JPS6046261B2 - Fuel saving device for internal combustion engines - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a fuel saving device for an internal combustion engine, which makes it possible to save fuel in the internal combustion engine under all load conditions of the engine.

Although there are methods for supplying secondary air and additive fluid into the fuel mixture of internal combustion engines, there have been no methods to date of supplying secondary air and additive fluid for all load conditions of the engine.

It has been extremely difficult to add appropriate amounts of additive fluid and secondary air, especially during pitching. SUMMARY OF THE INVENTION An object of the present invention is to solve the above-mentioned problems and provide a fuel saving device for an internal combustion engine that supplies secondary air and additive fluid in accordance with the operating conditions of the engine.

That is, a negative pressure detection mechanism 2 that detects negative pressure fluctuations in an intake pipe 1 of an internal combustion engine, a circuit selection mechanism 3 that operates based on a value detected by the detection mechanism, an additive fluid inflow port 4, an air inflow port 5, and an additive fluid. An appropriate number of valve chambers 7 having Ξ type ports of the air outflow port 6, a separate pressurized air inflow port 9 and a pressurized air outflow port 11 that open circuit simultaneously with the valve chamber, and the various valve chambers. A circuit switching device 14J consisting of a solenoid valve 13 operated by the circuit selection mechanism 3 so that either one of 7 and 12 becomes an open circuit, an additive liquid tank 15, an additive liquid pressurizer 16, and a secondary It has an air filter 17, a secondary air pressurizer 18, and a nozzle 20 installed in the cab or manifold 19, and the pressurized addition liquid from the additive liquid tank 15 and the pressurized addition liquid that has passed through the additive liquid pressurizer 16. The normal pressure secondary air that has passed through the S liquid, the air filter 17, and the pressurized secondary air that has passed through the secondary air pressurizer 18 are sent to each of the inflow boats 4, 5, 8, and 9 of the circuit switching device 14. an inlet pipe 21 that leads to the nozzle 20, a supply pipe 22 that connects each outflow boat 6, 10, 11 of the device to the nozzle 20, and a negative pressure extraction pipe 2 that passes through the negative pressure detection mechanism 2.
The present invention relates to a fuel saving device for an internal combustion engine, comprising:

Hereinafter, in order to explain the embodiments of the present invention, the inventors of the present invention broadly categorized engine load fluctuations under four mode conditions in order to solve the above-mentioned problems. In addition, the amount of fuel used in an LPG vehicle was analyzed as follows.

By supplying additive fluid and secondary air according to each engine condition, we were able to completely solve fuel savings. FIG. 1 is an overall view of the present invention, FIG. 2 is a plan view of the circuit switching device, FIG. 3 is a sectional view taken along line A--A in FIG. 2, and FIG. 4 is a sectional view of the nozzle. Reference numeral 1 represents intake noise, and a nozzle mounting hole 25 is bored in the intake manifold 19 at a position close to the cylinder 24, and a nozzle 20 is fixed therein.

This arrangement of nozzles near the cylinders makes it possible to effectively feed the mixed gas, additive liquid, and secondary air to each cylinder, and is particularly noticeable in the case of six cylinders or eight cylinders (not shown). 2 is a negative pressure detection mechanism in which an intake pipe negative pressure outlet 29 is provided in a cylinder chamber 28 having a piston 27 that operates against a spring 26. A rack 30 fixed to the tip and a pinion gear 31 meshing with the rack 30 are driven, and the displaced pinion gear 31 contacts each switch plate 32 corresponding to the engine load condition.

3 is a circuit selection mechanism that includes the rack 30, a pinion gear 31, and a switch plate 32 that energizes the solenoid valve 13.

The switch plates 32 are arranged in the order from the left: C for climbing acceleration, C for constant running, B1 for idling, A1 for deceleration, and are used to switch the displacement of the pinion gear 31 to an electric circuit and generate an electric signal. The electrical signals are used to operate the solenoid valves 13 in each valve chamber. The solenoid valve 13 is provided in each valve chamber,
As shown in Fig. 2, the valve chambers are dedicated pressurized valve chambers 12 to which pressurized additive liquid and pressurized secondary air are fed.
, 12'' and two normal pressure valve chambers 7 are provided.One pressurizing valve chamber 12 is provided with an additive liquid from an additive liquid tank 15 pressurized by an additive liquid pressurizer 16. It has a pressurized additive liquid inflow boat 8 into which the liquid flows and a pressurized additive liquid outflow boat 10 through which the liquid flows out, and the other pressurized valve chamber 12'' is provided in front of the pressurized secondary air inflow boat. The normal pressure valve chamber 7 has an additive liquid inflow boat 4 into which the additive liquid from the additive liquid tank 15 directly flows due to cylinder negative pressure.
4 and a secondary air filter 17, there are air inlet boats 5, 5 into which the secondary air directly flows, and common outflow boats 6, 6 into which the additive liquid and the secondary air flow out. Various valve chambers other than those for the pressurized secondary air are connected to the nozzle 20 through a single passage through a communicating supply pipe line 22, and communicate with the intake manifold 19 position. In addition, the pressurizing valve chamber 12 for pressurized secondary air is pressurized by the secondary air from the secondary air filter 17 passing through the secondary air pressurizer 18, and the secondary air is pressurized through the opening of the solenoid boat. The pressurized air flows into the pressurized air inflow boat 9 and communicates with the pressurized air outflow boat 11 from which it flows out, and is connected to the nozzle 20 by a supply pipe 22'' to the intake manifold. That is, pressurized additive liquid and pressurized air are Separating the inflow and outflow of secondary air is extremely effective for spraying in the intake manifold 19.A check valve 33 is provided in the normal pressure valve chambers 7, 7. When the pressurized valve chamber 12 is open circuit, the pressurized additive liquid leaks into the normal pressure boat and flows out without fail.The various additive liquids and various secondary airs that have flowed in are passed through the needle valves 34 (Nl, N2, The flow rate is adjusted by the circuit switching device 14, which constitutes the present invention, and the circuit switching device 14, the additive tank 15, and the additive liquid tank 15. An introduction pipe 21 is connected between the secondary air filters 17, and a supply pipe 22 is connected between the nozzles 20 installed in the intake manifold 19, but a dedicated supply circuit 22'' for pressurized secondary air is separately provided. I am forced to do so. A negative pressure outlet pipe 23 is connected between the carburetors and below the slot valve. Note that a fuel chamber not shown is connected to a carburetor. 20 is the supply pipe line 22, 2
2'', this nozzle 20 is
As mentioned earlier, it is attached close to the cylinder.

Although the nozzle 20 is formed of a double tube, the supply pipe 22
The additive liquid, secondary air, and pressurized additive liquid sent out through the intake port 36 is the side of the outer cylinder 35 as a dedicated port, and the pressurized secondary air sent out through the dedicated supply pipe 22'' is The upper part of the inner cylinder 37 serves as an intake port 38, the lower end of the inner cylinder has a pressurized air jet hole 39, and the lower end of the outer cylinder can be provided with an additive liquid and a reservoir 40 for the pressurized additive liquid. The periphery is a discharge hole 41.The additive liquid and secondary air are sucked by the negative pressure of the intake pipe and are discharged from the discharge port in the form of drops.
The pressurized additive liquid is discharged from the discharge hole in the form of a spray by the jetting action of the pressurized secondary air, and can be added to the mixed gas. The device of the present invention has the above-mentioned configuration, and based on this configuration, the present inventors set the basic conditions for supplying appropriate additive fluid and secondary air under all engine load conditions based on the results of actual vehicle experiments. It was confirmed as shown in the table below.

The operation will be explained with reference to FIGS. 2 and 3. During idling, the engine suction negative pressure is in the range of -400 to 500 mHg, so the piston 27 is strongly pulled to the left from the solid line position.

Along with this, rack 3 also moves to the left. Since the pinion gear 31 rotates clockwise and the head contact of the pinion gear 31 comes into contact with the switch plate A during idling, the contact signal (+12V power supply) energizes the A solenoid valve 13 and operates it. When activated, the solenoid boat opens and the appropriate amount of additive liquid adjusted with the N3 needle valve is sent into the valve chamber A, and at the same time, the appropriate amount of air adjusted with the N6 needle valve 34 is sent into the valve chamber A and added. Together with the liquid, it enters the intake manifold 19 from the outflow boat through the supply pipe 22 and the nozzle. This method maintains the optimum air fuel efficiency of secondary air and additive fluid during idling. During constant driving, when the engine suction negative pressure is within the range of -250 to 400 Hg,
The pinion gear 31 and the switch plate B come into contact almost at the center.

When the contacts make contact, a 12V signal activates the B solenoid valve. Upon activation, the solenoid boat opens, and at the same time, the additive liquid whose flow rate is regulated with the N2 needle valve is sent into valve chamber B, and at the same time, air whose flow rate is adjusted with the N5 needle valve is sent into valve chamber B and flows out. It enters the intake manifold 19 from the boat through the supply pipe and nozzle. This method maintains the optimum air-fuel ratio of secondary air and additive liquid during constant saw operation. When accelerating uphill, the engine suction negative pressure is ±0 to -20-Hg, which is very weak, so the piston 27 is pushed by the spring 26, the pinion gear 31 rotates to the left, and the head contact of the pinion gear 31 changes during acceleration uphill. contact with switch plate C.

The contacted electrical contacts actuate the C and C'' solenoid valves, and the pressurized additive fluid regulated by the N1 needle valve enters the valve chamber C.
to the nozzle reservoir. This accumulated additive liquid is N4
Pressurized secondary air, which is adjusted to an appropriate amount using a needle valve, is injected from the discharge hole, but with this method, the additive liquid becomes a spray, and its average particle size is extremely small. Supplying the liquid to the intake and manifold 19 maintains an extremely optimum air-fuel ratio. In other words, even under conditions of negative pressure in the intake pipe when accelerating uphill, an appropriate amount of pressurized additive fluid and pressurized secondary air are always required.
As mentioned above, the pressurized additive liquid and pressurized secondary air are mixed into a spray state! This allows the optimum air-fuel ratio to be maintained, which is the most distinctive feature of this invention. During deceleration, the engine suction negative pressure is -650700! When the temperature exceeds Hg, the piston 27 moves to the left, and the head of the pinion gear 31 contacts the switch plate D during deceleration.

Although it moves to the D position, since there is no solenoid valve in the deceleration state, the supply of additive liquid and secondary air is reliably stopped. Particularly for LPG vehicles, by adding a small amount of droplets or mist of kerosene, diesel oil, etc. to LPG fuel, the mixture changes to a gas-liquid mixture and combustion is significantly accelerated, resulting in the same total fuel-air ratio. It has already been theoretically demonstrated that the stable combustion region expands to the lean side and the horsepower increases as the combustion speed increases significantly.
The results of the PG vehicle experiment demonstrated that this theory was realized under all engine load conditions, and that 100% of the vehicles equipped with the device achieved the expected results, marking a breakthrough in energy-saving measures. .

As for the circuit switching device, the present invention is further developed by directly converting negative pressure using an IC circuit.

[Brief explanation of the drawing]

FIG. 1 is an overall view of the present invention, FIG. 2 is a plan view of the circuit switching device, FIG. 3 is a sectional view taken along line A--A in FIG. 2, and FIG. 4 is a sectional view of the nozzle. 1... Intake pipe, 2... Negative pressure detection mechanism,
3...Circuit selection mechanism, 4...Additive liquid inflow boat, 5...Air inflow boat, 6...
... Outflow boat, 7... Valve chamber, 8...
... Pressurized additive liquid inflow boat, 9... Pressurized air inflow boat, 10... Pressurized additive liquid outflow boat, 11... Pressurized air outflow boat, 12...・・・・・・
Pressurized valve chamber, 13... Solenoid valve, 14...
...Circuit switching device, 15...Additive liquid tank, 1
6... Additive liquid pressurizer, 17... Secondary air filter, 18... Secondary air pressurizer, 19...
...Intake manifold, 20...Nozzle, 21...Introduction pipe line, 22...Supply pipe line, 23...Negative pressure extraction pipe line.

Claims (1)

[Claims] 1. A negative pressure detection mechanism that detects negative pressure fluctuations in the intake pipe of an internal combustion engine, and a circuit selection mechanism that operates based on a value detected by the detection mechanism.
An appropriate number of valve chambers each having three types of ports: an additive liquid inlet port, an air inlet port, and an additive liquid and air outlet port, and an appropriate number of pressurized valves each having a pressurized additive liquid inlet port and a pressurized additive liquid outlet port. chamber, a separate pressurized air inflow port and pressurized air outflow port that are simultaneously open circuits with the valve chamber, and a circuit selection mechanism that allows any one of the various valve chambers to become an open circuit. It has a circuit switching device consisting of an operating solenoid valve, an additive liquid tank, an additive liquid pressurizer, a secondary air filter, a secondary air pressurizer, and a nozzle installed in the cab or manifold. The normal pressure additive liquid from the tank, the pressurized additive liquid that has passed through the additive liquid pressurizer, the normal pressure secondary air that has passed through the air filter, and the pressurized secondary air that has passed through the secondary air pressurizer are connected to the circuit. consisting of an inlet pipe leading to each inlet port of the switching device, a supply pipe connecting each outlet port of the device to the nozzle, and a negative pressure outlet pipe leading to the negative pressure detection mechanism;
Fuel saving device for internal combustion engines.