Internal-combustion engines – Charge forming device – Combustible mixture ionization – ozonation – or electrolysis
Reexamination Certificate
1999-06-30
2001-01-30
Wolfe, Willis R. (Department: 3747)
Internal-combustion engines
Charge forming device
Combustible mixture ionization, ozonation, or electrolysis
Reexamination Certificate
active
06178954
ABSTRACT:
BACKGROUND OF THE INVENTION
1. Field of the Invention
This invention relates to a device for reducing toxic wastes of diesel fuel and more particularly, to a novel-type device for reducing toxic wastes of diesel fuel. The device of this invention, being equivalent to a pre-treatment device, is mounted to the surface side of a fuel feed port at a diesel internal combustion engine so as to activate molecules in diesel fuel and their molecular movement. In particular, with a view to effectuate induction of electromagnetic wave and magnetic field, some supplemental equipment such as a magnet, ceramic pole and coil are arranged on the device of this invention and based on this fabrication, perfect combustion conditions of diesel fuel may be provided in such a manner that some physicochemical changes are offered to diesel fuel, passing through the fuel feed port. Thus, the device of this invention has advantages in that a) after diesel combustion, the release of toxic substances in exhaust gas may be significantly inhibited, and b) fuel consumption may be further improved.
2. Description of the Prior Art
A process of forming toxic substances from exhaust gas of diesel fuel is summarized as follows: when combustion from a diesel engine is under way, air and diesel fuel are partially mixed during their reaction. The reaction between air and diesel fuel is carried out in a series of sequential processing steps—mixed gas formation, ignition, combustion and explosion—that influence each other. In this context, since the concentration ratio of mixed gas and air is not constant, combustion occurs at one point, while a heating process, such as vaporization, is performed at another point in the process.
When heating some rich areas in the reaction band of both diesel fuel and air, the reaction is carried out from vapor pocket at the surface of fuel particles and then carbon particles from the hydrocarbons are isolated. If the ignition of isolated carbon particles is blocked by such reaction, the particles are released into air in the form of soot without combustion. Some gaseous toxic wastes including soot are released together with CO, HC, NOx and SOx. In particular, since combustion in a diesel engine does not occur in the presence of excessive air, the amount of CO released is not serious but non-firing hydrocarbons generated from a low-load and/or cold driving have imposed serious problems to the environment.
As such, some particle substances released from diesel engine are environmental contaminants; for example, the soot may irritate eyes and have a bad odor, among other things. Further, while still in dispute, the aromatic hydrocarbons absorbed in the soot may affect the human body. At any rate, if the soot is inhaled into the human's respiratory tract, undesirable effects may occur.
When some problems associated with normal and abnormal combustion from a diesel engine are reviewed mechanically and chemically, the combustion from a diesel engine occurs in such a manner that, unlike a gasoline engine, the injection of diesel fuel continues for a certain period. Thus, the intervals of fuel injection will significantly affect some fuel combustion. In general, a diesel engine is characterized in that, through a compression stroke of air, injected fuel within a cylinder is formed into an appropriately mixed gas and ignited spontaneously. Thus, several flame nuclei are simultaneously formed, while the combustion occurs throughout the cylinder.
FIG. 1
contains a graph showing the combustion process of a diesel engine. When diesel fuel is injected at “A” point, an ignition lag occurs between points “A” and “B”, normally an extremely short time due to heating and chemical change. Hence, if the ignition lag is long, the maximum explosion pressure is high, as illustrated in FIG.
2
. If the ignition lag is, on the contrary, short, the injection fuel is slowly fired in the sequential order of injection. Then, since the pressure within the cylinder builds slowly, the highest explosive force is maintained by the pressure formed within a cylinder. Therefore, if the ignition lag is short, a maximum explosion pressure is lower than
FIG. 2
, as shown in FIG.
3
.
Since diesel fuel within a diesel engine is fired under constant pressure, a slow combustion process is required. If diesel fuel having a long ignition lag is employed, the drastic combustion causes a diesel knock phenomenon under the reversed constant-pressure combustion. Since an explosive pressure is rapidly enhanced simultaneously with ignition between “B” and “C” illustrated in
FIG. 1
, diesel fuel accumulated between “A” and “B” is continuously exploded simultaneously with ignition. This is a change corresponding to the basic-cycle static combustion and cannot be regulated by any other method from the outside.
Since the pressure and temperature within a combustion chamber may adequately reach the necessary levels between “C” and “D” as illustrated in
FIG. 1
, injected diesel fuel is fired in a sequential order of injection and the process is maintained in nearly constant pressure. However, if such period gets much longer, the cut-off ratio of diesel fuel becomes enlarged and its thermal efficiency lowered. In order to ensure the maximum efficiency with high output within a limited cylinder, it is considered that the maximum combustion effects should be fulfilled by a minimum amount of excessive air with an appropriate mixing ratio of injection fuel, atomization and air.
Further, some remaining fuel, which has not been fired at the point of “D” illustrated in
FIG. 1
, maintains the after-burning state but this is of little help in that such fuel increases the temperature of combustion exhaust and blackens the color of exhaust gas. Such phenomenon occurs because diesel fuel having a long ignition lag is used and there is an accumulation phenomenon with the fixed fuel valve reopened.
As mentioned above, diesel knock is not responsible for thermal damages due to abnormal heat transmission but a sharp fluctuation in torque may not provide any quiet driving and also, there is a risk that its impact will result in causing an excessive stress (Automobile Engineering, Won Sup Bae, 1992, Dongmyung Publication Co., pp. 222-230; Diesel Engine, Eung-Suh Kim, 1996, Semoon Publication Co., pp. 367-370; Automobile Engine II diesel engine, Jae-Hwi Kim, 1997, Choongwon Publication Co., pp. 442-444.).
Unlike a gasoline engine, a diesel engine has an unclear limitation on the diesel knock phenomenon which may be underestimated. Basically, it is possible to avoid the diesel knock with a short ignition lag. As such, since the ignition lag causes diesel knock, it is imperative that to prevent such phenomenon, diesel fuel having better ignition property should be used and, otherwise, proper alternatives be instituted.
To overcome the combustion related problems associated with a diesel engine, such factors as compression ratio and suction/ cylinder temperature should be considered. Hence, it is preferred that the temperature of compression and suction is higher, since this means that higher compression is given to the air inhaled into a combustion chamber.
Under such state, the fluidity of air intake and proper time of injecting diesel fuel should be determined. A swirling or turbulent flow of air-intake will facilitate the chemical reaction during the mixing process. Moreover, if an air-intake temperature is high, vaporization of diesel fuel is increased which helps to atomize the injected diesel oil, thus shortening the ignition lag. Also, if the injection period of fuel is determined as a top dead center, its mean temperature and pressure are maximized so that the ignition lag is further shortened.
However, since a machine has a limit, the mechanical limit should be necessarily overcome by shortening the ignition lag period through proper control of appearance or nature of the diesel fuel. The ignition lag period is one of the critical problems affected by diesel fuel. At this point, with reference to the appearance and nature of diesel fuel, incl
Ali Hydek
Finnegan Henderson Farabow Garrett & Dunner L.L.P.
Wolfe Willis R.
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