CN117703573A - Comprehensive treatment system for catalytic reduction of tail gas of internal combustion engine and operation method - Google Patents

Comprehensive treatment system for catalytic reduction of tail gas of internal combustion engine and operation method Download PDF

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Publication number
CN117703573A
CN117703573A CN202410032300.1A CN202410032300A CN117703573A CN 117703573 A CN117703573 A CN 117703573A CN 202410032300 A CN202410032300 A CN 202410032300A CN 117703573 A CN117703573 A CN 117703573A
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gas
tail gas
internal combustion
combustion engine
catalytic reduction
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邓哲
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Yangzhou Aomei Intelligent Technology Co ltd
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Yangzhou Aomei Intelligent Technology Co ltd
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Abstract

The invention relates to an integrated treatment system for catalytic reduction of tail gas of an internal combustion engine and an operation method thereof, wherein the integrated treatment system comprises a tail gas recirculation treatment system, a tail gas channel, an exhaust manifold and the internal combustion engine; the tail gas recycling treatment system comprises a quasi-air mixer; the invention utilizes most of high-temperature tail gas after combustion work of the internal combustion engine to be mixed with hydrocarbon fuel, and the mixture is partially catalyzed and reduced into regenerated fuel of hydrogen and carbon monoxide through a catalyst to form mixed gas, and then the mixed gas is mixed with low-temperature oxygen after liquid oxygen gasification to become cooled hydrogen-rich quasi-air which is recycled to the internal combustion engine; after the redundant tail gas is partially catalyzed and reduced to be mixed gas of hydrogen, carbon monoxide, carbon dioxide and water vapor and water is removed, the carbon dioxide in the mixed tail gas is liquefied, collected and utilized by utilizing the cold energy of liquid oxygen, meanwhile, the hydrogen and carbon monoxide gas which are not liquefied are mixed with hydrogen-rich quasi-air and then circulated to the internal combustion engine, so that the fuel consumption of the internal combustion engine can be reduced, and the zero emission of the tail gas of the closed-loop operation of the internal combustion engine can be realized.

Description

Comprehensive treatment system for catalytic reduction of tail gas of internal combustion engine and operation method
Technical Field
The invention relates to an internal combustion engine tail gas treatment device, in particular to an internal combustion engine tail gas catalytic reduction comprehensive treatment system and an operation method.
Background
Energy conservation and emission reduction are the most important targets of internal combustion engines. The prior art mainly installs various purifying devices in the tail gas emission system of the traditional internal combustion engine, adopts physical and chemical methods, and partially reduces pollutants in tail gas emission; the EGR is one of effective measures for controlling and reducing emission, the circulation rate of the EGR is generally not more than 20%, the generation of nitrogen oxides can be reduced only partially, and an intercooler is required to be arranged for reducing the temperature of the EGR; the circulation rate of the EGR of the internal combustion engine is improved to 79%, the EGR can be realized by adding 21% pure oxygen, the combustion work of the internal combustion engine only discharges carbon dioxide and water, and the zero emission of nitrogen oxides is realized, but the volume and the weight of an intercooler adopted for cooling the EGR of which the temperature is as high as 79% are much larger than those of a traditional EGR intercooler, so that the manufacturing and maintenance cost is increased, the system power consumption is additionally increased, and the carbon dioxide emission exists. Carbon dioxide is the main greenhouse gas causing global warming, but the carbon dioxide has wide application in the fields of industry, agriculture, chemical industry and the like, and can be used for producing hydrocarbon fuels such as methanol, even gasoline and the like through hydrogenation, so that the carbon dioxide can be recycled, the emission of greenhouse gas can be reduced, the carbon-to-carbon neutralization target can be realized, and the carbon-to-carbon neutralization target has higher economic value.
The known technology for capturing carbon dioxide by utilizing liquid oxygen for the internal combustion engine has the problems that a large amount of liquid oxygen is consumed for liquefying all tail gas discharged from the internal combustion engine by utilizing the liquid oxygen, meanwhile, a larger and heavier intercooler is additionally added for cooling all the tail gas, and the tail gas is not dehydrated before being liquefied, so that the carbon dioxide capturing device is easy to freeze and block.
Under different working conditions, the traditional internal combustion engine has the advantages that most of heat energy generated by fuel combustion is wasted along with the emission of tail gas and a cooling system, wherein the heat taken away by the tail gas is about 35-50%, and the heat taken away by the cooling system is about 10-25%, so that the heat efficiency of the traditional internal combustion engine is low, and meanwhile, the heat wasted by the internal combustion engine is emitted to the atmosphere, so that the atmospheric heat pollution is caused. At present, the technology of utilizing the wasted heat energy emitted by the internal combustion engine mainly comprises turbocharging, waste heat power generation, waste heat heating, refrigeration and the like, but the technology only utilizes a small part of the wasted heat energy emitted by the internal combustion engine.
It is known that the mixed combustion of hydrogen added to hydrocarbon fuel can raise the flame propagation speed and lean combustion capacity of the mixed gas so as to raise combustion heat efficiency, but the internal combustion engine directly adopts externally supplied hydrogen, so that the limitation of storage safety and economy exists; fuel reforming hydrogen production is the most developed hydrogen production technology in the world today, fuel reforming of a known internal combustion engine is basically steam reforming by utilizing exhaust gas waste heat to heat a partition wall type of a reformer, an additional water source is needed to provide for steam reforming, and reformed synthesis gas is also needed to be provided with an additional intercooler for cooling, so that the volume, weight, manufacturing and maintenance cost of the internal combustion engine are increased, and energy consumption is increased. Carbon dioxide dry reforming technology has been widely studied but lacks research applications in conventional internal combustion engines.
In the face of increasingly stringent emission standards, conventional internal combustion engines are currently at risk of being eliminated, requiring modification of inexpensive and simple techniques and devices to meet the emission standards.
Disclosure of Invention
The present invention aims to solve at least one of the technical problems in the related art to some extent. Therefore, the invention provides a comprehensive treatment system for catalytic reduction of tail gas of an internal combustion engine.
The technical scheme adopted for solving the technical problems is as follows: the comprehensive treatment system for the catalytic reduction of the tail gas of the internal combustion engine comprises a tail gas recirculation treatment system, a tail gas channel, an exhaust manifold, an air inlet manifold and the internal combustion engine, wherein the internal combustion engine is connected with an ECU;
the tail gas recycling treatment system comprises quasi air mixing, wherein an air inlet of the quasi air mixer is connected with an air outlet of a tail gas channel, an air inlet of the tail gas channel is connected with an air outlet of an exhaust manifold, the air inlet of the exhaust manifold is connected with an internal combustion engine, an air outlet of the quasi air mixer is connected with an air inlet of the air inlet manifold, and an air outlet of the air inlet manifold is connected with the internal combustion engine;
a gas return baffle is arranged at a gas outlet of the tail gas channel, and a second sensor and a tail gas valve are arranged on the tail gas channel; the quasi-air mixer is provided with a low-temperature gas nozzle, an oxygen nozzle and a liquid oxygen nozzle, and the exhaust valve, the low-temperature gas nozzle, the oxygen nozzle, the liquid oxygen nozzle and the second sensor are respectively connected with the ECU.
In a preferred embodiment of the present invention, a first exhaust catalytic reduction device is further disposed between the exhaust passage and the quasi-air mixer, the first exhaust catalytic reduction device is communicated with the exhaust passage and the quasi-air mixer, a first catalyst is disposed in the first exhaust catalytic reduction device, a first fuel nozzle is disposed on the first exhaust catalytic reduction device, and the first fuel nozzle is connected to a catalytic reduction fuel tank through a first fuel pipe;
and a first sensor is arranged at the air inlet of the quasi-air mixer, and the first sensor and the first combustion nozzle are respectively connected with the ECU.
In a preferred embodiment of the present invention, the system further comprises an exhaust gas treatment system, wherein the exhaust gas treatment system is connected with the exhaust gas channel through an exhaust gas valve;
the tail gas treatment system comprises a gas-water separator, a water storage bottle is arranged at the bottom end of the gas-water separator, the gas-water separator is connected with a tail gas valve through a first connecting channel, the gas-water separator is also connected with a compressor through a second connecting channel, and the compressor is connected with an ECU.
In a preferred embodiment of the invention, the compressor is connected with a carbon dioxide liquefier, a liquefied carbon dioxide storage tank is arranged at the bottom end of the carbon dioxide liquefier, the carbon dioxide liquefier is connected with a liquid oxygen nozzle on the quasi-air mixer through a pipeline, the carbon dioxide liquefier is connected with a liquid oxygen tank through a liquid oxygen pipe, and the liquid oxygen tank is connected with an oxygen nozzle on the quasi-air mixer through an oxygen pipe; the carbon dioxide liquefier is also connected with a low-temperature gas nozzle on the quasi-air mixer through a low-temperature gas pipeline, and the low-temperature gas pipeline is also provided with a safety valve.
In a preferred embodiment of the invention, the compressor is connected with a liquid oxygen dry ice converter, the liquid oxygen dry ice converter is connected with a low-temperature gas nozzle on the quasi-air mixer through a low-temperature gas pipeline, and a safety valve is further arranged on the low-temperature gas pipeline; and a fourth sensor is further arranged on the liquid oxygen dry ice converter, and the fourth sensor is connected with the ECU.
In a preferred embodiment of the present invention, the exhaust gas treatment system further includes a second exhaust gas catalytic reduction device, the second exhaust gas catalytic reduction device is disposed between the exhaust valve and the first connection channel, a second catalyst is disposed in the second exhaust gas catalytic reduction device, a third sensor is disposed on the second exhaust gas catalytic reduction device, a second fuel nozzle is disposed on the second exhaust gas catalytic reduction device, the second fuel nozzle is connected to the catalytic reduction fuel tank through a second fuel pipe, and the second fuel nozzle and the third sensor are respectively connected to the ECU.
In a preferred embodiment of the invention, the tail gas valve is connected with an exhaust pipe, the oxygen nozzle is connected with a liquid oxygen tank through an oxygen pipe, and the liquid oxygen tank is connected with the liquid oxygen nozzle.
In a preferred embodiment of the invention, a traditional internal combustion engine is connected with an internal combustion engine tail gas catalytic reduction integrated treatment system through an air inlet main pipe, a first controllable three-way valve and an air-fuel mixer; the traditional internal combustion engine is also connected with the tail gas catalytic reduction comprehensive treatment system of the internal combustion engine through an exhaust manifold, a second controllable three-way valve and a tail gas channel.
In a preferred embodiment of the present invention, the first catalyst is a steam reforming catalyst or a dry reforming catalyst or a double reforming composite or combined catalyst.
In a preferred embodiment of the present invention, the second catalyst is a steam reforming catalyst or a dry reforming catalyst or a double reforming composite or combined catalyst.
The invention also discloses a comprehensive treatment system and an operation method for catalytic reduction of tail gas of an internal combustion engine, wherein high-temperature tail gas consisting of carbon dioxide and water vapor after combustion work of the internal combustion engine enters a tail gas channel from an exhaust manifold, most of the high-temperature tail gas is recycled into a first tail gas catalytic reduction device from the tail gas channel, an ECU (electronic control unit) controls a first fuel nozzle to spray a proper amount of hydrocarbon fuel into the first tail gas catalytic reduction device according to information detected by a first sensor and a second sensor to be mixed with most of the high-temperature tail gas, and when the high-temperature tail gas passes through a first catalyst, the high-temperature tail gas is partially catalyzed and reduced into regenerated fuel of hydrogen and carbon monoxide to form mixed gas of the hydrogen, the carbon monoxide, the carbon dioxide and the water vapor, and then the mixed gas enters a quasi-air mixer, and simultaneously the ECU controls the oxygen nozzle to spray low-temperature oxygen in a liquid oxygen tank or controls the liquid oxygen in the liquid oxygen tank into the quasi-air mixer to be mixed with the mixed gas to form cooled hydrogen-rich quasi-air;
When the pressure of the tail gas entering the tail gas channel exceeds a pressure relief value set by a tail gas valve, the redundant tail gas is discharged into a second tail gas catalytic reduction device through the tail gas valve, an ECU (electronic control unit) controls a second fuel nozzle to spray a proper amount of hydrocarbon fuel into the second tail gas catalytic reduction device to be mixed with the redundant tail gas according to information detected by a third sensor, the mixed gas is partially catalytically reduced into regenerated fuel of hydrogen and carbon monoxide when passing through a second catalyst, the regenerated fuel of hydrogen, carbon monoxide, carbon dioxide and water vapor is formed, the mixed gas of the hydrogen, the carbon monoxide, the carbon dioxide and the water vapor enters a gas-water separator, and the water vapor in the mixed gas is liquefied and flows into a water storage bottle; the mixed gas with water removed is pressed into a carbon dioxide liquefier or a liquid oxygen dry ice converter by a compressor through a second connecting channel, carbon dioxide in the mixed gas is liquefied under the dual actions of pressure and cold energy of liquid oxygen and is stored in a carbon dioxide liquefying storage tank or is liquefied until dry ice is immersed into the bottom of the liquid oxygen dry ice converter, low-temperature gases of hydrogen and carbon monoxide which are not liquefied in the carbon dioxide liquefier pass through a low-temperature gas pipeline, and an ECU controls a low-temperature gas nozzle to spray into a quasi-air mixer to be mixed with hydrogen-rich quasi-air; or the low-temperature gas of oxygen, hydrogen and carbon monoxide which are not liquefied in the liquid oxygen dry ice converter passes through the low-temperature gas pipeline, the ECU controls the low-temperature gas nozzle to be sprayed into the quasi-air mixer, and the low-temperature gas nozzle and the mixed gas in the quasi-air mixer are mixed into hydrogen-rich quasi-air; the mixed hydrogen-enriched quasi-air is recycled into the internal combustion engine through the air inlet main pipe.
The beneficial effects of the invention are as follows:
1. the waste heat of the tail gas is fully utilized, and the carbon monoxide and hydrogen synthesis gas generated by partial catalytic reduction of the tail gas is equivalent to regenerated fuel, so that the fuel can be saved and the heat efficiency can be improved;
2. the temperature of the mixed gas after the tail gas is subjected to catalytic reduction with strong heat absorption is greatly reduced, and then the temperature is further reduced by utilizing cold energy mixed heat exchange of liquid oxygen, so that an intercooler is not required to be additionally arranged;
3. the liquid oxygen heat exchange gasification expansion improves the air pressure of an air inlet channel of the internal combustion engine, changes the suction negative pressure consumption power of the internal combustion engine into the suction positive pressure power for doing work, does not need to additionally arrange a booster system, and is beneficial to improving the power of the internal combustion engine;
4. under the condition of recycling most of tail gas, most of tail gas is repeatedly re-combusted, so that residual carbon monoxide, hydrocarbon and fine particles are greatly reduced, fuel can be saved, and the thermal efficiency is improved;
5. in the operation mode of the tail gas catalytic reduction integrated treatment system, most of tail gas is recycled, catalytic reduction and redundant tail gas are catalyzed and reduced, then the cold energy of liquid oxygen is utilized to liquefy and recycle carbon dioxide, and the recycling of unliquefied low-temperature gas forms closed-loop operation of the internal combustion engine, so that zero emission of tail gas can be realized;
6. The independent tail gas catalytic reduction integrated treatment system is connected to the traditional internal combustion engine through the first controllable air inlet three-way valve and the second controllable air outlet three-way valve, so that the conventional operation mode of the traditional internal combustion engine or the operation mode of the tail gas catalytic reduction integrated treatment system can be quickly switched, and the operation of the traditional internal combustion engine, especially the vehicle-mounted and other mobile traditional internal combustion engines under different environmental requirements is met.
Drawings
FIG. 1 is a schematic diagram of an integrated treatment system for catalytic reduction of exhaust gas from an internal combustion engine according to the present invention;
FIG. 2 is a schematic structural diagram of embodiment 1 of the present invention;
FIG. 3 is a schematic structural diagram of embodiment 2 of the present invention;
FIG. 4 is a schematic diagram of a multi-stage catalyst combination arrangement for a majority of tail gas catalytic reduction units according to the present invention;
FIG. 5 is a schematic diagram of a multi-stage combined catalyst arrangement for a catalytic reduction unit for excess tail gas according to the present invention;
FIG. 6 is a schematic structural diagram of embodiment 3 of the present invention;
FIG. 7 is a schematic view of the structure of embodiment 4 of the present invention;
FIG. 8 is a schematic view of the structure of embodiment 5 of the present invention;
FIG. 9 is a schematic view of the structure of embodiment 6 of the present invention;
FIG. 10 is a schematic view of the structure of embodiment 7 of the present invention;
FIG. 11 is a schematic structural view of embodiment 8 of the present invention;
fig. 12 is a schematic structural view of embodiment 9 of the present invention;
FIG. 13 is a schematic view of the structure of embodiment 10 of the present invention;
fig. 14 is a schematic structural view of embodiment 11 of the present invention;
FIG. 15 is a schematic view of embodiment 12 of the present invention;
FIG. 16 is a schematic view showing an exhaust gas catalytic reduction integrated treatment system according to embodiment 13 of the present invention connected to a conventional internal combustion engine;
in the figure: an internal combustion engine, 2ECU, 3 water storage bottle, 4 carbon dioxide liquefier, 5 liquefied carbon dioxide storage tank, 6 exhaust gas treatment system, 7 safety valve, 8 gas-water separator, 9 second exhaust gas catalytic reduction device, 10 exhaust valve, 11 exhaust gas passage, 12 exhaust manifold, 13 check gas baffle, 14 first exhaust gas catalytic reduction device, 15 exhaust gas recirculation treatment system, 16 intake manifold, 17 quasi-air mixer, 18 low temperature gas nozzle, 19 oxygen nozzle, 20 liquid oxygen nozzle, 21 first sensor, 22 first catalyst, 23 catalytic reduction fuel tank, 24 first fuel pipe, 25 first fuel nozzle, 26 second sensor, 27 second fuel pipe, 28 second fuel nozzle, 29 second catalyst, 30 third sensor, 31 first connecting passage, 32 second connecting passage, 33 compressor, 34 liquid oxygen pipe, 35 liquid oxygen tank, 36 oxygen pipe, 37 low temperature gas pipe, 38 liquid oxygen dry ice converter, 39 fourth sensor, 40 exhaust pipe, 41 first controllable three-way valve, 42 second controllable three-way valve.
Detailed Description
Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary only for explaining the present invention and are not to be construed as limiting the present invention.
In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more of the described features. In the description of the present invention, the meaning of "a plurality" is two or more, unless explicitly defined otherwise.
Example 1:
the integrated treatment system for catalytic reduction of exhaust gas of an internal combustion engine, as shown in fig. 1, 2, 4 and 5, comprises an internal combustion engine 1, an exhaust gas recirculation treatment system 15, an exhaust gas treatment system 6, an exhaust valve 10, a catalytic reduction fuel tank 23, a first fuel pipe 24, a second fuel pipe 27, an intake manifold 16, an exhaust manifold 12, a liquid oxygen pipe 34, an oxygen pipe 36 and a low-temperature gas pipe 37, wherein the internal combustion engine 1 is connected with the exhaust gas recirculation treatment system 15 through the intake manifold 16 and the exhaust manifold 12 respectively, the exhaust gas treatment system 6 is connected with the exhaust gas recirculation treatment system 15 through the exhaust valve 10, the liquid oxygen pipe 34, the oxygen pipe 36 and the low-temperature gas pipe 37 respectively, and the catalytic reduction fuel tank 23 is connected with the exhaust gas recirculation treatment system 15 through the first fuel pipe 24 and the exhaust gas treatment system 6 through the second fuel pipe 27.
The exhaust gas recirculation treatment system 15 comprises an exhaust gas channel 11, a check gas baffle 13, a first exhaust gas catalytic reduction device 14, a quasi-air mixer 17, a low-temperature gas nozzle 18, an oxygen nozzle 19, a liquid oxygen nozzle 20, a first sensor 21 and a second sensor 26, wherein an air inlet of the exhaust gas channel 11 is communicated with an exhaust manifold 12, the check gas baffle 13 is installed at an air outlet of the exhaust gas channel 11, an air outlet of the exhaust gas channel 11 is communicated with the first exhaust gas catalytic reduction device 14, a mixed gas outlet of the first exhaust gas catalytic reduction device 14 is communicated with an air inlet of the quasi-air mixer 17, an air outlet of the quasi-air mixer 17 is communicated with the air inlet manifold 16, the low-temperature gas nozzle 18, the oxygen nozzle 19, the liquid oxygen nozzle 20 and the first sensor 21 are installed in the quasi-air mixer 17, the second sensor 26 is installed in the exhaust gas channel 11, and an air inlet of the exhaust gas valve 10 is communicated with the exhaust gas channel 11.
The first exhaust gas catalytic reduction device 14 is internally provided with a first catalyst 22 and a first fuel nozzle 25, the first fuel nozzle 25 is installed in the first exhaust gas catalytic reduction device 14 and is close to the exhaust gas passage 11, and the first fuel nozzle 25 is connected with the catalytic reduction fuel tank 23 through a fuel pipe 24; the first catalyst 22 is comprised of at least one or more catalyst arrangements and is disposed within the first exhaust gas catalytic reduction device 14 intermediate thereof near the mixed gas outlet.
The tail gas treatment system 6 comprises a second tail gas catalytic reduction device 9, a water storage bottle 3, a safety valve 7, a gas-water separator 8, a first connecting channel 31, a second connecting channel 32 and a compressor 33, wherein the gas outlet of the tail gas valve 10 is communicated with the gas inlet of the second tail gas catalytic reduction device 9, and the mixed gas outlet of the second tail gas catalytic reduction device 9 is communicated with the gas inlet of the gas-water separator 8 through the first connecting channel 31; the air outlet of the air-water separator 8 is communicated with the air inlet of the second connecting channel 32, and the water storage bottle 3 is communicated with the water outlet at the bottom of the air-water separator 8; a compressor 33 is installed in the middle of the second connection passage 32.
The tail gas treatment system 6 further comprises a carbon dioxide liquefier 4, a liquefied carbon dioxide storage tank 5 and a liquid oxygen tank 35, the air outlet of the second connecting channel 32 is communicated with the air inlet of the carbon dioxide liquefier 4, and the air outlet of the carbon dioxide liquefier 4 is connected with the low-temperature gas nozzle 18 through a low-temperature gas pipeline 37; the safety valve 7 is installed at a proper position of the low-temperature gas pipe 37; the liquid oxygen tank 35 is connected with the carbon dioxide liquefier 4 through a liquid oxygen pipe 34, the carbon dioxide liquefier 4 is connected with the liquid oxygen nozzle 20, and the carbon dioxide liquefier 4 is also connected with the oxygen nozzle 19 through an oxygen pipe 36; the liquefied carbon dioxide storage tank 5 is communicated with a liquid outlet at the bottom of the carbon dioxide liquefier 4;
A second fuel nozzle 28, a second catalyst 29 and a third sensor 30 are arranged in the second tail gas catalytic reduction device 9, the second fuel nozzle 28 is arranged in the second tail gas catalytic reduction device 9 near the tail gas inlet, and the second fuel nozzle 28 is connected with the catalytic reduction fuel tank 23 through a second fuel pipe 27; the third sensor 30 is installed in the second exhaust gas catalytic reduction device 9 near the mixed gas outlet, and the second catalyst 29 is composed of at least one or more catalyst arrangements and installed in the second exhaust gas catalytic reduction device 9 near the mixed gas outlet at the middle.
The first catalyst 22 and the second catalyst 29 in the present application may be steam reforming catalysts or dry reforming catalysts or double reforming composite and composite catalysts, and the structure thereof is preferably porous alloy or particle alloy or velvet alloy.
The integrated treatment system for the catalytic reduction of the tail gas of the internal combustion engine is provided with an ECU2, wherein the ECU2 is connected and controls the tail gas valve 10, the low-temperature gas nozzle 18, the oxygen nozzle 19, the liquid oxygen nozzle 20, the first sensor 21, the first fuel nozzle 25, the second sensor 26, the second fuel nozzle 28, the third sensor 30 and the compressor 33 through circuits, and is connected with the internal combustion engine 1.
The operation method of the integrated treatment system for the catalytic reduction of the tail gas of the internal combustion engine comprises the following steps: the high-temperature tail gas consisting of carbon dioxide and water vapor after combustion work of the internal combustion engine 1 enters the tail gas channel 11 from the exhaust main pipe 12, most of the high-temperature tail gas is recycled into the first tail gas catalytic reduction device 14 from the tail gas channel 11, the ECU2 controls the first fuel nozzle 25 to spray a proper amount of hydrocarbon fuel into the first tail gas catalytic reduction device 14 to be mixed with most of the high-temperature tail gas according to information detected by the first sensor 21 and the second sensor 26, and when the mixed gas passes through the first catalyst 22, the mixed gas is partially catalytically reduced into regenerated fuel of hydrogen and carbon monoxide, and the regenerated fuel of the hydrogen, the carbon monoxide, the carbon dioxide and the water vapor is formed into mixed gas and then enters the quasi-air mixer 17, and simultaneously the ECU2 controls the oxygen nozzle 19 to spray low-temperature oxygen in the liquid oxygen tank 35 or controls the liquid oxygen in the liquid oxygen tank 35 to spray the liquid oxygen nozzle 20 into the quasi-air mixer 17 to be mixed with the mixed gas to become cooled hydrogen-rich quasi-air;
when the pressure of the tail gas entering the tail gas channel 11 exceeds the pressure relief value set by the tail gas valve 10, the redundant tail gas is discharged into the second tail gas catalytic reduction device 9 through the tail gas valve 10, the ECU2 controls the second fuel nozzle 28 to spray a proper amount of hydrocarbon fuel into the second tail gas catalytic reduction device 9 to be mixed with the redundant tail gas according to the information detected by the third sensor 30, the mixed gas is partially catalyzed and reduced into regenerated fuel of hydrogen and carbon monoxide when passing through the second catalyst 29, and the regenerated fuel is formed into mixed gas of the hydrogen, the carbon monoxide, the carbon dioxide and the water vapor, and then enters the gas-water separator 8, and the water vapor in the mixed gas is liquefied and then flows into the water storage bottle 3; the mixed gas with water removed is pressed into a carbon dioxide liquefier 4 through a second connecting channel 32 by a compressor 33, carbon dioxide in the mixed gas is liquefied under the dual actions of pressure and cold energy of liquid oxygen and is stored in a carbon dioxide liquefying storage tank 5, the low-temperature gas of hydrogen and carbon monoxide which are not liquefied in the carbon dioxide liquefier 4 passes through a low-temperature gas pipeline 37, and the ECU2 controls a low-temperature gas nozzle 18 to spray into a quasi-air mixer 17 to be mixed with hydrogen-rich quasi-air; the mixed hydrogen-enriched quasi-air is recirculated into the internal combustion engine 1 through the intake manifold 16.
The integrated treatment system for the catalytic reduction of the tail gas of the internal combustion engine is in closed-loop operation, and the internal combustion engine 1 can realize zero emission of the tail gas.
Because no external air is added, the internal combustion engine 1 adopts quasi air formed by about 79 percent of tail gas and about 21 percent of oxygen, and the high-temperature tail gas after fuel combustion work is added mainly comprises carbon dioxide gas and water vapor, compared with normal air, the quasi air has the advantages that the carbon dioxide and the water vapor in the quasi air replace nitrogen in the normal air, and the quasi air can be used as normal air without barriers by controlling the oxygen injection amount to keep the oxygen content of about 21 percent of the quasi air. Adjusting the amount of oxygen injection can adjust the oxygen-containing concentration of the hydrogen-rich quasi-air to satisfy various combustion modes of the internal combustion engine 1 such as lean combustion, rich combustion, and the like. The normal working cycle of the internal combustion engine 1 is not described in detail here.
When the internal combustion engine 1 is started, the pressure relief pressure value of the exhaust valve 10 is firstly regulated to be lower than the exhaust pressure of the internal combustion engine 1, the ECU2 controls the oxygen nozzle 19 to spray excessive oxygen in the liquid oxygen tank 35 into the quasi-air mixer 17, oxygen-enriched quasi-air is supplied to the internal combustion engine 1 so as to enable the internal combustion engine 1 to be started quickly, when the temperature of the exhaust gas reaches a certain value, the ECU2 controls the oxygen nozzle 19 to stop or reduce the oxygen spraying, the pressure relief pressure value of the exhaust valve 10 is gradually increased, and the ECU2 controls the liquid oxygen nozzle 20 to spray the oxygen so as to keep the internal combustion engine 1 to run normally. And the first tail gas catalytic reduction device and the second tail gas catalytic reduction device do not work at the initial stage of starting until the temperature of the tail gas reaches the temperature range required by the operation of the catalyst.
Mixing the high-temperature tail gas with a proper amount of hydrocarbon fuel in a first tail gas catalytic reduction device and a second tail gas catalytic reduction device, and partially catalyzing and reducing carbon dioxide, water vapor and hydrocarbon fuel into carbon monoxide gas and hydrogen under the actions of different temperature gradients and different catalysts, wherein the main reactions are as follows:
CnH (2 n+ 2) +nH 2 O—→nCO+(2n+1)H 2 (steam reforming);
CnH (2 n+ 2) +nCO 2 —→2nCO+(n+1)H 2 (dry reforming);
2CnH (2 n+ 2) +nCO 2 +nH 2 O—→3nCO+(3n+2)H 2 (double finishing reaction);
the partial oxidation reaction of hydrocarbon fuel is: 2CnH (2 n+ 2) +nO 2 —→2nCO+(2n+2)H 2 ；
Comparing carbon monoxide gas and hydrogen gas of hydrocarbon fuel partial catalytic reduction: 3nCO+ (3n+2) H 2 And carbon monoxide gas and hydrogen gas generated by partial oxidation of hydrocarbon fuel: 2nCO+ (2n+2) H 2 The excess carbon monoxide gas and hydrogen nCO+nH 2 Are all combustible gases and therefore can be considered as a renewable fuel. The hydrogen yield of steam reforming is that of dry reformingThe amount of hydrogen is doubled and the carbon monoxide yield of steam reforming is only half that of dry reforming.
Under ideal conditions of constant temperature and constant pressure, and under ideal conditions that the catalytic reduction conversion rate and the selectivity are 100%, the double reforming composite catalyst is set to have a regeneration rate of regenerated fuel=regenerated fuel mass/hydrocarbon fuel mass X100%, and the regeneration rate of the regenerated fuel can reach about 33% of hydrocarbon fuel participating in the reaction. Because the internal combustion engine is difficult to operate under ideal working conditions, the pressure fluctuation of the tail gas is extremely large in different stages of each stroke of the internal combustion engine, the temperature fluctuation of the internal combustion engine in different working conditions is also extremely large, and the side reaction of the catalytic reduction reaction is more, so that the tail gas after the combustion work of the internal combustion engine is mixed with hydrocarbon fuel and then passes through the catalyst, and the tail gas catalytic reduction is difficult to reach an ideal state.
The main factors influencing the regeneration rate of the regenerated fuel are temperature, pressure, hydrocarbon fuel, catalyst and catalyst structure, and since the temperature of the exhaust gas of the internal combustion engine is difficult to control accurately under the influence of the engine working temperature, the exhaust gas pressure is limited by the back pressure of the exhaust gas of the internal combustion engine, besides selecting proper hydrocarbon fuel, one of the best methods for improving the regeneration rate of the regenerated fuel of the internal combustion engine is to select proper catalyst.
The known catalysts are of a wide variety and different targeted catalysts may be employed for steam-hydrocarbon fuel steam reforming and carbon dioxide-hydrocarbon fuel dry reforming reduction to carbon monoxide gas and hydrogen gas. For different types of internal combustion engines, according to the requirements of fuel used, use environment, cost control and the like, as well as the conditions of activity, thermal stability, anti-carbon deposition property, temperature application range and the like of the catalyst, only a single catalyst is adopted for catalytic reduction of steam-hydrocarbon fuel steam reforming or carbon dioxide-hydrocarbon fuel dry reforming, and a combined or mixed catalyst can be adopted for dual catalytic reduction of steam-hydrocarbon fuel steam reforming and carbon dioxide-hydrocarbon fuel dry reforming simultaneously to carbon monoxide gas and hydrogen.
Because the temperature ranges required by the reduction catalysis of different catalysts are different, as shown in fig. 4, the catalysts adapting to different temperatures can be arranged in the multi-stage combination from (1) (2) (3) (4) to the mixed gas outlet of the multi-stage combination from the high-temperature catalyst to the low-temperature catalyst along the large part of the first tail gas catalytic reduction device 14, as shown in fig. 5, the catalysts adapting to different temperatures can be arranged in the multi-stage combination from the high-temperature catalyst to the mixed gas outlet of the multi-stage combination from the high-temperature catalyst to the low-temperature catalyst along the redundant tail gas inlet of the second tail gas catalytic reduction device 9 to the mixed gas outlet of the multi-stage combination (1) (2) (3) (4) to the mixed gas outlet of the multi-stage combination from the high-temperature catalyst to the mixed gas catalytic reduction device 9, so that the catalytic reduction effect can be enhanced, the waste heat of the tail gas can be fully utilized, and the water vapor and the carbon dioxide in the high-temperature tail gas can be catalytically reduced into carbon monoxide gas and hydrogen as much as possible, thereby saving the fuel, reducing the carbon emission and improving the thermal efficiency.
The hydrogen-rich quasi-air already contains combustible hydrogen and carbon monoxide regenerated fuel, enters the internal combustion engine 1 to participate in combustion work, and can correspondingly reduce hydrocarbon fuel required by each working cycle of the internal combustion engine 1; the carbon dioxide and the water vapor generated by the complete oxidation reaction of the newly added oxygen and hydrocarbon fuel are the tail gas increasing gas: 2CnH (2 n+ 2) +(3n+1)O 2 —→2nCO 2 +(2n+2)H 2 O；
In the state of no catalytic reduction, the newly added tail gas is the redundant tail gas; the carbon dioxide and water vapor involved in the reaction in the double reforming reaction are: nCO 2 +nH 2 Compared with the complete oxidation reaction of hydrocarbon fuel, the carbon dioxide and water vapor which do not participate in the reaction are as follows: nCO 2 +(n+2)H 2 O. When the double reforming composite catalyst reaction is entirely performed in the first exhaust gas catalytic reduction device 14, carbon dioxide and water vapor nCO that do not participate in the reaction 2 +(n+2)H 2 O can be regarded as redundant tail gas. In the complete catalytic reduction reaction state, the redundant tail gas is only half more than the newly added tail gas.
When a single steam reforming catalytic reduction is employed, the amount of steam in the tail gas will be reduced; and when single dry reforming catalytic reduction is adopted, the amount of carbon dioxide in the tail gas is reduced. In order to increase the hydrogen production, steam reforming can be selected as much as possible; and dry reforming is selected as much as possible in order to reduce carbon emissions.
Particularly, the reduction of the carbon dioxide content in the tail gas is beneficial to reducing the energy consumption of the compressor 33 for processing the liquefaction of the carbon dioxide and the cold energy consumption of liquid oxygen, and if the carbon dioxide in the tail gas can be completely converted into hydrogen and carbon monoxide regenerated fuel, the tail gas processing system 6 can be greatly simplified, and devices such as the compressor 33, the carbon dioxide liquefier 4, the liquid oxygen dry ice converter 38 and the like can be omitted; if all of the water vapor in the tail gas can be converted to hydrogen and carbon monoxide regenerated fuel, the gas-water separator 8 can be eliminated.
The water vapor in the tail gas is about 30%, and the steam reforming catalytic reduction process does not need to provide an additional water source because of the sufficient water content.
The catalytic reduction fuel tank 23 may share a self-contained fuel tank of the internal combustion engine 1, or may be provided independently, i.e., a dual fuel supply system; when the separate catalytic reduction fuel tank is employed, the hydrocarbon fuel may be selected to be different from the fuel of the internal combustion engine 1, and hydrocarbon fuel advantageous for improving the catalytic reduction effect may be preferable.
The purpose of injecting a proper amount of hydrocarbon fuel is mainly to ensure that the proper amount of hydrocarbon fuel can fully participate in catalytic reduction so as to prevent the excessive hydrocarbon fuel from blocking the catalyst and reduce or disable the activity of the catalyst.
The number of the sensors and the installation positions are set according to the system requirements. The safety valve 7 may be provided at a proper position of the system as needed.
Under the condition of recycling most of tail gas, most of tail gas is repeatedly re-combusted, so that residual carbon monoxide, hydrocarbon and fine particulate matters are greatly reduced, fuel is saved, and the thermal efficiency is improved.
The steam reforming and dry reforming catalytic reduction reactions belong to strong endothermic reactions, the temperature of the mixed gas coming out of the first tail gas catalytic reduction device is greatly reduced, and the liquid oxygen gasification and the heat exchange of the mixed gas in the quasi-air mixer 17 can further reduce the temperature of hydrogen-rich quasi-air so as to avoid the need of an intercooler; simultaneously, the liquid oxygen and the mixed gas are instantaneously gasified, expanded and pressurized by heat exchange, so that the hydrogen-rich quasi-air pressure in the quasi-air mixer 17 can be improved, and the gas sprayed into the quasi-air mixer 17 by the oxygen nozzle 19 or the low-temperature gas nozzle 18 is high-pressure low-temperature gas, so that the air inlet pressure of the internal combustion engine 1 is correspondingly improved, the power of the internal combustion engine 1 can be increased, and a booster system is not required to be additionally arranged. Due to the strong endothermic reaction of catalytic reduction, under certain conditions, high pressure oxygen can be used instead of liquid oxygen to mix with the mixed gas in the quasi-air mixer 17 into hydrogen-rich quasi-air without the need of an additional intercooler.
At least one or more sets of the non-return air baffle plates 13 are used in order to prevent the gas in the first exhaust gas catalytic reduction device 14 and the quasi-air mixer 17 from flowing back to the exhaust gas channel 11.
For the mobile internal combustion engine 1, the liquid oxygen tank 35 can be a fixed liquid oxygen tank for filling liquid oxygen to provide a liquid oxygen source, or a quick-change liquid oxygen tank for providing a liquid oxygen source; at least two groups of liquid oxygen tanks can be arranged, and when the liquid oxygen in the first group of liquid oxygen tanks is about to be exhausted, the liquid oxygen is automatically converted into the second group of liquid oxygen tanks so as to ensure the continuous operation of the internal combustion engine 1; the liquid oxygen tanks, which have been depleted of liquid oxygen, can be replaced at any time while at least one group is still in normal use, without affecting the normal operation of the internal combustion engine 1.
The liquefied carbon dioxide storage tank 5 can pump and discharge the liquefied carbon dioxide in the liquefied carbon dioxide storage tank 5 in an off-machine mode by adopting a fixed storage tank; replacement tank type quick replacement of the liquefied carbon dioxide tank 5 may also be employed, especially in the case where liquefied carbon dioxide in the liquefied carbon dioxide tank 5 has become solid dry ice.
The internal combustion engine 1 may be a single cylinder or multi-cylinder internal combustion engine, may be a reciprocating internal combustion engine or a rotary internal combustion engine, may be a conventional internal combustion engine or a novel internal combustion engine, and may be a four-stroke internal combustion engine or a two-stroke internal combustion engine.
For a four-stroke internal combustion engine, negative pressure suction of the suction stroke of the four-stroke internal combustion engine is changed into the quasi-air with a certain pressure or hydrogen-rich quasi-air to be pressed into a cylinder, so that suction negative pressure consumption power is changed into positive pressure suction power to do work, and the power of the four-stroke internal combustion engine can be increased. The two-stroke internal combustion engine can cancel the scavenging pump, and the scavenging function is replaced by the quasi-air with a certain pressure or the hydrogen-rich quasi-air.
The pressure relief value of the exhaust valve 10 is set to be slightly higher than the exhaust pressure value of the exhaust valve of the internal combustion engine 1, the exhaust gas after combustion work is discharged into the exhaust gas channel 11 to increase the exhaust gas pressure in the exhaust gas channel 11, and when the pressure is higher than the pressure relief value set by the exhaust valve 10, the redundant exhaust gas can be automatically discharged into the exhaust gas treatment system 6 from the exhaust valve 10, so that the internal combustion engine 1 operates normally. When the internal combustion engine 1 is in normal operation, the pressure in the tail gas channel 11 is basically kept at the pressure relief value set by the tail gas valve 10, and the pressure relief value can be regulated by the ECU2 in a certain range by controlling the tail gas valve 10 so as to adapt to different working condition requirements of the internal combustion engine 1.
In order to increase the conversion rate and selectivity of carbon monoxide and hydrogen during catalytic reduction, the relief pressure value of the exhaust valve 10 may be appropriately increased to ensure the working pressure in the first exhaust catalytic reduction device 14.
The exhaust valve 10 can be replaced by a conventional EGR valve, the EGR valve is communicated with the exhaust passage 11, an EGR outlet of the EGR valve is connected with the exhaust treatment system 6, an EGR outlet is an excessive exhaust outlet, high-temperature exhaust after the combustion work of the internal combustion engine 1 is discharged into the exhaust passage 11 through the exhaust manifold 12, wherein more than 79% of the exhaust enters the first exhaust catalytic reduction device 14 from the exhaust passage 11 for catalytic reduction treatment, and less than 21% of the excessive exhaust is discharged into the excessive exhaust treatment system 6 for treatment under the control of the conventional EGR valve.
The air inlet pressure of the compressor 33 is basically equal to the air outlet pressure of the exhaust valve 10, the maximum pressure of the pressure compressed into the carbon dioxide liquefier 4 by the compressor 33 is limited by the safety valve 7, so that the working pressure of the compressor 33 is lower than the pressure value limited by the safety valve 7, and the working pressure of the compressor 33 is increased to accelerate the liquefying speed of the carbon dioxide and reduce the cold energy consumption of liquid oxygen; the compressor 33 is provided not only to liquefy carbon dioxide to provide a desired pressure, but also to make the pressure of the non-liquefied cryogenic gas always greater than the pressure of the mixed gas in the quasi-air mixer 17.
When the temperature of the integrated treatment system for catalytic reduction of the tail gas of the internal combustion engine does not reach the working temperature range of the catalyst or the catalyst is deactivated or the catalyst is taken out of the catalytic reduction device or the system is simplified and is not assembled with the catalyst, the integrated treatment system for catalytic reduction of the tail gas of the internal combustion engine can still normally operate, but only the hydrogen-rich quasi air is generated in the quasi air mixer 17, and the rest of the quasi air contains about 21% of oxygen and consists of carbon dioxide and water vapor.
The two ends of the tail gas catalytic reduction device can be fixedly connected with flanges, and an external buckle type connector can be arranged so as to quickly replace the catalyst.
Embodiment 2
Unlike embodiment 1, in the integrated treatment system for catalytic reduction of exhaust gas of an internal combustion engine shown in fig. 3, the second exhaust catalytic reduction device 9 and the second fuel pipe 27 are omitted in this embodiment, and the air outlet of the pressure release valve 10 is directly connected to the air inlet of the first connecting passage 31; the redundant tail gas composed of carbon dioxide and water vapor is directly discharged into the gas-water separator 8 through the first connecting passage 31 by the tail gas valve 10, and the water vapor in the redundant tail gas is liquefied and flows into the water storage bottle 3; the excess tail gas mainly containing carbon dioxide with water removed is pressed into the carbon dioxide liquefier 4 by the compressor 33 through the second connecting channel 32, carbon dioxide in the excess tail gas is liquefied under the dual actions of pressure and cold energy of liquid oxygen and stored in the carbon dioxide liquefying storage tank 5, the trace residual low-temperature gas which is not liquefied in the carbon dioxide liquefier 4 is sprayed into the quasi-air mixer 17 by the ECU2 through the low-temperature gas pipeline 37 and is mixed with hydrogen-rich quasi-air by the control of the low-temperature gas nozzle 18, the hydrogen-rich quasi-air is recycled to the internal combustion engine 1 through the air inlet manifold 16, and the zero emission of tail gas can be realized by the internal combustion engine 1.
This function can be achieved in embodiment 1 by closing the fuel nozzle 28 to stop the injection of hydrocarbon fuel into the second exhaust gas catalytic reduction device 9.
Embodiment 3
As shown in fig. 6, unlike embodiment 1, in this embodiment, the integrated treatment system for catalytic reduction of exhaust gas of an internal combustion engine is provided with a liquid oxygen dry ice converter 38 and a fourth sensor 39, wherein the carbon dioxide liquefier 4, the liquefied carbon dioxide storage tank 5, the liquid oxygen pipe 34, the liquid oxygen tank 35, the oxygen pipe 36, the oxygen nozzle 19 and the liquid oxygen nozzle 20 are omitted, the air outlet of the second connecting channel 32 is communicated with the air inlet of the liquid oxygen dry ice converter 38, and the air outlet of the liquid oxygen dry ice converter 38 is communicated with the air inlet of the gas pipeline 37; a fourth sensor 39 is mounted in place of the oxygen dry ice converter 38; the liquid oxygen tank and the carbon dioxide storage tank are combined into a whole, and the independent arrangement of the liquefied carbon dioxide storage tank and the liquid oxygen tank can be omitted, so that the occupied volume and the weight of the system are reduced, and the system structure is simplified;
the high-temperature tail gas consisting of carbon dioxide and water vapor after combustion work of the internal combustion engine 1 enters the tail gas channel 11 from the exhaust manifold 12, most of the high-temperature tail gas is recycled into the first tail gas catalytic reduction device 14 from the tail gas channel 11, the ECU2 controls the first fuel nozzle 25 to spray a proper amount of hydrocarbon fuel into the first tail gas catalytic reduction device 14 according to information detected by the first sensor 21 and the second sensor 26 to be mixed with most of the high-temperature tail gas, and when the mixed gas passes through the first catalyst 22, the mixed gas is partially catalyzed and reduced into regenerated fuel of hydrogen and carbon monoxide to form mixed gas of the hydrogen, the carbon monoxide, the carbon dioxide and the water vapor and then enters the quasi-air mixer 17;
The redundant tail gas enters the gas-water separator 8 after being subjected to catalytic reduction by the second tail gas catalytic reduction device 9 to form mixed gas of hydrogen, carbon monoxide, carbon dioxide and water vapor, and the water vapor in the mixed gas is liquefied and flows into the water storage bottle 3; the mixed gas with water removed is pressed into the liquid oxygen dry ice converter 38 by the compressor 33 through the connecting channel 32, carbon dioxide in the mixed gas is liquefied under the dual actions of pressure and cold energy of the liquid oxygen, and the liquefied carbon dioxide is dripped into the liquid oxygen in the liquid oxygen dry ice converter 38 to be converted into dry ice to sink into the bottom of the liquid oxygen dry ice converter 38; the low-temperature oxygen formed by continuously gasifying the liquid oxygen in the liquid oxygen dry ice converter 38 through heat exchange with the liquid carbon dioxide is mixed with the non-liquefied hydrogen and carbon monoxide low-temperature gas, and then the mixture is sprayed into the quasi-air mixer 17 through the low-temperature gas pipeline 37 by the ECU2 control low-temperature gas nozzle 18 to be mixed with the mixed gas in the quasi-air mixer 17 to form hydrogen-rich quasi-air; the hydrogen-enriched quasi-air is recycled to the internal combustion engine 1 through the air inlet main pipe 16, and the internal combustion engine 1 can realize zero exhaust emission.
When the fourth sensor 39 detects a decrease in the oxygen concentration and an increase in the temperature in the liquid oxygen dry ice converter 38, this means that the liquid oxygen in the liquid oxygen dry ice converter 38 is about to be consumed, and the liquid oxygen dry ice converter 38 needs to be replaced as soon as possible. At least two groups of liquid oxygen dry ice converters can be arranged, and when the liquid oxygen in the first group of liquid oxygen dry ice converters is about to be exhausted, the liquid oxygen is automatically converted into the second group of liquid oxygen dry ice converters, so that the internal combustion engine 1 can be ensured to continuously run; the liquid oxygen dry ice converter set, which has been depleted of liquid oxygen, can be replaced at any time while at least one set is still in normal use, without affecting the normal operation of the internal combustion engine 1.
Embodiment 4
As shown in fig. 7, unlike embodiment 3, the exhaust gas catalytic reduction system of the internal combustion engine in this embodiment is provided with the second exhaust gas catalytic reduction device 9 and the second fuel pipe 27, and the exhaust gas valve 10 in this embodiment has its gas outlet directly connected to the gas inlet of the first connecting passage 31;
the redundant tail gas composed of carbon dioxide and water vapor is directly discharged into the gas-water separator 8 through the first connecting passage 31 by the tail gas valve 10, and the water vapor in the redundant tail gas is liquefied and flows into the water storage bottle 3; the excess tail gas mainly containing carbon dioxide after removing the moisture is pressed into the liquid oxygen dry ice converter 38 by the compressor 33 through the second connecting channel 32, the carbon dioxide in the excess tail gas is liquefied under the dual actions of pressure and cold energy of the liquid oxygen, and the liquefied carbon dioxide is dripped into the liquid oxygen in the liquid oxygen dry ice converter 38 and converted into dry ice to be sunk into the bottom of the liquid oxygen dry ice converter 38; the liquid oxygen in the liquid oxygen dry ice converter 38 exchanges heat with the liquid carbon dioxide, the low-temperature oxygen formed by continuous gasification is mixed with the trace residual low-temperature gas which is not liquefied, and then the low-temperature oxygen is controlled by the ECU2 to be sprayed into the quasi-air mixer 17 through the low-temperature gas pipeline 37, and is mixed with the mixed gas in the quasi-air mixer 17 to form the hydrogen-rich quasi-air; the hydrogen-enriched quasi air is recycled to the internal combustion engine 1 through the air inlet manifold 16, and the internal combustion engine 1 can realize zero emission of tail gas.
This function can be achieved in embodiment 3 by closing the fuel nozzle 28 to stop the injection of hydrocarbon fuel into the second exhaust gas catalytic reduction device 9.
Embodiment 5
As shown in fig. 8, unlike embodiment 1, this embodiment omits the first exhaust catalytic reduction device 14 and the first fuel pipe 24, and the exhaust port of the exhaust passage 11 is provided with an air return stop plate 13 and is directly communicated with the air inlet of the quasi-air mixer 17;
high-temperature tail gas consisting of carbon dioxide and water vapor after combustion work of the internal combustion engine 1 enters the tail gas channel 11 through the exhaust manifold 12, wherein most of the tail gas is recycled through the tail gas channel 11 and directly enters the quasi-air mixer 17, and simultaneously the ECU2 controls the oxygen nozzle 19 to spray low-temperature oxygen in the liquid oxygen tank 35 or controls the liquid oxygen nozzle 20 to spray the liquid oxygen in the liquid oxygen tank 35 into the quasi-air mixer 17 to be mixed with most of the tail gas into quasi-air with the cooled oxygen content of about 21%; after the redundant tail gas is subjected to catalytic reduction treatment by the tail gas treatment system 6, the low-temperature gas of the hydrogen and the carbon monoxide which are not liquefied in the carbon dioxide liquefying device 4 is controlled by the ECU2 to be sprayed into the quasi-air mixer 17 through the low-temperature gas pipeline 37, and the low-temperature gas is mixed with the quasi-air in the quasi-air mixer 17 to form hydrogen-rich quasi-air; the hydrogen-enriched quasi-air is recycled to the internal combustion engine 1 through the air inlet main pipe 16, and the internal combustion engine 1 can realize zero exhaust emission.
This function can be achieved in embodiment 1 by closing the first fuel nozzle 25 to stop the injection of hydrocarbon fuel into the first exhaust gas catalytic reduction device 14.
Embodiment 6
As shown in fig. 9, unlike embodiment 3, the present embodiment eliminates the first exhaust catalytic reduction device 14 and the first fuel pipe 24, and in the present embodiment, the exhaust port of the exhaust passage 11 is provided with the non-return air baffle 13 and is directly connected to the air inlet of the quasi-air mixer 17;
high-temperature tail gas consisting of carbon dioxide and water vapor after combustion and work of the internal combustion engine 1 enters a tail gas channel 11 from an exhaust main pipe 12, wherein most of the tail gas is recycled from the tail gas channel 11 and directly enters a quasi air mixer 17; after the redundant tail gas is treated by the tail gas treatment system 6, the low-temperature gas mixed by the liquefied hydrogen and carbon monoxide in the liquid oxygen dry ice converter 38 and the oxygen gasified by the liquid oxygen is sprayed into the quasi-air mixer 17 through the low-temperature gas pipeline 37 by the ECU2 control low-temperature gas nozzle 18, and is mixed with most of the tail gas in the quasi-air mixer 17 to become cooled hydrogen-rich quasi-air; the hydrogen-enriched quasi-air is recycled to the internal combustion engine 1 through the air inlet main pipe 16, and the internal combustion engine 1 can realize zero exhaust emission.
This function can be achieved in embodiment 3 by closing the fuel nozzle 25 to stop the injection of hydrocarbon fuel into the first exhaust gas catalytic reduction device 14.
Embodiment 7
As shown in fig. 10, unlike embodiment 2, the present embodiment eliminates the low temperature gas nozzle 18 and the low temperature gas pipe 37, and the safety valve 7 is installed at the gas outlet of the carbon dioxide liquefying device 4;
the high-temperature tail gas consisting of carbon dioxide and water vapor after combustion work of the internal combustion engine 1 enters the tail gas channel 11 through the exhaust main pipe 12, most of the high-temperature tail gas is recycled into the first tail gas catalytic reduction device 14 through the tail gas channel 11, the ECU2 controls the first fuel nozzle 25 to spray a proper amount of hydrocarbon fuel into the first tail gas catalytic reduction device 14 to be mixed with most of the high-temperature tail gas according to information detected by the first sensor 21 and the second sensor 26, the mixed gas is partially catalyzed and reduced into regenerated fuel of hydrogen and carbon monoxide when passing through the first catalyst 22, the mixed gas of the hydrogen, the carbon monoxide, the carbon dioxide and the water vapor is formed and then enters the quasi-air mixer 17, and simultaneously the ECU2 controls the oxygen nozzle 19 to spray low-temperature oxygen in the liquid oxygen tank 35 or controls the liquid oxygen in the liquid oxygen tank 35 to spray the liquid oxygen nozzle 20 into the quasi-air mixer 17 to be mixed with the mixed gas to become cooled hydrogen-rich quasi-air; the hydrogen-enriched quasi-air is recirculated to the internal combustion engine 1 through the intake manifold 16;
The redundant tail gas composed of carbon dioxide and water vapor is directly discharged into the gas-water separator 8 through the first connecting passage 31 by the tail gas valve 10, and the water vapor in the redundant tail gas is liquefied and flows into the water storage bottle 3; the redundant tail gas mainly containing carbon dioxide with water removed is pressed into the carbon dioxide liquefier 4 by the compressor 33 through the second connecting channel 32, carbon dioxide in the redundant tail gas is liquefied under the dual actions of pressure and cold energy of liquid oxygen and stored in the carbon dioxide liquefying storage tank 5, and when the pressure of the minim residual low-temperature gas which is not liquefied in the carbon dioxide liquefier 4 exceeds the pressure value set by the safety valve 7, the residual low-temperature gas is directly discharged into the atmosphere through the safety valve 7, so that the near zero emission of the tail gas of the internal combustion engine 1 can be realized.
Embodiment 8
As shown in fig. 11, unlike embodiment 7, the exhaust gas catalytic reduction integrated treatment system 6 is omitted in this embodiment, and a liquid oxygen tank 35 is retained, in this embodiment, an exhaust pipe 40 is provided, a purification treatment device is disposed in the exhaust pipe 40, the liquid oxygen tank 35 is connected to the oxygen nozzle 19 through an oxygen pipe 36, and is connected to the liquid oxygen nozzle 20 through a liquid oxygen pipe 34, and the exhaust pipe 40 is communicated with the air outlet of the exhaust gas valve 10;
The redundant tail gas is discharged into the exhaust pipe 40 through the tail gas valve 10, and is discharged into the atmosphere after being treated by a purification treatment device of the exhaust pipe 40; because most of the tail gas is recycled after catalytic reduction, under the condition that the redundant tail gas is not continuously treated, the direct emission of the redundant tail gas is only about 1/5 of the emission of the tail gas of the traditional internal combustion engine, and the direct emission of the redundant tail gas is zero nitrogen emission; under the condition that the catalytic reduction is in a complete ideal state and the redundant tail gas is continuously treated, the redundant tail gas emission can be reduced to only 1/9 of the emission of the traditional internal combustion engine;
in the case of excess exhaust gas being vented to the atmosphere, the first exhaust gas catalytic reduction device 14 may employ a single dry reforming catalyst to only catalytically reduce carbon dioxide, thereby facilitating reduction of carbon dioxide emissions from the excess exhaust gas.
The internal combustion engine 1 in the present embodiment can realize zero nitrogen emission of exhaust gas.
Embodiment 9
As shown in fig. 12, in the exhaust gas catalytic reduction integrated treatment system for an internal combustion engine, unlike embodiment 1, the first exhaust gas catalytic reduction device 14, the first fuel pipe 24, the second exhaust gas catalytic reduction device 9, the second fuel pipe 27, and the catalytic reduction fuel tank 23 are omitted; the air outlet of the tail gas channel 11 in the embodiment is provided with an air return stopping baffle 13, and the tail gas channel 11 is directly communicated with the air inlet of the quasi-air mixer 17; the air outlet of the tail gas pressure release valve 10 is directly communicated with the air inlet of the first connecting channel 31;
The operation method is different from embodiment 1 in that: high-temperature tail gas consisting of carbon dioxide and water vapor after combustion work of the internal combustion engine 1 enters the tail gas channel 11 through the exhaust main pipe 12, wherein most of the tail gas is recycled through the tail gas channel 11 and directly enters the quasi-air mixer 17, and simultaneously the ECU2 controls the oxygen nozzle 19 to spray low-temperature oxygen in the liquid oxygen tank 35 or controls the liquid oxygen nozzle 20 to spray liquid oxygen in the liquid oxygen tank 35 into the quasi-air mixer 17 to be mixed with most of the tail gas into quasi-air with the cooled oxygen content of about 21%;
the redundant tail gas composed of carbon dioxide and water vapor is directly discharged into the gas-water separator 8 through the first connecting passage 31 by the tail gas valve 10, and the water vapor in the redundant tail gas is liquefied and flows into the water storage bottle 3; the excess tail gas mainly containing carbon dioxide after removing water is pressed into the carbon dioxide liquefier 4 by the compressor 33 through the second connecting channel 32, carbon dioxide in the excess tail gas is liquefied under the dual actions of pressure and cold energy of liquid oxygen and stored in the carbon dioxide liquefying storage tank 5, and the trace residual low-temperature gas which is not liquefied in the carbon dioxide liquefier 4 passes through the low-temperature gas pipeline 37, and the ECU2 controls the low-temperature gas nozzle 18 to spray into the quasi-air mixer 17 to be mixed with quasi-air, and then the mixture is recycled to the internal combustion engine 1 through the air inlet manifold 16, so that the internal combustion engine 1 in the embodiment can realize zero emission of tail gas.
This function can stop the injection of hydrocarbon fuel into the first exhaust gas catalytic reduction device 14 by closing the first fuel nozzle 25 in embodiment 1; and simultaneously, by closing the second fuel nozzle 28, the injection of hydrocarbon fuel into the second exhaust gas catalytic reduction device 9 is stopped. This function may also be performed after catalyst failure or after catalyst removal from the catalytic reduction unit.
Embodiment 10
Unlike embodiment 3, the integrated treatment system for catalytic reduction of exhaust gas of an internal combustion engine shown in fig. 13 is configured such that the first exhaust gas catalytic reduction device 14, the first fuel pipe 24, the second exhaust gas catalytic reduction device 9, the second fuel pipe 27, and the catalytic reduction fuel tank 23 are omitted in this example; in the embodiment, an air outlet of a tail gas channel 11 is provided with an air return stopping baffle 13, and the tail gas cutting channel 11 is directly communicated with an air inlet of a quasi-air mixer 17; the air outlet of the pressure relief valve 10 is directly communicated with the air inlet of the first connecting channel 31;
the operation method is different from embodiment 3 in that: the high-temperature tail gas consisting of carbon dioxide and water vapor after the combustion work of the internal combustion engine 1 enters the tail gas channel 11 from the exhaust main pipe 12, wherein most of the tail gas is recycled by the tail gas channel 11 and directly enters the quasi-air mixer 17;
The redundant tail gas composed of carbon dioxide and water vapor is directly discharged into the gas-water separator 8 through the first connecting passage 31 by the tail gas valve 10, and the water vapor in the redundant tail gas is liquefied and flows into the water storage bottle 3; the redundant tail gas mainly containing carbon dioxide after removing the moisture is pressed into the liquid oxygen dry ice converter 38 by the compressor 33 through the second connecting channel 32, the carbon dioxide in the redundant tail gas is liquefied under the dual actions of pressure and cold energy of the liquid oxygen, and the liquefied carbon dioxide is dripped into the liquid oxygen in the liquid oxygen dry ice converter 38 and converted into dry ice to be sunk into the bottom of the liquid oxygen dry ice converter 38; the liquid oxygen in the liquid oxygen dry ice converter 38 exchanges heat with the liquid carbon dioxide, the low-temperature oxygen formed by continuous gasification is mixed with the trace residual low-temperature gas which is not liquefied, then the low-temperature gas is controlled by the ECU2 through the low-temperature gas pipeline 37 to be sprayed into the quasi-air mixer 17, and the low-temperature gas is mixed with most of tail gas in the quasi-air mixer 17 to be quasi-air with the cooled oxygen content of about 21%, and then the quasi-air is recycled to the internal combustion engine 1 through the air inlet manifold 16, so that the internal combustion engine 1 in the embodiment can realize zero emission of tail gas.
This function can be achieved in embodiment 3 by closing the first fuel nozzle 25 to stop the injection of hydrocarbon fuel into the first exhaust gas catalytic reduction device 14, and by closing the second fuel nozzle 28 to stop the injection of hydrocarbon fuel into the second exhaust gas catalytic reduction device 9. This function may also be performed after catalyst failure or after catalyst removal from the catalytic reduction unit.
Embodiment 11
As shown in fig. 14, in the catalytic reduction integrated treatment system for exhaust gas of an internal combustion engine, unlike embodiment 9, the low-temperature gas nozzle 18 and the low-temperature gas pipe 37 are eliminated in this example, and the safety valve 7 in this example is installed at the gas outlet of the carbon dioxide liquefying device 4;
the operation method is different from embodiment 9 in that: high-temperature tail gas consisting of carbon dioxide and water vapor after combustion work of the internal combustion engine 1 enters the tail gas channel 11 through the exhaust manifold 12, wherein most of the high-temperature tail gas is recycled into the first tail gas catalytic reduction device 14 through the tail gas channel 11, and simultaneously, the ECU2 controls the oxygen nozzle 19 to spray low-temperature oxygen in the liquid oxygen tank 35 or controls the liquid oxygen nozzle 20 to spray liquid oxygen in the liquid oxygen tank 35 into the quasi-air mixer 17 to be mixed with most of the tail gas into quasi-air with the cooled oxygen content of about 21 percent, and then the quasi-air is recycled to the internal combustion engine 1 through the air inlet manifold 16;
the redundant tail gas composed of carbon dioxide and water vapor is directly discharged into the gas-water separator 8 through the first connecting passage 31 by the tail gas valve 10, and the water vapor in the redundant tail gas is liquefied and flows into the water storage bottle 3; the excess tail gas mainly containing carbon dioxide with water removed is pressed into the carbon dioxide liquefier 4 by the compressor 33 through the second connecting channel 32, carbon dioxide in the excess tail gas is liquefied under the dual actions of pressure and cold energy of liquid oxygen and stored in the carbon dioxide liquefying storage tank 5, and when the pressure of the minim residual low-temperature gas which is not liquefied in the carbon dioxide liquefier 4 exceeds the pressure value set by the safety valve 7, the residual low-temperature gas is directly discharged into the atmosphere through the safety valve 7, so that the internal combustion engine 1 in the embodiment can realize near zero emission of the tail gas.
Embodiment 12
As shown in fig. 15, unlike embodiment 11, the exhaust gas treatment system 6 is omitted in this example, and a liquid oxygen tank 35 is retained, and in this example, an exhaust pipe 40 is provided, the liquid oxygen tank 35 is connected to the oxygen nozzle 19 through the oxygen pipe 36, and is connected to the liquid oxygen nozzle 20 through the liquid oxygen pipe 34, and the exhaust pipe 40 is communicated with the air outlet of the exhaust gas valve 10;
the operation method is different from embodiment 11 in that: the redundant tail gas is discharged into the exhaust pipe 40 through the tail gas valve 10, and is discharged into the atmosphere after being treated by a purification device in the exhaust pipe 40; the redundant exhaust emission is only about 1/5 of that of the traditional internal combustion engine, and the internal combustion engine 1 of the embodiment can realize zero nitrogen and low emission of the exhaust.
Embodiment 13
The integrated treatment system for catalytic reduction of the tail gas of the internal combustion engine as shown in fig. 16 is connected to a traditional internal combustion engine, a first controllable three-way valve 41 and a second controllable three-way valve 42 are arranged, the internal combustion engine 1 is changed into the traditional internal combustion engine, an a air outlet of the first controllable three-way valve 41 is communicated with an air inlet of the air inlet main pipe 16, an b air inlet is communicated with an air outlet of the quasi-air mixer 17, and an c air inlet is communicated with an air outlet of the air filter; the air inlet a of the second controllable three-way valve 42 is communicated with the air outlet of the exhaust manifold 12, the air outlet b is communicated with the air inlet of the tail gas channel 11, and the air outlet c is communicated with the air inlet of the tail gas exhaust pipe.
The first controllable three-way valve 41 and the second controllable three-way valve 42 are controlled by electric control or manual mechanical linkage, so that the conventional operation mode of the traditional internal combustion engine or the operation mode of the tail gas catalytic reduction integrated treatment system can be switched rapidly: simultaneously closing a c air inlet of the first controllable three-way valve 41 and a c air outlet of the second controllable three-way valve 42, simultaneously communicating a b air inlet and a air outlet of the first controllable three-way valve 41 and a air inlet and a b air outlet of the second controllable three-way valve 42, and enabling the traditional internal combustion engine to enter an operation mode of the tail gas catalytic reduction integrated treatment system; simultaneously closing an air inlet b of the first controllable three-way valve 41 and an air outlet b of the second controllable (exhaust) three-way valve 42, simultaneously communicating an air inlet c and an air outlet a of the first controllable three-way valve 41 and an air inlet a and an air outlet c of the second controllable three-way valve 42, and entering a conventional operation mode of the conventional internal combustion engine, wherein in the conventional operation mode of the conventional internal combustion engine, air enters the conventional internal combustion engine through the air filter through the air inlet manifold 16 and the first controllable three-way valve 41, and high-temperature tail gas after combustion work of the conventional internal combustion engine is discharged into the atmosphere from the tail gas exhaust pipe through the exhaust manifold 12 and the second controllable three-way valve 42; when the operation mode of the tail gas catalytic reduction integrated treatment system is switched, high-temperature tail gas generated after combustion work of the traditional internal combustion engine enters the tail gas channel 11 through the second controllable three-way valve 42, and hydrogen-rich quasi-air formed after the treatment of the tail gas catalytic reduction integrated treatment system is recycled into the traditional internal combustion engine through the quasi-air mixer 17 through the first controllable three-way valve 41 and the air inlet main pipe 16.
The independent tail gas catalytic reduction integrated treatment system is connected to the traditional internal combustion engine through the first controllable three-way valve 41 and the second controllable three-way valve 42, so that the conventional operation mode of the traditional internal combustion engine or the near operation mode of the tail gas catalytic reduction integrated treatment system can be quickly switched, and the operation of the traditional internal combustion engine, especially the vehicle-mounted shipborne mobile traditional internal combustion engine, under different environmental requirements is met; the normal operation of the traditional internal combustion engine can be realized only by simply changing the air inlet manifold and the air outlet manifold of the traditional internal combustion engine and correspondingly adjusting the control parameters of the ECU of the traditional internal combustion engine after the ECU of the tail gas catalytic reduction integrated treatment system is connected with the ECU of the traditional internal combustion engine.
In the description of the present specification, reference to the terms "one embodiment," "certain embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
In summary, although the present invention has been described in terms of the preferred embodiments, the preferred embodiments are not limited to the above embodiments, and various modifications and changes can be made by one skilled in the art without departing from the spirit and scope of the invention, and the scope of the invention is defined by the appended claims.

Claims (9)

1. The integrated treatment system for the catalytic reduction of the tail gas of the internal combustion engine is characterized by comprising an tail gas recirculation treatment system (15), a tail gas channel (11), an exhaust manifold (12), an air inlet manifold (16) and the internal combustion engine (1), wherein the internal combustion engine is connected with an ECU (2);
the tail gas recycling treatment system (15) comprises a quasi air mixer (17), wherein an air inlet of the quasi air mixer (17) is connected with an air outlet of a tail gas channel (11), an air inlet of the tail gas channel (11) is connected with an air outlet of an exhaust manifold (12), an air inlet of the exhaust manifold is connected with an internal combustion engine (1), an air outlet of the quasi air mixer (17) is connected with an air inlet of an air inlet manifold (16), and an air outlet of the air inlet manifold (16) is connected with the internal combustion engine (1);
a gas stopping and returning baffle plate (13) is arranged at a gas outlet of the tail gas channel (11), and a second sensor (26) and a tail gas valve (10) are arranged on the tail gas channel (11); the quasi-air mixer (17) is provided with a low-temperature gas nozzle (18), an oxygen nozzle (19) and a liquid oxygen nozzle (20), and the exhaust valve (10), the low-temperature gas nozzle (18), the oxygen nozzle (19), the liquid oxygen nozzle (20) and a second sensor (26) are respectively connected with the ECU (2).
2. The integrated treatment system for catalytic reduction of tail gas of an internal combustion engine according to claim 1, wherein a first tail gas catalytic reduction device (14) is further arranged between the tail gas channel (11) and the quasi-air mixer (17), the first tail gas catalytic reduction device (14) is communicated with the tail gas channel (11) and the quasi-air mixer (17), a first catalyst (22) is arranged in the first tail gas catalytic reduction device (14), a first fuel nozzle (25) is arranged on the first tail gas catalytic reduction device (14), and the first fuel nozzle (25) is connected with a catalytic reduction fuel tank (23) through a first fuel pipe (24);
a first sensor (21) is arranged at an air inlet of the quasi-air mixer (17), and the first sensor (21) and a first combustion nozzle (25) are respectively connected with the ECU (2).
3. The integrated treatment system for catalytic reduction of exhaust gases of an internal combustion engine according to claim 1 or 2, further comprising an exhaust gas treatment system (6), said exhaust gas treatment system (6) being connected to said exhaust gas channel (11) by an exhaust valve (10);
the tail gas treatment system (6) comprises a gas-water separator (8), a water storage bottle (3) is arranged at the bottom end of the gas-water separator (8), the gas-water separator (8) is connected with a tail gas valve (10) through a first connecting channel (31), the gas-water separator (8) is further connected with a compressor (33) through a second connecting channel (32), and the compressor (33) is connected with the ECU (2).
4. The integrated treatment system for catalytic reduction of tail gas of an internal combustion engine according to claim 3, wherein the compressor (33) is connected with the carbon dioxide liquefier (4), a liquefied carbon dioxide storage tank (5) is arranged at the bottom end of the carbon dioxide liquefier (4), the carbon dioxide liquefier (4) is connected with a liquid oxygen nozzle (20) on the quasi-air mixer (17) through a pipeline, the carbon dioxide liquefier (4) is connected with a liquid oxygen tank (35) through a liquid oxygen pipe (34), and the liquid oxygen tank (35) is connected with an oxygen nozzle (19) on the quasi-air mixer (17) through an oxygen pipe (36); the carbon dioxide liquefier (4) is also connected with a low-temperature gas nozzle (18) on the quasi-air mixer (17) through a low-temperature gas pipeline (37), and the low-temperature gas pipeline (37) is also provided with a safety valve (7).
5. A catalytic reduction integrated treatment system for tail gas of an internal combustion engine according to claim 3, wherein the compressor (33) is connected with a liquid oxygen dry ice converter (38), the liquid oxygen dry ice converter (38) is connected with a low-temperature gas nozzle (18) on a quasi air mixer (17) through a low-temperature gas pipeline (37), and a safety valve (7) is further arranged on the low-temperature gas pipeline (37); the liquid oxygen dry ice converter (38) is also provided with a fourth sensor (39), and the fourth sensor (39) is connected with the ECU (2).
6. The integrated treatment system for catalytic reduction of exhaust gas of an internal combustion engine according to claim 4 or 5, wherein the exhaust gas treatment system (6) further comprises a second exhaust gas catalytic reduction device (9), the second exhaust gas catalytic reduction device (9) is arranged between the exhaust gas valve (10) and the first connecting passage (31), a second catalyst (29) is arranged in the second exhaust gas catalytic reduction device (9), a third sensor (30) is arranged on the second exhaust gas catalytic reduction device (9), a second fuel nozzle (28) is arranged on the second exhaust gas catalytic reduction device (9), the second fuel nozzle (28) is connected with the catalytic reduction fuel tank (23) through a second fuel pipe (27), and the second fuel nozzle (28) and the third sensor (30) are respectively connected with the ECU (2).
7. The integrated treatment system for catalytic reduction of exhaust gas of an internal combustion engine according to claim 1, wherein the exhaust valve (10) is connected with an exhaust pipe (40), the oxygen nozzle (19) is connected with a liquid oxygen tank (35) through an oxygen pipe (36), and the liquid oxygen tank (35) is connected with a liquid oxygen nozzle (20).
8. The integrated treatment system for catalytic reduction of exhaust gas of an internal combustion engine according to claim 1, wherein a traditional internal combustion engine is connected with the integrated treatment system for catalytic reduction of exhaust gas of an internal combustion engine through an intake manifold (16), a first controllable three-way valve (41) and a common air mixer (17); the traditional internal combustion engine is also connected with the internal combustion engine tail gas catalytic reduction comprehensive treatment system through an exhaust manifold (12), a second controllable three-way valve (42) and a tail gas channel (11).
9. A comprehensive treatment system for catalytic reduction of exhaust gas of an internal combustion engine and an operation method thereof according to claim 6, wherein high-temperature exhaust gas consisting of carbon dioxide and water vapor after combustion work of the internal combustion engine (1) enters an exhaust gas channel (11) from an exhaust manifold (12), most of the high-temperature exhaust gas is recycled into a first exhaust gas catalytic reduction device (14) from the exhaust gas channel (11), the ECU (2) controls a first fuel nozzle (25) to spray an appropriate amount of hydrocarbon fuel into the first exhaust gas catalytic reduction device (14) to be mixed with most of the high-temperature exhaust gas according to information detected by a first sensor (21) and a second sensor (26), and when passing through a first catalyst (22), the regenerated fuel which is partially catalytically reduced to hydrogen and carbon monoxide is formed into a mixed gas of hydrogen, carbon monoxide, carbon dioxide and water vapor enters a quasi-air mixer (17), and simultaneously controls the ECU (2) to spray low-temperature oxygen gas in a liquid oxygen tank (35) or controls the liquid oxygen nozzle (20) to spray the low-temperature oxygen gas in the liquid oxygen tank (35) to become a quasi-air mixed gas;
when the pressure of the tail gas entering the tail gas channel (11) exceeds a pressure relief value set by the tail gas valve (10), the redundant tail gas is discharged into the second tail gas catalytic reduction device (9) through the tail gas valve (10), the ECU (2) controls the second fuel nozzle (28) to spray a proper amount of hydrocarbon fuel into the second tail gas catalytic reduction device (9) to be mixed with the redundant tail gas according to information detected by the third sensor (30), the mixed gas is partially catalyzed and reduced into regenerated fuel of hydrogen and carbon monoxide when passing through the second catalyst (29), and the regenerated fuel is formed into mixed gas of the hydrogen, the carbon monoxide, the carbon dioxide and the water vapor, and then enters the gas-water separator (8), and the water vapor in the mixed gas is liquefied and flows into the water storage bottle (3); the mixed gas with water removed is pressed into a carbon dioxide liquefier (4) or a liquid oxygen dry ice converter (38) through a second connecting channel (32), carbon dioxide in the mixed gas is liquefied under the dual actions of pressure and cold energy of liquid oxygen and is stored in a carbon dioxide liquefying storage tank (5) or is liquefied into dry ice to be immersed into the bottom of the liquid oxygen dry ice converter (38), the low-temperature gas of hydrogen and carbon monoxide which is not liquefied in the carbon dioxide liquefier (4) passes through a low-temperature gas pipeline (37), and an ECU (electronic control unit) controls a low-temperature gas nozzle (18) to be sprayed into a quasi-air mixer (17) to be mixed with hydrogen-enriched quasi-air; or the low-temperature gas of oxygen, hydrogen and carbon monoxide which is not liquefied in the liquid oxygen dry ice converter (38) passes through the low-temperature gas pipeline (37), and the ECU2 controls the low-temperature gas nozzle (18) to be sprayed into the quasi-air mixer (17) so as to be mixed with the mixed gas in the quasi-air mixer (17) to become hydrogen-rich quasi-air; the mixed hydrogen-enriched quasi-air is recycled into the internal combustion engine (1) through an air inlet header pipe (16).
CN202410032300.1A 2024-01-09 2024-01-09 Comprehensive treatment system for catalytic reduction of tail gas of internal combustion engine and operation method Pending CN117703573A (en)

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CN202410032300.1A CN117703573A (en) 2024-01-09 2024-01-09 Comprehensive treatment system for catalytic reduction of tail gas of internal combustion engine and operation method

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CN202410032300.1A CN117703573A (en) 2024-01-09 2024-01-09 Comprehensive treatment system for catalytic reduction of tail gas of internal combustion engine and operation method

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