Fuel Treatment Device

Abstract

The invention relates to a device for the fuel treatment such as petrol or diesel for internal combustion engines. The device has a housing provided with fuel supply lines at each of its opposite ends thereof. A central opening in the tubular housing that contains a metal bar that is formed of an alloy composition including copper, zinc, tin, manganese, aluminum, and iron. And the liquid fuel circulates through the fuel line in the housing where the metal center bar displaces to the second liquid fuel line.

Claims

1. A fuel treatment device comprising: an elongated tubular housing; a pair of fuel supply lines fixedly attached to the opposite ends of the tubular housing, each fuel supply line having an axial conduit in communication with the fuel; a metal center bar positioned internally in the central opening of the tubular body, said metal center bar comprising an alloy of copper, zinc, aluminum, tin, iron and manganese; the metal center bar is in contact with the fuel circulating through the center opening; and wherein the metal center bar has contours that allow greater contact with the fuel circulating through the center opening.

2. The device according to claim 1, wherein the metal central bar alloy comprises copper 60-66% by weight, zinc 22-30% by weight, aluminum 5-7.5% by weight, tin 2-5% by weight, iron 2-4% by weight and manganese 2.5-5% by weight.

3. The device according to claim 1, wherein the fuel lines are coupled at the second end of the tubular housing.

4. The device according to claim 1, wherein the tubular housing has an internal wall provided with an annular slot adjacent to the second end of the tubular housing body.

5. The device according to claim 1, wherein the fuel supply line comprises a substantially cylindrical element having an outwardly extending circumferential contour.

6. The device according to claim 4, wherein the metal center bar comprises a central axis of cross-section and a plurality of contours, each of which extends outwardly through the total length of the metal center bar.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0036] FIG. 1 is an isometric view of a fuel treatment device.

[0037] FIG. 2 is an isometric exploded view of FIG. 1 to show the internal and external elements.

[0038] FIG. 3 is an isometric exploded view showing internal and external components with four of the metal center bar elements grouped for a larger engine.

[0039] FIGS. 4A-4J shows a plurality of contours that the metal center bar of the fuel treatment device may have.

DETAILED DESCRIPTION OF THE INVENTION

[0040] A detailed description of the present invention is given below based on the Figs.

[0041] The present invention performs a load balance on the metals constituting the metal center bar of the device in order to create a +3 to +6 state that improves the ability to release more energy that is present in the fuels.

[0042] Transition metals form ions with different charges, regarding to other groups of atoms. The former is ionized in a reduced manner in the configuration of a noble gas such as Sc.sub.3+ and Ti.sub.4+. But Ti 2+ ions, and Ti 3+ ions are rarely observed . . . V forms oxocations. Manganese is more common in the +2 and +4, and +7 states in permanganate. Iron is commonly found at +2 or +3 and rarely +6. Cobalt, nickel, copper and zinc are ionized in +2. Copper also forms +1, sometimes cobalt and nickel can form +3.

[0043] Lanthanides form +3 ions, and Cerium can form a +4 ion.

[0044] Actinides have multiple oxidation states. The thorium commonly forms +4 ions. The uranium forms +4 ions and is present in the +6 oxidation state in the uranyl ion (UO.sub.22+).

[0045] Transition metals are a group of elements with incomplete internal layers of electrons. They behave like metals that conduct heat, electricity, as well as ductile or stretchable and malleable. However, by behaving as metals they do not form salts when combined with non-metals, but rather tend to form complex ionic structures, transition metals form metal central bars and are capable of reacting under numerous oxidation states.

[0046] The fuel treatment device shown in FIGS. 1 and 2 have two connection elements 2 arranged at both ends of the fuel treatment device 1, where the connection element is a nipple 2 that has a threaded end 3, which is inserted and screwed into the body 5 and at the end of the nipple 2 has a pin connector 4, at the other end of the body 5 the connections of a hose between the fuel source and the access of the fuel to the internal combustion engine are presented. There is an insulator 6 that prevents the metal center bar shown in FIGS. 4A-4J from touching the metal parts of the engine to which it is attached. The insulator 6 is disposed between the threaded internal face 3 and the core shown in FIGS. 4A-4J to allow adequate insulation. The body 5 is made of fiberglass (or any non-conductive plastic) that houses the metal center bar 4A-4J, the body is constituted by internal threads so that the components can slide inside the unit and prevent leakage.

[0047] FIGS. 2 and 3 show the hoses 8 with dashed lines, which are made of rubber and which represent the connections of the fuel tank to the engine.

[0048] FIG. 3 has connection elements formed by the pin reducing parts 9, connection bushing and coupling that are reducing accessories that transition from a small inlet to a large one and vice versa from large to small, the body 5 of the device prevents the metal center bar from touching any metal part to which it is attached. The contours of the metal center bar may be a cartridge. The metal center bar has contours of 4, 8, 12 and 16 combinations, its use depends on the size of the engine as can be seen in FIGS. 4A-4J. In the body 5 that houses the metal center bar with internal threads so that all the components displace inside the device and prevent leakage. The metal center bars of FIGS. 4A-4J are of the same alloy, but differently, allowing them to be used as a single center bar or any combination.

[0049] Regarding the metal central bar of FIGS. 4A-4J, it has the following proportions: copper 60-66% by weight, zinc 22-30% by weight, aluminum 5-7.5% by weight, tin 2-5% by weight, iron 2-4% by weight and manganese 2.5-5% by weight, which allows the polluting emissions to the atmosphere with this balance to be minimal.

[0050] In FIGS. 4A-4J the contours of the center bars present a significant advantage to improve fuel saving and reduce the emission of polluting gases from the internal combustion engine.

[0051] According to the Technical Report project F. 61842.02.008 “VM Evaluation of catalytic converters OBD II, Additives for petrol and diesel”, the evaluation of the Emission Reduction Device was carried out”, pursuant to NMX-AA-151-SCFI-2013.

[0052] The evaluation consisted of evaluating the effect on regulated emissions with and without the emission reducing device in three test vehicles (VW Jetta 2009, Nissan Sentra 2017 and Nissan Versa 2018).

[0053] Electromechanical condition, exhaust and tire tests were performed on the test vehicles.

[0054] To the three test vehicles indicated in table 1, a review of the tuning was carried out, as indicated by the manufacturer (Clean air filters, lubricating oil status review, among other components), fluid levels were reviewed. Review of the tightness of the exhaust pipe, review of the conditions of the tires, electromechanical status and of the various sensors, with OBD LINK MX scanner (application for Mexico) for which the OBD-II system was verified, the conditions of the monitors according to the regulations, the existence of fault codes, existing codes and stored codes, as indicated below: [0055] Verification of the Turning off of the MIL Light. [0056] No Existence of existing Fault Codes. [0057] No Existence of stored Fault Codes [0058] No existence of standby Fault Codes [0059] Activate the 5 monitors required pursuant to NOM 042 and NOM-151. [0060] That the 5 monitors will be Completed

[0061] Once the inspection has been carried out, all three vehicles meet the minimum requirements to carry out the tests. Therefore, we proceeded to request the safekeeping of the three units from the Vehicle Emissions and Engine Test Laboratory, to carry out the emission determinations with the standardized driving cycle (FTP-7 5).

[0062] Description of the emission reducing technology.

[0063] The technology of the fuel treatment device for the reduction of pollutant emissions developed by the Co. Robótica y Automatización Industrial S.A. de C.V. (Raisa), this device consists of an external cylinder, resistant to heat and chemicals. Within it is constituted by a metal alloy bar

of various transition metals (Copper (60-66%), Zinc (22-30%), Aluminum 5%-7.5%), Tin (2 to 5%), Iron (2-4%) and Manganese (2.5 to 5°/0).

[0064] The regulated emissions (CO, NMHC and NOX) and CO.sub.2, of the three vehicles evaluated without and with the reducing device. Regarding to the vehicle Nissan, Versa 2018. A reduction in CO is observed of 22.3%, for NMHC it presents a reduction of 28.8%, 34.7% for NOX and without variation in the emission of CO.sub.2. Regarding to the vehicle Nissan, Sentra 2017, when testing with the device and without, presents a 25.9% reduction in the emission of CO, for NMHC, a 8.8%, 8.0% reduction for NOx and without variation in the CO.sub.2 emission. Finally, in the case of the vehicle VW Jetta, 2009, when making the determinations without and with the device, it presents a 36% CO reduction, for NMHC the reduction is about 30%, in NOx it is 22.0% and without variation in the CO.sub.2 emission.

[0065] In Table 6, the emission results of the vehicles evaluated, it is to be noticed that this service was requested by the customer to know the comparative effect on regulated emissions and carbon dioxide without and with the emission reducing device Raisa.

TABLE-US-00001 TABLE 6 Results of regulated emissions and carbon dioxide of the three vehicles evaluated without and with the emission reducing device Raisa Vehicle 2 (Nissan Versa 2018) Vehicle 1 (Nissan Sentra 2017) Vehicle 3 (Volkswagen Jetta 2009) License plates NDC-6354 License plates MYC-2334 License plates NGF-7309 (28,500 km) (70,228 km) (253,527 km) CO NMHC NOx CO2 CO NMHC NOx CO2 CO NMHC NOx CO2 g/Km g/Km g/Km g/Km g/Km g/Km g/Km g/Km g/Km g/Km g/Km g/Km Baseline 1.011 0.0351 0.049 205.02 1.899 0.0312 0.075 232.27 4.884 0.1502 0.684 276.28 W/D (1) 0.720 0.028 0.029 207.14 1.182 0.0267 0.070 235.81 3.177 0.1078 0.588 276.03 W/D (2) 0.862 0.022 0.034 205.80 1.631 0.0302 0.068 229.71 3.044 0.1026 0.497 276.59 Average 0.785 0.025 0.032 206.47 1.407 0.0286 0.069 232.76 3.11 0.1052 0.533 277.31 % −22.26 −28.77 −34.69 0.71 −25.91 −8.81 −8.00 0.21 −36.32 −29.95 −22.08 −0.35 Variation Note: W/D—With device CO—Carbon monoxide NMHC—Nonmethane hydrocarbons NOx—Nitrogen Oxide CO2—Carbon Dioxide

[0066] Table 6 summarizes the emission results of the three vehicles evaluated, it should be noted that this service was requested by the customer to know the comparative effect on regulated emissions. References of applicable standards, regulations and standards. [0067] 1.—Standard NOM-042-SEMARNAT-2003. [0068] 2.—Standard NOM-167-SEMARNAT-2017. [0069] 3.—NMX-AA-151-SCFI-2013.

CONCLUSIONS

[0070] Regarding the exhaust emission evaluations with the FTP-75 driving cycle carried out on the vehicle, Nissan, Versa 2018 of 4 Cylinders and 1.8 liters, this presents reductions greater than 20% in the three regulated pollutants and without variation in the CO.sub.2 emission. [0071] Regarding the exhaust emission evaluations with the FTP-75 driving cycle carried out on the vehicle, Nissan, Sentra 2017 of 4 Cylinders and 1.6 liters, this presents reductions greater than 20% in the carbon monoxide emission, as regards the emission of NMHC and NOX, its reduction is less than 10% in both cases and without variation in the CO.sub.2 emission. [0072] Regarding the exhaust emission evaluations with the FTP-75 driving cycle carried out on the vehicle, VW, Jetta 2009 of 4 Cylinders and 2.0 liters, this presents reductions greater than 20% in the three regulated pollutants and without significant variation in the CO2 emission.

[0073] Although a preferred embodiment of the present invention has been described and exemplified, it should be emphasized that numerous modifications thereto are possible, such as the faster startup of the internal combustion engines, greater fuel savings, reduction of carbon accumulation in the engine parts, as well as the reduction of pollutants from the exhaust emissions. Therefore, the present invention should not be considered as restricted except as required by the prior art and by the scope of the appended claims.