DEVICE FOR REDUCING TOXIC WASTES OF DIESEL FUEL

Abstract: 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 pretreatment 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 effective induction of electromagnetic wave and magnetic field, some supplement equipments such as magnet (6a, 6b, 6c), ceramic pole (7a, 7b) and coil (8) 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 same 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.

Description: DEVICE FOR REDUCING TOXIC WASTES OF DIESEL FUEL BACKGROUND OF THE INVENTION 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 effective induction of electromagnetic wave and magnetic field, some supplemental equipments such as 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. 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, Namely, the reaction between air and diesel fuel is carried out in a series of processing steps such as mixed gas, formation, ignition, combustion and explosion sequentially and simultaneously, while influencing with each other. In this context, since the concentration ratio of mixed gas or air is not constant, there is a combustion at one part is implemented, while heating process such as vaporization at another part is performed. 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 out by such reaction, they 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 the combustion of diesel engine is not made available in the excessive state of air, the releasing amount of CO 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; among them, the soot may cause one's visional disturbance and bad odor, among other things. Further, the matter on whether aromatic hydrocarbons absorptive to the soot affect the human body is still in dispute. At any rate, if the soot is inhaled into the human's respiratory tract in the atmosphere, undesirable influence 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 is made available in such a manner that unlike a gasoline engine, the injection of diesel fuel continues in a certain period. Thus, the intervals of fuel injection will significantly affect some fuel combustion. In general, a diesel engine characterizes in that through a compression stroke of air, injected fuel within a cylinder is formed in the form of an appropriately mixed gas and ignited spontaneously. Thus, several flame nuclei are simultaneously formed, while the combustion is simultaneously made over the whole sides of a cylinder. Fig. 1, shows a graph showing the combustion process of a diesel J engine. When diesel fuel is injected at "A" point, an ignition lag occurs in the intervals of both "A" and "B" within extremely short time due to heating and chemical change. Hence, if the ignition lag is long, a 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 a cylinder is slow without drastical enhancement, 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 at the intervals of "B" and "C" illustrated in Fig. 1, diesel fuel piled between the intervals of "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 at the intervals of "C" and "D" 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 appropriate mixing ratio of injection amount, atomization and air. Further, some remaining fuel, which is not still 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 due to the facts that diesel fuel having a long ignition lag is used and there is an accumulative phenomenon with the fixed fuel valve re-opened. As mentioned in the above, the 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 is caused by the 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 more high 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. Under the swirling or turbulent flow of air intake, it will facilitate the chemical reaction during the mixing process. Moreover, if an air-intake temperature is high, the prompted vaporization of diesel fuel helps to make further particulation of 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 in such a manner that the ignition lag period should be shortened through proper control of appearance or nature related to diesel fuel, determining the ignition lag period as one of the critical problems diesel fuel has faced. At this point, with reference to the appearance and nature of diesel fuel including the process of atomization and dispersion, the possible notion is that since diesel fuel having higher firing temperature is responsible for onger ignition lag, diesel fuel of many cetane numbers should be used, and atomized dispersion should be mechanically considered in order that injected fuel is well contact with high-temperature air. In addition, the following regulation method is considered in solving the problems associated with the properties of diesel fuel in terms of its physicochemical causes. First, when the viscosity of diesel fuel is reviewed, the viscosity of hydrocarbons is enhanced in line with the increase of carbon numbers. If the carbon numbers are same, the viscosity of naphthene series is higher than that of olefin or par af fine series. In general, if the boiling point of diesel fuel is low, its viscosity is also low. Also, the viscosity of diesel fuel has a close relationship with atomization; if the viscosity of diesel fuel is low, its enhanced dispersing property and particulated dispersion results in facilitating the heating and vaporization, thus contributing to shortening the ignition lag and improving the combustion. However, if the viscosity of diesel fuel is extremely low, its weak through-force within a combustion chamber results in losing the homogeneous distribution of diesel fuel within a cylinder and a poor contact with air is also responsible for inhomogeneous combustion. In addition, a poor lubrication is caused by an injection pump or injection nozzle and there is a high risk on the leakage of diesel fuel. In contrast, if the viscosity of diesel oil is much higher, the residues are piled on the internal engine, thus generating smokes and bad odors. In case of diesel fuel having much changes in the viscosity in terms of its nature, a fuel temperature should be maintained at a certain level. Therefore, it is generally stipulated that the viscosity of diesel fuel be 2~5.8 nin /s at 30 ° C or 37.8 TJ . Nevertheless, as mentioned in the above, it is imperative that diesel oil should be provided with the following conditions such as guaranteed through-force, better dispersion and enhanced particulation. Second, diesel fuel should have better ignition property so as to ensure the normal combustion which is not accompanied by any diesel knock in a diesel engine. In general, a cetane number is mentioned for specifying the firing property. It is stipulated that the cetane number of a high-speed diesel engine fuel be more than 45 at minimum. If any diesel fuel has many cetane numbers, better improved starting point contributes to more efficient driving. However, if any diesel fuel has a great number of cetanes, there will be larger portion occupied by normal paraffin-based hydrocarbons and then, lower density and viscosity will be responsible for a weak penetration of injected fuel, thus resulting in imperfect combustion. Third, with reference to the formation of soot, there is more increasing trend for soot release, when diesel fuel has enlarger compactness molecular structure Namely, the trend for soot release becomes higher in the sequential order of paraffin, naphthene and aromatic series. As shown in the following chemical formula 1, normal paraffin has a hydrocarbon-bonded linear chain type (direct chain type) with a molecular formula of C n H 2n + 2 . Chemical formula 1 H I H I H I H H H H H H 1 1 1 1 1 11 11 11 11 I H-C I — C I - H H- -C I - -C— C— C— C— C- -C 1 1 1 11 11 11 11 I — H 1 1 1 H H H H H H H H H Ethane normal Heptane Also, as shown the following chemical formula 2, naphthene series consist of ring-shaped and single-bonded hydrocarbons structure with a molecular formula of GJ bn. Its structure is chemically stable since there is no double bonding. Chemical formula 2. Cyclopropane Cyclohexane Further, as shown the following chemical formula 3, aromatic series consist of ring-shaped and double-bonded hydrocarbons structure. It basic structure is a three-double bonded benzene ring with 6 carbon atoms. Another several molecules may be bonded to benzene ring, while its ignition property is low and anti-knock is strong. Chemical 3. Benzene ι?3 - dimethylbenzene As noted in the above chemical formula 1, 2 and 3, it is assumed that the molecular structure of carbon may be an factor to produce the soot during the combustion of diesel fuel. Further, the majority of solid particle substances of diesel fuel released by combustion is in the range of about ςø 0.01 ~10 μm in size. Thus, some solid particle substances of soot whose mean mass has a particle size of less than φ l in diameter should be separated or prior to combustion, the appearance of diesel fuel should be also controlled. As observed from the above results, the formation of such solid particle substances is due to the chemical reaction of hvdrocarbons. Meantime, with reference to some hydrocarbon of diesel fuel similar to that of the chemical formula 2 and chemical formula 3, carbon particles from the hydrocarbon are isolated during heating reaction in a pocket at the surface of fuel particles and when the reaction is continuous made, the combustion of these carbon particles are blocked out and non-firing carbon particles is released into air in the form of soot. With carbon particles isolated, the blocked combustion of isolated carbon particles may be explained by the above mentioned facts but another factor is that among the ring-shaped hydrocarbons, molecular structures of the chemical formula 2 and 3, hydrogen is isolated only, while double-bonded molecular structure of carbon is not degraded; then, due to various reasons such as combustion in insufficient oxygen during combustion and operating conditions of internal diesel engine, some solid particle substances are formed and released in the form of soot. As aforementioned, any possible hypothesis based on viscosity, firing property and formation of soot is that to comply with some conflicting problems of diesel fuel, better injecting property should be provided and at the same time, its ignition property is higher; in addition, some solid particle substances generated by diesel fuel should be eliminated. In light of the aforementioned aspects, the following matters should be considered so as to reduce the formation of soot from a diesel internal combustion engine and to improve the combustion efficiency intended for saving fuel consumption. First, it is an dry air inhaled from the atmosphere to a diesel engine. Namely, the chemical composition of dry air comprises 78 vol% (75 wt%) of nitrogen (N 2 ) and 21 vol% (23.2 wt%) of oxygen (0 2 ). Under the air consisting of nitrogen and oxygen in most cases, when nitrogen and oxygen are inhaled into a cylinder and compressed under higher pressure, some regulatory measures should be exercised to oxygen prior to air intake in such a manner that without possible reaction with nitrogen, oxygen is immediately reacted with diesel fuel under vaporization of hydrocarbons for oxidation thereof. Second, some proper measures should be also established when hydrogen is isolated from carbon, in order that a) vaporized hydrocarbon may be reacted with oxygen, and b) perfect combustion may be made available by proper reaction among hydrogen, carbon and oxygen. Therefore, this inventor has made extensive studies to overcome the above several problems and completed this invention which may inhibit release of gaseous toxic wastes and particulated toxic wastes and at the same time, may significantly improve the fuel consumption. This invention is characterized in that a) to improve combustion conditions of diesel fuel when supplied from a fuel tank to a fuel feed hose or pipe, plentiful numbers of hydrocarbons (a mixture of hydrocarbons having about 10~20 carbons boiled at about 170 ~370 ° C) consisting of diesel fuel are induced by an electromagnetic regulation method in such a manner that the molecular nature of hydrocarbons is nearly adequate for perfect combustion, b) for further effective combustion, oxygen in the inhaled and compressed air is controlled by an electromagnetic regulation method from an air intake hole, c) Under excess of air, solidified particle carbons owing to insufficient oxygen, and e) carbons may be sufficiently reacted with oxygen in any reaction band. SUMMARY OF THE INVENTION Therefore, the device of this invention is a conventionally unknown novel structure and an object of this invention is to provide a device for reducing toxic wastes of diesel fuel intended for improving the combustion conditions of diesel fuel, when it is installed, as a pre-treatment device of combustion, at some place adjacent to a fuel tank at the surface of inlet hose or pipe of diesel fuel. Description of the Drawings Fig. 1 is a graph showing a combustion process of diesel engine; Fig. 2 is a graph showing the correlation between ignition lag of diesel engine and its explosive pressure; Fig. 3 is a graph showing the correlation in another state of Fig. 2; Fig. 4a is separate perspective view illustrating the structure of a device for reducing toxic wastes of diesel fuel according to this invention; Fig. 4b is a side view of internal structure illustrated in Fig. 4a; Fig. 4c is a plan view of internal structure illustrated in Fig. 4a; Fig. 5 is a perspective view showing the structure of ceramic triangle pole illustrated in Fig. 4a; Fig. 6 is a concept diagram in which the device of this invention is attached to a fuel feed port ; Fig. 7a is a circuit diagram in which he device of this invention is attached to a fuel feed port of diesel internal combustion engine; Fig. 7b is a circuit diagram in which a pulse-generation electromagnetic wave is supplied from an air-suction portion sucked by a diesel internal combustion engine; Fig. 8 is a cross-sectional structure diagram showing an portion air- sucked from diesel engine. <Denote on codes specified in the main parts of the drawings> 1 - Rubber band body 2 - Copper sheet 3 - Aluminum sheet 4a, 4b - Rubber sealant 5a, 5b, 5c - Magnetic induction pin 6a, 6b, 6c - Magnet 7a, 7b - Ceramic triangle pole 8, 31 - Coil 9 - Induction pin 10 - Aluminum pipe 11 - Insulator 12a, 12b, 12c - Hole 13 - Sealant 20 - Air inake portion 21 - Air intake hole 22 - Combustion chamber 23 - Air cleaner 24 - Air intake manifold Detailed Description of the Invention This invention is explained in more detail as set forth hereunder by referring to the accompanied drawings. This invention relates to a device for reducing toxic wastes of diesel fuel, wherein it comprises: a copper sheet 2 and aluminum sheet 3 are piled on a rubber band body 1 in a sequential order; each hexahedral rubber sealant 4a, 4b is attached to the left and right top sides of internal upper side of the body 1; each channel-type magnetic induction pin 5a, 5b, 5c with upper sides opened is installed in the center of inner part connected to the rubber sealants 4a, 4b; each magnet 6a, 6b, 6c is installed within the magnetic induction pins; ceramic triangle poles 7a, 7b are connected among the magnetic induction pin 5a, 5b, 5c; an electromagnetic wave induction pin 9 containing a coil 8 is attached to one center selected from the ceramic triangle poles 7a, 7b; the body 1 is inserted into a square aluminum pipe 10, while the external side of a pipe 10 is coated with an insulator 11. Hence, non-illustrated reference numbers 12a, 12b, 12c denote holes formed in the ceramic triangle poles 7a, 7b; reference number 13 denotes a sealant for sealing the aluminum pipe 10; reference number 20 denotes an air intake portion where air is inhaled into a diesel internal combustion engine; reference number 21 denotes an air intake hole in the air intake portion 20; reference number 22 denotes a combustion chamber; reference number 23 denotes an air cleaner; reference number 24 denotes an air suction manifold; reference number 31 denotes a pulse wave-generating coil installed in the air intake hole 21. This invention is explained in more detail as set forth hereunder. This invention relates to a device illustrated in Fig. 4a, Fig. 4b and Fig. 4c. As shown in Fig. 4a, 4b and 4c, the device of this invention has a structure, wherein the left and right rubber sealants 4a, 4b are attached on the rubber band body 1; a same width of a copper sheet 2 is attached on rubber band body 1 and an aluminum sheet 3 is again attached on the upper side of copper sheet 2. Further, the magnetic induction pins 5a, 5b, 5c are attached to the left and right sides and center on the body 1; eternal magnets or electromagnets 6a, 6b, 6c are attached to the only bottom side inside the magnetic induction pins 5a, 5b, 5c, respectively, while an insulator is inserted into a pin wheel portions of insulator at both sides; each ceramic triangle pole 7a, 7b having more small narrow base than the aluminum sheet 3 is inserted between the left magnetic induction pins 5a, 5c and magnetic induction pin 5b located at the very center, and attached on the aluminum sheet 3. Hence, the ceramic triangle poles 7a, 7b have a structure illustrated in Fig. 5. In particular, according to this invention, the electromagnetic wave induction pin 9 is attached on the very center of the right-side ceramic triangle pole 7b inserted between right-side magnetic induction pin 5c and very centered magnetic induction pin 5b by selecting one from the ceramic triangle poles 7a, 7b. Hence, both wheels are formed in the electromagnetic wave induction pin 9 and the coil 8 is arranged within the induction pin 9. As shown in Fig. 4a, the structure, so formed, is inserted into the square aluminum pipe 10 and treated with sealing. Thus, its whole outer cover, coated with the insulator 11, is wrapped. The device of this invention, which may be mounted to a hose or pipe serving as a feed port to supply diesel fuel to engine via fuel tank of a diesel internal combustion engine, is a pre-treatment device designed for reducing toxic wastes of diesel fuel, which may be, prior to use, attached to the surface side of a hose or pipe located at place being possibly adjacent to a fuel tank without damaging, cutting or removing it. The device of this invention, intended for use in some automobiles of high-speed diesel engine consuming diesel fuel including mid- and low-speed internal combustion engines, is attached to the surface side of a hose or pipe connected at place being possibly adjacent to a fuel tank serving for a fuel feed. When diesel fuel is fired from the internal combustion engine, the device of this invention may provide best combustion conditions for nearly perfect combustion. In particular, in order to prevent the release of soot particles such as hydrocarbon mixture (some hydrocarbons are adsorbed to carbon particles), sulfur- and aerosols-based compounds as well as polluting gases (e.g., CO, HC, NOx and SOx) and soots, toxic wastes in the form of solid particle substance, together with exhaust gas, a principle based on an electromagnetic regulation method that proper control is made to diesel fuel before it flows to an engine, is partially applied. With such fabrication, the molecular structure and activity of diesel fuel is beforehand improved from the air intake hole and fuel feed hose or pipe, thus enabling the pretreated diesel fuel to have nearly perfect combustion within a diesel engine. Hence, a pre-treatment device refers to the device based on a physicochemical method designed for regulating the release of toxic substances before a fuel is injected into an internal combustion engine, while its corresponding post-treatment device refers to the device in which solid soot particles in particular are filtered off among toxic substances released from the firing of an internal combustion engine or incinerated for other heat sources. As explained in a process of forming the soot above, there is an increasing trends to release the soot due to larger density of fuel molecules, i.e., in the sequential order of paraffin, naphthene and aromatic series. Therefore, such increasing trends will be noticeable from a direct chain structure of carbon to hydrogen structure to a cyclic-ring structure, since this means that when hydrogen is isolated from at the stable position where double- bonded carbons exist, its original molecular structure maintains as it is. In this respect, to degrade more stable ring-type carbon group into smaller, more energy to degrade such structure should be necessary except for compression heat source. With this in mind, the inventor et al. assumes that carbon atoms utilize a lot of extreme infra-red ray wave length generated at the well oxidized temperature. Thus, the mechanism of this invention is that by providing the specific heat extreme infra-red ray wave length of a same wave length in diesel fuel of liquid-phase hydrocarbons, carbon atoms are under resonance motion prior to combustion of diesel fuel and reacted with oxygen atoms. As such, when hydrogen and carbon atoms of this invention have certain levels of electromotive force, they become sensitive to the outside or electromagnetic wave irrespective of the viscosity and temperature of liquid- phase hydrocarbons. To utilize this, it is necessary that an electromotive force of liquid-phase hydrocarbons should be first generated and at the same time, the liquid-phase hydrocarbons should be under resonance by an outer electromagnetic wave. Further, to let the liquid-phase hydrocarbons have an electromotive force, the first method is to stabilize static current or various wave lengths generated from an internal combustion engine structure due to various causes via discharge or elimination. Under such stable state, the hydrocarbons may stably receive a necessary electromotive force and energy wave which may enable the resonance. Further, in order to instantaneously let the liquid-phase hydrocarbons have an electromotive force necessary for active molecular movement, diesel fuel should be transferred from low magnetic field to higher magnetic band. To this end, one pole from N-pole or S-pole should be continuously selected and moved rapidly at a constant 90 ° angle towards the direction of magnetic speed in a magnetic field. A hose or pipe where diesel fuel moves towards an engine is the best material in maintaining such movement direction and speed. In selecting the best place to meet such object, the inside of an engine room is unsuitable and if possible, it is advantageous to select the place, being far distant from an engine room with a lot of eletronic- control circuits. Thus, the place adjacent to diesel fuel pipe connected to a fuel tank is suitable. Fig. 6 is a diagram in which the device of this invention is attached to a fuel feed port. Since each of magnet 6a (0.22 wb/ n ), magnet 6b (0.21 wb/ in') and magnet 6c (0.2 wb/ n ) is arranged at constant intervals to a fuel pipe which flows into an engine, diesel fuel flowing from the direction of a) to b) moves on N pole of magnet 6c—* magnet 6b→- magnet 6a at 90 ° angle. Hence, there are some different electromotive forces in diesel fuel due to size, material and flow rate of a pipe but within the allowable magnetic speed in a magnetic field scope of φ 8 cm, a desired electromotive force may be obtained. Referring to Fig. 6, the liquid-phase hydrocarbons have an electromotive force, when they are passed through each point of 3 magnets 6a, 6b, 6c. Then, when a low frequency electromagnetic wave is discharged to the hydrocarbons, they will perform the resonance motion. Further, ceramic triangle poles 7a, 7b and each channel- section magnetic induction pin 5a, 5b, 5c illustrated in Fig. 5, some components of the device of this invention, generate an electromagnetic wave in the form of a magnetic wave, having a same extreme infra-red rays wave length of 8-20 Hz, a low-frequency electromagnetic wave. Hence, the electromagnetic wave is 2.5 ~ 3 V/ll μk. When such components of the device of this invention is installed on a fuel feed port, the circuit structure related to electromagnetic wave and its generation is illustrated in Fig. 7a. The electromagnetic wave induced by the magnetic induction pins 5a, 5b, 5c is towards diesel fuel, which is under resonance by a wave length at 10-18 Hz. In particular, since carbon atoms are induced and among diesel fuel passing on the band of the ceramic triangle poles 7a, 7b, hydrogen atoms are under resonance by the wave length of ceramic specific heat extreme infra-red rays at 8-20 Hz. Meantime, the materials for magnets 6a, 6b, 6c used in the device of this invention include Nd 2 Feι 4 B, a casting bed of Nd-Fe-B alloy and other similar one to Nd Fe 14 B. 72 atoms are contained in the unit of sachet and it is preferred to use the materials consisting of a Fe-layer only and/ or of either Nd- or B-layer in the sequential order. The ultramagnet containing neodymium-iron as a material is applied within a special electromagnetic wave when grounded, thus generating electromotive force suitable for the molecular structure of liquid-phase hydrocarbons. Further, the common ceramic materials may be used for the fabrication of the ceramic triangle poles 7a, 7b of this invention and in particular, it is preferred to use Al-Si-Ca-Na-K-Ti series. For example, the preferred chemical composition comprises A1 2 0 3 42%, Si0 2 31%, Ca 10%, NaO 7%, K 2 0 3%, Ti0 2 3% and other rare earth element 3~5%. Also, the ceramic triangle pole is a mixture having the particle size of 1-10 μ and a final product plasticized at the temperature between 1,200-1,300 TJ may be used. 3 straight-line holes at the triangle corner of both sides, while penetrating each other, are formed within the ceramic triangle poles 7a, 7b and this fabrication allows the space to install both nonferrous and ferrous alloy poles. From a section of the triangle poles 7a, 7b, its hole size to a triangle leg is preferably determined as 9 : 2. Two neodymium iron poles and a pole of aluminum 99.4% which is not grounded by the vaporization force-induced electromagnetic wave, are formed within its empty-space hole, and serve as a role to control the electromagnetic wave generated from the triangle poles 7a, 7b. Further, each ceramic triangle pole 7a, 7b is fabricated in such a manner that the electromagnetic wave emitted by its triangle pole is directed at N-pole. Then, in case of the electromagnetic wave induction pin 9 whose inside contains the coil 8, one side is contacted with the ceramic triangle pole 7a, 7b comprises 18K gold of about 0.01-0.1 mm, while the opposite symmetrical side comprises copper of more than 99.4%. Thus, ionic charges moving from the base of the triangle poles 7a, 7b to the ring direction are absorbed and along with the wave length generated from the circuit diagram illustrated in Fig. 7a, they are emitted towards N-pole. Hence, the electromagnetic wave has its wave length of merely 2.5-3.0 V/81 μk but its strong impact on carbon atoms activates diesel fuel. Meantime, diesel fuel consists of hydrocarbon structure where carbon and hydrogen molecules are bonded. In this context, there is a need that in order that oxygen present in highly compressed intake air may be combined with carbon for proper combustion, oxygen before air intake should be provided with some activation energy under full understanding of its nature, 5 and that in order for freed carbons not to be solidified each other, the reaction between carbon and oxygen should be further induced for proper combustion. To provide such conditions, the scope of oxygen, where oxygen may be easily reaction with carbon beyond the reaction that active oxygen and hydrogen molecules make water, should be maximized. If such proper controlling l o method is available, it is preferred to fully utilize the physicochemical nature of both oxygen and carbon, under the assumption that some causes to generate the solid particle substances of carbon may be prevented. As such, it is more preferred that along with the activation of diesel fuel in the fuel feed port where the device of this invention is installed, the 15 activation of air in its intake hole may be also made available. To this end, there is provided a coil 31 in the air intake hole, a device for supplying a separate pulse wave and when air is inhaled, oxygen is under resonance by a electromagnetic wave of 8,000-20,000 Hz generated from a circuit diagram illustrated in Fig. 7b. In consequence, during the oxidation with carbon 0 atoms present in diesel fuel, the significant reactability may contribute much to improvement of the combustion efficiency. In line with a correlation between such fuel and suction oxygen, some problems associated with viscosity and shortening of ignition lag in diesel fuel as well as formation of soot thereof are conflicting with each other, as 25 aforementioned. Therefore, to comply with these problems, it is necessary that the nature of carbon be reconsidered; in general, when the liquid-phase hydrocarbons are preheated, there is a trend that its viscosity is lowered owing to structural nature. When the liquid-phase diesel fuel is injected into a diesel engine, a proper viscosity should be provided for the delivery of diesel fuel into a cylinder. Then, diesel fuel within a cylinder is oxidized in the process of particulation and atomization. Then, when excess of oxygen exists instantaneously, the soot is generated. Such phenomenon is derived from the nature of carbon atom. When the rotary transition motion of hydrogen atoms is active, however, carbon atoms in diesel fuel has a nature of adhering to hydrogen atoms until particulated dispersion. Through the utilization of such characteristics, the hydrocarbons are atomized into particles and during the heating process from the surface pocket of its fuel particles, carbon atoms are isolated from the hydrocarbon structure. Then, with the ignition lag shortened, it is not difficult that carbon atoms are oxidized by oxygen atoms within a cylinder present in excess of air. On the other hand, hydrogen atoms serve until the rotary transition motion is decreased and this results in shortening the ignition lag. Also, some compressed heat energy should be necessary for the oxidation of carbon atoms with oxygen atoms. From the characteristics of diesel, its heat of vaporization amounting to 250-300 KJ/kg is relatively small and thus, the vaporization rate is fast. Thus, in the process of particulating and λ'aporizing diesel fuel, widening the surface pocket area of fuel particles as far as possible means that it widens the space to react with oxygen, i.e., to widen the reacting band. In case carbon atoms have the electromotive force, they are liable to reject the adhesion among them, reflecting a process of making solid particle substances among carbon particles. Therefore, the following process steps from energization of liquid-phase hydrocarbon in diesel fuel to release of exhaust gas and wastes should be necessary: fuel→ generation of electromotive force— induction of resonance movement by electromagnetic wave-→injection→vaporization (widening of surface pocket area by particulation of diesel fuel-expansion of reaction band with oxygen→ignition→explosion→release. In case of the vaporization during the above process steps, the state of compressed air intake at high temperature should be considered and during the air intake, 21% oxygen present in air should be also checked. As shown in an air intake portion illustrated in Fig. 8, when the air is intaked via an air intake hole 21 in the atmosphere consisting of 21% oxygen and 78% nitrogen, 21% oxygen should be swirled so as to maintain the even distribution of compressed air. Even though oxygen atoms are compressed at higher temperature, oxygen atoms should be ready for active diffusion within the cylinder combustion chamber 22. According to the device of this invention, therefore, there is provided a coil 31 at "a" point of the air intake portion 20 illustrated in Fig. 8 for mutual use thereof. Thus, the action of pulse wave emitted by a circuit illustrated in Fig. 7b enables the inhaled air to make its active motion within a combustion chamber-cylinder, and oxygen atoms in the inlialed air induces the perfect combustion of diesel fuel in such a manner that hydrogen and carbon atoms present in diesel fuel are reduced or oxidized into water and carbon dioxide, thus providing an efficient combustion conditions for both diesel fuel and inhaled oxygen. As shown in Fig. 7b, the circuit generating a pulse electromagnetic wave has a capacity of 2.5 -3.0 V/81 μk and may be variable at 2,000-20,000 Hz. When oxygen is freed from hydrogen in the vaporizing state of hydrocarbon structure, its reaction with the pulse electromagnetic wave serves as a role to facilitate the activity of oxygen atoms necessary for the perfect combustion of diesel oil, being degradated into water (HsO + , OH") and carbon dioxide (C0 2 ), while somewhat inhibiting the reaction between oxygen and nitrogen at the high temperature of 700 J . Further, oxygen and nitrogen atoms, being different nature each other, is stabilized in air but their intrinsic nature at high temperature may be maintained after the impact by the electromagnetic wave having same pulse wave. Namely, under the compressed state at high temperature, oxygen and nitrogen atoms can have time-controlling force so that the generation of nitrogen oxide each other may be inhibited within a cylinder. Further, when a swirling phenomenon of inhaled air occurs at the place of "b" illustrated in Fig. 8 before intaking the external air to the combustion chamber 22, such swirling action induced by inhaled air compressed at high temperture may serve to expand the reaction band between carbon and hydrogen atoms having the activation conditions in diesel fuel up to the near perfect combustion, even though air is inhaled into the combustion chamber 22. Also, such swirling phenomenon is maintained by a pulse electromagnetic wave oxygen generated from the place of "a" illustrated in Fig. 8. In consequence, the activity of oxygen atoms are restricted under high- temperature and high-pressure of cylinder, even though the swirling phenomenon occurs at the place of "b" illustrated in Fig. 8 by the physical (mechanical) method. According to this invention, a pulse electromagnetic wave is generated at the place of "a" illustrated in Fig. 8 by the method of applying some kinetic energy to oxygen atoms themselves in order to overcome such restriction and provide the kinetic energy to oxygen atoms in the inhaled air, thus accomplishing the perfect combustion. As such, according to the device of this invention, the coil 8 installed within the electronic induction pin 9, being connected to a power supply (non- illustrated) in a common method, has a circuit structure illustrated in Fig. 7a. The coil 8 serves to activiate diesel oil by generation of a electromagnetic wave. In addition to such device of this invention, the coil 31 generating a pulse wave is simply installed in the air intake hole 21 where air is inhaled for combustion of diesel fuel. When the generation of magnetic pulse wave is induced by way of Fig. 7b, oxygen atoms in the air inhaled before air intake is, prior to passing an air filter, provided with some kinetic energy by the pulse wave in the air intake hole. The activated oxygen atoms contribute much to the activation of diesel fuel and inhaled air, thus obtaining a synergic effect to maximize the combustion efficiency. Several tests were performed so as to measure the combustion states of actual diesel fuel and its release of toxic wastes, based on the aforementioned device including an circuit of this invention. As a result of attaching the device of this invention to a diesel automobile. From the following table 1, it was measured that the device of this invention significantly reduced some toxic exhaust gas and toxic wastes in the form of solid particle substances, while showing very encourging and remarkable combustion efficiency. Table 1. As mentioned in the foregoing, the device of this invention is very easily attached, prior to use, to an internal combustion engine of diesel fuel from the outside, and does not inflict any damage to a fuel feed engine, when used. Further, the device of this invention may maximize the performance efficiency by the method of simultaneously activating oxygen in the air suction hole and with combustion efficienty near to perfect combustion, the device of this invention may reduce the formation of toxic substances as well fuel consumption. Therefore, the device of this invention is a ideal device to comply with the toxic wastes of an internal combustion engine, thus contributing to allevation of more severe air pollution associated with hydrocarbon fuels and having further energy-saving effects based on perfect combustion.

Claims: CLAIMS What is claimed is: 1. A device for reducing toxic wastes of diesel fuel, wherein it comprises: a copper sheet 2 and an aluminum sheet 3 are piled on a rubber band body 1 in a sequential order; each hexahedral rubber sealant 4a, 4b is attached to the left and right top sides of internal upper side of the body 1; each channel-type magnetic induction pin 5a, 5b, 5c with open upper sides is installed in the center of inner part connected to the rubber sealants 4a, 4b; each magnet 6a, 6b, 6c is installed within the magnetic induction pins; ceramic triangle poles 7a, 7b are connected among the magnetic induction pin 5a, 5b, 5c; electromagnetic wave induction pin 9 containing a coil 8 is attached to one center selected from the ceramic triangle poles 7a, 7b; the body 1 is inserted into a square aluminum pipe 10, while the external side of its pipe 10 is coated with an insulator 11. 2. The device for reducing toxic wastes of diesel fuel according to claim 1, wherein each of said magnets 6a, 6b, 6c has a magnetic force of 0.22 wb/ ιn ? , 0.21 wb/ n , 0.2 wb/ in', respectively. 3. The device for reducing toxic wastes of diesel fuel according to claim 1, wherein said ceramic triangle poles 7a, 7b consist of the chemical composition such as AI2O3 42%, Si0 2 31 %, Ca 10%, NaO 7%, K2O 3%, Ti0 2 3% and rare earth element 3-5% by weight. 4. The device for reducing toxic wastes of diesel fuel according to claim 1 or 3, wherein 3 straight-line holes, penetrating each other, is formed at the triangle corner of both sides of said ceramic triangle pole 7a, 7b and two neodymium iron poles and a pole of aluminum are inserted within the hole. 5. The device for reducing toxic wastes of diesel fuel according to claim 1, wherein one side of said electromagnetic wave induction pin 9 contacted with the ceramic triangle pole 7b comprises 18K gold , while the opposite symmetrical side comprises copper. 6. The device for reducing toxic wastes of diesel fuel according to claim 1 or 5, wherein said electromagnetic wave induction pin has a wave length of 2.5 - 3.0 V/11 μk. 7. Process of using the device for reducing toxic wastes of diesel fuel, wherein the device according to claim 1 is attached to the surface of a fuel feed port so as to activate dieselfuel and at the same time, a coil 31 is provided to an air intake hole 21 for combustion of disel fuel, thus activating oxygen atoms in the inhaled air. Process of using the device for reducing toxic wastes of diesel fuel according to claim 7, wherein said coil 31 is intended for inducing the wave length of 2.5 ~ 3.0 V/81 μk.

Inventors: KIM SANG KYEONG, KIM, SANG, KYEONG
Applicants: HAN GUEN SUB, KIM SANG KYEONG, HAN, GUEN, SUB, KIM, SANG, KYEONG
Application year: 1997
Main classification: F02M27
IPC codes: F02B3, F02M27