KR20190047588A - Internal combustion engine for saving fuel and reducing exhaust gas emissions - Google Patents

Abstract

The present invention relates to an internal combustion engine for saving fuel and reducing exhaust gas emission. The internal combustion engine includes: a fuel tank storing the fuel used for the internal combustion engine; an injector injecting the fuel stored in the fuel tank by a fuel injection method; a nitrogen removing unit generating air for combustion by adsorbing and removing nitrogen molecules contained in air flowing inside from the outside and moving the generated air for combustion through a first suction pipe; a mixing unit generating mixed gas by mixing the air for combustion supplied through the first suction pipe and the fuel injected by the injector; a suction port supplying the mixed gas to an engine cylinder; and an active oxygen generating unit receiving the air for combustion through a second suction pipe separated from the first suction pipe and generating active oxygen gas by performing plasma discharge to the air for combustion, supplied through the second suction pipe, wherein the active oxygen generating unit also injects the generated active oxygen gas between the mixing unit and the suction port.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to an internal combustion engine capable of reducing fuel consumption and reducing exhaust gas emissions,

The present invention relates to an internal combustion engine that reduces fuel and reduces exhaust emissions.

For modern people, transportation including automobiles is a necessity for living, and internal combustion engine is an essential component widely used in transportation. However, serious environmental pollution problems arise due to the fuel used for obtaining power from the internal combustion engine and the pollutants generated in the combustion process (for example, C, CnHm, COx, NOx, SOx, etc.). Internal combustion engines usually use petroleum as its fuel. The operation of many transportation objects and the operation of power plants all over the world are depleting petroleum resources and the problem of fine dust and air pollution is getting serious. Therefore, it is not easy to study alternative energy, but it is very difficult to apply real alternative energy in automobile field.

Meanwhile, as an alternative to solve such a problem of the internal combustion engine, commercialization of a new type of automobile such as a hydrogen car and an electric car is considered. However, a situation in which a large amount of social costs are required for erecting a new charging station and replacing a new car, It will take a long time for the type of car to be introduced and completely replaced. In addition, a hybrid type automobile engine has been researched and popularized and some improvements have been made. However, there is still a problem of waste of fuel and environmental pollution caused by incomplete combustion in the engine. Further, in the case of the internal combustion engine provided in the vehicles that are produced and operated in the past, the air pollution and the waste of the fuel due to the unstable combustion due to the aging of the engine occur. It is difficult to see.

A problem to be solved by the present invention is to provide a technique for generating active oxygen gas through plasma discharge and supplying generated active oxygen gas to cause complete combustion of fuel in an engine cylinder.

Another object of the present invention is to provide a technique for additionally supplying hydrogen gas or active hydrogen gas to cause complete combustion of fuel in an engine cylinder.

Further, a problem to be solved by the present invention is to provide a technique for regulating the amount of active oxygen gas and active hydrogen gas produced, the amount of fuel supplied to the engine cylinder, based on the pollution component in the exhaust gas discharged from the engine cylinder .

It is another object of the present invention to provide a technique for reducing or eliminating the energy discarded in an internal combustion engine and supplying active oxygen gas and active hydrogen gas to the engine cylinder to improve energy efficiency.

According to an embodiment of the present invention, an internal combustion engine that reduces fuel and reduces exhaust gas includes a fuel tank for storing fuel used in an internal combustion engine, an injector for injecting the fuel stored in the fuel tank in a fuel injection manner, A nitrogen removing unit for adsorbing and removing nitrogen molecules contained in the introduced air to generate combustion air and moving the generated combustion air through the first intake pipe, a fuel injected from the injector, And an air intake port for supplying the mixer to the engine cylinder, and a second air intake port connected to the air intake port through a second intake pipe separated from the first intake pipe to supply the combustion air Generates a plasma discharge in the combustion air supplied through the second intake pipe to generate active oxygen gas, Oxygen gas and comprises a free radical generator which injected between the mixing section and the air intake port.

The active oxygen generating unit is implemented on the second intake pipe and is located within a predetermined distance from the mixing unit.

The second intake pipe has a smaller volume and an internal surface area than the first intake pipe.

Wherein the second intake pipe has a first length at a position separated from the first intake pipe and a second length longer than the first length at a position where the combustion air enters the active oxygen generator And the active oxygen generator has a third length shorter than the first length at a position where the generated active oxygen gas is discharged.

The first distance from the position where the second intake pipe is separated from the first intake pipe to the active oxygen generator is longer than the second distance from the active oxygen generator to the mixer.

According to an embodiment of the present invention, an internal combustion engine that reduces fuel and reduces exhaust gas emission further includes a hydrogen supply unit for supplying hydrogen gas to the mixing unit, wherein the mixing unit is configured to mix the fuel injected from the injector, Air and the hydrogen gas are mixed to produce the mixer.

According to an embodiment of the present invention, an internal combustion engine that reduces fuel and reduces exhaust gas emissions generates active hydrogen gas by causing a plasma discharge to hydrogen molecules, and supplies active hydrogen gas to the intake port And the intake port supplies the mixer and the active hydrogen gas to the engine cylinder.

An internal combustion engine that reduces fuel and reduces exhaust gas according to an embodiment of the present invention analyzes exhaust gas discharged from the engine cylinder and detects the concentration of the pollutant contained in the exhaust gas, And an active oxygen control unit for controlling the amount of produced oxygen.

According to another aspect of the present invention, there is provided an internal combustion engine for reducing fuel and reducing exhaust gas, comprising: a fuel tank for storing fuel used in an internal combustion engine; an injector for injecting fuel stored in the fuel tank in a fuel injection manner; A nitrogen removing unit that removes nitrogen molecules contained in the introduced air to generate combustion air and moves the generated combustion air through the first intake pipe, An active oxygen generating unit that receives the combustion air through the first intake pipe and generates plasma discharge in the combustion air supplied through the second intake pipe to generate active oxygen gas, And an engine for burning the fuel directly injected from the injector by using the active oxygen gas supplied through the second intake pipe And a cylinder.

The active oxygen generator is implemented on the second intake pipe and is located within a predetermined distance from the engine cylinder.

The second intake pipe has a smaller volume and an internal surface area than the first intake pipe.

Wherein the second intake pipe has a first length at a position separated from the first intake pipe and a second length longer than the first length at a position where the combustion air enters the active oxygen generator And the active oxygen generator has a third length shorter than the first length at a position where the generated active oxygen gas is discharged.

The first distance from the position where the second intake pipe is separated from the first intake pipe to the active oxygen generator is longer than the second distance from the active oxygen generator to the engine cylinder.

According to another embodiment of the present invention, an internal combustion engine that reduces fuel and reduces exhaust gas further includes a hydrogen supply unit that supplies hydrogen gas to the engine cylinder, wherein the engine cylinder includes the combustion air, And combusting the fuel directly injected from the injector using the hydrogen gas.

According to another embodiment of the present invention, an internal combustion engine that reduces fuel and reduces exhaust gas emissions generates plasma hydrogen on hydrogen molecules to generate active hydrogen gas, and supplies the active hydrogen gas to the engine cylinder Wherein the engine cylinder combusts the fuel directly injected from the injector using the combustion air, the reactive oxygen gas and the active hydrogen gas.

According to another embodiment of the present invention, an internal combustion engine that saves fuel and reduces exhaust gas emissions analyzes the exhaust gas discharged from the engine cylinder, and based on the concentration of the pollutants contained in the exhaust gas, And an active oxygen control unit for controlling the amount of produced oxygen.

According to the present invention, the energy efficiency of the existing internal combustion engine can be maximized, and incomplete combustion can be suppressed to the minimum, so that the pollutant discharge can be minimized.

1 is a view for explaining an existing internal combustion engine.
2 is a view for explaining an internal combustion engine according to an embodiment of the present invention.
2 is a view for explaining a specific method of injecting active oxygen between the mixing portion and the intake port through the second intake pipe.
3 is a view for explaining a specific method of injecting active oxygen between the mixing portion and the intake port through the second intake pipe.
4 is a view for explaining an internal combustion engine according to another embodiment of the present invention.
5 is a view for explaining an internal combustion engine according to another embodiment of the present invention.
FIG. 6 is a view showing a specific method of providing active oxygen, hydrogen, or active hydrogen, respectively, of the active oxygen generator, the hydrogen supplier and the active hydrogen generator of FIG.
7 is a view for explaining an internal combustion engine according to another embodiment of the present invention.
8 is a view for explaining an internal combustion engine according to another embodiment of the present invention.
9 is a view for explaining an internal combustion engine according to another embodiment of the present invention.
10 is a view for explaining an internal combustion engine according to another embodiment of the present invention.
11 is a view for explaining an internal combustion engine according to another embodiment of the present invention.
12 is a diagram showing a specific method of controlling the amount of active oxygen gas and active hydrogen gas produced, the amount of fuel supplied to the engine cylinder, based on the pollution component in the exhaust gas discharged from the engine cylinder according to the embodiment of the present invention Fig.
13 is a view for explaining a specific method for controlling the production amount of active oxygen gas and active hydrogen gas based on whether or not the internal combustion engine according to the embodiment of the present invention is stopped.
14 is a view for explaining a method for providing a plurality of engine cylinders with active oxygen gas produced by the active oxygen generator when the number of engine cylinders is plural according to the embodiment of the present invention.
15 and 16 are views for explaining another embodiment of the second intake pipe of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art can easily carry out the present invention. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. In order to clearly illustrate the present invention, parts not related to the description are omitted, and similar parts are denoted by like reference characters throughout the specification.

Throughout the specification, when an element is referred to as " comprising ", it means that it can include other elements as well, without excluding other elements unless specifically stated otherwise.

1 is a view for explaining an existing internal combustion engine.

A fuel supply path, an air intake and exhaust, various sensors, and an electronic control unit of an existing internal combustion engine. The user operates the accelerator pedal and the brake pedal for acceleration and deceleration, and the main function of the control device at the time of acceleration is to control the fuel supply and air flow (throttle valve).

In general, petroleum is a mixture of compounds combined in various forms around carbon and hydrogen. Unlike a single substance, petroleum has no constant boiling point and has a constant distillation range. Therefore, it is divided into hard and heavy components by distillation process and classified into LPG (liquefied petroleum gas), naphtha, gasoline, kerosene, light oil, heavy oil, lubricating oil and asphalt depending on applications. Petroleum is high in calories and low in impurities, and is completely burned to be used as fuel for internal combustion engines. It is also widely used as a heat source for cooking, lighting, and various boilers. Petroleum as a fuel is not a direct burning of the liquid itself, but the mixing of the hydrocarbons contained in the gas evaporated from the petroleum with the oxygen in the air. The amount of air required per kg of fuel is called the air-fuel ratio (AFR) and is defined as follows.

Air Fuel Rate (AFR) = m _air / m _fuel (kg / kgf) = mass of air / mass of fuel

Simplifying and generalizing the combustion reaction mechanism of actual fuel, there are two models, one step model and two step model, and the two step model is as follows. The combustion reaction consists of the sum of some basic combustion reactions. The two-step model is a model in which the carbon dioxide in the fuel undergoes secondary carbon dioxide reaction after primary carbon monoxide is produced due to incomplete combustion.

(1)

(One)

(2)

(2)

The reaction rate of each reaction is as follows.

(6)

(6)

(7)

(7)

The one-step model simplifies the two-step model so that carbon is oxidized to carbon dioxide without incomplete combustion. Gasoline is a paraffin system [hydrocarbon with chain of hydrocarbons in the form of C _n H _{2n +2} ], naphtene system [molecular structure of six carbon atoms connected in a loop, C _n is that - as H _2n, olefins (olefin) type, in that an octane of about 200 types of aromatic hydrocarbon compounds such as (C ₈ H _18), iso-octane _{(C 8 H 18, 2,2,4- trimethylpentane} ) , n-heptane (C ₇ H ₁₆ ), hexane (C ₆ H ₁₄ ), and benzene (C ₆ H ₆ ). Therefore, gasoline can be approximated with octane C ₈ H ₁₈ . Octane has 8 carbon atoms and 18 hydrogen atoms (9 molecules). Oxygen requires 8 + 9/2 = 12.5kmol per kilogram of octane. Therefore, the reaction formula of octane by the one step model is as follows. C ₈ H ₁₈ + 12.5 (O ₂ + 3.76 N ₂ ) = 8CO ₂ + 9H ₂ O + 12.5 × 3.76 N ₂ and the theoretical air-fuel ratio based on octane is theoretical AFR = 12.5 (32 + 3.76 × 28) / (8 × 12 + 18 × 1) = 15.05 kg / kgf and the air-fuel ratio of methane is 274.56 / 16 = 17.16 kg / kgf. In order to achieve complete combustion, firstly sufficient air is supplied and ideal mixture with fuel is required, so in actual combustion process, more air than the theoretical air amount is supplied. This excess air is called excess air % Excess air = (actual AFR / theoretical AFR - 1) x 100.

A fuel-air mixture with an amount of air supplied greater than the theoretical air volume is called a lean mixture, while the mixture in the opposite case is called a rich mixture. In the case of the hydrogen peroxide mixture, the complete combustion can not be achieved because of the lack of air. However, in the case of the internal combustion engine, the output is increased to some extent. When the air-fuel ratio is smaller than the stoichiometric air-fuel ratio, that is, when the fuel is rich, the incomplete combustion is carried out to generate many hydrocarbons (HC), carbon monoxide (CO) and carbon (C). When the air-fuel ratio is larger than the stoichiometric air-fuel ratio, the amount of generation of HC and CO decreases in the lean mixture, but the NOx increases due to the activation of the combustion. Especially, when the combustion temperature is 2,000C or more, The combustion temperature is highest at 16, which is slightly larger than the stoichiometric air-fuel ratio of 14.7. At this time, the NOx concentration is also highest, and the fuel consumption rate is lowered in the range of 16 to 18 air-fuel ratio. When the fuel consumption is above 18, the combustion temperature becomes lower and the NOx concentration becomes lower and the torque generated by the engine becomes smaller. When the air-fuel ratio becomes 18 or more and the fuel becomes more lean, the relative ratio of the fuel is small and the amount of the hydrocarbon is increased. If the actual amount of fuel to be burned is reduced in this way, the burning rate is slowed, and therefore, the combustion temperature is lowered and the production of NOx is lowered.

Referring to FIG. 1, the conventional internal combustion engine receives air through an air flow meter, and filters the air supplied through the air purifier. Further, the existing internal combustion engine injects the fuel stored in the fuel tank into the injector from the fuel injection pump through the fuel supply pump and the fuel filter. In this case, the mixing section mixes the supplied air with the fuel injected from the injector and injects the fuel into the engine cylinder through the intake port, and the engine cylinder operates in the order of suction, compression, explosion, and exhaust to generate power energy. In order to operate the engine of an automobile or various mechanical devices, an intake and exhaust device for sucking the mixer in the cylinder and distributing the combustion gas after the mixture is burned is provided.

The conventional internal combustion engine shown in Fig. 1 is a secondary problem due to the use of fuel, that is, air pollution and waste of fuel due to unstable combustion due to aging of the engine are serious social problems, and efforts have been made to solve this problem It is hard to see actual effects or results.

The conditions for complete combustion include the supply of a sufficient amount of air required for combustion, the proper mixing of fuel and air, followed by proper combustion, preheating of fuel and air, maintenance of adequate residence time, and proper temperature control of the combustion chamber. However, in the structure of the existing internal combustion engine, it is impossible to implement a new method other than the method of changing only the air-fuel ratio or preheating the air.

Further, when the fuel is unburned, an Exhaust Gas Recirculation (EGR) apparatus has been developed and used while maintaining the air-fuel ratio. However, in the case of overfuel (relative excess fuel concentration = deficient air concentration), the output is good but the fuel consumption is large and the soot is generated. In the case of diluent (relative deficient fuel concentration = excess air concentration), fuel consumption and soot concentration decrease There is a disadvantage that the output drops. In the case of EGR, if the amount of exhaust gas recirculated is too large, there is a disadvantage in that the output of the engine is lowered and the fuel economy is also lowered, which requires optimization and complicating the apparatus.

In the conventional automobile technology, since the air-fuel ratio of the fuel and air supplied to the engine serving as the internal combustion engine is important, the energy efficiency of the internal combustion engine is still low (about 30%) and the problem of fine dust and exhaust gas is serious and is not solved. In other words, considering only the mixture of the air (oxygen molecule + nitrogen molecule) and the fuel introduced through the air cleaner, the throttle valve, the air supply pipe, the surge tank and the intake manifold, only the ratio of fuel to air supplied to the engine cylinder , The method of improving the burning rate by improving the combustion reaction speed such as radicalization, energization or combustion of the oxygen molecule which is the main oxidizing agent of combustion and recovering energy used in the vehicle is not considered. In other words, in the past, only the performance obesity was considered, but no consideration was given to the cause of incomplete combustion and the method of retrograding the combustion reaction speed in order to improve the combustibility of oxygen for improving incomplete combustion. One of the fundamental causes of incomplete combustion is that as shown in equation (1), nitrogen (N2) in the air supplied to the internal combustion engine is excessively supplied in excess of 3.76 times that of oxygen molecules. Nitrogen in the air is an impurity. In the past, the influence and importance of this nitrogen on incomplete combustion and polluted exhaust gas emissions have been overlooked. Nitrogen has problems causing NOx when applied to a high temperature oxy-fuel combustion process. For industrial furnaces, fuel savings of about 1-3% per 1% of oxygen hatching are possible. When the oxygen hatching rate of the internal combustion engine is increased, it is possible to significantly improve the thermal efficiency. Another problem of nitrogen is that it forms nitrogen oxides NOx (x = 1,2, 0.5, etc.) and conventionally considered this to be an important factor of the pollutant emission gas. However, in addition, N2 combines with oxygen to form a compound, It consumes. That is, in the equation (1), N2 is considered to be discharged as it is when it enters the internal combustion engine. However, at a high temperature, it decomposes and bonds with oxygen to form a nitrogen compound to reduce the oxygen concentration, It is effective. When oxygen is insufficient, it causes C, CnHm, and CO due to incomplete combustion, which is a major cause of fine dust and exhaust gas.

Another reason for incomplete combustion is oxygen molecules, which are less reactive with fuel, and therefore, if they do not reach a high temperature, the reaction rate between the fuel molecules of the oxygen molecules will be lowered and complete combustion can not be achieved. Conventionally, there has never been considered a method of generating and supplying an active oxygen radical having a very high reactivity in place of such oxygen molecules. Here, the term "radical" means an intermediate species generated and activated from oxygen molecules that promote combustion.

The present invention relates to an internal combustion engine for reducing fuel consumption and reducing exhaust gas by improving a combustion reaction by supplying a plasma discharge device to an intake line of air in order to solve such a problem in a conventional internal combustion engine, .

The present invention also proposes an internal combustion engine in which hydrogen gas or active hydrogen gas is supplied as an additional energy source to reduce fuel in the engine cylinder and to achieve complete combustion.

The present invention also proposes an internal combustion engine that regulates the amount of active oxygen gas and active hydrogen gas produced, and the amount of fuel supplied to the engine cylinder, based on the pollutants in the exhaust gas discharged from the engine cylinders.

The present application also proposes a method of improving the energy efficiency by supplying the above-mentioned active oxygen gas and active hydrogen gas-related apparatuses and methods to an engine cylinder in combination with a method of recovering or reducing the energy abandoned in the internal combustion engine.

As described above, it is important to generate a high-concentration active oxygen radical and supply it in an optimal state to the internal combustion engine, and the plasma process is disclosed in the present invention. Specifically, the plasma is a substance of the fourth state (The Fourth State of Matter), which means a state in which electrons, ions, neutrons, protons, etc. are mixed. When the active oxygen generator 160 discharges the plasma, the electrons selectively get energy by high frequency and become a high energy state. When the active oxygen generator 160 collides with the raw material gas (neutron), more electrons, anions, Neutrons synthesized between atoms and active neutrons and active radicals such as neutrons are generated. Generally, charged particles such as ions or electrons come into contact with an object such as a wall, resulting in a surface reaction with the object, thereby reducing the concentration. As a result, sheath occurs, and electrons and ions (positive charge particles are in an equilibrium state) exist on the bulk of the bulk plasma and are emitted most of the time, which is called a glow discharge .

For reference, in the present invention, since there are many reactions related to oxygen, oxygen molecules will be described as an example. The reactions occurring in the active oxygen generator 160 may be represented by the following formula (1).

In formula (1), e ^h is an electron in a high energy state, e ¹ is an electron in a high energy state, and an atom marked with * denotes an atom in an excitation state.

In the formula (1), (R1) is an activation reaction of an oxygen molecule, (R2) is a dissociation reaction of an oxygen molecule to an oxygen atom, and (R3) means an activation reaction of a decomposed oxygen atom. (R3). ≪ / RTI >

Further, in order for the active oxygen species to maintain the activated state, the role of electrons is very important. In order for the active oxygen generator 160 to continuously generate electrons, additional electrons and positive ions are generated through an ionization reaction as shown in Formula 2 below .

In addition, anion neutrons (molecules, atoms) and the like in the active oxygen generator 160 may be formed with electrons attached thereto as shown in Formula 3 below.

(O ₂ ^- , O ^- ), cations (O ₂ ⁺ , O ⁺ ), oxygen atoms (O 2), and oxygen atoms (O ₂ ) in addition to the existing oxygen molecules Ozone (O ₃ ), active oxygen radicals of each neutron (active state species) (O ^* , O ₂ ^* ), photons and the like can be additionally generated.

O ^* >O> O ₃ > O ₂ ^* > O _{2 in} order to see the activity of reactive oxygen radicals and oxygen molecules decomposed from oxygen molecules in the above-mentioned plasma state. The oxygen atom (O) or the oxygen molecule (O ₂ ) has a better reaction rate than the ground state atom (O ^* ) or molecule (O ₂ ^* ) in the activated state, This is because the energy level is higher than that of oxygen atom (O) or oxygen molecule (O2). Therefore, oxygen molecules are decomposed into oxygen radicals (O), oxygen radicals (O ^* ), oxygen radicals (O ^* ) or oxygen radicals (O ₂ ^* ) can increase the combustion rate compared to the case where only oxygen molecules are supplied. For reference, the diffusion coefficients of oxygen and oxygen atoms are as follows. D1 = 4.45 x 10 ^-2 T ^1.5 / P cm2 / sec, D2 = 3.19 x 10 ^-2 T ^1.5 / P cm2 / sec. (T is the absolute temperature in K and P is the pressure in Torr.

As for the activity of the single-stage reaction, the conventional internal combustion engine uses only the oxygen molecule (O ₂ ) having the lowest activity. Of course, the internal combustion engine burns fuel, the temperature rises, oxygen molecules decompose at high temperature, and some oxygen atoms are generated, which promotes combustion. However, this is a method using the heat of reaction exothermic of combustion. It is far more efficient to decompose oxygen molecules by using electrons than to produce the conventional technology, and to supply and supply active oxygen radicals. In the present invention, I would like to propose. As described above, active oxygen radicals from oxygen molecules exist in various forms such as O ^* , O, O ₃ , O ₂ ^* and the like. Representative active oxygen species are oxygen atoms (O) .

Therefore, the most important factor in the combustion reaction is the generation of reactive oxygen radicals such as oxygen atoms (O), oxygen radicals (O2 ^* , O ^* ) having high reactivity, and they are not destroyed by the recombination reaction during the supply to the internal combustion engine Whether the high concentration of active oxygen can be delivered to the inside of the engine is the key. Therefore, it is important that the plasma discharge cell device is located at a position nearest to each engine cylinder to generate active oxygen in a high energy state and supply it to the portion closest to the cylinder in the intake port.

To illustrate the importance of active oxygen radicals, the reaction of oxygen atoms with methane fuel is exemplified. Table 1 shows the reaction rate constants of oxygen (O2) and methane (CH4) of oxygen atoms (O) as a function of temperature.

Reactive component Reaction rate constant with methane [cm3 / molecule / s] The oxygen molecule (O2) 6.71 x 10 < -11 > x exp (-28,606 / T) Oxygen atom (O) 8.32 x 10-12 x (T / 300) 1.56 x exp (-4,267 / T)

The temperature of the combustion gas in the cylinder of the automobile engine is in a high temperature and high pressure range of 2000 to 2500 ° C. The reaction rate of the above methane is calculated as follows at the temperature T = 2,300 K (about 2,027 ° C.) and T = 2,500 K (about 2,227 ° C.). Table 2 shows the reaction rate ratios of oxygen molecules to oxygen atoms at T = 2,300 K and T = 2,500 K. Table 3 shows the reaction rate ratios of oxygen molecules to oxygen atoms at T = 1,500 K and T = 1,700 K.

Temperature (K) T1 = 2,300 K T2 = 2,500 K The oxygen molecule (O2) 2.662 x10 ^-16 7.200 x10 ^-16 Oxygen atom (O) 3.122 x10 ^-11 3.621 x10 ^-11 The reaction rate ratio of oxygen atoms to oxygen molecules [KrO / KrO2] 1.173 x 10 ⁵ 5.029 x10 ⁴ (Notation) 117,265 50,293

Temperature (K) T2 = 2,000 K T1 = 1500 K The oxygen molecule (O2) 4.121 x 10 ^-17 4.121 x 10 ^-17 Oxygen atom (O) 1.900 x10 ^-11 1.900 x10 ^-11 The reaction rate ratio of oxygen atoms to oxygen molecules [KO / KO2] 4.612 x10 ⁵ 1.701 x10 ⁷ (Notation) 461,153 17,008,119

The reaction rate ratio of oxygen atoms to oxygen molecules is 117,000 and 50,000 times at T = 2,300 ^o K and T = 2,500 ^o K, respectively. At T = 2,000 ^o K and T = 1,500 ^o K, And 17 million times. In other words, it can be seen that the reaction rate of oxygen atoms is much higher than that of oxygen molecules, and the lower the temperature, the more the reaction rate is further changed and the dependence on the temperature is increased. In addition, the reaction rate constant of oxygen molecule O2 at each temperature of T = 2,500, 2,300, 2,000, 1,500 K is 7.200 × 10 ^-16 , 2.662 × ^{10 -16} , 4.121 × ^{10 -17} , and 3.503 × 10 ^-19 [cm 3 / molecule / s]. It can be seen that if incomplete combustion occurs and a factor of lowering the temperature of the internal combustion engine occurs, incomplete combustion becomes worse with only oxygen molecules, and it can be seen that oxygen molecule alone is not the ultimate solution . In addition, with oxygen molecules, the temperature of the internal combustion engine must be raised for complete combustion. In the case of high temperature, serious problems such as reduction of energy efficiency, material, and cooling occur.

As described above, it can be seen that the reaction rate constant of the oxygen atom is much larger than the reaction rate constant of the oxygen atom, and it is understood that the supply of the oxygen atom is very important.

As another feature, a low temperature process is possible when active oxygen is used. The use of oxygen atoms is much faster than the reaction rate of oxygen molecules, so that the reaction rate of oxygen molecules can be equally attained at much lower temperatures. For example, the reaction rate of methane and of oxygen molecules at T = 2300 oK is the 2.662x10 ^-16 cm3 / molecule / s, the oxygen atom may be to achieve these reaction rates at T = 395.75 K ^o. That is, the use of oxygen atoms can achieve a (methane) reaction rate of oxygen molecules at about ΔT = 1904 degrees, even at relatively low temperatures. The ability to achieve a reaction rate that can be achieved at such a low temperature and at a high temperature is the greatest advantage of using active oxygen, that is, plasma. The fact that the process temperature can be lowered means that (1) no high temperature process is required, (2) there is no need to raise the temperature, (2) there is no need to use a high temperature material (durability is improved), (3) 4) the amount of waste heat is reduced and energy efficiency is improved, and (5) exhaust gas emission such as NOx generated in the high-temperature combustion process is reduced, which is economically advantageous in terms of efficiency. Nitrogen oxides NOx usually occurs when the engine is hot. Particularly, in a diesel engine, it is known that the fuel is injected into a combustion chamber at a high temperature and a high pressure, and the fuel is spontaneously ignited so that the thermal efficiency is superior to that of a gasoline engine, and the fuel efficiency, torque and torque at low speed are excellent. The present invention discloses that, instead of compressing and burning the air as in the prior art, air is generated by generating plasma of a part of the air by the plasma discharge and supplied to the nearest (nearest) position of the engine cylinder in an appropriate form. With this method, it is possible to completely oxidize the fuel, that is, complete combustion, even at a low temperature, without the need of special air compression or combustion chamber temperature operation at high temperature. Therefore, the fuel is completely combusted at a low combustion chamber temperature, so that the driving force of the vehicle is obtained with a relatively small amount of fuel, thereby saving fuel.

In addition, in terms of polluted exhaust gas, this is the reason for supplying air with a higher air-fuel ratio than the conventional air-fuel ratio. At this time, it is better to supply only pure oxygen, not to inject more air. There is also an effect of lowering the temperature of the internal combustion engine by supplying nitrogen. In the case of conventional engines, the use of active oxygen, such as C (soot), CnHm (unburned hydrocarbons), CO, NOx, SOx, etc., . Since C, HC, and CO are mostly caused by incomplete combustion of chemical fuels, it is possible to completely burn the inside of the engine by active oxygen, so that exhaust gas or fine dust concentration can be drastically reduced. Nitrogen oxides NOx can be produced by removing nitrogen in the air by using a nitrogen removing device as described above or by reducing the internal temperature of the internal combustion engine using active oxygen of the internal combustion engine or by reducing a part of NOx using active hydrogen It can be reduced by lowering the emission concentration by the reaction. The SOx absorbs the waste heat from the internal combustion engine and can be reduced by installing the wet absorption device. SUMMARY OF THE INVENTION In summary, it is an object of the present invention to provide a fuel cell system that can be used independently or in combination with active oxygen and active hydrogen, a supply control device for these active gases, and an energy recovery device, (CnHm, CO, NOx, SOx) and fine dust (C) and (3) maximization of energy efficiency.

As described above, by adding a large amount of active oxygen to the internal combustion engine, it is possible to induce complete combustion by increasing the combustion reaction rate to a great extent, and it is possible to improve the process by lowering the combustion temperature. .

As described above, it can be seen that the reaction rate constant of oxygen atoms is much larger than that of oxygen molecules, and it is understood that supply of oxygen atoms is very important. Accordingly, in the present invention, active oxygen radicals including oxygen atoms are generated by a plasma discharge to be supplied to an internal combustion engine of an automobile.

2 is a view for explaining an internal combustion engine according to an embodiment of the present invention.

2, the internal combustion engine 100 includes a fuel tank 110, an injector 120, a nitrogen removing unit 130, a mixing unit 140, an intake port 150, an active oxygen generating unit 160, And an engine cylinder 170.

The fuel tank 110 stores fuel used in the internal combustion engine 100.

The injector 120 injects the fuel stored in the fuel tank 110 in a fuel injection manner.

Specifically, the injector 120 supplies the liquid fuel stored in the fuel tank 110 through the fuel pump provided in the fuel tank 110, and supplies the fuel to the mixing unit 140.

The nitrogen removing unit 130 removes the nitrogen molecules contained in the air introduced from the outside to generate combustion air, and moves the generated combustion air through the first intake pipe 10.

Specifically, nitrogen oxides (NOx), which is an incomplete combustion substance in the exhaust gas, are generated because of the nitrogen present in the air. Part of the nitrogen oxides (NOx) are decomposed due to heat generated during combustion, Because it produces nitrogen oxides. In addition, nitrogen oxides usually occur when the engine is at a high temperature. That is, when the air introduced from the outside is directly supplied to the mixing unit 140, nitrogen molecules in the air may generate nitrogen oxides when applied to a high temperature oxy-fuel combustion process. Is to reduce the amount of nitrogen, which is an inert gas that does not contribute to combustion, to the unburned fraction fuel in order to maximize the combustion efficiency. In the case of industrial heating furnaces, it is possible to save about 1-3% of fuel per 1% of the oxygen hatching rate, and it is possible to significantly improve the thermal efficiency by increasing the oxygen hatching rate. In the equation (1), the fuel CnHm is completely burned to discharge (m / 2) H2O and nCO2, which is 3.76 times more than the amount of oxygen supplied to (n + m / 4) O2 If this nitrogen is consumed for the purpose of bonding with oxygen at high temperature, the oxygen becomes insufficient and the condition of complete combustion is not established. In other words, 3.76 (n + m / 4) entering the internal combustion engine in equation (1) does not merely come out but changes to the oxygen supplied to (n + m / 4) O2 and changes into nitrogen oxides. Will be different. For this reason, conventionally, a method of supplying air with a higher air-fuel ratio than the stoichiometric air-fuel ratio has been used as a method of improving combustion. At this time, it is better to supply more pure oxygen only or to supply it with active oxygen rather than inject more air.

Therefore, the use of pure oxygen cylinders or the removal of nitrogen through the nitrogen separator in the air supply line, and then the supply of pure oxygen as much as possible is a way to essentially prevent or significantly reduce the generation of NOx, a nitrogen oxide.

As described above, in the present invention, in order to maximize the combustion efficiency, the nitrogen eliminator 130, which is an apparatus for reducing the amount of nitrogen which is an inert gas for pure oxygen combustion, is used, To induce complete combustion of the internal combustion engine. In the case of preliminary treatment at the front end of the engine, the N 2 is separated or eliminated and the temperature of the internal combustion engine is lowered by the active oxygen to remarkably reduce the concentration of the exhaust gas of NO x, , CnHm and CO can be significantly reduced. Therefore, in order to prevent the polluted exhaust gas from being exhausted below the regulated value, an oxidation catalyst or a three-way catalyst provided in the exhaust gas outlet of the engine rear is not necessarily indispensable. However, And the lifetime of these catalysts will also be greatly improved. That is, it is one of the objects of the present invention to ultimately obviate the use of such catalysts by a method of eliminating or reducing polluted exhaust gas and fine dust through complete combustion.

2 and the above-described reason, the nitrogen remover 130 is pre-arranged before the mixing portion 140. [ In this case, the nitrogen removing unit 1330 removes nitrogen molecules in the air by using an adsorption bed using a mixture of zeolite, which is an adsorbent selectively adsorbing a nitrogen component, and carbon molecular sieve (CMS) can do. Or the incoming air is frozen at a very low temperature of -200 ° C or less at a high speed so that the nitrogen having a boiling point of -195.8 ° C and the oxygen having a boiling point of -183 ° C are fractionally distilled using a boiling point difference, It is possible to supply only oxygen after separating and removing nitrogen.

The nitrogen removing unit 130 is a device for removing nitrogen from the main supply pipe 10 of the air. If the nitrogen is not completely removed, the nitrogen removing unit 130 branches the air from the air supply line 21 ), It is preferable to additionally use a second nitrogen removal unit to prevent generation of nitrogen atoms as much as possible. A throttle valve or a mass flow controller (MFC) or the like may be used to adjust the amount of air entering the second intake pipe 20 from the main air supply line 10. [ It is desirable to install it. The present invention also discloses a method of additionally providing such a quasi nitrogen removing unit 332 and a gas flow rate adjusting unit.

The mixing unit 140 mixes the fuel injected from the injector 120 and the combustion air supplied from the nitrogen removing unit 130 through the first intake pipe 10 to produce a mixer.

Specifically, the mixing unit 140 generates a mixer in which the fuel supplied from the injector 120 and the combustion air supplied from the nitrogen removing unit 130 are mixed through the first intake pipe 10, To the intake port (150).

The intake port 150 transfers the mixer delivered from the mixer 140 to the engine cylinder 170.

The engine cylinders 170 operate in the order of intake, compression, explosion, and exhaust using an incoming mixer to generate power energy. The engine cylinder 170 discharges the exhaust gas resulting from the combustion of the mixer when the power energy is generated.

The active oxygen generating unit 160 receives the combustion air through the second intake pipe 20 separated from the first intake pipe 10 and supplies the combustion air supplied through the second intake pipe 20 with plasma Thereby generating active oxygen gas, and injecting the generated active oxygen gas into the space between the mixing portion 140 and the intake port 150.

Since a small branch tube for supplying active oxygen forms an active gas through plasma discharge, it is preferable to remove all impurities except oxygen as much as possible. Therefore, a separate nitrogen removal unit is installed in a small-sized branch pipe.

Specifically, the active oxygen generator 160 pre-processes the combustion air supplied through the second intake pipe 20 through a plasma to generate active oxygen gas. In this case, the plasma discharge unit 130 may perform plasma discharge using a direct current, low frequency (LF), radio frequency (RF), or microwave (MW) microwave method.

The active oxygen generator 160 uses a plasma discharge cell (PDC) device according to each DC, RF (/ LF), and MW method. The DC plasma apparatus generates an electrode part on an insulating substrate and boosts the DC voltage (12V or 24V) of the automobile to a high voltage by a converter and then applies it to generate a plasma. That is, the discharge electrode and the base electrode pattern are formed in a planar form on an insulating substrate and used. The planar shape can be formed by alternating in a rectangular or circular shape or in a spiral shape. Another method of generating plasma by applying DC is to apply a negative high voltage or a positive high voltage to a fine carbon fiber bundle to generate and supply anions or cations. RF PDC (plasma discharge cell) is a method of inserting a base electrode inside a gas pipe, winding a coil around the outside of the gas pipe, applying RF or LF to the coil, and generating plasma using an induction electric field. The MW plasma discharge cell is a non-electrode type that transfers microwave power into the gas pipe through the coaxial connector and the coaxial cable. In order to match (tuning or match), a control knob is installed to perform impedance matching to minimize the reflected wave and to transmit the microwave power, thereby using the microwave as an energy source for generating plasma. In addition, since it is possible to modulate a frequency within a certain range, the frequency variation tuning method (Frequency Variation Tuning Method) can be implemented by using a semiconductor generating a very high frequency, ) Device or coaxial impedance tuning method (automatic or manual matching) is possible. Each DC, RF , MW plasma discharge cell (PDC) method, and a method for leaving the plasma discharge cell It is due.

A specific method by which the active oxygen generating unit 160 injects active oxygen between the mixing unit 140 and the intake port 150 through the second intake pipe 20 will be described with reference to FIG.

3 is a view for explaining a specific method of injecting active oxygen between the mixing portion and the intake port through the second intake pipe.

3, the active oxygen generating unit 160 is implemented on the second intake pipe 20 separated from the first intake pipe 10 and is located within a preset distance from the mixing unit 140.

In this case, the second intake pipe 20 has a smaller volume and internal surface area than the first intake pipe 10. [

The second intake pipe 20 has a diameter D1 at a position separated from the first intake pipe 10 and has a diameter D2 longer than D1 at a position where the combustion air enters the active oxygen generator 160, And has a diameter D3 shorter than D1 at a position where the active oxygen generator 160 generated by the active oxygen generator 160 is discharged.

The distance L 1 from the position where the second intake pipe 20 is separated from the first intake pipe 10 to the active oxygen generating unit 160 is smaller than the distance L 1 from the active oxygen generating unit 160 to the mixing unit 140 L2.

Hereinafter, the reason why the second intake pipe 20 has the above structure will be described.

The plasma volume in the active oxygen generator 160 according to the above-described plasma discharge is represented by the following equation (1).

In the equation 1, Vp is the plasma volume in the active oxygen generator 160, D2 is the diameter of the combustion air entering the active oxygen generator 160, L2 is the diameter of the active oxygen generator 160, Length.

Also, the ambipolar diffusion length in the active oxygen generator 160 is expressed by the following equation (2).

D ₂ is the diameter of the position at which the combustion air enters the active oxygen generator 160 and L 2 is the diameter of the active oxygen generator 160. In the equation 2, Λ is the length of the bipolar diffusion in the active oxygen generator 160, Lt; / RTI >

The relationship between the ambi-bipolar diffusion length, the effective electric field, and the average density of electrons in the active oxygen generator 160 is expressed by the following equation (3).

In Equation 3, navg is the average density of electrons in the active oxygen generator 160, Pod is the power intensity per unit plasma volume in the active oxygen generator 160, and Λ is the ambi-bipolar diffusion in the active oxygen generator 160 E is the effective electrical field in the active oxygen generator 160, E is the effective electric field in the active oxygen generator 160,

The relationship between the electron temperature, the magnetic field, and the effective electric field in the active oxygen generator 160 is expressed by the following equation (4).

Where Te is the electron temperature in the active oxygen generator 160 and G is the nonlinear function Eef is the effective electric field in the active oxygen generator 160 and P is the pressure in the active oxygen generator 160 , And B is a magnetic field in the active oxygen generator 160.

The relation between the dissociation reaction rate constant at which the oxygen molecules in the combustion air introduced from the active oxygen generator 160 dissociate into oxygen atoms and the effective electric field and the electron temperature in the active oxygen generator 160 is expressed by the following equation Is expressed.

In Equation (5), Kd is a dissociation reaction rate constant at which oxygen molecules in the combustion air introduced from the active oxygen generator 160 are dissociated into oxygen atoms, Te is an electron temperature in the active oxygen generator 160, and Eef is And is an effective electric field in the active oxygen generating portion 160.

From equation (2), D ₂ indicates that the larger the diameter at which the combustion air enters the active oxygen generator 160, the greater the ambi-bipolar diffusion length Λ in the active oxygen generator 160. Also, from Equation (3), the increase of the ambi-bipolar diffusion length Λ in the active oxygen generator 160 reduces the effective electric field Eef in the active oxygen generator 160, and the active oxygen generator 160 decreases, the electron temperature Te in the active oxygen generator 160 also decreases. When the effective electric field Eef in the active oxygen generator 160 and the electron temperature Te in the active oxygen generator 160 decrease from Equation (5), the oxygen molecules in the combustion air flowing in the active oxygen generator 160 The dissociation rate constant Kd, which dissociates into oxygen atoms, is also reduced.

As a result, the larger the diameter of the combustion air entering the active oxygen generator 160, the smaller the amount and concentration of reactive oxygen species produced by the active oxygen generator 160. The larger the diameter D2 And D1 and D3 forming the second intake pipe 20 should be smaller than the diameter D0 of the first intake pipe 10. [

On the other hand, the active oxygen gas produced by the active oxygen generator 160 reacts with other neutrons (molecules, atoms, etc.) or the surface of the second intake tube 20 in the air and decreases by the recombination reaction. Specifically, the reaction between the active oxygen gas and the surface of the second intake pipe 20 can be expressed by the following formula (4).

In formula (4), M means a third neutron (third body) for simultaneous energetic simultaneous energies and momentum conservation.

The wall recombination rate at which the generated active oxygen gas reacts with the surface of the second intake pipe 20 can be expressed by the following formula (5).

In the formula (5), W means the inner surface of the second intake pipe (20). If the wall recombination rate constant, which is a reaction rate constant on the inner surface of the second intake pipe 20, is kw, kw can be expressed by the following equation (6).

Kw is the wall recombination coefficient of the second intake pipe 20 and wo is the wall recombination coefficient of the wall of the second intake pipe 20 and Uo Is a thermal velocity of oxygen atoms in the second intake pipe 20, kB is a Boltzmann constant, Tg is a gas temperature in the second intake pipe 20, Mo is a second intake pipe It is the oxygen atom mass in the engine 20.

From the equations (4), (5) and (6), it can be seen that the wall recombination rate constant kw increases as the wall recombination coefficient of the second intake pipe 20 or the gas temperature in the second intake pipe 20 increases. The larger the inner surface of the second intake pipe 20, that is, the larger the diameter of the second intake pipe 20 and the larger the inner diameter of the second intake pipe 20, The larger the length, the more recombination occurs and the more oxygen atoms are reduced.

As a result, the larger the inner surface of the second intake pipe 20, the smaller the amount and concentration of active oxygen gas, and the diameter D3 of the position for discharging the active oxygen gas generated by the active oxygen generator 160 is The first intake pipe 10 is required to be equal to or smaller than the diameter D1 of the position of the second intake pipe 20 separated from the first intake pipe 10 and smaller than the diameter D1 of the second intake pipe 20, The distance L2 from the active oxygen generating portion 160 to the mixing portion 140 should be shorter than the distance L1.

In addition, the second intake pipe portion (L2) (20) where the free radical generator 160 is implemented in the wall are preferably composed of a recombination coefficient less material, in particular the wall recombination coefficient of 1 x 10 ^-3 or less It is preferable that it is made of a material. The reactive oxygen species generated by the active oxygen generating unit 160 reacts with the inner surface of the second intake pipe 20 and decreases due to the recombination reaction as described in the above process. It is preferable that the portion L ₃ from the active oxygen generating portion 160 to the mixing portion 140 is made of a material having a small coefficient of wall recombination and more specifically a material having a wall recombination coefficient of 1 x 10 ^-3 or less .

For example, the portion L2 in which the active oxygen generating portion 160 is implemented in the second intake pipe 20 and the portion L2 in the second intake pipe 20 from the active oxygen generating portion 160 to the mixing portion 140 The portion L3 may be implemented by any one of pyrex, soda glass, and quartz.

However, in the portion L4 within the predetermined distance from the mixing portion 140 in the portion from the active oxygen generating portion 160 to the mixing portion 140 in the second intake pipe 20, the wall recombination coefficient It is preferable to use a small amount of metal or a nonmetal. For example, a magnesium material having a wall recombination coefficient of 2.6 x ^10-3 can be used. On the other hand, L4 may be less than or equal to L3.

For reference, Table 4 shows the wall recombination coefficients of various materials.

Material
(Material) Wall Recombination
Coefficient
(Wall recombination coefficient) METALS
(metal) silver 2.4 x 10 ^-1 copper 1.7 x 10 ^-1 iron 3.6 x 10 ^-2 nickel 2.8 x 10 ^-2 gold 5.2 x 10 ^-3 magnesium 2.6 x 10 ^-3 NON-METALS
(nonmetal) antimony 8.2 x 10 ^-4 arsenic 4-6 x 10 ^-4 selenium 1.7 x 10 ^-4 OXIDES
(oxide) copper 2.0 x 10 ^-2 iron 8.2 x 10 ^-3 nickel 7.7 x 10 ^-3 lead 5.8 x 10 ^-3 magnesium 3-5 x 10 ^-3 aluminum 1.8 to 3.4 x 10 ^-3 silica 7.1 x 10 ^-4 boron 2.8 x 10 ^-4 soda glass 3.4 x 10 ^-4 Pyrex 1.2 x 10 ^-4 Pyrex * 3.3 x 10 ^-5 HALIDES
(Halide) 리시터 1.9 x 10 ^-3 potassium bromide 1.3 x 10 ^-3 patassium iodide 7.4 x 10 ^-4 to 3-5 x 10 ^-3 barium chloride 5.7 x 10 ^-4 to 1.9 x 10 ^-3 sodium chloride 9.4 x 10 ^-4 포스륨 플루오드 9.2 x 10 ^-4 포터 키라이드 7.8 x 10 ^-4 루비이드 chloride 4.5 x 10 ^-4 to 2-4 x 10 ^-3 가시 chloride 3.4 x 10 ^-4 to 1.6 x 10 ^-3

Thus, the concentration of active oxygen supplied to the engine varies depending on the size, discharge power, injection position, etc. of the plasma discharge tube, and thus the burning rate of the fuel in the engine cylinder 170 and the exhaust gas concentration are different. That is, the temperature and the combustion rate in the engine are controlled according to the concentration of the active oxygen supplied, and the emission concentration of the exhaust gas and the like are controlled. Accordingly, the combustion temperature, the flame temperature, the combustion pressure, the fuel consumption rate (fuel consumption), the engine torque, the output, and the characteristics of the exhaust gas are different from each other according to the conventional air-fuel ratio. The internal combustion engine 100 can greatly improve the characteristics of the engine performance exhaust gas, etc. Hydrogen is the simplest and lightest element composed of one proton and one electron and is the most common element in the universe. However, hydrogen is not found in nature alone, but is always found only in the form associated with oxygen or carbon. Therefore, when using hydrogen, energy must be turned into pure hydrogen. In this sense, hydrogen energy, like electricity, is an energy carrier or secondary energy. In order to cope with depletion of fossil fuels and environmental pollution, it is necessary to develop key technologies such as recycling, production, storage, transportation and utilization of next generation energy which is environment friendly. In the present invention, in addition to a method of supplying sulfur oxygen, this hydrogen is produced and supplied to the internal combustion engine in the state of hydrogen or active hydrogen.

Hydrogen is a colorless, odorless, tasteless combustible gas at room temperature, and is a non-toxic gas with a very wide range of explosion. Hydrogen can be used as the most basic fuel because it can easily control the combustion process without discharging any pollutants other than water vapor during combustion and it is expected to become an important energy medium of the future together with today's electricity.

When hydrogen is burned, water is produced by the following reaction.

H ₂ + 1/2 O ₂ -> H ₂ O, H = -235 kJ = -56.13 kCal (exothermic reaction) (R15)

In other words, hydrogen burns explosively in the air if there is a flame (or other ignition source) in the air, and water is generated by the above reaction. As described above, hydrogen is generated as water after combustion and pollution is not generated, and thus it is attracting attention as a pollution-free energy source to replace fossil fuels. In addition, the combustion heat is much more efficient energy that is about three times higher than that of oil. Therefore, when hydrogen is combusted while being controlled under appropriate conditions, it can be used as an energy source in a general automobile or a home.

In the case of hydrogen, 400 ° C is the autoignition temperature, and water is present in the plasma state at the high flame temperature, but it does not decompose at the temperature of 1200 ° C and exists in the superheated water vapor state. H ₂ O, which has already been oxidized, is no longer completely oxygenated as a complete combustion product (a complete oxidation reaction). Hydrogen combines with oxygen in the air to produce 28.68 KCal (117.5 kJ) of heat per gram and turn into water. In the air with oxygen and nitrogen (molar ratio) of 21:79, the temperature rises to 2,300 ° C when hydrogen is burned, and the combustion temperature rises to 3,000 ° C when oxygen is 100% present. It can be seen that the more the oxygen exists, that is, the temperature of the internal combustion engine increases in the state of the mixed gas in which the oxygen concentration becomes higher after the nitrogen is separated and removed.

The reaction of active hydrogen with active oxygen to produce water is as follows.

2H (g) + O (g ) → H 2 O (g), H 2 = - 2 D oH = (- 2x460) = -920 kJ (R21)

Where D _{o - H} is the single bond energy between hydrogen and oxygen is 460 kJ / mol. The reaction is an exothermic reaction in which a new bond between a hydrogen atom and an oxygen atom is formed and releases energy. The size of the reaction enthalpy ( H ) in the atomic state (R21) is -920 kJ, which is 3.91 times the -235 KJ / mol of (R15) in the molecular state. This additional energy comes from the fact that a large amount of endothermic energy of 685 KJ / mol is required for atomizing hydrogen and oxygen molecules.

Atomization of such a molecule is possible at high temperature, but it is necessary to produce it more easily and supply it at a low temperature. In the present invention, the electrolysis, water evaporation, plasma and the like are used to start the process.

That is, when hydrogen is further supplied to the existing internal combustion engine or hydrogen gas is supplied to the active hydrogen in the form of hydrogen atom instead of the hydrogen molecule by using the plasma discharge, It can be seen that combustion will occur much better.

In summary, when the hydrogen is supplied in an additional amount, a further -235 kJ heat is generated per 1 mol of the supplied hydrogen molecule, and when active oxygen and active hydrogen are produced and supplied, they are supplied at a rate of -920 kJ / It can be seen that the use of hydrogen can save a great deal of fuel. In addition, since hydrogen is available in a wide range of combustion, it is possible to carry out super lean burning, and it is possible not only to improve thermal efficiency at a low load, but also to significantly reduce NOx emission amount.

In the present invention, hydrogen or active hydrogen is produced and supplied together with the supply of active oxygen for complete combustion of fuel as a role of an additional energy source or reducing agent that does not discharge pollutants.

4 is a view for explaining an internal combustion engine according to another embodiment of the present invention.

4, the internal combustion engine 200 includes a fuel tank 210, an injector 220, a nitrogen removing unit 230, a mixing unit 240, an intake port 250, an active oxygen generating unit 260, An engine cylinder 270, an oxygen cylinder 280, an electrolysis section 281, and a water generation section 282.

4, the fuel tank 210, the injector 220, the nitrogen removing unit 230, the mixing unit 240, the intake port 250, and the engine cylinder 270 perform the same functions as those of FIG. Detailed explanation is omitted.

The active oxygen generating unit 260 receives oxygen gas from at least one of the oxygen cylinder 280, the electrolysis unit 281, and the water wetting unit 282, generates a plasma discharge in the supplied oxygen gas to generate active oxygen gas .

The electrolytic unit 281 electrolyzes the water introduced from the outside and supplies the generated oxygen gas to the active oxygen generator 260.

For example, when the separation membrane is used, the oxygen gas and the hydrogen gas are separated and discharged, and thus the discharged oxygen gas is supplied to the active oxygen generator 260, As shown in FIG.

The electrolysis of water is the decomposition reaction in the opposite direction to the combustion reaction of hydrogen by applying energy to water as follows.

H ₂ O -> H ₂ + 1/2 O _2, H = 235 kJ = 56.13 kCal (endothermic reaction) (R16)

In general, energy of 235 kJ as described above is required to decompose water into gas. When the electrolytes such as NaOH, KOH and the like are added to water and the voltage is applied by using the electrodes, decomposition into oxygen and hydrogen reduces the decomposition energy. Water with electrolytes is used in the water electrolysis apparatus to lower the decomposition energy wall. In the anode, a redox reaction takes place in which electrons are taken into the hydrogen molecule and the electrons are released from the cathode and oxygen gas is generated. This reaction is not a self-generated reaction, but requires (electric) energy.

The reaction path in the case of the decomposition of water and the supply of atomic hydrogen and oxygen is as follows.

H ₂ O (g) 2H (g) + O (g), H = 920 = 219.89 (endothermic reaction)

The energy required to make a molecule hydrogen and oxygen atoms active radicals is 920 kJ, which requires 3.91 times higher energy than the 235 kJ needed to generate hydrogen and oxygen molecules. To supply it as thermal energy, much heat energy is needed. Therefore, in order to more efficiently use hydrogen as an energy source for supplying an active hydrogen radical (such as a hydrogen atom), the present invention proposes two methods.

First, there is a method in which hydrogen and oxygen generated by a membrane-type electrolytic apparatus having an electrolyte are passed through a plasma discharge device, individually hydrogen atomized and oxygenated, and supplied through respective supply lines. In the case of using a general electrolytic apparatus as a reference without a separator, there is a method of mixing hydrogen and oxygen, so that (1) there is a method of supplying mixed state of molecules, (2) And then supplying hydrogen atoms and oxygen atoms in a mixed state. In the second method, water is vaporized without electrolysis of water, and then directly decomposed into plasma to supply hydrogen atoms, oxygen atoms and various radicals in a mixed form [Fig. 21]. When hydrogen and oxygen atoms are separated and supplied, they can be divided into a method of supplying them at different positions and a case of supplying the positions simultaneously, and it is preferable to supply them at a position nearest to the internal combustion engine. Even in the case where hydrogen and oxygen atoms are supplied in a mixed state, it is preferable to supply the hydrogen gas directly to the internal combustion engine as soon as the active gas is generated. The present invention includes all of these cases.

On the basis of the above-mentioned principle, in the present invention, hydrogen is to be supplied as an additional fuel source through the water decomposition apparatus. However, instead of directly introducing the oxygen molecules in the air together with such hydrogen, oxygen molecules are radically oxidized at a high concentration and at a high energy to the above-mentioned plasma discharge device (MW, RF, LF, DC power application method) Which is generated as much as possible and supplied to the nearest side of the engine.

In the case of supplying hydrogen using a water decomposition apparatus, there are two cases, (1) a water decomposition apparatus using a separation membrane, and a general water decomposition apparatus. Hydrogen and oxygen are separated from each other in the case of using a membrane water separator, and hydrogen and oxygen are mixed in a general water electrolysis apparatus.

When hydrogen and oxygen are separated from each other, they can be separately controlled and the active gas can be generated separately and separately supplied, so that it can be freely controlled in various ways. Even if oxygen and hydrogen atoms are separated and generated by plasma, when hydrogen and oxygen atoms are supplied together in the same supply pipe, there is a high possibility that they are recombined and returned to water molecules on the way of supply. It is recommended to supply it to the engine. In addition, oxygen atoms and hydrogen atoms, which are important in this case, are reduced and discharged to the original purpose since they are generated in the feed pipe before the internal combustion engine.

In a conventional electrolytic apparatus without a membrane, hydrogen and oxygen are mixed. In the present invention, the following cases are divided. (1) a method of promoting combustion by supplying a mixed gas of hydrogen molecules and oxygen molecules generated through a general water electrolysis device to a mixing portion of an intake line, (2) a method of promoting combustion of hydrogen molecules O, OH, and HOH (hydroperoxy radicals), which are active radicals, are generated through a plasma discharge device to be supplied to an intake port (or a mixing section), mixed with fuel and burned to promote combustion Thereby reducing fuel consumption.

The water generating unit (282) generates water vapor by heating the water using the heat energy generated in the internal combustion engine (200). Specifically, the water hydrator 282 generates heat energy generated by the plasma discharge in the active oxygen generator 260, heat energy generated in the exhaust gas flowing out of the engine cylinder 270, or heat energy generated in the vicinity of the engine cylinder 270 At least one is used to heat the water.

For example, the water hydrant 282 can heat water by connecting the water in series or in parallel in the order of relatively low temperature. That is, in the serial method, the water generating unit 282 sequentially uses the heat energy generated in the active gas generating unit 260, the heat energy generated in the exhaust gas discharged from the engine cylinder 270, and the heat energy generated in the vicinity of the engine cylinder 270 So that the water can be heated while raising the temperature of the circulating water.

In the parallel method, water is branched and simultaneously heat energy generated from the active gas generator 260, the exhaust gas, and heat energy from the engine cylinder 270 is absorbed and then combined and circulated.

The water vaporizing unit 282 supplies the generated water vapor to the active oxygen generating unit 260. The active oxygen generating unit 260 provided with steam generates a plasma discharge in the water vapor to generate active oxygen gas. In this case, the electrons in the water vapor can selectively absorb energy, and can generate high energy electrons. Because electrons in a high energy state decompose water vapor, the decomposition reaction can be easily performed.

The reactions occurring in the steam plasma are as follows.

Active oxygen (O) and the active hydrogen (H) in addition to the active gas in the excited state ^{(H *, O *, O} 2 *), OH, HO2 ( Hyde rokpe hydroxy radical LAL), ozone (O ₃₎ to such a generation These radicals also have a much higher reaction rate constant than oxygen molecules and can promote the combustion reaction. The present invention includes a method of generating an active hydrogen-active oxygen mixed gas and supplying the active hydrogen-active oxygen mixed gas to the intake port by using the water plasma apparatus.

5 is a view for explaining an internal combustion engine according to another embodiment of the present invention.

5, the internal combustion engine 300 includes a fuel tank 310, an injector 320, a nitrogen removing unit 330, a mixing unit 340, an intake port 350, an active oxygen generating unit 360, And includes an engine cylinder 370, a hydrogen passage 380, an electrolysis section 381, a hydration section 382, a hydrogen supplier 383, and an active hydrogen generation section 384.

5, the fuel tank 310, the injector 320, the nitrogen removing unit 330, the mixing unit 340, the intake port 350, the active oxygen generating unit 360, and the engine cylinder 370, The detailed description will be omitted.

The hydrogen supplier 383 receives hydrogen gas from at least one of the hydrogen supply unit 380 and the electrolysis unit 381 and supplies hydrogen gas to the mixing unit 340.

In this case, the electrolytic unit 381 can separate the water introduced from the outside by using the separation membrane. When the separation membrane is used, the oxygen gas and the hydrogen gas are separated and discharged. ).

When the hydrogen supplier 383 provides hydrogen gas to the mixing section 340, the mixing section 340 mixes the fuel injected from the injector 320, the combustion air, and the hydrogen gas supplied by the hydrogen supplier 383 Thereby generating a mixer.

Since hydrogen gas has a wide range of possible combustion, ultra-lean burn is possible and thermal efficiency at a low load can be improved. In the case of producing a mixture using the hydrogen gas, energy efficiency can be maximized and NOx emission in the exhaust gas can be reduced . In the present invention, hydrogen may be provided in the form of hydrogen molecules (H ₂ ) or hydrogen molecules may be passed through a plasma discharge cell (PDC) to generate active hydrogen species (H, H ^* , H ₂ ^* Produces a hydrogen atom H and supplies it.

The active hydrogen generating unit 384 generates a plasma discharge on hydrogen molecules to generate active hydrogen gas. In this case, the active hydrogen generating unit 384 is supplied with hydrogen gas from at least one of the hydrogen supply unit 380, the electrolysis unit 381, and the water supply unit 382, and generates a plasma discharge in hydrogen molecules in the hydrogen gas, Hydrogen gas can be produced

The active hydrogen producing portion 384 provides the generated active hydrogen gas to the intake port 350 and the intake port 350 supplies the mixer and the active hydrogen gas to the engine cylinder 370.

It is preferable that the active oxygen generator 360 and the active hydrogen generator 384 are separately controlled and supplied separately using the respective plasma devices. In the case where the above two types of gas are used for a plasma discharge cell or a dielectric tube of a plasma discharge cell having a double tube structure is used, two kinds of active gases are generated by using one plasma apparatus Can be used. The plasma apparatus can generate one of active oxygen or active hydrogen gas by sharing one power supply apparatus or can generate two kinds of active gases separately using the structure of the double tube, It is difficult to control the magnitude of the discharge power to be supplied to each of the electrodes.

FIG. 6 is a view showing a specific method of providing active oxygen, hydrogen, or active hydrogen, respectively, of the active oxygen generator, the hydrogen supplier and the active hydrogen generator of FIG.

Referring to FIG. 6A, the active oxygen generating unit 360 supplies active oxygen gas between the mixing unit 340 and the intake port 350. The mixer is first generated and the mixture produced and the active oxygen gas are mixed. Active oxygen gas tends to lose its activated chemical reactivity as it reverts to its original molecular state at the gas phase or on the surface. Therefore, when the active oxygen gas is supplied as close as possible to the engine cylinder 370, it is possible to supply a high concentration of active oxygen gas, so that the complete combustion can be more effectively caused in the engine cylinder 370.

When the hydrogen supplier 383 provides hydrogen gas to the mixing section 340, the mixing section 340 mixes the fuel injected from the injector 320, the combustion air, and the hydrogen gas supplied by the hydrogen supplier 383 Thereby generating a mixer.

6A, the position where the hydrogen supplier 383 provides the hydrogen gas is behind the position where the active oxygen generator 360 provides the active oxygen gas. Alternatively, the hydrogen supplier 383 may be activated oxygen Hydrogen gas may be provided in front of the position where the gas is supplied.

Referring to FIG. 6B, the active hydrogen generating unit 384 supplies the active hydrogen gas to the intake port 240 to generate the mixer first, and mixes the generated mixer with the active hydrogen gas. In case of active hydrogen, the diffusion coefficient is much faster than the diffusion coefficient of active oxygen, so active hydrogen may be provided behind the active oxygen providing position. However, the active hydrogen gas may be provided in front of the position where the active oxygen gas is provided.

Referring to Fig. 6, when active oxygen and hydrogen or active hydrogen are supplied together, it is not preferable that the two active gases are mixed before being supplied to the internal combustion engine. Thus, active oxygen is provided directly to the engine and hydrogen is provided in admixture with the fuel as described above, and in the case of active hydrogen (apart from the mixer) is provided to the intake port as close as possible to the engine. Alternatively, active hydrogen may be supplied directly to the engine, and active oxygen may be supplied to the intake port. Another method is to separately supply active oxygen and active hydrogen separately to the engine using independent supply pipes. The direct injection of active oxygen and active hydrogen into the engine will be described in more detail later. The present invention proposes all the above-mentioned cases.

7 is a view for explaining an internal combustion engine according to another embodiment of the present invention.

Referring to FIG. 7, the internal combustion engine 400 includes a fuel tank 410, an injector 420, a nitrogen removing unit 430, a mixing unit 440, an intake port 450, an active oxygen generating unit 460, The hydrogen generator 484, the active hydrogen generator 485, the active oxygen controller 490, the hydrogen generator 484, the oxygen cylinder 470, the oxygen cylinder 480, the electrolysis unit 481, the water hydrant 482, And an active hydrogen control unit 491.

7, the fuel tank 410, the injector 420, the nitrogen removing unit 430, the mixing unit 440, the intake port 450, the active oxygen generating unit 460, the engine cylinder 470, 4, and 480, the electrolytic unit 481, the water hydrator unit 482, the hydrogen supply unit 483, and the hydrogen supply unit 484 perform the same functions as those of FIGS. 1, 3, and 4, .

The active oxygen control unit 490 analyzes the exhaust gas discharged from the engine cylinder 470 and controls the amount of active oxygen gas generated based on the concentration of the pollutants contained in the exhaust gas. Here, exhaust gas means C (soot or fine dust), CnHm (unburned hydrocarbons), CO, NOx, SOx and the like.

Specifically, the active oxygen control unit 490 collects the exhaust gas discharged from the engine cylinder 470 through the sensor, and calculates the concentration of unburned fuel, the concentration of HC, the concentration of COx, the concentration of NOx contained in the collected exhaust gas The concentration of SOx, the concentration of SOx, the amount of combustion air flowing into the active oxygen generating section 460 when the measured concentration is not less than a predetermined threshold value, the amount of oxygen gas flowing from the oxygen cylinder 480, At least one of the amount of oxygen gas introduced from the decomposition section 481, the amount of oxygen gas introduced from the water vaporization section 482, or the plasma power generated from the active oxygen generation section 460, 460). ≪ / RTI >

For example, when the concentration of the unburned fuel contained in the exhaust gas is higher than a predetermined threshold value, the active oxygen controller 490 controls the amount of the combustion air flowing into the active oxygen generator 460 and the power of the plasma So that the complete combustion of the fuel in the engine cylinder 470 is further increased.

The active hydrogen controller 490 analyzes the exhaust gas discharged from the engine cylinder 470 and controls the amount of active hydrogen gas generated in the active hydrogen generator 485 based on the concentration of the pollutant contained in the exhaust gas do.

Specifically, the active hydrogen control unit 490 collects the exhaust gas discharged from the engine cylinder 470 through the sensor, and calculates the concentration of unburned fuel, the concentration of HC, the concentration of COx, the concentration of NOx contained in the collected exhaust gas And the concentration of SOx. When the measured concentration is equal to or higher than a predetermined threshold value, the amount of hydrogen gas flowing from the electrolytic section 481, the amount of the hydrogen gas flowing from the electrolytic section 481, And controls the amount of active hydrogen gas generated by the active hydrogen generating unit 485 by controlling at least one of the amount of steam supplied from the heating unit 482 or the power of plasma generated in the active hydrogen generating unit 485.

For example, when the concentration of the unburned fuel contained in the exhaust gas is equal to or greater than a predetermined threshold value, the active hydrogen control unit 490 increases the amount of the hydrogen gas flowing from the hydrogen tank 483 and the power of the plasma, The complete combustion of the fuel can be controlled to be further increased in the combustion chamber 470.

8 is a view for explaining an internal combustion engine according to another embodiment of the present invention.

8, the internal combustion engine 500 includes a fuel tank 510, an injector 520, a nitrogen removing unit 530, a mixing unit 540, an intake port 550, an active oxygen generating unit 560, And an engine cylinder 570.

The fuel tank 510 stores fuel used in the internal combustion engine 500.

The injector 520 injects the fuel stored in the fuel tank 510 in a fuel injection manner.

Specifically, the injector 520 directly injects fuel into the engine cylinder 570, and in this case, the efficiency of the engine can be increased by finely controlling the fuel injection amount and increasing the compression ratio, and the intake port 550 The fuel can be saved and the amount of carbon adhered to the intake port 550 can be reduced.

The nitrogen removing unit 530 adsorbs and removes nitrogen molecules contained in the air introduced from the outside to generate combustion air, and moves the generated combustion air through the first intake pipe 10.

The mixing unit 540 receives the combustion air through the first intake pipe 10 and transfers the received combustion air to the engine cylinder 570 through the intake port 550.

The active oxygen generator 560 receives the combustion air through the second intake pipe 20 separated from the first intake pipe 10 and applies a plasma discharge to the combustion air supplied through the second intake pipe 20 Thereby generating active oxygen gas.

The engine cylinder 570 uses the combustion air supplied from the intake port 550 through the first intake pipe 10 and the reactive oxygen gas supplied from the active oxygen generator 560 through the second intake pipe 20 So that the fuel injected directly from the injector 520 is burned.

3, in order to efficiently treat the active oxygen gas produced by the active oxygen generating unit 560, the active oxygen generating unit 560 generates the active oxygen gas generated by the second oxygen- And is located within a predetermined distance from the engine cylinder 570. [

Further, the second intake pipe (20) has a smaller inner surface area and volume than the first intake pipe (10).

The second intake pipe 20 has a diameter R1 at a position separated from the first intake pipe 10 and a diameter R2 longer than R1 at a position where the combustion air enters the active oxygen generator 560 And has a diameter R3 shorter than R1 at a position where the active oxygen generator 560 generates the active oxygen gas.

The distance from the first intake tube 10 to the active oxygen generator 560 is greater than the distance from the active oxygen generator 560 to the engine cylinder 570 long.

In the case of directly supplying the fuel and the active oxygen gas to the engine cylinder 570, it is possible to minimize the gas loss that may occur in the indirect supply method, thereby maximizing the energy efficiency and suppressing the incomplete combustion, Can be minimized.

9 is a view for explaining an internal combustion engine according to another embodiment of the present invention.

9, the internal combustion engine 600 includes a fuel tank 610, an injector 620, a nitrogen removing unit 630, a mixing unit 640, an intake port 650, an active oxygen generating unit 660, An engine cylinder 670, an oxygen cylinder 680, an electrolytic unit 681, and a water hydrant unit 682.

9, the fuel tank 610, the injector 620, the nitrogen removing unit 630, the mixing unit 640, the intake port 650, and the engine cylinder 670 perform the same functions as those in FIG. 8, Detailed explanation is omitted.

4, the active oxygen generator 660 is supplied with oxygen gas from at least one of the oxygen cylinder 680, the electrolytic unit 681, or the water atomizing unit 682, and applies a plasma discharge to the supplied oxygen gas Thereby generating active oxygen gas.

10 is a view for explaining an internal combustion engine according to another embodiment of the present invention.

10, the internal combustion engine 700 includes a fuel tank 710, an injector 720, a nitrogen removing unit 730, a mixing unit 740, an intake port 750, an active oxygen generating unit 760, An engine cylinder 770, a hydrogen passage 780, an electrolysis section 781, a hydration section 782, a hydrogen supplier 783, and an active hydrogen generation section 784.

10, the fuel tank 710, the injector 720, the nitrogen removing unit 730, the mixing unit 740, the intake port 750 and the active oxygen generating unit 760 perform the same functions as those in FIG. 7 Bar, detailed explanation is omitted.

The hydrogen supplier 783 is supplied with hydrogen gas from at least one of the hydrogen passage 780 and the electrolysis section 781 and provides hydrogen gas to the engine cylinder 770.

In this case, the electrolytic unit 781 can separate the water introduced from the outside by using the separation membrane. When the separation membrane is used, the oxygen gas and the hydrogen gas are separated and discharged. ).

The engine cylinder 770 provided with the hydrogen gas burns the fuel directly injected from the injector 720 using combustion air, reactive oxygen gas, and hydrogen gas.

The active hydrogen generating portion 784 generates a plasma discharge on hydrogen molecules to generate active hydrogen gas.

In this case, the active hydrogen generating portion 784 is supplied with hydrogen gas from at least one of the hydrant 780, the electrolytic portion 781, and the hydrated portion 782, and generates a plasma discharge in hydrogen molecules in the hydrogen gas, Hydrogen gas can be produced.

The active hydrogen producing portion 784 directly supplies the generated active hydrogen gas to the engine cylinder 770.

The engine cylinder 770 provided with the active hydrogen gas burns the fuel directly injected from the injector 720 using combustion air, reactive oxygen gas and active hydrogen gas.

In the case of FIGS. 8 to 10, all the fuel, active oxygen, and active hydrogen are directly supplied to the engine. In the case of Figs. 4 to 7, fuel, active oxygen, and active hydrogen are all fed to the mixing portion or the intake port. Apart from this, we can look at the following as a combination of several cases.

Mixing portion Intake port engine Active oxygen x O O Active hydrogen x O O Hydrogen O O O fuel O O

When active oxygen and hydrogen or active hydrogen are supplied together, it is not preferable that both active gases are mixed before being supplied to the internal combustion engine. Thus, active oxygen is provided directly to the engine and hydrogen is provided in admixture with the fuel as described above, and in the case of active hydrogen (apart from the mixer) is provided to the intake port as close as possible to the engine. Alternatively, active hydrogen may be supplied directly to the engine, and active oxygen may be supplied to the intake port. Another method is to separately supply active oxygen and active hydrogen separately to the engine using independent supply pipes. In the above case, the fuel will be combined with the mixing part or the case where the fuel is directly supplied to the engine. In the case of using hydrogen molecules, hydrogen is supplied to the mixing portion, the intake port and the engine, so that the number of cases is larger than that of active hydrogen. In the case of using a water vapor plasma and a general electrolytic apparatus-plasma apparatus, since an oxygen atom and a hydrogen atom are mixed after passing through a plasma apparatus, an active oxygen- To the intake port, or directly to the engine. Even in this case, it is possible to supply the fuel to the mixing portion side or directly to the engine in each case. It is also possible not to use the conventional feed line 10 and the nitrogen removal unit 130 when the oxygen supply from the steam plasma apparatus and the electrolysis apparatus can sufficiently supply the required amount of oxygen for combustion. The present invention proposes all the above-mentioned cases.

11 is a view for explaining an internal combustion engine according to another embodiment of the present invention.

11, the internal combustion engine 800 includes a fuel tank 810, an injector 820, a nitrogen removing unit 830, a mixing unit 840, an intake port 850, an active oxygen generating unit 860, The hydrogen generator 884, the active hydrogen generator 885, the active oxygen controller 890, the hydrogen generator 884, the oxygen cylinder 870, the oxygen cylinder 880, the electrolysis unit 881, the water wetting unit 882, And an active hydrogen control unit 891.

11, the fuel tank 810, the injector 820, the nitrogen removing unit 830, the mixing unit 840, the intake port 850, the active oxygen generating unit 860, the engine cylinder 870, 8 to 10, the electrolytic unit 881, the water hydrator 882, the hydrogen supply unit 883, the hydrogen supply unit 884, and the active hydrogen generation unit 885 perform the same functions as those in FIGS. 8 to 10, Detailed explanation is omitted.

The active oxygen control unit 890 and the active hydrogen control unit 891 perform the same functions as those shown in FIG. 6, and detailed description thereof will be omitted.

12 is a diagram showing a specific method of controlling the amount of active oxygen gas and active hydrogen gas produced, the amount of fuel supplied to the engine cylinder, based on the pollution component in the exhaust gas discharged from the engine cylinder according to the embodiment of the present invention Fig.

In FIG. 12, the components that perform the same functions as those of FIGS. 2 to 11 will not be described in detail.

12, the engine cylinder information collecting unit 990 collects the exhaust gas discharged from the engine cylinder 930 through the sensor, and collects unburned C, unburned hydrocarbon compounds HC The concentration of COx, the concentration of NOx, or the concentration of SOx.

Further, the engine cylinder information collecting unit 990 measures at least one of the combustion pressure and the temperature or the fuel consumption of the engine cylinder 930 from the collected exhaust gas.

The engine cylinder information collection unit 990 transmits a control signal to at least one of the active oxygen control unit 960, the active hydrogen control unit 970, and the fuel supply control unit 980 when the measured value is equal to or greater than a preset threshold value.

The active oxygen control unit 960 controls the amount of oxygen gas flowing from the oxygen cylinder 941 or the electrolytic unit 942 to the active oxygen generator 940 when receiving a control signal from the engine cylinder information collector 990, At least one of the power of the plasma generated in the active oxygen generator 940 or the amount of active oxygen gas provided in the active oxygen generator 940 is controlled.

The active hydrogen control unit 970 controls the amount of hydrogen gas flowing into the active hydrogen generating unit 950 from the hydrogenation unit 951 and the electrolysis unit 942 when receiving a control signal from the engine cylinder information collecting unit 990 , The plasma power generated in the active hydrogen generating unit 950, or the amount of the active hydrogen gas provided in the active hydrogen generating unit 950.

The fuel supply control unit 980 controls the amount of fuel flowing from the fuel tank 910 to the injector 920 or the amount of fuel flowing from the injector 920 to the engine cylinder 930, The amount of fuel injected into the combustion chamber.

13 is a view for explaining a specific method for controlling the production amount of active oxygen gas and active hydrogen gas based on whether or not the internal combustion engine according to the embodiment of the present invention is stopped.

13, detailed description of the components that perform the same functions as those of FIGS. 2 to 12 will be omitted.

Referring to FIG. 13, the vehicle stop detection unit 1100 detects the speed of the vehicle equipped with the internal combustion engine and transmits information about whether the vehicle is stopped or not to the vehicle condition detection unit 1200.

The clutch torque detecting unit 1110 senses the clutch torque and transmits the clutch torque information to the vehicle state detecting unit 1200 when the accelerator pedal of the vehicle being stopped is operating.

The speed-acceleration sensing unit 1120 measures the speed and acceleration when the automobile in operation is accelerated, and transmits the speed information and the acceleration information to the vehicle condition sensing unit 1200.

The vehicle state detection unit 1200 determines whether the vehicle is stopped or stopped based on the received stop / no-stop information, the clutch torque information, the speed information, and the acceleration information. Based on the determined information, the fuel supply control unit 1300, And transmits a control signal to at least one of the hydrogen control unit 1400 and the active oxygen control unit 1500.

For example, active oxygen gas, active hydrogen gas, and fuel need not flow into the engine cylinder 1600 when the vehicle is stationary or when the speed of the vehicle is less than a predetermined threshold. Accordingly, the vehicle state sensing unit 1200 may sense the presence of at least one of the fuel supply control unit 1300, the active hydrogen control unit 1400, or the active oxygen control unit 1500 when the vehicle is stopped or the speed of the vehicle is less than a predetermined threshold value. A control signal for stopping or reducing the inflow of active oxygen gas, active hydrogen gas or fuel.

Although not shown in FIG. 13, the components are controlled using either the active hydrogen control unit 1400 or the active oxygen control unit 1500, or both of them, to stop the supply of the active gas, The fuel consumption can be improved by using the idle restriction device for suppressing or completely stopping the engine.

That is, since the fuel saving effect can not be maximized at the time of stopping, when the vehicle stops after decelerating the vehicle, the active gas control devices are stopped by receiving these signals from the vehicle information detecting unit and then the idle stop & The auto-hold device operates to stop the engine of the vehicle. At the same time, the brake is operated to ensure safety. In addition, instead of completely stopping the engine by driving the idling restriction device, the electric power is drawn from the battery By using a hybrid system that only keeps the vehicle control unit and stops fuel consumption, it is possible to maximize fuel savings.

14 is a view for explaining a method for providing a plurality of engine cylinders with active oxygen gas produced by the active oxygen generator when the number of engine cylinders is plural according to the embodiment of the present invention.

The engine of an automobile is named as a 4-cylinder, a 6-cylinder, an 8-cylinder, etc. according to the number of engine cylinders. For example, in Fig. 14, the engine cylinder 2500 is composed of a total of four first engine cylinders 2510, a second engine cylinder 2520, a third engine cylinder 2530 and a fourth engine cylinder 2540 The internal combustion engine 2000 has a four-cylinder engine.

A method of supplying active oxygen gas produced by the active oxygen generating section 2400 to the engine cylinder 2500 generates active oxygen gas from a single number of active oxygen generating sections 2400, 2200 and the intake port 2300, and opens the valve when each of the engine cylinders 2510 to 2540 is in the compression-combustion-expansion process to regulate the amount of active oxygen gas supplied to each engine cylinder (2510 to 2540).

On the other hand, unlike in FIG. 14, each engine cylinder is provided with an active oxygen generator, and after adjusting the amount of oxygen gas supplied to each active oxygen generator through the valve, each engine cylinder is subjected to a compression- It is also possible to produce and supply active oxygen from the supplied oxygen gas. In this case, unlike FIG. 14, there is an advantage in that it is individually adjusted, but there is a disadvantage that the installation cost is increased.

15 and 16 are views for explaining another embodiment of the second intake pipe of the present invention.

15, the second intake pipe 20 has a diameter D1 at a position separated from the first intake pipe 10 and has a diameter D1 at a position where the combustion air enters the active oxygen generator 160 And has a long diameter D2. In this case, D2 may correspond to 1.5 to 2 times D1.

The diameter of the second intake pipe 21 after the active oxygen generator 160 gradually decreases from the active oxygen generator 160 toward the engine cylinder 170 toward the predetermined section L5, 170). That is, the diameter of the second intake pipe 21 after the active oxygen generator 160 gradually decreases in the section L5, and the diameter D5 of the end of the section L5 is maintained during the sections L6 and L7.

On the other hand, in order to effectively inject the active oxygen gas generated by the active oxygen generator 160 into the engine cylinder 170, the final stage for discharging the active oxygen gas is realized in the form of a fall pipe.

3, the active oxygen generator 160 and the L5 section may be implemented in any one of pyrex, soda glass, and quartz, and the engine cylinder 170, The adjacent L7 section may be implemented as a magnesium material. The L6 section corresponds to the section where the dielectric tube and the metal are bonded.

16, the second intake pipe 20 is separated from the second intake pipe 20 and then inserted into the second intake pipe 20, And a third intake pipe 30 formed in a spiral tube shape. In this case, the active oxygen generating unit 160 may generate a plasma discharge on the oxygen gas moving through the third intake pipe 30 to generate active oxygen gas. In this case, a valve is formed in the second intake pipe 20 to control the amount of the oxygen gas that moves to the second intake pipe 20 to control the amount of the active oxygen gas supplied from the active oxygen generator 160 .

When the oxygen gas is re-branched by the third intake pipe 30, the flow rate of the gas is shortened due to the smaller size of the sub-system, but is supplied in a spiral form to increase the residence time in the active oxygen generator 160 zone. As in the case of increasing the diameter at the active oxygen generator 160, it is possible to increase the active oxygen by increasing the average residence time. That is, since the diameter of the active oxygen generator 160 is smaller than the conventional tube size, the electron temperature and the average electron density can be increased to increase active oxygen production. That is, since the diameter of the active oxygen generator 160 is smaller than the conventional tube size, the electron temperature and the average electron density can be increased to increase active oxygen production. The sum of the total plasma volume of the spiral tubes should be less than or equal to the plasma volume of the tube in the case of non-spiral, and the amount of active gas is increased by increasing the residence time only.

Petroleum is high in calories and low in impurities, and is completely burned to be used as fuel for internal combustion engines, and has a wide range of applications as a heat source for various boilers, cooking, and lighting.

Therefore, the internal combustion engine of the present invention described in Figs. 2 to 16 can be applied not only to automobiles, but also to internal combustion engines used in ships, aircraft, thermal power plants, and domestic boilers that generate power energy using petroleum as fuel to be.

According to the present invention, the energy efficiency of the existing internal combustion engine can be maximized, and incomplete combustion can be suppressed to the minimum, so that the pollutant discharge can be minimized.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed exemplary embodiments, It belongs to the scope of right.

Claims (16)

1. An internal combustion engine that reduces fuel and reduces exhaust gas emissions,
A fuel tank for storing fuel used in an internal combustion engine,
An injector for injecting fuel stored in the fuel tank in a fuel injection manner,
A nitrogen removing unit for adsorbing and removing nitrogen molecules contained in the air introduced from the outside to generate combustion air and moving the generated combustion air through the first intake pipe,
A mixer for mixing the fuel injected from the injector and the combustion air supplied through the first intake pipe to generate a mixer,
An intake port for supplying the mixer to the engine cylinder, and
Wherein the combustion air is supplied through a second intake pipe separated from the first intake pipe and plasma discharge is generated in the combustion air supplied through the second intake pipe to generate active oxygen gas, An active oxygen generator for injecting active oxygen gas between the mixing portion and the intake port,
. The method of claim 1,
The active oxygen generator
And is disposed on the second intake pipe and is located within a predetermined distance from the mixing portion. The method of claim 1,
The second intake pipe
And has a smaller volume and an internal surface area than the first intake pipe. The method of claim 1,
The second intake pipe
And a second length longer than the first length at a position where the combustion air enters the active oxygen generator, the first length being a diameter separated from the first intake tube, and the active oxygen generation And the third portion has a third length that is shorter than the first length at a position for discharging the generated active oxygen gas. 5. The method of claim 4,
The second intake pipe
Wherein a first distance from a position separated from the first intake pipe to the active oxygen generating portion is longer than a second distance from the active oxygen generating portion to the mixing portion. The method of claim 1,
And a hydrogen supply unit for supplying hydrogen gas to the mixing unit,
The mixing section
Wherein the fuel injected from the injector, the combustion air, and the hydrogen gas are mixed to produce the mixer. The method of claim 1,
Further comprising an active hydrogen generating unit generating a plasma discharge in the hydrogen molecule to generate active hydrogen gas and providing the generated active hydrogen gas to the intake port,
And the intake port supplies the mixer and the active hydrogen gas to the engine cylinder. The method of claim 1,
An active oxygen control unit for analyzing the exhaust gas discharged from the engine cylinder and controlling the amount of active oxygen gas generated based on the concentration of the pollutant contained in the exhaust gas,
Further comprising an internal combustion engine. 1. An internal combustion engine that reduces fuel and reduces exhaust gas emissions,
A fuel tank for storing fuel used in an internal combustion engine,
An injector for injecting fuel stored in the fuel tank in a fuel injection manner,
A nitrogen removing unit for adsorbing and removing nitrogen molecules contained in the air introduced from the outside to generate combustion air and moving the generated combustion air through the first intake pipe,
An active oxygen generator for receiving the combustion air through a second intake pipe separated from the first intake pipe and generating a plasma discharge in the combustion air supplied through the second intake pipe to generate active oxygen gas, And
An engine cylinder for burning fuel injected directly from the injector using the combustion air supplied through the first intake pipe and the reactive oxygen gas supplied through the second intake pipe;
. The method of claim 9,
The active oxygen generator
And is disposed on the second intake pipe and is located within a predetermined distance from the engine cylinder. The method of claim 9,
The second intake pipe
And has a smaller volume and an internal surface area than the first intake pipe. The method of claim 9,
The second intake pipe
And a second length longer than the first length at a position where the combustion air enters the active oxygen generator, the first length being a diameter separated from the first intake tube, and the active oxygen generation And the third portion has a third length that is shorter than the first length at a position for discharging the generated active oxygen gas. The method of claim 12,
The second intake pipe
Wherein a first distance from a position separated from the first intake pipe to the active oxygen generator is longer than a second distance from the active oxygen generator to the engine cylinder. The method of claim 9,
Further comprising a hydrogen supply unit for supplying hydrogen gas to the engine cylinder,
The engine cylinder
And combusts the fuel directly injected from the injector by using the combustion air, the active oxygen gas, and the hydrogen gas. The method of claim 9,
Further comprising an active hydrogen generating unit for generating an active hydrogen gas by causing a plasma discharge in the hydrogen molecule and providing the generated active hydrogen gas to the engine cylinder,
The engine cylinder
And combusts the fuel directly injected from the injector by using the combustion air, the active oxygen gas and the active hydrogen gas. The method of claim 9,
An active oxygen control unit for analyzing the exhaust gas discharged from the engine cylinder and controlling the amount of active oxygen gas generated based on the concentration of the pollutant contained in the exhaust gas,
Further comprising an internal combustion engine.

Images