Fuel saving device and system of diesel engine

Abstract

The invention relates to an oil saving device and system for a diesel engine. The device comprises an ozone generator and an oxidation treater, one input end of the oxidation treater is connected with the ozone generator through a gas path, the other input end of the oxidation treater is used for inputting diesel oil, the oxidation treater is used for oxidizing the diesel oil, and the output end of the oxidation treater outputs oxidized diesel oil to an engine through an oil path. The system comprises a diesel tank, an engine and a diesel engine oil-saving device, the diesel tank is connected with the engine through a main oil way, and the diesel engine oil-saving device is connected with the engine through an auxiliary oil way. According to the embodiment, the strong oxidant ozone is introduced into the oxidation treater to oxidize the diesel oil, then the oxidized diesel oil is fed into the engine to be combusted, the oxidized diesel oil with the active oxygen-containing functional groups is low in spontaneous ignition point and high in combustion speed, and the combustion efficiency is improved.

Description

Technical Field

[0001] This disclosure relates to the field of diesel engine fuel-saving technology, and more specifically, to a diesel engine fuel-saving device and system. Background Technology

[0002] A diesel engine is a mechanical device that converts heat energy into mechanical energy to perform work. The combustion efficiency of diesel fuel is a crucial parameter of a diesel engine, directly affecting its power output and exhaust emissions.

[0003] Currently, there are two methods to save fuel in diesel engines: one is a mechanical method, which involves improving the engine cylinder structure and intake device to increase the oxygen content entering the cylinder, thereby improving combustion efficiency. The other is a chemical method, which involves introducing ozone gas into the engine to chemically support combustion, thus improving combustion efficiency. Summary of the Invention

[0004] The embodiments of this disclosure provide a fuel-saving device and system for a diesel engine.

[0005] In a first aspect of this disclosure, a fuel-saving device for a diesel engine is provided. The device includes an ozone generator and an oxidation processor. One input terminal of the oxidation processor is connected to the ozone generator via a gas path, and the other input terminal of the oxidation processor is used to supply diesel fuel. The oxidation processor oxidizes the diesel fuel, and its output terminal supplies oxidized diesel fuel to the engine via an oil path.

[0006] In some embodiments, the diesel engine fuel-saving device further includes a housing, in which an ozone generator and an oxidation processor are integrated; the housing has a diesel inlet and a diesel outlet; the diesel inlet is used to input diesel into the oxidation processor, the ozone generator introduces the generated ozone into the oxidation processor, and the diesel outlet is used to output oxidized diesel to the engine.

[0007] In some embodiments, the diesel engine fuel-saving device further includes a first exhaust port disposed on the housing, the first exhaust port being connected to the oxidation processor via an air passage.

[0008] In some embodiments, the diesel engine fuel-saving device further includes a second exhaust port disposed on the housing, the second exhaust port being connected to an ozone generator via an air passage.

[0009] In some embodiments, the ozone generator is a corona discharge ozone generator or an electrolytic ozone generator.

[0010] In some embodiments, the diesel engine fuel-saving device further includes a flow controller for monitoring the flow rate of oxidized diesel fuel output from the output terminal of the oxidation processor and controlling the output of the oil circuit between the oxidation processor and the engine.

[0011] In a second aspect of this disclosure, a diesel engine fuel-saving system is provided. The system includes a diesel tank, an engine, and a diesel engine fuel-saving device. The diesel tank is connected to the engine via a main fuel line, and the diesel engine fuel-saving device is connected to the engine via an auxiliary fuel line. The diesel engine fuel-saving device includes an ozone generator and an oxidation processor. One input terminal of the oxidation processor is connected to the ozone generator via a gas line, and the other input terminal of the oxidation processor is connected to the diesel tank via a fuel line. The oxidation processor is used to oxidize diesel fuel, and its output terminal outputs oxidized diesel fuel to the engine via the auxiliary fuel line.

[0012] In some embodiments, both the diesel fuel in the diesel tank and the oxidized diesel fuel from the diesel engine fuel-saving device are delivered to the cylinders of the engine.

[0013] In some embodiments, the diesel engine fuel-saving device further includes a flow controller for monitoring the flow rate of oxidized diesel fuel output from the output end of the oxidation processor and controlling the output amount of the oil circuit between the oxidation processor and the engine.

[0014] In some embodiments, the ozone generator is a corona discharge ozone generator or an electrolytic ozone generator.

[0015] It should be understood that the description in the Summary of the Invention section is not intended to limit the key or essential features of the embodiments of this disclosure, nor is it intended to restrict the scope of this disclosure. Other features of this disclosure will become readily apparent from the following description. Attached Figure Description

[0016] The above and other objects, features, and advantages of embodiments of the present disclosure will become readily apparent from the following detailed description taken in conjunction with the accompanying drawings. Several embodiments of the present disclosure are illustrated in the drawings by way of example and not limitation.

[0017] Figure 1 A perspective structural diagram of a diesel engine fuel-saving device according to an embodiment of the present disclosure is shown;

[0018] Figure 2a A schematic diagram illustrating the internal principle of an example of a fuel-saving device for a diesel engine according to an embodiment of the present disclosure is shown.

[0019] Figure 2b A schematic diagram of the internal principle of another example of a fuel-saving device for a diesel engine according to an embodiment of the present disclosure is shown;

[0020] Figure 3 A system structure block diagram of a diesel engine fuel-saving system according to an embodiment of the present disclosure is shown.

[0021] In the various figures, the same or corresponding reference numerals indicate the same or corresponding parts. Detailed Implementation

[0022] Preferred embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While preferred embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that the present disclosure will be thorough and complete, and will fully convey the scope of the present disclosure to those skilled in the art.

[0023] The term "comprising" and its variations as used herein signify an open-ended inclusion, i.e., "including but not limited to". Unless otherwise stated, the term "or" means "and / or". The term "based on" means "at least partially based on". The terms "one example embodiment" and "one embodiment" mean "at least one example embodiment". The term "another embodiment" means "at least one additional embodiment". Terms such as "upper", "lower", "front", and "rear", indicating placement or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are used only for the purpose of describing the principles of this disclosure, and are not intended to indicate or imply that the elements referred to must have a specific orientation, be constructed or operated in a specific orientation, and therefore should not be construed as limiting this disclosure.

[0024] As mentioned earlier, improving the combustion efficiency of diesel engines and reducing harmful gas emissions are hot topics of research. In some related technologies, ozone gas enters the diesel engine cylinder directly with the air. Under high temperature and pressure, ozone decomposes into oxygen and reactive oxygen atoms, which then mix and burn with the injected diesel fuel in the cylinder. Ozone molecules are extremely unstable; the higher the temperature, the faster the decomposition. When the temperature reaches 270°C, ozone instantly converts into oxygen. When ozone gas enters the cylinder with the air, it is no longer present after passing through the high temperatures generated by turbocharging and cylinder compression. Ideally, ozone decomposes to produce reactive oxygen in the high-temperature region near the top dead center of compression. However, because it decomposes earlier than the compression stroke in the actual path, not enough reactive oxygen can be delivered to the combustion chamber, resulting in incomplete combustion, difficulty in improving combustion efficiency, and limited energy saving and emission reduction effects.

[0025] To address this issue, according to embodiments of this disclosure, a fuel-saving solution for diesel engines is provided. The diesel fuel is oxidized using ozone, a strong oxidant, before being fed into the engine. The oxidized diesel fuel is then fed into the engine for combustion. During oxidation, ozone electrophilically adds to the C=C double bonds of certain components in the diesel fuel, generating active oxygen-containing functional groups. The peroxide bond energy is much lower than that of the CH bond. Compared to unoxidized diesel fuel, oxidized diesel fuel has a lower auto-ignition point, providing more active free radicals in the early stages of combustion without the need for high-temperature pyrolysis of the peroxide bonds. This shortens the ignition delay period and advances the combustion phase, significantly increasing the combustion speed. The oxidized diesel fuel burns more completely in the cylinder, reducing the formation of unburned carbon particles. Furthermore, this improves engine work capacity and performance, achieving fuel savings of up to 25%.

[0026] Figure 1 A perspective structural diagram of a diesel engine fuel-saving device 100 according to an embodiment of the present disclosure is shown. Figure 1 As shown, the device includes a housing 102, within which an ozone generator and an oxidation processor (not shown) are installed. The ozone generator and oxidation processor are connected via a gas path; the ozone generator produces ozone, which is then fed into the oxidation processor via the gas path. Diesel fuel is also introduced into the oxidation processor. In some examples, diesel fuel from a diesel tank can be introduced into the oxidation processor via an oil path through a diesel inlet 104 in the housing 102. The diesel fuel in the oxidation processor comes into contact with ozone, undergoing an oxidation reaction at room temperature and pressure. The main components of diesel fuel are saturated alkanes and cycloalkanes, with small amounts of olefins and aromatic side chains. The oxygen atoms generated from the decomposition of ozone combine with functional groups such as hydroxyl and carboxyl groups contained in the diesel fuel components to form peroxy radicals (i.e., oxygen-containing functional groups). In some examples, oxidizing 30 liters of diesel fuel with 4000 mg of ozone at the above ratio produces oxidized diesel fuel containing oxygen-containing functional groups. Oxidized diesel fuel can be delivered to the engine via the diesel outlet 106 of the housing 102 through the oil passage. In addition, the housing 102 is also provided with an exhaust port, which can be used to discharge excess ozone during the oxidation process.

[0027] In some embodiments, the device 100 further includes a flow controller for monitoring the flow rate of oxidized diesel fuel output from the output terminal of the oxidation processor and controlling the output of the oil circuit between the oxidation processor and the engine. In some examples, when the detected flow rate of oxidized diesel fuel exceeds a first threshold, if the amount of oxidized diesel fuel is excessive, the output of the oil circuit between the oxidation processor and the engine is reduced, for example, by reducing the valve opening; conversely, if the amount of oxidized diesel fuel is excessive, the oil circuit between the oxidation processor and the engine is shut off, for example, by closing a valve on the oil circuit. The first threshold is set as the maximum amount of oxidized diesel fuel required by the oil circuit. In some examples, when the detected flow rate of oxidized diesel fuel is below a second threshold, there may be insufficient oxidized diesel fuel, which could introduce gas into the oil circuit, causing the engine to shut off due to fuel shortage. In this case, the oil circuit between the oxidation processor and the engine is shut off, for example, by closing a valve on the oil circuit. The second threshold is set as the minimum amount of oxidized diesel fuel required by the oil circuit.

[0028] Figure 2a A schematic diagram illustrating the internal principle of an example of a diesel engine fuel-saving device 200A according to an embodiment of the present disclosure is shown. Figure 2aThe device 200A houses a corona discharge ozone generator 204 and an oxidation processor 206 within its housing 202. The corona discharge ozone generator 204 and the oxidation processor 206 are connected by a gas path. The corona discharge ozone generator 204 utilizes a high-frequency, high-voltage electric field to create a corona discharge within a discharge gap, ionizing passing oxygen molecules to generate active oxygen atoms, which then combine to form ozone. In some examples, the corona discharge ozone generator 204 includes a liquid oxygen storage tank, which converts the liquid oxygen into high-purity oxygen via a vaporization device and sends it into the discharge chamber for corona discharge. In some examples, the housing 202 has an air inlet for introducing air into the gas storage tank within the corona discharge ozone generator 204. The gas storage tank outputs stable compressed air to the discharge chamber for corona discharge. The corona discharge ozone generator 204 in one or more of the above examples can be a conventional ozone generator.

[0029] like Figure 2a The device 200A has a diesel inlet 202-1 on its housing 202. Diesel fuel is fed into the oxidation processor 206 via the oil passage through the diesel inlet 202-1. The oxidation processor 206 uses ozone to oxidize the diesel fuel, resulting in oxidized diesel fuel, which is then output to the engine via the diesel outlet 202-2 on the housing 202 through the oil passage. The housing 202 also has an exhaust port 202-3, which is connected to the oxidation processor 206 via an air passage to discharge excess ozone. In some examples, considering the potential hazards of directly discharging ozone, an ozone processor can be installed to decompose excess ozone at high temperature or through catalytic decomposition before discharge.

[0030] Figure 2b A schematic diagram illustrating the internal principle of another example of a diesel engine fuel-saving device 200B according to an embodiment of the present disclosure is shown. Figure 2b The device 200B houses an electrolytic ozone generator 214 and an oxidation processor 216 within its housing 212. The electrolytic ozone generator 214 and the oxidation processor 216 are connected via a gas path. The electrolytic ozone generator 214 uses pure water as raw material and, under low voltage and high current conditions, causes water molecules to undergo cation exchange and proton exchange to produce ozone, oxygen, and hydrogen. This electrolytic ozone generator 214 can be a conventional ozone generator.

[0031] like Figure 2bThe device 200B has a diesel inlet 212-1 on its housing 212. Diesel fuel is fed into the oxidation processor 216 via the oil passage through the diesel inlet 212-1. The oxidation processor 216 uses ozone to oxidize the diesel fuel, obtaining oxidized diesel fuel, which is then output to the engine via the diesel outlet 212-2 on the housing 212 through the oil passage. The housing 212 also has a first exhaust port 212-3, which the oxidation processor 216 is connected to via a gas passage to discharge excess ozone. The housing 212 also has a second exhaust port 212-4, which is connected to the electrolytic ozone generator 214 via a gas passage to discharge the hydrogen and oxygen generated during electrolysis. In some examples, considering the safety hazards of directly discharging hydrogen and oxygen, hydrogen and oxygen can be quantitatively injected into the diesel engine intake manifold through a one-way valve and a flow control valve, where they are completely combusted under the high temperature and high pressure environment inside the cylinder. Alternatively, hydrogen and oxygen can be fed into a hydrogen-oxygen catalytic recombination reactor to react and produce water.

[0032] Figure 3 A system structure block diagram of a diesel engine fuel-saving system 300 according to an embodiment of the present disclosure is shown. Figure 3 As shown, the system 300 includes a diesel tank 304, an engine 306, and a diesel engine fuel-saving device 302. The diesel tank 304 is connected to the engine 306 via a main fuel line L1, supplying diesel fuel from the main line into the cylinders of the engine 306. The diesel engine fuel-saving device 302 is connected to the engine 306 via an auxiliary fuel line L2, supplying oxidized diesel fuel from the auxiliary line into the cylinders of the engine 306. The diesel engine fuel-saving device 302 includes an ozone generator 302-1 and an oxidation processor 302-2. One input terminal of the oxidation processor 302-2 is connected to the ozone generator 302-1 via a gas line, and the other input terminal is connected to the diesel tank 304 via a fuel line. The oxidation processor 302-2 is used to oxidize the diesel fuel, and its output terminal outputs oxidized diesel fuel to the cylinders of the engine 306 via the auxiliary fuel line L2. When the intake valve of the engine 306 opens, the piston moves downward to create negative pressure, drawing in air A. When the intake valve closes, the piston moves upward to compress the gas. Towards the end of this stage, the high-pressure injectors of engine 306 inject diesel fuel from the main fuel line L1 and oxidized diesel fuel from the auxiliary fuel line L2 into the combustion chamber. The injected diesel fuel and oxidized diesel fuel spontaneously combust under high pressure. The high pressure generated by combustion pushes the piston downward, generating mechanical energy. Finally, the engine's exhaust valve opens, the piston moves upward, and the exhaust gases are expelled from the combustion chamber.

[0033] In some implementations, the ozone generator 302-1 may be a corona discharge ozone generator or an electrolytic ozone generator, such as... Figure 2a or Figure 2b Example shown.

[0034] The combustion process of a diesel engine is mainly divided into four stages: ignition delay period, rapid combustion period, slow combustion period, and aftercombustion period. During the ignition delay period, diesel fuel injected into the cylinder undergoes physical processes such as atomization, evaporation, diffusion, and mixing, as well as chemical processes such as cracking and pre-ignition oxidation reactions. In this way, the diesel fuel entering the cylinder for combustion contains oxygen-containing functional groups, resulting in a lower activation energy and making it easier to ignite under the same conditions. Specifically, according to the Arrhenius equation: k = Ae −Ea / (RT) Where k is the reaction rate constant, A is the frequency factor, Ea is the activation energy, R is the ideal gas constant, and T is the absolute temperature. The addition of oxidized diesel lowers the activation energy, thereby increasing the energy probability factor e. −Ea / (RT) With the frequency factor A remaining constant, the reaction rate k is further accelerated, shortening the ignition delay period.

[0035] Furthermore, by utilizing the main and auxiliary oil circuits in conjunction to achieve combustion, the engine can be ensured to operate normally at all times. In some implementations, a flow controller M is installed at the output of the oxidation processor 302-2 to monitor the flow rate of the oxidized diesel fuel output from the oxidation processor 302-2 and control the output of the oil circuit between the oxidation processor 302-2 and the engine 306, such as by controlling the opening of the valve F on the oil circuit. For example, if the detected flow rate of the oxidized diesel fuel exceeds a first threshold, and there is an excessive amount of oxidized diesel fuel, potentially causing overflow, the oil circuit between the oxidation processor and the engine will be shut off. Similarly, if the detected flow rate of the oxidized diesel fuel is below a second threshold, there may be insufficient oxidized diesel fuel, leading to the introduction of gas into the oil circuit, which could cause the engine to shut down due to fuel shortage. In such cases, the oil circuit between the oxidation processor and the engine will also be shut off. In these situations, even if the auxiliary oil circuit is shut off, the main oil circuit still supplies fuel to the engine, allowing the engine to continue operating normally. Additionally, since oxidation requires time, the auxiliary oil circuit cannot provide a continuous and stable fuel supply, ensuring stable engine operation through the main oil circuit.

[0036] Furthermore, in practical applications, it has been found that diesel fuel cannot be over-oxidized; excessive oxidation produces more stable products that can actually increase the auto-ignition point. Therefore, it is necessary to properly mix ozone and the diesel fuel to be oxidized. For example, 30 liters of diesel fuel can be oxidized with 4000 mg of ozone. In some implementation methods, it is also necessary to control the fuel ratio between the main fuel line and the auxiliary fuel line. For example, the ratio of diesel fuel supplied to the engine from the main fuel line to the oxidized diesel fuel supplied to the engine from the auxiliary fuel line is 10:1. The oxidized fuel is added to the main fuel line according to the above ratio and then supplied to the engine cylinders.

[0037] The diesel engine fuel-saving device of this embodiment has undergone diesel engine performance testing (see Tables 1-3). The testing was conducted based on GB / T 14951-2023, the method for evaluating automotive energy-saving technologies. The fuel used for testing was 0# diesel oil with a density of 0.825 g / cm³. 3(38℃); Engine used for inspection: ISF3.8s3168 diesel engine.

[0038] Table 1. Test data for engine speed n=900 r / min Serial Number Torque (N*m) Power (kW) Fuel consumption (kg / 100km) 1 354.4 33.40 14.38 2 309.9 29.21 12.80 3 270.1 25.45 11.03 4 230.1 21.68 9.47 5 190.2 17.92 8.23 6 150.2 14.15 6.68 7 110.1 10.38 5.34 8 70.1 6.61 4.07 .

[0039] Table 2. Test data for engine speed n=1500 r / min Serial Number Torque (N*m) Power (kW) Fuel consumption (kg / 100km) 1 587.3 92.25 27.12 2 530.2 83.28 24.87 3 460.1 72.27 20.39 4 390.2 61.29 17.92 5 320.3 50.31 14.80 6 250.1 39.28 12.11 7 180.2 28.30 9.37 8 110.1 17.29 6.36 .

[0040] Table 3. Test data for engine speed n=2300 r / min Serial Number Torque (N*m) Power (kW) Fuel consumption (kg / 100km) 1 485.1 116.83 27.26 2 450.1 108.40 25.27 3 390.0 93.93 22.16 4 330.0 79.48 19.20 5 270.1 65.05 16.29 6 210.0 50.58 13.47 7 150.2 36.17 10.28 8 90.1 21.70 7.46 .

[0041] According to Tables 1-3, at the same engine speed, as engine torque and power gradually increase, fuel consumption also gradually increases. Referring to Tables 1-3, as engine speed gradually increases, fuel consumption also increases accordingly.

[0042] This disclosure also provides relevant data on diesel engine performance testing of the product corresponding to the prior application patent ZL201420523565.3 (see Tables 4-6). This product mixes ozone gas with air and introduces it into the engine. Under high temperature and pressure, the ozone decomposes into oxygen and oxygen atoms to participate in the combustion process of diesel fuel in the engine.

[0043] Table 4. Test data for engine speed n=900 r / min Serial Number Torque (N*m) Power (kW) Fuel consumption (kg / 100km) 1 411.2 38.8 32.21 2 310.1 29.2 21.54 3 270.0 25.4 18.62 4 230.1 21.7 15.85 5 190.1 17.9 13.33 6 150.0 14.1 10.85 7 110.1 10.4 8.61 8 70.1 6.6 6.42 .

[0044] Table 5. Test data for engine speed n=1500 r / min Serial Number Torque (N*m) Power (kW) Fuel consumption (kg / 100km) 1 605.9 95.2 33.05 2 530.0 83.2 29.07 3 460.1 72.3 26.14 4 390.1 61.3 22.78 5 320.1 50.3 17.91 6 250.0 39.3 14.17 7 180.1 28.3 10.91 8 110.1 17.3 7.73 .

[0045] Table 6. Test data for engine speed n=2300 r / min Serial Number Torque (N*m) Power (kW) Fuel consumption (kg / 100km) 1 503.2 121.2 29.88 2 450.0 108.4 26.86 3 390.2 94.0 24.02 4 330.0 79.5 20.45 5 270.0 65.0 16.84 6 210.1 50.6 13.89 7 150.2 36.2 11.11 8 90.0 21.7 7.60 .

[0046] Comparing Tables 1-3 with Tables 4-6, at the same engine speed, for the same or similar torque and power, the fuel consumption of the fuel-saving device of this disclosure (hereinafter referred to as Solution A) is less than that of the fuel-saving device of the prior application (hereinafter referred to as Solution B). For example, comparing Table 1 with Table 4, the fuel consumption corresponding to items 2-8 in Solution A is significantly less than that in Solution B. Similarly, comparing Table 2 with Table 5, and Table 3 with Table 6, the fuel consumption corresponding to items 2-8 in Solution A is significantly less than that in Solution B.

[0047] Furthermore, at the same engine speed, the fuel-saving device of this disclosure requires higher engine power for the same or similar fuel consumption. For example, comparing Table 1 and Table 4, the fuel consumption (Solution A: 8.23 ​​kg / 100 km, Solution B: 8.61 kg / 100 km) corresponds to the power (Solution A: 17.92 kW, Solution B: 10.4 kW), indicating that the engine power of Solution A is higher than that of Solution B. Similarly, comparing Table 2 and Table 5, the fuel consumption (Solution A: 17.92 kg / 100 km, Solution B: 17.91 kg / 100 km) corresponds to the power (Solution A: 61.29 kW, Solution B: 50.3 kW), indicating that the engine power of Solution A is higher than that of Solution B.

[0048] As can be seen from the above comparison, the fuel-saving device of this disclosure embodiment consumes less fuel than the fuel-saving device of the prior patent, and because the combustion is more complete, the engine using the fuel-saving device of this disclosure embodiment has better power output performance, and the engine power and torque are correspondingly increased.

[0049] While several specific implementation details are included in the foregoing discussion, these should not be construed as limiting the scope of this disclosure. Certain features described in the context of individual embodiments may also be implemented in combination in a single implementation. Conversely, various features described in the context of a single implementation may also be implemented individually or in any suitable sub-combination in multiple implementations.

[0050] Although the subject matter has been described using language specific to structural features and / or methodological logic, it should be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or actions described above. Rather, the specific features and actions described above are merely illustrative examples of implementing the claims.

[0051] The various embodiments of this disclosure have been described above. These descriptions are exemplary and not exhaustive, nor are they limited to the disclosed embodiments. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is chosen to best explain the principles, practical application, or technical improvements to the embodiments in the market, or to enable others skilled in the art to understand the embodiments disclosed herein.

Claims

1. A fuel-saving device for a diesel engine, characterized in that, It includes an ozone generator and an oxidation processor; one input terminal of the oxidation processor is connected to the ozone generator through a gas circuit, the other input terminal of the oxidation processor is used to supply diesel fuel, the oxidation processor is used to oxidize the diesel fuel, and the output terminal of the oxidation processor outputs oxidized diesel fuel to the engine through an oil circuit.

2. The apparatus according to claim 1, characterized in that, It also includes a housing, in which the ozone generator and the oxidation processor are integrated; the housing has a diesel inlet and a diesel outlet; the diesel inlet is used to input diesel into the oxidation processor, the ozone generator introduces the generated ozone into the oxidation processor, and the diesel outlet is used to output oxidized diesel to the engine.

3. The apparatus according to claim 2, characterized in that, It also includes a first exhaust port on the housing, which is connected to the oxidation processor via an air passage.

4. The apparatus according to claim 3, characterized in that, It also includes a second exhaust port on the housing, which is connected to the ozone generator via an air passage.

5. The device according to claim 1, wherein the ozone generator is a corona discharge ozone generator or an electrolytic ozone generator.

6. The apparatus according to claim 1, characterized in that, It also includes a flow controller for monitoring the flow rate of oxidized diesel fuel output from the output terminal of the oxidation processor and controlling the output of the oil circuit between the oxidation processor and the engine.

7. A fuel-saving system for a diesel engine, characterized in that, The system includes a diesel tank, an engine, and a diesel engine fuel-saving device. The diesel tank is connected to the engine via a main fuel line, and the diesel engine fuel-saving device is connected to the engine via an auxiliary fuel line. The diesel engine fuel-saving device includes an ozone generator and an oxidation processor. One input terminal of the oxidation processor is connected to the ozone generator via a gas line, and the other input terminal of the oxidation processor is connected to the diesel tank via a fuel line. The oxidation processor is used to oxidize diesel fuel, and the output terminal of the oxidation processor outputs oxidized diesel fuel to the engine via the auxiliary fuel line.

8. The system according to claim 7, characterized in that, The diesel fuel in the diesel tank and the oxidized diesel fuel from the diesel engine fuel-saving device are both delivered to the cylinders of the engine.

9. The system according to claim 7, characterized in that, The diesel engine fuel-saving device also includes a flow controller, which is used to monitor the flow rate of oxidized diesel fuel output from the output end of the oxidation processor and control the output of the oil circuit between the oxidation processor and the engine.

10. The system according to claim 7, characterized in that, The ozone generator is a corona discharge ozone generator or an electrolytic ozone generator.

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