needle valve is opened, that is, the time for which the current flows in the solenoid coil.

[6] An electric circuit for operating the injector may be mainly classified into a voltage control type and a current control type, and the type is determined depending on whether a resistor is used.

[7] Meanwhile, a device for reducing a fuel injected from the injector is disposed at an intake side toward the engine, and many types of such a devices are well known, and an example thereof is already proposed in Korean Patent Laid-Open Publication No. 10-2004-0005552.

[8] The above-mentioned art provides a device for reducing a fuel, which includes an inlet side housing connected to a fuel pipe of a fuel tank, a first permanent magnet fixed within the inlet side housing, an outlet side housing coupled to the inlet side housing by a coupling means and of which one end is connected to an engine side fuel pipe, a second permanent magnet fixed within the outlet side housing with the same polarities between the first and second permanent magnets facing each other, a partition plate disposed at an intermediate portion of the housing to divide the housing and having a fuel passage hole at its center portion, a third permanent magnet disposed at a fuel inlet side of the partition plate, a fourth permanent magnet disposed at a fuel outlet side of the partition plate and of which a first ball can advance or retreat within a passage hole, a sleeve disposed at one side of the partition plate and having a fuel passage hole at its center portion, a second ball disposed on the fuel passage hole of the sleeve and opening or closing the fuel passage hole by means of magnetic force of the fourth permanent magnet to atomize the fuel, a cap disposed at one side of the sleeve and having a plurality of fuel supply holes allowing the fuel to be supplied to a combustion chamber since the second ball causes the fuel passage hole to be opened by the pressed accelerator, a first diffusion plate disposed in the inlet side housing and primarily diffusing the fuel, and a second diffusion plate disposed in the outlet side housing and secondarily diffusing and atomizing the fuel.

[9]

Disclosure of Invention Technical Problem

[10] However, the above-mentioned art has drawbacks such that a surface coating layer of the permanent magnet is continuously exposed to the fuel to cause oxidation and corrosion, and has weak durability such that the magnets flow or fine vibration continues due to a free play between magnets to rapidly lower the magnetic force or cause the magnet to be broken.

[11] In addition, it has poor durability, stability, and management such that a space between the first ball capable of advancing and retreating within the fourth permanent magnet and fourth permanent magnet is not sufficient to cause clogging when fine dusts are stacked, a position of the first ball is determined by the Gauss magnitudes of the third and fourth permanent magnets so that the Gauss of each magnet must be individually measured, and the first ball may retreat up to the third permanent magnet due to an assembly mistake or change in Gauss or the like to collide with the first diffusion plate so that the diffusion wing may be damaged. Technical Solution

[12] It is therefore an object of the present invention to provide a device for reducing an exhaust gas of a fuel for an internal combustion engine, which includes a pair of diffusion plates, a plurality of permanent magnets (ring magnets), and metallic balls to not only cause a fuel to be diffused and atomized for complete combustion several times while the fuel is supplied, but also cause an exhaust gas to be reduced due to the complete combustion of the fuel and an output to be more enhanced due to an increase in explosive force resulting from the complete combustion for enhancement of durability and stability of the device.

[13] In one aspect, the present invention is directed to a device for reducing an exhaust gas of a fuel for an internal combustion engine, which includes an inlet side housing coupled with a fuel pipe of a fuel tank side at its one end, a discharge side housing coupled with a fuel pipe of an engine side at the other end, a ring magnet and a diffuser sequentially disposed within an inner end of each housing, a sleeve allowing a spherical sleeve ball to advance and retreat in a fuel passage hole within an inner center portion of the housing, a cap having a plurality of discharge holes and coupled with the fuel passage hole on the sleeve, and a sleeve body in which a plurality of ring magnets are overlapped and interposed in the fuel passage hole and coupled with the a lower portion of the sleeve, wherein a wall of the inner end of the discharge side housing is curved to enable the fuel to be diffusion-reflected, a washer having a magnitude corresponding to that of the ring magnet is interposed at the outermost side and between the ring magnets overlapped within the sleeve body, and a cylindrical bushing having an uneven surface on an inner surface and a protrusion at its one end and allowing a bushing ball to advance and retreat is interposed within the ring magnet and the washer.

Advantageous Effects

[14] According to a device for reducing an exhaust gas of a fuel for an internal combustion engine of the present invention, in addition to effects of the related art, a reflecting surface is curved to enable a fuel to be diffused in a more uniform distribution, so that a combustion rate of the fuel can be enhanced to enhance an output of the internal combustion engine and simultaneously minimize an occurrence of the exhaust gas.

[15] Further, according to a structure of preventing a free play of magnets, a structure of preventing a coating layer of a magnet from being damaged, and a structure of allowing bushing and bushing ball to advance and retreat using an uneven surface and a protrusion of the present invention, durability of the magnet and durability of a diffuser can be enhanced and a fuel pump is not overloaded, so that a lifetime of the device can be prolonged without affecting lifetimes of existing parts of a vehicle. Brief Description of the Drawings

[16] FIG. 1 is a disassembled diagram of a device for reducing an exhaust gas in accordance with embodiments of the present invention.

[17] FIG. 2 is a vertically cross-sectional diagram of an assembled device for reducing an exhaust gas when an accelerator is stepped on in accordance with embodiments of the present invention.

[18] FIG. 3 is a vertically cross-sectional diagram of an assembled device for reducing an exhaust gas when an accelerator is not stepped on in accordance with embodiments of the present invention.

[19] FIGS. 4 to 7 are diagrams illustrating smoke displacement before and after a device of the present invention is installed in accordance with a second embodiment of the present invention. Best Mode for Carrying Out the Invention

[20] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to FIGS. 1 to 3.

[21] FIG. 1 is a disassembled diagram of a device for reducing an exhaust gas in accordance with embodiments of the present invention, FIG. 2 is a vertically cross- sectional diagram of an assembled device for reducing an exhaust gas when an accelerator is stepped on in accordance with embodiments of the present invention, and an arrangement of the device for reducing the exhaust gas of the present invention with reference to FIGS. 1 and 2 is as follows.

[22] a discharge nipple 11 is disposed to be fit into a fuel pipe of an engine at one end of a discharge side housing 10, and an inlet nipple 91 is disposed to be fit into a fuel pipe connected to a fuel tank at the other end of the inlet side housing 90 coupled to the discharge side housing 10 by a typical screwing means.

[23] A ring-shaped magnet 20, a washer 21 having a size corresponding to the ring- shaped magnet 20, and diffusers 30 and 31 are sequentially disposed at an inner end of each of the discharge side housing 10 and the inlet side housing 90 as shown in FIG. 2, so that the magnets, washers, and diffusers are symmetric to each other. At this time, an inner surface of the discharge side housing 10 preferably has its cross-section curved such that its inner radius decreases toward the discharge nipple 11 as shown in FIG. 2. The above-mentioned art has the linear shape for the same whereas the present invention has the device with the curved discharge side housing, so that a fuel to be diffused and discharged through the discharge side diffuser 30 is reflected by a reflecting surface 12 to cause diffused reflection, thereby effectively diffusing the fuel over a large area. Meanwhile, a cap 40, a sleeve 60, and a sleeve body 80 are coupled to each other within each of the diffusion plates 30 and 31 of the housings where the discharge side housing 10 and the inlet side housing 90 are coupled.

[24] First, the sleeve 60 is connected to the sleeve body 80 at its bottom portion, and acts to couple the cap 40 to itself, that is, it allows a spherical sleeve ball 50 to advance or retreat within a fuel passage hole 61 and has a protruded nozzle 62 for preventing the sleeve ball 50 from being retreated at a lower portion of the fuel passage hole 61, and a curved portion 63 is formed at a lower portion of the nozzle 62, while a cap 40 having a plurality of discharge holes 41 is screw-fit at an outer surface of the fuel passage hole 61 and acts to prevent the sleeve ball 50 from being deviated from the fuel passage hole 61.

[25] In this case, the curved portion 63 also acts to diffuse the fuel more effectively over a large area and activate the fuel more by means of a magnetic force of the ring magnet

20 when the fuel passed through a bushing 70 to be described later collides with the curved portion 63 to be reflected.

[26] A plurality of ring magnets 20 and washers 21 are alternately disposed within the fuel passage hole 81 of the sleeve body 80 screw-coupled at a lower portion of the sleeve 60 as shown FIG. 2, and a partition wall 82 protruded from the sleeve body 80 is disposed between each ring magnet 20 and each washer 21 so that it can determine an interval between the ring magnet and the washer, or the washer 21 may be used to prevent a free play or interval of each magnet. However, the arrangement of the washer

21 and the magnet 20 is not limited thereto.

[27] A cylindrical bushing 70 is interposed within a magnetic object where the ring magnets 20 and the washers 21 are alternately stacked.

[28] The bushing 70 has a spherical bushing ball 51 at its inner side so that the bushing ball 51 can advance or retreat within the bushing 70, and the bushing ball 51 is prevented from advancing due to the curved portion 63 formed in the sleeve 60 at the time of advancing, and is prevented from retreating due to the protrusion 72 protruded inward from the other end of the bushing 70 at the time of retreating.

[29] Accordingly, it is preferable that an inner radius of the bushing 70 is larger than an outer radius of the bushing ball 51 and an inner radius of the protrusion 72 is smaller than an outer radius of the bushing ball 51. In this case, a gap between the bushing ball 51 and the uneven surface 71 formed along the longitudinal direction within the bushing 70 can be properly designed depending on the kind of internal combustion engine within a range of 0.05mm to 0.2mm.

[30] In this case, the uneven surface 71 formed along the longitudinal direction of the bushing 70 allows the fuel prevented from flowing due to the bushing ball 51 to pass through the concave portion of the uneven surface 71, and is formed entirely over inner circumferential surface of the bushing 70, and is shown to be formed along the longitudinal direction of the bushing 70, however, it may be formed to have a spiral shape such as a female screw so as to prolong a staying time of the fuel and simultaneously form an eddy flow.

[31] A height of the unevenness may be varied depending on the displacement and the kind of the internal combustion engine but is preferably in a range of 0.1mm to 1.0mm, and the fuel pump may be overloaded due to an insufficient amount of fuel to be supplied when the height is less than the lower limit, and the atomization of the fuel may be limited to lower the fuel reduction effect when the height is higher than the upper limit so that it is not preferable.

[32] According to the above-described arrangement, Gausses of the ring magnets 20 need not to be changed depending on their positions, or the magnitude of the Gauss needs not to be separately managed and assembled, so that the present invention is advantageous over the related art in terms of assembly and management.

[33] Meanwhile, the ring magnet 20 is usually subjected to metal coating on a surface such as nickel plating for enhancing durability of the magnet, however, the metallic coating layer is apt to be stripped off when it is exposed to the fuel for a long time.

[34] To deal with this, when a washer 21 having the same size as the ring magnet 20 is assembled with the ring magnet 20 at a side surface of the magnet, the metallic coating layer is not directly exposed to the fuel by means of the washer 21 so that the durability is enhanced.

[35] FIG. 2 is a vertically cross-sectional diagram of an assembled device for reducing an exhaust gas when an accelerator is stepped on in accordance with embodiments of the present invention, and FIG. 3 is a vertically cross-sectional diagram of an assembled device for reducing an exhaust gas when an accelerator is not stepped on in accordance with embodiments of the present invention.

[36] Referring to FIGS. 2 and 3, operations of the present invention will be described as follows.

[37] First, when the device for reducing the exhaust gas of the fuel is installed on a fuel supply line, the sleeve ball 50 retreats due to a magnetic force of the ring magnet 20 disposed within the sleeve body 80 to close the nozzle 62.

[38] At this time, when the fuel pump drives by means of the driving of the engine, the fuel flows into the inlet side housing 90 due to the pumping force of the fuel pump, and the fuel flown into the inlet side housing 90 passes through the ring magnet 20 and the washer 21 to be primarily circled and diffused within the inlet side housing 90 up to the maximum level through the inlet side diffuser 31, and then is atomized while passing between the uneven surface 71 and the bushing ball 51 disposed within the bushing 70, and at this time, the uneven surface 71 is formed entirely over the inner circumferential surface of the bushing 70, so that the fuel is dispersed over an entire surface and is more activated by the magnetic force of the ring magnet 20 disposed at an outer circumferential surface of the bushing 70 while passing through the bushing 70.

[39] As such, when the dispersed and activated fuel reaches the nozzle 62 of the sleeve

60, the bushing ball 51 opens the nozzle 62 by means of the pumping force of the fuel, and at this time, the fuel is atomized again while passing between the nozzle 62 and the bushing ball 51 to be supplied into the discharge side housing 10 through a plurality of discharge holes 41 formed on the cap 40, and then is diffused again by the discharge side diffuser 30 within the discharge side housing 10, so that the fuel can be completely combusted in a combustion chamber.

[40] The above-described operations correspond to a no-load rotation state that a driver does not step on an accelerator.

[41] However, when the driver steps on the accelerator for driving, a pressure difference occurs due to the pressure of the fuel pump, so that the bushing ball 51 moves toward the supply direction of the fuel while the sleeve ball 50 also opens the nozzle 62.

[42] At this time, the sleeve ball 50 closes some of the discharge holes 61 formed on the cap 40 to reduce a cross-sectional area of the fuel passing through whereas the pumping force of the fuel increases more, so that the fuel passed through the discharge holes 61 of the cap 40 is fast supplied to the combustion chamber. That is, the large amount of fuel is supplied to the combustion chamber for the same time.

[43] As such, after the fuel atomized by the bushing 70 passes through the discharge holes 61 of the cap, it is diffused and activated again by the reflecting surface 12 and the diffuser 30 disposed within the discharge side housing 10 as described above, so that the fuel can be completely combusted in a combustion chamber (not chamber).

[44] First embodiment

[45] When the device of the present invention was installed/was not installed on the old model SONATA (displacement of 1800cc, automatic mission, gasoline) and a gasoline of 64f was refueled over three times and an average driving distance thereof was measured per each state, the average driving distance of 64f was 400km when the device was not installed, and the average driving distance was 480km when the device was installed, so that 80km (20% increase) could be more obtained on an average.

[46] When the device of the present invention was installed/was not installed on the old model BESTA (displacement of 2700cc, automission, diesel) and a diesel of 54£ was refueled over seven times and an average driving distance thereof was measured per each state, the average driving distance of 50f was 440km when the device was not installed, and the average driving distance was 550km when the device was installed, so that 110km (20.2% increase) could be more obtained on an average.

[47] Second embodiment

[48] An experiment was carried out with the following conditions by the department of automatic engineering of Inha Technical College located in INCHEON.

[49] vehicel name : Carnival II diesel

[50] engine type : 2.9L, dohc, turbo-intercooler, AT4

[51] fuel system : mechanical injection system

[52] driving distance : 130,000 Km [53] <Measuring device and type> [54] Chasiss Dynamometer : lOOkw-class DC morter, twin roll [55] Driving mode : CVS-75 mode (hot test) [56] Smoke measurement : transmissive opacimeter(OPC-130) of In-line full flow type [57] PM measuring device : CVS type, PM measuring device using weighing chamber [58] CO analyzer : Mexa-554 JK (Horiba) [59] <Measurement results> [60] Smoke discharge amount [61] The Opecimeter of In-line full flow type was used to show smoke measurement results as (a) and (b) after the device of the present invention was installed (a) and the device was not installed (b) as shown in FIGS. 4 to 7. Here, it can be seen that the smoke was reduced in the vehicle in which the device of the present invention was installed with respect to all of acceleration (FIG. 4), constant speed (FIG. 5), dec- celeration (FIG. 6), and no load (FIG. 7).

[62] Paramagnetic material (PM) discharge amount (unit: mg) [63] Table 1

[64] Referring to table 1, when the paromagentic material (PM) was measured using the weighing chamber, it can be seen that the 7.7%, 21.1%, 18.7% in CVS-75 mode were reduced in the first, second, and third embodiments, respectively.

[65] Displacement depending on the constant speed test (unit: mg) [66] Table 2

[67] Referring to the results of table 2, it can be seen that the CO discharge amount was reducced up to 3.4% to 5.9%. [68] Third embodiment [69] test result of military mobile armament [70] [71] [72] [73] [74] [75] [76] [77] [78] [79] [80] Table 3

[81] Referring to table 3 indicating the kind of vehicle type after and before the device of the present invention was installed, it can be seen that the driving distance gas mileage per f was reduced to a range of minimum +1.0Km to maximum +1.86Km, and the consumed fuel at the time of 500Km driving was reduced to a range of minimum 12% to maximum 20%. Industrial Applicability [82] According to a device for reducing an exhaust gas of a fuel for an internal combustion engine of the present invention, in addition to effects of the related art, a reflecting surface is curved to enable a fuel to be diffused in a more uniform distribution, so that a combustion rate of the fuel can be enhanced to enhance an output of the internal combustion engine and simultaneously minimize an occurrence of the exhaust gas.

[83] Further, according to a structure of preventing a free play of magnets, a structure of preventing a coating layer of a magnet from being damaged, and a structure of allowing bushing and bushing ball to advance and retreat using an uneven surface and a protrusion of the present invention, durability of the magnet and durability of a diffuser can be enhanced and a fuel pump is not overloaded, so that a lifetime of the device can be prolonged without affecting lifetimes of existing parts of a vehicle.

Claims

[1] A device for reducing an exhaust gas of a fuel for an internal combustion engine comprising an inlet side housing coupled with a fuel pipe of a fuel tank side at its one end, a discharge side housing coupled with a fuel pipe of an engine side at the other end, a ring magnet and a diffuser sequentially disposed within an inner end of each housing, a sleeve allowing a spherical sleeve ball to advance and retreat in a fuel passage hole within an inner center portion of the housing, a cap having a plurality of discharge holes and coupled with the fuel passage hole on the sleeve, and a sleeve body coupled with the sleeve at a lower portion of the sleeve and having the plurality of ring magnets overlapped and interposed in the fuel passage hole, charaterized in that a cylindrical bushing having an uneven surface on an inner surface and a protrusion at its one end and allowing a bushing ball to advance and retreat is interposed within the ring magnet disposed within the sleeve body, an inner radius of the bushing is larger than an outer radius of the bushing ball, an inner radius of the protrusion is smaller than the outer radius of the bushing ball, and a gap between the uneven surface and the bushing ball is 0.05mm to 0.2mm.

[2] The device according to claim 1, wherein the uneven surface has a spiral shape.

[3] The device according to claim 2, wherein a height of the uneven surface is

0.1mm to 1.0mm.

[4] The device according to claim 2, wherein an upper inner surface of the sleeve has a curved portion.

[5] The device according to any one of claims 2 to 4, wherein a washer having a magnitude corresponding to that of the ring magnet is interposed at the outermost side and between the ring magnets overlapped within the sleeve body.

[6] The device according to claim 4, wherein a washer having a magnitude corresponding to that of the ring magnet is disposed at each outer surface of the ring magnet disposed on an inner end of each housing.

[7] The device according to any one of claims 2 to 5, wherein an inner wall of the discharge side housing is curved.

[8] The device according to any one of claims 2 to 5, wherein the diffuser has a plurality of diffusion wings of propellar shape started from an inside of a passage hole of the ring magnet disposed on each housing.