WO2015186553A1 - Static electricity removal device and method - Google Patents
Static electricity removal device and method Download PDFInfo
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- WO2015186553A1 WO2015186553A1 PCT/JP2015/064898 JP2015064898W WO2015186553A1 WO 2015186553 A1 WO2015186553 A1 WO 2015186553A1 JP 2015064898 W JP2015064898 W JP 2015064898W WO 2015186553 A1 WO2015186553 A1 WO 2015186553A1
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- engine
- vehicle
- conductive
- conductive band
- negative terminal
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
- B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
- B60R16/06—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for removing electrostatic charges
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- H—ELECTRICITY
- H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
- H05F—STATIC ELECTRICITY; NATURALLY-OCCURRING ELECTRICITY
- H05F3/00—Carrying-off electrostatic charges
Definitions
- the present invention relates to a static eliminator and a method thereof.
- Patent Document 1 discloses that one lead wire exposed from the tourmaline ceramic body is wired to the negative electrode terminal of the battery in order to improve the efficiency and stability of the performance of the engine, auxiliary equipment, and electronic parts. And the technique which attaches the other conducting wire to the metal part of a vehicle is disclosed.
- Patent Document 2 discloses a technique for removing counter electromotive force and static electricity generated between components of a fuel system, an intake system, and an exhaust system of an internal combustion engine.
- One end 20a of the wiring member is connected to the negative terminal 5a of the battery 5, the other end 20k is connected to the vehicle body, and the fuel system component 13, the intake system component 15, and the exhaust system component 16 are connected between the one end 20a and the other end 20k.
- a potential difference generator 30 for applying a predetermined potential difference is connected.
- Patent Document 1 uses a special tourmaline ceramic body and neutralizes static electricity between the negative terminal of the battery and the metal part of the vehicle in order to prevent electric shock.
- the technique described in Patent Document 2 aims to reduce harmful exhaust components, and makes the connection between exhaust system components and wiring materials an essential constituent requirement.
- the potential difference generator is an essential component.
- paragraph 0026 “In general, there is an inherent potential difference between the engine and accessories, so this potential difference should be used as much as possible, and when this inherent potential difference becomes unavailable due to secular change, etc. You may make it utilize external electric power ". That is, the electric power of the battery is used to generate a potential difference between the components and supply current. Such a configuration would destroy the manufacturer's electrical design and should not be done without knowledge of electrical engineering. In addition, the total balance of the engine was lost, often resulting in performance degradation.
- An object of the present invention is to provide a technique for solving the above-described problems.
- the static eliminator comprises: A first connection portion electrically connected to an outer surface of an intake pipe of an engine in the vehicle; A second connection portion electrically connected to an outer surface of an engine coolant channel pipe in the vehicle; A third connection portion electrically connected to an outer surface of an engine oil passage pipe in the vehicle; First to third conductors for connecting in parallel the first to third connection portions and a negative terminal of a battery provided in the vehicle; Equipped with.
- the static electricity removing method comprises: An outer surface of an intake pipe of an engine in a vehicle, an outer surface of an engine coolant passage pipe in the vehicle, and an outer surface of an engine oil passage pipe in the vehicle, respectively, using first to third conductors,
- the battery is connected in parallel to a negative terminal of a battery provided in the vehicle.
- the fuel consumption of the vehicle can be improved without breaking the electrical balance in the vehicle.
- the static eliminating device 100 includes connection portions 101, 102, 103 and conductive wires 104, 105, 106.
- Connection unit 101 is electrically connected to the outer surface of intake pipe 151 of engine 152 in vehicle interior 150.
- Connection portion 102 is electrically connected to the outer surface of engine coolant passage pipe 153 in vehicle 150.
- Connection portion 103 is electrically connected to the outer surface of engine oil passage pipe 154 in vehicle 150.
- Conductive wires 104, 105, and 106 connect connection portions 101, 102, and 103 and a negative terminal of battery 155 provided in vehicle 150 in parallel.
- the engine 210 in the vehicle includes a combustion chamber 211, a spark plug 212, a piston 213, a cylinder 214, and a crank mechanism 215.
- the spark plug 212 is connected to the ignition coil 230 via a conducting wire, and the ignition coil 230 is connected to the plus terminal 221 of the battery 220 via the conducting wire.
- this embodiment demonstrates the example applied to the internal combustion engine which uses the spark plug 212, this invention is applicable also to a diesel engine.
- the combustion chamber 211 is connected to an air cleaner 241 via an intake pipe 242 formed of an insulating material. Air taken in from the atmosphere is mixed with fuel supplied from a fuel tank (not shown) and introduced into the combustion chamber 211.
- An engine coolant circulation section 216 for cooling the combustion chamber 211 is provided on the outer periphery of the combustion chamber 211, and is connected to the radiator 251 via an engine coolant passage pipe 252 formed of an insulating material.
- an oil pump 261 is connected to the engine 210 via an engine oil passage pipe 262 made of an insulating material.
- the ignition plug 212 is connected to an ignition coil 230 that generates a high voltage by a conductive wire, and the ignition coil 230 is connected to the positive terminal 221 of the battery 220 by a conductive wire. Further, the negative terminal 222 of the engine 210 and the battery 220 is connected via a ground wire 223 so that the current of the spark plug 212 flows efficiently.
- the static eliminator 200 includes conductive bands 204, 205, 206 as connecting portions (clamps) and conductive wires 207, 208, 209.
- the conductive band 204 is electrically connected to the outer surface of the intake pipe 242 of the engine 210.
- the conductive band 205 is electrically connected to the outer surface of the engine coolant channel tube 252.
- the conductive bands 204, 205, and 206 are made of metal having a predetermined width (for example, 14 mm) and thickness that covers the outer surfaces of the insulating intake pipe 242, the engine coolant passage pipe 252, and the engine oil passage pipe 262 over the entire circumference. It is a band.
- the conductive band 206 is electrically connected to the outer surface of the engine oil passage pipe 262.
- Conductive wires 207, 208, and 209 are formed of a low resistance material, and connect the conductive bands 204, 205, 206 and the negative terminal 222 of the battery 220 in parallel.
- FIG. 3 is a cross-sectional view showing the vicinity of the intake pipe 242 to which the conductive band 204 is attached.
- the engine coolant passage pipe 252 to which the conductive band 205 is attached and the engine oil passage pipe 262 to which the conductive band 206 is attached have the same configuration. explain. Note that combustion air flows at high speed inside the intake pipe 242 during engine operation.
- the present inventor diligently conducts a running test with an actual vehicle to grasp the behavior of static electricity, and does not simply reduce (neutralize) static electricity generated unavoidably, but how to remove static electricity sufficiently effectively. I thought it was important to examine whether it was possible.
- engine coolant is used to cool the engine body.
- This engine coolant is configured to circulate and cool the periphery of a combustion chamber that generates a high temperature.
- the inner wall of the engine coolant passage tube formed of an insulating material is negatively charged, and the coolant side is positively charged, as can be inferred from the charged train.
- this positive electricity is not directly introduced into the combustion chamber, the present inventor has paid attention to circulation around the periphery of the combustion chamber.
- engine oil is used in the engine body to reduce dynamic friction due to high-speed reciprocation and high-speed rotation.
- this engine oil also causes flow electrification, and the inner wall of the engine oil passage tube formed of an insulating material is negatively charged and the engine oil side is positively charged, as can be inferred from the charge train.
- the inventor has noted that positive electricity charged in engine oil is directly introduced into the engine body.
- FIG. 4 is a diagram for explaining a static electricity generation model inside the flow channel tube.
- the intake pipe 242 is formed of an insulating material.
- air as the fluid substance, but basically the same applies to the case of coolant and engine oil.
- FIG. 4 schematically shows the charged state of the inner wall of the pipe and the flowing air with plus and minus signs.
- FIG. 5 is a diagram for explaining a static electricity removal model in the intake pipe 242.
- the conductive band 204 connected to the ground by the conducting wire 207 is attached to the outer periphery of the intake pipe 242, the positively charged air flowing from the left side is covered with the conductive band 204.
- a negative charge is provided in the vicinity of the inner wall of the broken channel tube. Since the conductive band 204 is grounded to the ground, the inner wall of the intake pipe 242 formed of an insulating material, that is, a dielectric material is electrostatically induced so as to have a potential of zero.
- the positive and negative charge behavior models in FIGS. 4 and 5 are not particularly novel in electrostatic mechanics.
- the present inventor has focused on the following points from the viewpoint of using static electricity of the internal combustion engine.
- the inner wall of the tube downstream of the region where the conductive band 204 is attached is negatively charged, particles having negative charges in the air cannot immediately adhere to the inner wall of the downstream tube (the negative charge is neutralized). It can be inferred that the relaxation time will be longer). From the above, if a conductive band is used, there is a possibility that a certain amount of negative charge can be stably supplied to the air flowing through the flow channel tube.
- the vehicle type C of manufacturer 2 was used as a vehicle for the running test.
- the fuel is gasoline and the displacement is 2000cc.
- the battery's negative terminal is used to neutralize (discharge mitigation) static electricity generated by contact friction generated between the tire and the ground, flow friction caused by contact with air, and dynamic friction caused by high-speed mechanical motion generated in the vehicle. Is usually connected directly to the body.
- two conductive wires 604 and 605 are drawn out from the conductive band 204 attached to the intake pipe 242 in the internal combustion engine.
- Two conductive wires 606 and 607 are drawn out from the conductive band 205 attached to the engine coolant channel pipe 252.
- Two conductive wires 608 and 609 are drawn out from the conductive band 206 attached to the engine oil passage pipe 262, respectively.
- One of them is connected to the negative terminal 222 of the battery 220, the other one is connected to one of the 4 ⁇ resistors 610, and the other is connected to the positive terminal 221 through a conducting wire 611.
- the minus terminal 222 is connected to an engine 210 (not shown). Since the 4 ⁇ resistor 610 is used, a current of 4 A flows from the positive terminal 221 side (about 50 W). This current value may be considered as a normal current value in the vehicle being driven.
- the battery 220 has a potential of about 12V, and most of the voltage drop in the electric circuit is caused by the resistor 610.
- the resistance between the conducting wires 605, 607, and 609 and the minus terminal 222 is about 0.01 ⁇ when calculated with a pure copper conducting wire, and the voltage drop due to each conducting wire is very small.
- the conducting wire used for the running test is a BWF type copper wire (twist wire) manufactured by Metalcap (registered trademark), and the portion connected to the battery has a conductor cross-sectional area of 12 mm 2 and is the portion connected to the clamp. Is a conductor cross-sectional area of 1.5 mm 2 .
- the potentials of the conductive bands 204, 205, and 206 may be regarded as almost zero. It is difficult to understand that there is no power-up feeling if the potentials of the three connections are almost zero. This is because in the driving test in the configuration in which the engine 210 is grounded at the negative terminal 222 of the battery and the conductors 207, 208, and 209 are directly connected to the negative terminal (zero potential), the determination is “there is a noticeable up feeling”. It is.
- the present inventor considered the reason why there was no power-up feeling as follows.
- the amount of positive and negative charges generated in the channel tube depends on the substance flowing in the tube. Even a substance that is easily charged has a large current value flowing through the fluid of about milliamperes, usually about microamperes, and the current value is extremely small.
- a conductive wire 204, 205, 206 that targets a very small current is directly connected to a conducting wire through which a large current of 4A flows, and a large current of 4A is generated. It was speculated that the phenomenon that the behavior model of positive and negative charges as described in 5 did not apply was caused.
- FIG. 7 is a diagram for explaining a static eliminating device of a second comparative example of the present embodiment.
- the conductive band is attached to only one of the three flow pipes.
- the internal combustion engine is basically the same as the configuration described in FIG.
- FIG. 7A shows a case where the conductive band 204 is attached only to the intake pipe 242.
- FIG. A conductive band 204 is attached to the intake pipe 242, and the conductive band 204 is connected to the negative terminal 222 of the battery 220 via a conductive wire 207.
- the engine coolant passage pipe 252 and the engine oil passage pipe 262 are not provided with conductive bands.
- FIG. 7B shows a case where the conductive band 205 is attached only to the engine coolant channel tube 252.
- the conductive band is not attached to the intake pipe 242 and the engine oil passage pipe 262.
- FIG. 7C shows a case where the conductive band 206 is attached only to the engine oil passage pipe 262. No conductive band is attached to the intake pipe 242 and the engine coolant passage pipe 252.
- FIG. 8 shows the results obtained by applying the static eliminator having the above three configurations to an internal combustion engine.
- the power up feeling is the most when it is attached to the intake pipe, and there was no change in the other two cases.
- the intake pipe is the most important of the three flow pipes. This is inferred from the charged train. Air is most likely to have a positive charge, the next is water-containing coolant, and the third is engine oil.
- FIG. 9 is a diagram for explaining a static eliminating device of a third comparative example of the present embodiment.
- a conductive band is attached to two of the three flow pipes.
- the internal combustion engine is basically the same as the configuration described in FIG.
- FIG. 9A shows the case where the conductive band is attached to two of the intake pipe 242 and the engine oil passage pipe 262.
- FIG. A conductive band 204 is attached to the intake pipe 242, and the conductive band 204 is connected to the negative terminal 222 of the battery 220 via a conductive wire 207.
- the engine oil passage pipe 262 is also provided with a conductive band 206, and the conductive band 206 is connected to the negative terminal 222 of the battery 220 via a conductive wire 209.
- the conductive band is not attached to the engine coolant passage pipe 252.
- FIG. 9B shows the case where the conductive band is attached to the engine coolant passage pipe 252 and the engine oil passage pipe 262.
- a conductive band 205 is attached to the engine coolant passage pipe 252, and the conductive band 205 is connected to the negative terminal 222 of the battery 220 via a conductive wire 208.
- the engine oil passage pipe 262 is also provided with a conductive band 206, and the conductive band 206 is connected to the negative terminal 222 of the battery 220 via a conductive wire 209.
- no conductive band is attached to the intake pipe 242.
- FIG. 9C shows the case where the conductive band is attached to two of the intake pipe 242 and the engine coolant passage pipe 252.
- a conductive band 204 is attached to the intake pipe 242, and the conductive band 204 is connected to the negative terminal 222 of the battery 220 via a conductive wire 207.
- a conductive band 205 is attached to the engine coolant passage pipe 252, and the conductive band 205 is connected to the negative terminal 222 of the battery 220 via a conductive wire 208.
- the conductive band is not attached to the engine oil passage pipe 262.
- FIG. 10 shows the result of comparing the feeling of power up in the above three configurations. According to FIG. 10, the power-up feeling was highest in the cases of FIGS. 9 (a) and 9 (c). Although it can be seen that the contribution of the intake pipe is high, the result of FIG. Moreover, in the case of FIG.9 (b), it turned out that a synergistic effect cannot be anticipated.
- FIG. 11 is a diagram for explaining the configuration of the conductive band of the static eliminator according to the present embodiment.
- the conductive band 1100 according to the present embodiment is different from the second embodiment in that the width is doubled. Since other configurations and operations are the same as those of the second embodiment, the same configurations and operations are denoted by the same reference numerals, and detailed description thereof is omitted.
- the width of the conductive band was 14 mm. It is expected that the effect of the conductive band is further increased by further widening this width.
- FIG. 12 and FIG. 13 show the results obtained by applying the conductive band having the above configuration to the internal combustion engine.
- FIG. 12 shows the result when two conductive bands are simultaneously attached to one flow channel tube.
- the power-up feeling is judged to be “feeling up”, and no power-up feeling is felt in the other two channel pipes. It was. That is, even if the width of the conductive band is doubled, the power-up effect is not doubled. This means that it is not necessary to increase the width of the conductive band. This is practically meaningful. Moreover, from the result of FIG. 12, it was confirmed that the electrostatic induction effect in the vicinity of the channel tube was already sufficiently obtained (close to the upper limit) by the conductive band having a width of 14 mm.
- FIG. 13 shows the result when two conductive bands are simultaneously attached to two flow pipes.
- the simultaneous attachment place is the intake pipe 242 and another one flow pipe.
- the feeling of power-up was great.
- the engine coolant passage pipe 252 and the engine oil passage pipe 262 are installed simultaneously, the feeling of power-up is not large.
- the effect of the conductive band means that a width of about 14 mm is sufficient.
- FIG. 14 shows the result when two conductive bands are simultaneously attached to three flow channel tubes. According to FIG. 14, the power-up feeling was judged as “there is a noticeable up-feel”. It was a level where I felt the most improvement in all the driving tests. This seems to contribute to the synergistic effect.
- the embodiment of FIG. 14 can be selected as needed.
- the width of the conductive band of 14 mm is close to the optimum value for a 2000 cc class automobile, but the thickness of the channel tube varies depending on the vehicle type and displacement.
- an internal combustion engine used for construction machines and large ships has a large displacement.
- an optimum value may be obtained by experimenting individually.
- the configuration in which the conductive band is covered over the entire circumference of the flow path tube is the most effective for electrostatic removal of the flow path pipe, but in some cases, the effect of the present invention is sufficient even if the conductive band does not cover the entire circumference. I can expect. For example, the effect can be expected even when the conductive band covers 50% of the entire circumference.
- Improvement of engine efficiency means improvement of fuel efficiency, and incomplete combustion can be made closer to complete combustion.
- FIG. 15 shows a torque-up feeling (power-up feeling) and a fuel efficiency improvement rate when the present embodiment is applied to various types of automobiles.
- the present embodiment greatly contributes to the improvement of fuel consumption and exhaust gas cleaning of the internal combustion engine.
- Conductor should use low resistance material. In the case of an automobile battery, since the internal resistance is about 0.01 ⁇ , it is desirable to use a conductive wire having a resistance equal to or smaller than that.
- the desired resistance value of the conducting wire can be set as appropriate. Considering the low resistance of the conducting wire and the direction of current flow, the following embodiments can be used.
- FIG. 16 is a diagram for explaining the configuration of the static eliminator 1600 according to the present embodiment.
- the static eliminator 1600 according to the present embodiment differs from the second embodiment in that it includes a metal plate 1601 as a conductive plate. Since other configurations and operations are the same as those of the second embodiment, the same configurations and operations are denoted by the same reference numerals, and detailed description thereof is omitted.
- the conducting wires 207 to 209 are not directly connected to the minus terminal 222 but are once connected to a metal plate 1601 as a relay terminal, and the metal plate 1601 is connected to the minus terminal 222 by a conducting wire 1602.
- the static eliminator 1600 includes conductive bands 204, 205, 206, a metal plate 1601, conductive wires 207 to 209, and a conductive wire 1602.
- the metal plate 1601 is made of a low-resistance conductive material and is housed in the case 1603. Case 1603 is formed of an insulating material.
- the metal plate 1601 is a relay terminal for electrically connecting the conductive bands 204, 205, and 206 to the negative terminal 222 of the battery.
- the thickness of the conducting wire 1602 connected from the metal plate 1601 to the negative terminal 222 of the battery is preferably larger than the thickness of the conducting wires 207 to 209 on the conductive bands 204, 205, and 206 side.
- the thickness of the conducting wire 1602 is desirably three times as large as that of the conducting wires 207 to 209. This is to prevent electrical interference between the conductors and allow the current of each conductor to flow directly to the negative terminal independently.
- FIG. 17 is a diagram for explaining the configuration of the static eliminator 1700 according to this embodiment.
- the static eliminator 1700 according to the present embodiment differs from the second embodiment in that rectifying elements 1701 to 1703 are provided between the conductive bands 204, 205, 206 and the negative terminal 222 of the battery 220. . Since other configurations and operations are the same as those of the second embodiment, the same configurations and operations are denoted by the same reference numerals, and detailed description thereof is omitted.
- a rectifying element is interposed in each conductive wire so that the electric charge flowing through the downstream connection portion of the rectifying element does not electrically interfere with the electric charge flowing through the upstream connection portion. .
- FIG. 18 is a diagram for explaining the configuration of the static eliminator 1800 according to the present embodiment.
- the static eliminator 1800 according to the present embodiment is different from the fifth embodiment in that a conducting wire 1801 is extended from the negative terminal 222 of the battery 220.
- Another difference is that conductive bands 204, 205, and 206 are connected in parallel to the conducting wire 1801 through conducting wires 1802 to 1804, and rectifying elements 1805 to 1807 are provided on the conducting wires 1802 to 1804, respectively. Since other configurations and operations are the same as those of the fifth embodiment, the same configurations and operations are denoted by the same reference numerals, and detailed description thereof is omitted.
- each conducting wire connected to the conductive band is connected to the rectifying element so that the three conductive bands do not electrically interfere with each other.
- a relay terminal metal plate
- a relay conductor 1801 hereinafter referred to as bus conductor
- FIG. 19 shows the result obtained by applying the static eliminator of the fifth and sixth embodiments to the internal combustion engine.
- the power-up feeling according to these embodiments is a determination of “there is a noticeable up-feel”, and the fuel efficiency improvement rate is also a remarkable value.
- the feeling of up was the highest level in all the above running tests. From this result, it can be seen that by connecting a rectifying element so that a positive current always flows from each conductive band to each conductive wire, interference between the conductive wires or a reverse current can be effectively prevented, and fuel efficiency is improved. Further, the configuration of the fifth embodiment was more effective than the configuration of the sixth embodiment.
- the thickness of the bus conductor 1801 connected to the negative terminal 222 of the battery is desirably thicker than the conductor on the conductive band side, and preferably three times as large as possible. This is to prevent electrical interference between the conductors as much as possible, and to allow the current of each conductor to flow directly to the negative terminal independently.
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Abstract
Description
一方、特許文献2に記載の技術は、有害排気成分の低減を目的としており、排気系部品と配線材の接続を必須の構成要件としている。また、電位差発生器を必須構成としている。段落0026には、「一般にエンジンおよび補機類の間には固有の電位差が存在しているので、極力この電位差を利用することとし、経年変化等でこの固有の電位差が利用できなくなった場合に外部電力を利用するようにしてもよい」と記載されている。つまり、バッテリの電力を用いて部品間の電位差を発生させ、電流を供給している。このような構成の場合、メーカーの電気的設計を崩すことになるので、電気工学の知識がない場合は行うべきでない。また、エンジンのトータルバランスが崩れ、性能低下を引き起こす場合も多かった。
On the other hand, the technique described in
車両内のエンジンの吸気管の外面に対して電気的に接続する第1接続部と、
前記車両内のエンジンクーラント流路管の外面に対して電気的に接続する第2接続部と、
前記車両内のエンジンオイル流路管の外面に対して電気的に接続する第3接続部と、
前記第1乃至第3接続部と前記車両内に設けられたバッテリのマイナス端子とを並列に接続する第1乃至第3導線と、
を備えた。 In order to achieve the above object, the static eliminator according to the present invention comprises:
A first connection portion electrically connected to an outer surface of an intake pipe of an engine in the vehicle;
A second connection portion electrically connected to an outer surface of an engine coolant channel pipe in the vehicle;
A third connection portion electrically connected to an outer surface of an engine oil passage pipe in the vehicle;
First to third conductors for connecting in parallel the first to third connection portions and a negative terminal of a battery provided in the vehicle;
Equipped with.
車両内のエンジンの吸気管の外面と、前記車両内のエンジンクーラント流路管の外面と、前記車両内のエンジンオイル流路管の外面と、をそれぞれ、第1乃至第3導線を用いて、前記車両内に設けられたバッテリのマイナス端子に並列接続させる。 In order to achieve the above object, the static electricity removing method according to the present invention comprises:
An outer surface of an intake pipe of an engine in a vehicle, an outer surface of an engine coolant passage pipe in the vehicle, and an outer surface of an engine oil passage pipe in the vehicle, respectively, using first to third conductors, The battery is connected in parallel to a negative terminal of a battery provided in the vehicle.
本発明の第1実施形態としての静電気除去装置100の構成について図1を用いて説明する。静電気除去装置100は、接続部101、102、103、導線104、105、106を含む。
接続部101は、車両内150のエンジン152の吸気管151の外面に対して電気的に接続する。接続部102は、車両150内のエンジンクーラント流路管153の外面に対して電気的に接続する。接続部103は、車両150内のエンジンオイル流路管154の外面に対して電気的に接続する。そして、導線104、105、106は、接続部101、102、103と車両150内に設けられたバッテリ155のマイナス端子とを並列に接続する。 [First Embodiment]
The structure of the static eliminating
本発明の第2実施形態としての静電気除去装置200について、図2を用いて説明する。 [Second Embodiment]
A static eliminating
そこで本発明者はこの特異な現象の原因を探るべく単純な構成で走行テストを行った。以下に本実施形態の第1比較例としての静電気除去装置600について、図6を用いて説明する。内燃機関は図2に説明した構成と基本的に同じであるので説明を省略する。 (First comparative example)
Therefore, the present inventor conducted a running test with a simple configuration in order to find the cause of this unique phenomenon. Hereinafter, a
図7は本実施形態の第2比較例の静電気除去装置を説明する図である。本例は3つの流路管の中で1つのみに導電性バンドが装着された構成である。内燃機関は図2に説明した構成と基本的に同じであるので説明を省略する。 (Second comparative example)
FIG. 7 is a diagram for explaining a static eliminating device of a second comparative example of the present embodiment. In this example, the conductive band is attached to only one of the three flow pipes. The internal combustion engine is basically the same as the configuration described in FIG.
図9は本実施形態の第3比較例の静電気除去装置を説明する図である。本例は3つの流路管の中の2つに導電性バンドが装着された構成である。内燃機関は図2に説明した構成と基本的に同じであるので説明を省略する。 (Third comparative example)
FIG. 9 is a diagram for explaining a static eliminating device of a third comparative example of the present embodiment. In this example, a conductive band is attached to two of the three flow pipes. The internal combustion engine is basically the same as the configuration described in FIG.
次に本発明の第3実施形態に係る静電気除去装置について、図11を用いて説明する。図11は、本実施形態に係る静電気除去装置の導電性バンドの構成を説明するための図である。本実施形態に係る導電性バンド1100は、上記第2実施形態と比べると、幅が2倍になっている点で異なる。その他の構成および動作は、第2実施形態と同様であるため、同じ構成および動作については同じ符号を付してその詳しい説明を省略する。上記した走行テストにおいては導電性バンドの幅は14mmとしていた。この幅をさらに広げることにより導電性バンドの効果をさらに増加させることが期待される。 [Third Embodiment]
Next, a static eliminator according to a third embodiment of the present invention will be described with reference to FIG. FIG. 11 is a diagram for explaining the configuration of the conductive band of the static eliminator according to the present embodiment. The
次に本発明の第4実施形態に係る静電気除去装置について、図16を用いて説明する。図16は、本実施形態に係る静電気除去装置1600の構成を説明するための図である。本実施形態に係る静電気除去装置1600は、上記第2実施形態と比べると、導電板としての金属板1601を有する点で異なる。その他の構成および動作は、第2実施形態と同様であるため、同じ構成および動作については同じ符号を付してその詳しい説明を省略する。本実施形態は、導線207~209はマイナス端子222に直接接続されず、一旦中継端子としての金属板1601に接続され、金属板1601がマイナス端子222に導線1602によって接続されている。 [Fourth Embodiment]
Next, a static eliminator according to a fourth embodiment of the present invention will be described with reference to FIG. FIG. 16 is a diagram for explaining the configuration of the
次に本発明の第5実施形態に係る静電気除去装置について、図17を用いて説明する。図17は、本実施形態に係る静電気除去装置1700の構成を説明するための図である。本実施形態に係る静電気除去装置1700は、上記第2実施形態と比べると、導電性バンド204、205、206とバッテリ220のマイナス端子222との間に整流素子1701~1703を設けた点で異なる。その他の構成および動作は、第2実施形態と同様であるため、同じ構成および動作については同じ符号を付してその詳しい説明を省略する。本実施形態では、さらに整流素子の下流側の接続部を流れる電荷が上流側の接続部を流れる電荷に対して電気的に干渉しないようにするために、各導線に整流素子を介在させている。 [Fifth Embodiment]
Next, a static eliminator according to a fifth embodiment of the present invention is described with reference to FIG. FIG. 17 is a diagram for explaining the configuration of the
次に本発明の第6実施形態に係る静電気除去装置について、図18を用いて説明する。図18は、本実施形態に係る静電気除去装置1800の構成を説明するための図である。本実施形態に係る静電気除去装置1800は、上記第5実施形態と比べると、バッテリ220のマイナス端子222から導線1801を延設している点で異なる。また、その導線1801に対して、導電性バンド204、205、206を導線1802~1804で並列に接続しつつ、その導線1802~1804にそれぞれ整流素子1805~1807を設けた点でも異なる。その他の構成および動作は、第5実施形態と同様であるため、同じ構成および動作については同じ符号を付してその詳しい説明を省略する。 [Sixth Embodiment]
Next, a static eliminator according to a sixth embodiment of the present invention will be described with reference to FIG. FIG. 18 is a diagram for explaining the configuration of the
以上、実施形態を参照して本願発明を説明したが、本願発明は上記実施形態に限定されるものではない。本願発明の構成や詳細には、本願発明のスコープ内で当業者が理解し得る様々な変更をすることができる。
この出願は、2014年6月4日に出願された日本出願特願2014-115427及び2014年11月27日に出願された日本出願特願2014-240274を基礎とする優先権を主張し、その開示の全てをここに取り込む。 (Other embodiments)
While the present invention has been described with reference to the embodiments, the present invention is not limited to the above embodiments. Various changes that can be understood by those skilled in the art can be made to the configuration and details of the present invention within the scope of the present invention.
This application claims priority based on Japanese Patent Application No. 2014-115427 filed on June 4, 2014 and Japanese Patent Application No. 2014-240274 filed on November 27, 2014. The entire disclosure is incorporated herein.
Claims (9)
- 車両内のエンジンの吸気管の外面に対して電気的に接続する第1接続部と、
前記車両内のエンジンクーラント流路管の外面に対して電気的に接続する第2接続部と、
前記車両内のエンジンオイル流路管の外面に対して電気的に接続する第3接続部と、
前記第1乃至第3接続部と前記車両内に設けられたバッテリのマイナス端子とを並列に接続する第1乃至第3導線と、
を備えた静電気除去装置。 A first connection portion electrically connected to an outer surface of an intake pipe of an engine in the vehicle;
A second connection portion electrically connected to an outer surface of an engine coolant channel pipe in the vehicle;
A third connection portion electrically connected to an outer surface of an engine oil passage pipe in the vehicle;
First to third conductors for connecting in parallel the first to third connection portions and a negative terminal of a battery provided in the vehicle;
Static eliminator equipped with. - 前記第1接続部は、絶縁材料で形成された前記エンジン吸気管の外面に対して電気的に接続し、
前記第2接続部は、絶縁材料で形成された前記エンジンクーラント流路管の外面に対して電気的に接続し、
前記第3接続部は、絶縁材料で形成された前記エンジンオイル流路管の外面に対して電気的に接続する請求項1に記載の静電気除去装置。 The first connection portion is electrically connected to an outer surface of the engine intake pipe formed of an insulating material,
The second connection portion is electrically connected to an outer surface of the engine coolant channel pipe formed of an insulating material,
2. The static eliminator according to claim 1, wherein the third connection portion is electrically connected to an outer surface of the engine oil passage pipe formed of an insulating material. - 前記第1乃至第3導線に接続される導電板と、
前記導電板と前記車両内に設けられたバッテリのマイナス端子とを接続する第4導線とをさらに備えた請求項1又は2に記載の静電気除去装置。 A conductive plate connected to the first to third conductive wires;
3. The static eliminator according to claim 1, further comprising a fourth conductor that connects the conductive plate and a negative terminal of a battery provided in the vehicle. - 前記第4導線の抵抗値は、前記第1乃至第3導線の抵抗値より小さいことを特徴とする請求項3に記載の静電気除去装置。 4. The static eliminator according to claim 3, wherein a resistance value of the fourth conducting wire is smaller than a resistance value of the first to third conducting wires.
- 前記第4導線の太さは、前記第1乃至第3導線の太さの3倍以上であることを特徴とする請求項4に記載の静電気除去装置。 5. The static eliminator according to claim 4, wherein the thickness of the fourth conducting wire is at least three times the thickness of the first to third conducting wires.
- 前記第1乃至第3導線は、前記第1乃至第3接続部と前記車両内に設けられたバッテリのマイナス端子とをそれぞれ直接接続する請求項1乃至5のいずれか1項に記載の静電気除去装置。 The static electricity removal according to any one of claims 1 to 5, wherein the first to third conductive wires directly connect the first to third connection portions and a negative terminal of a battery provided in the vehicle, respectively. apparatus.
- 前記第1乃至第3接続部から前記バッテリのマイナス端子に電流が流れるように、前記第1乃至第3導線の各導線に整流素子を接続したことを特徴とする請求項1乃至6のいずれか1項に記載の静電気除去装置。 7. A rectifier element is connected to each of the first to third conductive wires so that a current flows from the first to third connection portions to the negative terminal of the battery. The static eliminator of item 1.
- 前記第1接続部は、前記エンジン吸気管の絶縁材料製外面に対して接触する第1導電性バンドであり、前記第2接続部は、前記エンジンクーラント流路管の絶縁材料製外面に対して接触する第2導電性バンドであり、前記第3接続部は、前記エンジンオイル流路管の絶縁材料製外面に対して接触する第3導電性バンドである請求項1乃至7のいずれか1項に記載の静電気除去装置。 The first connecting portion is a first conductive band that contacts an outer surface made of an insulating material of the engine intake pipe, and the second connecting portion is an outer surface made of an insulating material of the engine coolant channel tube. The second conductive band that is in contact, and the third connecting portion is a third conductive band that is in contact with an outer surface made of an insulating material of the engine oil passage pipe. The static eliminator described in 1.
- 車両内のエンジンの吸気管の外面と、前記車両内のエンジンクーラント流路管の外面と、前記車両内のエンジンオイル流路管の外面と、をそれぞれ、第1乃至第3導線を用いて、前記車両内に設けられたバッテリのマイナス端子に並列接続させる静電気除去方法。 An outer surface of an intake pipe of an engine in a vehicle, an outer surface of an engine coolant passage pipe in the vehicle, and an outer surface of an engine oil passage pipe in the vehicle, respectively, using first to third conductors, A static electricity removing method for connecting in parallel with a negative terminal of a battery provided in the vehicle.
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
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JP2014115427A JP5671720B1 (en) | 2014-06-04 | 2014-06-04 | Static eliminator and method thereof |
JP2014-115427 | 2014-06-04 | ||
JP2014240274A JP2015230894A (en) | 2014-11-27 | 2014-11-27 | Electrostatic eliminator and method of the same |
JP2014-240274 | 2014-11-27 |
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WO2015186553A1 true WO2015186553A1 (en) | 2015-12-10 |
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PCT/JP2015/064898 WO2015186553A1 (en) | 2014-06-04 | 2015-05-25 | Static electricity removal device and method |
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CN111465158A (en) * | 2019-01-22 | 2020-07-28 | 金威贸易有限公司 | Static electricity eliminating device |
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