NL2027355B1 - Control method for optimizing combustion and reducing nitrogen oxide emissions of internal combustion engine - Google Patents
Control method for optimizing combustion and reducing nitrogen oxide emissions of internal combustion engine Download PDFInfo
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- NL2027355B1 NL2027355B1 NL2027355A NL2027355A NL2027355B1 NL 2027355 B1 NL2027355 B1 NL 2027355B1 NL 2027355 A NL2027355 A NL 2027355A NL 2027355 A NL2027355 A NL 2027355A NL 2027355 B1 NL2027355 B1 NL 2027355B1
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- MWUXSHHQAYIFBG-UHFFFAOYSA-N Nitric oxide Chemical compound O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 title claims abstract description 57
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 47
- 238000000034 method Methods 0.000 title claims abstract description 25
- 230000005684 electric field Effects 0.000 claims abstract description 14
- 230000006835 compression Effects 0.000 claims description 36
- 238000007906 compression Methods 0.000 claims description 36
- 238000009434 installation Methods 0.000 claims 1
- 230000009467 reduction Effects 0.000 abstract description 7
- 239000007789 gas Substances 0.000 description 8
- CURLTUGMZLYLDI-UHFFFAOYSA-N Carbon dioxide Chemical compound O=C=O CURLTUGMZLYLDI-UHFFFAOYSA-N 0.000 description 6
- 239000003054 catalyst Substances 0.000 description 6
- 239000001301 oxygen Substances 0.000 description 6
- 229910052760 oxygen Inorganic materials 0.000 description 6
- 238000006722 reduction reaction Methods 0.000 description 6
- IJGRMHOSHXDMSA-UHFFFAOYSA-N Atomic nitrogen Chemical compound N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 0.000 description 4
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 4
- 229910001868 water Inorganic materials 0.000 description 4
- 239000001569 carbon dioxide Substances 0.000 description 3
- 229910002092 carbon dioxide Inorganic materials 0.000 description 3
- 238000013461 design Methods 0.000 description 3
- 125000004430 oxygen atom Chemical group O* 0.000 description 3
- 238000011160 research Methods 0.000 description 3
- 230000015572 biosynthetic process Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 229910052757 nitrogen Inorganic materials 0.000 description 2
- 231100000252 nontoxic Toxicity 0.000 description 2
- 230000003000 nontoxic effect Effects 0.000 description 2
- 238000000746 purification Methods 0.000 description 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 2
- CBENFWSGALASAD-UHFFFAOYSA-N Ozone Chemical compound [O-][O+]=O CBENFWSGALASAD-UHFFFAOYSA-N 0.000 description 1
- 230000009471 action Effects 0.000 description 1
- 238000010531 catalytic reduction reaction Methods 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 239000003638 chemical reducing agent Substances 0.000 description 1
- 239000003795 chemical substances by application Substances 0.000 description 1
- 150000001875 compounds Chemical class 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000003344 environmental pollutant Substances 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 238000000752 ionisation method Methods 0.000 description 1
- 150000002500 ions Chemical class 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- VUZPPFZMUPKLLV-UHFFFAOYSA-N methane;hydrate Chemical compound C.O VUZPPFZMUPKLLV-UHFFFAOYSA-N 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 230000003647 oxidation Effects 0.000 description 1
- 238000007254 oxidation reaction Methods 0.000 description 1
- 230000033116 oxidation-reduction process Effects 0.000 description 1
- -1 oxygen ions Chemical class 0.000 description 1
- 231100000719 pollutant Toxicity 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 230000001737 promoting effect Effects 0.000 description 1
- 238000013517 stratification Methods 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M27/00—Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like
- F02M27/04—Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like by electric means, ionisation, polarisation or magnetism
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B51/00—Other methods of operating engines involving pretreating of, or adding substances to, combustion air, fuel, or fuel-air mixture of the engines
- F02B51/04—Other methods of operating engines involving pretreating of, or adding substances to, combustion air, fuel, or fuel-air mixture of the engines involving electricity or magnetism
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Ignition Installations For Internal Combustion Engines (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
The present disclosure provides a control method for optimizing combustion and reducing nitrogen oxide emissions of an internal combustion engine, including: step 1, installing an air-ionized energy 5 saving and emission reduction apparatus for an internal combustion engine; step 2, determining, by an electronic control unit (ECU), a working status of the engine based on signals from an air flow sensor on an original intake pipe, a crankshaft position sensor on a crankshaft, and a cylinder pressure sensor in a combustion chamber of the engine; and 10 step 3, controlling, by the ECU, an air ionization degree and electric field coverage for different working statuses. This method can reduce nitrogen oxide emissions.
Description
CONTROL METHOD FOR OPTIMIZING COMBUSTION AND
REDUCING NITROGEN OXIDE EMISSIONS OF INTERNAL
COMBUSTION ENGINE
The present disclosure relates to a control method for optimizing and reducing nitrogen oxide emissions, and in particular, to a control method for optimizing combustion and reducing nitrogen oxide emissions of an internal combustion engine.
The internal combustion engines always need to deal with thermal efficiency and emissions. The formation of nitrogen oxides is mainly determined by temperature, oxygen atom concentration, and action time.
According to studies, when the ambient temperature reaches 1500K or higher, the number of nitrogen oxides produced will increase by 6 to 8 times for every 100K increase. According to the Zeldovich mechanism, high temperature and oxygen atom concentration during combustion are the main factors affecting the formation of nitrogen oxides. Lowering the highest combustion temperature and reducing the number of oxygen atoms in high temperature zones can reduce nitrogen oxide emissions.
Currently, the methods for improving the thermal efficiency of an internal combustion engine mainly focus on the research of new combustion theories and fuels, and the research on reducing emissions mainly focuses on the after-treatment of exhaust gas.
Nitrogen oxides are harmful emissions that are difficult to deal with.
At present, post-processors such as a three-way catalyst and a selective reduction catalyst are mainly used.
The selective catalytic reduction (SCR) technology has the following characteristics: The NOx removal efficiency is high. According to the relevant literature records and project monitoring data, the general NOx removal efficiency of the SCR method can be maintained at 70% to 90%.
The secondary pollution is small. The basic principle of the SCR method is to use a reducing agent to reduce NOx to non-toxic and non-polluting
N2 and H20, and the entire process produces few secondary pollutants.
The SCR technology is relatively mature and widely used. This technology has been widely used in the after-treatment of automobile engines. The investment cost and the operating cost are high.
The three-way catalyst is the most important external purification apparatus installed in an exhaust system of a car. It can convert harmful gases such as CO, HC and NOx from car exhaust into harmless carbon dioxide, water, and nitrogen through oxidation and reduction. When the high-temperature automobile exhaust gas passes through the three-way catalyst, the purification agent in the three-way catalyst enhances the activity of the three gases CO, HC and NOx, and promotes some oxidation-reduction chemical reactions. In this case, CO is oxidized to colourless and non-toxic carbon dioxide at high temperature; HC compounds are oxidized to water (H20) and carbon dioxide at high temperature; and NOx is reduced to nitrogen and oxygen. The three harmful gases become harmless gases, so that automobile exhaust can be purified. However, the three-way catalyst is expensive and has a high requirement for the excess air coefficient range, which is not conducive to the development of advanced combustion technology for modern internal combustion engines.
Air ionization is rarely studied now. The patent CN102695870A is about the research on the application of ionized air in internal combustion engines. This patent designs an ionization apparatus that can generate more negative ions, thereby promoting combustion. This patent focuses on the design of an ionizer, and aims to promote combustion and avoid the generation of ozone, but does not design a structural apparatus that achieves stratification of different gas molecules through an electric field.
The present disclosure aims to overcome the shortcomings of the prior art and provide a control method for optimizing combustion and reducing nitrogen oxide emissions of an internal combustion engine, to reduce the emission of nitrogen oxides.
To achieve the above objective, the present disclosure adopts the following technical solutions:
A control method for optimizing combustion and reducing nitrogen oxide emissions of an internal combustion engine of the present disclosure includes the following steps: step 1: installing an air-ionized energy saving and emission reduction apparatus for an internal combustion engine, where the air-ionized energy saving and emission reduction apparatus for an internal combustion engine includes an ionizer installed on an intake manifold of the internal combustion engine, and a nozzle of the ionizer is inserted into an intake pipe and arranged at an angle of 45 degrees with an axis of the intake manifold; a power connection hole is provided on a bottom wall of a piston of each cylinder along a direction perpendicular to the piston top land of each cylinder of the engine; on a cylinder head of each cylinder of the engine, with a spark plug of each cylinder as a centre, a first electrode plate groove, a second electrode plate groove, and a third electrode plate groove are coaxially arranged on a top wall of the cylinder head from inside to outside; a first annular electrode plate is fixed in the first electrode plate groove, a second annular electrode plate is fixed in the second electrode plate groove, and a third annular electrode plate is fixed in the third electrode plate groove; an ionizer is installed on the intake manifold of each cylinder; DC stabilized power supplies in the same quantity as the engine cylinders and four relay switches corresponding to each engine cylinder are fixed under a car dashboard; the DC stabilized power supply is provided with several pairs of positive and negative ports; three of four relays provided for each cylinder are used to control the electrode plate in the cylinder to be connected or disconnected, and the remaining one relay is used to control the ionizer on the intake manifold of the cylinder to be connected or disconnected; a specific connection circuit of the four relays and a DC stabilized power supply that correspond to each cylinder is as follows:
output terminals A of a first relay, a second relay, a third relay, and a fourth relay for controlling one cylinder are each connected to a negative port of the DC power supply through a first wire; an output terminal B of the first relay is connected to a negative port of the ionizer through a second wire; output terminals B of the second relay, the third relay, and the fourth relay are each connected to one end of a third wire, and the other ends of the three third wires are routed into an engine compartment through a wire hole inside the car to be respectively connected to a port of the first electrode plate, a port of the second electrode plate, and a port of the third electrode plate; input terminals C of the first relay, the second relay, the third relay, and the fourth relay are each connected to a relay pin of an electronic control unit (ECU) through a fourth wire, and input terminals D of the first relay, the second relay, the third relay, and the fourth relay are each connected to a relay pin of the ECU through a fifth wire;
one end of a sixth wire is connected to a first positive port of the DC power supply, and the other end is routed into the engine compartment through the wire hole inside the car to be connected to a positive port of the ionizer;
one end of a seventh wire is connected to a second positive port of the DC power supply, and the other end is routed into the engine compartment through the wire hole inside the car to be inserted to the power connection hole;
step 2: determining, by the ECU, a working status of the engine based on signals from an air flow sensor on the original intake pipe, a crankshaft position sensor on a crankshaft, and a cylinder pressure sensor in a combustion chamber of the engine;
step 3: for different working statuses, performing the following control methods of each relay in different strokes:
in a low-load state, a small air ionization degree and electric field coverage in the cylinder are used, and specific relay control policies are as follows:
first relay: at the beginning of an intake stroke, the ECU sends a connection instruction to the first relay; at the end of the intake stroke, the
ECU sends a disconnection instruction to the first relay; the first relay is in a connected state during the intake stroke, and is in a disconnected state during compression, work, and exhaust strokes; second relay: at the beginning of the compression stroke, the ECU sends a connection instruction to the second relay; at the end of the power stroke, the ECU sends a disconnection instruction to the second relay; the second relay is in a connected state during the compression and power strokes, and is in a disconnected state during the intake and exhaust strokes: the third relay and the fourth relay are always in a disconnected state; in a medium-load state, a medium air ionization degree and electric field coverage in the cylinder are used, and specific relay control policies are as follows: first relay: at the beginning of the intake stroke, the ECU sends a connection instruction to the first relay; at the end of the intake stroke, the
ECU sends a disconnection instruction to the first relay; the first relay is in a connected state during the intake stroke, and is in a disconnected state during compression, work, and exhaust strokes; second relay: at the beginning of the compression stroke, the ECU sends a connection instruction to the second relay; at the end of the power stroke, the ECU sends a disconnection instruction to the second relay; the second relay is in a connected state during the compression and power strokes, and is in a disconnected state during the intake and exhaust strokes; third relay: at the beginning of the power stroke, the ECU sends a connection instruction to the third relay; at the end of the power stroke, the ECU sends a disconnection instruction to the third relay; the third relay is in a connected state during the power stroke, and is in a disconnected state during the intake, compression, and exhaust strokes; the fourth relay is always in a disconnected state;
in a heavy-load state, a large air ionization degree and electric field coverage in the cylinder are used, and specific relay control policies are as follows: first relay: at the beginning of the intake stroke, the ECU sends a connection instruction to the first relay; at the end of the intake stroke, the
ECU sends a disconnection instruction to the first relay; the first relay is in a connected state during the intake stroke, and is in a disconnected state during the compression, work, and exhaust strokes; second relay: at the beginning of the compression stroke, the ECU sends a connection instruction to the second relay; at the end of the power stroke, the ECU sends a disconnection instruction to the second relay; the second relay is in a connected state during the compression and power strokes, and is in a disconnected state during the intake and exhaust strokes; third relay: at the beginning of the power stroke, the ECU sends a connection instruction to the third relay; at the end of the power stroke, the ECU sends a disconnection instruction to the third relay; the third relay is in a connected state during the power stroke, and is in a disconnected state during the intake, compression, and exhaust strokes; fourth relay: as a near wall temperature is high under a heavy load, at the beginning of the power stroke, the ECU sends a connection instruction to the fourth relay; at the end of the exhaust stroke, the ECU sends a disconnection instruction to the fourth relay; the fourth relay is in a connected state during the work and exhaust strokes, and is in a disconnected state during the intake and compression strokes.
Compared with the prior art, the present disclosure has the following advantages: (1) An air ionization method is used to stimulate active oxygen radicals and promote combustion. (2) An electric field is used to control the gas flow in a cylinder, change the local oxygen concentration, reduce the oxygen concentration in a high-temperature combustion zone, and lower the maximum combustion temperature, thereby reducing nitrogen oxide emissions. This method is different from the mainstream after-treatment method. (3) The ionization intensity and electric field suitable for the current engine working state can be selected based on sensor signals of the engine.
To describe the technical solutions in embodiments of this application or in the prior art more clearly, the following briefly describes the accompanying drawings used in the present disclosure, and further describes the technical solutions of this application in detail with reference to specific examples.
FIG. 1 is a structural diagram of an apparatus used for a control method for optimizing combustion and reducing nitrogen oxide emissions of an internal combustion engine according to the present disclosure.
FIG. 2 is a control flowchart of a method according to the present disclosure.
FIG. 3 is a structural diagram of a groove of a cylinder head electrode plate in the apparatus shown in FIG. 1.
To make a person skilled in the art understand the technical solutions in the embodiments of the present disclosure better, the following describes the solutions with reference to specific examples.
A control method for optimizing combustion and reducing nitrogen oxide emissions of an internal combustion engine according to the present disclosure includes the following steps.
Step 1: As shown in FIG. 1, install an air-ionized energy saving and emission reduction apparatus for an internal combustion engine. The air- ionized energy saving and emission reduction apparatus for an internal combustion engine includes an ionizer 7 installed on an intake manifold of the internal combustion engine. A nozzle of the ionizer 7 is inserted into an intake pipe and arranged at an angle of 45 degrees with an axis of the intake manifold. The ionizer is of an existing structure similar to a spark plug. It will release a large number of electrons at the nozzle instantaneously, where oxygen captures the electrons and becomes negative oxygen ions.
A journal where a crank pin seat is located is bypassed. As shown in
FIG. 1, a power connection hole 8 is formed on a bottom wall of a piston of each cylinder along a direction perpendicular to the piston top land of each cylinder of the engine. As shown in FIG. 3, on a cylinder head of each cylinder of the engine, with a spark plug 12 of each cylinder as the centre, a first electrode plate groove 14, a second electrode plate groove 15, and a third electrode plate groove 16 are coaxially arranged on a top wall of the cylinder head from inside to outside. A first annular electrode plate 9 is fixed in the first electrode plate groove 14, a second annular electrode plate 10 is fixed in the second electrode plate groove 15, and a third annular electrode plate 11 is fixed in the third electrode plate groove 16. In the figure, 17 is a groove spacing.
Preferably, a radial spacing between outer edges of two adjacent annular electrode plates is 5 mm to 10 mm, so that a gap between the electrode plates can be covered by the electric field, and the processing of the electrode plate grooves does not affect the reliability of the cylinder head.
An ionizer 7 is installed on the intake manifold of each cylinder. DC stabilized power supplies 1 in the same quantity as the engine cylinders and four relay switches corresponding to each engine cylinder are fixed under a car dashboard (a quantity of relay switches is four times that of cylinders). The DC stabilized power supply 1 is provided with several pairs of positive and negative ports. Three of the four relays provided for each cylinder are used to control the electrode plate in the cylinder to be connected or disconnected, and the remaining one relay is used to control the ionizer 7 on the intake manifold of the cylinder to be connected or disconnected.
A specific connection circuit of the four relays and a DC stabilized power supply 1 that correspond to each cylinder is as follows:
Output terminals A of a first relay 3, a second relay 4, a third relay 5, and a fourth relay 6 for controlling one cylinder are each connected to a negative port of the DC stabilized power supply 1 through a first wire.
An output terminal B of the first relay 3 is connected to a negative port of the ionizer 7 through a second wire. Output terminals B of the second relay 4, the third relay 5, and the fourth relay 6 are each connected to one end of a third wire, and the other ends of the three third wires are routed into an engine compartment through a wire hole inside the car to be respectively connected to a port of the first electrode plate 9, a port of the second electrode plate 10, and a port of the third electrode plate 11. Input terminals C of the first relay 3, the second relay 4, the third relay 5, and the fourth relay 6 are each connected to a relay pin of an electronic control unit (ECU) through a fourth wire, input terminals D of the first relay 3, the second relay 4, the third relay 5, and the fourth relay 6 are each connected to a relay pin of the ECU through a fifth wire, and the relays do not affect each other.
One end of a sixth wire is connected to a first positive port of the DC power supply 1, and the other end is routed into the engine compartment through the wire hole inside the car to be connected to a positive port of the ionizer 7.
One end of a seventh wire is connected to a second positive port of the DC power supply 1, and the other end is routed into the engine compartment through the wire hole inside the car to be inserted to the power connection hole 8.
Step 2: The ECU determines a working status of the engine based on signals from an air flow sensor on the original intake pipe, a crankshaft position sensor on a crankshaft, and a cylinder pressure sensor in a combustion chamber of the engine.
Step 3: For different working statuses, perform the following control methods of each relay in different strokes:
In a low-load state, a small air ionization degree and electric field coverage in the cylinder are used, and specific relay control policies are as follows:
First relay 3: At the beginning of an intake stroke, the ECU sends a connection instruction to the first relay 3; at the end of the intake stroke, the ECU sends a disconnection instruction to the first relay 3. The first relay 3 is in a connected state during the intake stroke, and is in a disconnected state during compression, work, and exhaust strokes.
Second relay 4: At the beginning of the compression stroke, the ECU sends a connection instruction to the second relay 4; at the end of the power stroke, the ECU sends a disconnection instruction to the second relay 4. The second relay is in a connected state during the compression and power strokes, and is in a disconnected state during the intake and exhaust strokes.
As a near wall temperature is relatively low under a low load, the third relay 5 and the fourth relay 6 are always in a disconnected state.
In a medium-load state, a medium air ionization degree and electric field coverage in the cylinder are used, and specific relay control policies are as follows:
First relay 3: At the beginning of the intake stroke, the ECU sends a connection instruction to the first relay 3; at the end of the intake stroke, the ECU sends a disconnection instruction to the first relay 3. The first relay is in a connected state during the intake stroke, and is in a disconnected state during the compression, work, and exhaust strokes.
Second relay 4: At the beginning of the compression stroke, the ECU sends a connection instruction to the second relay 4; at the end of the power stroke, the ECU sends a disconnection instruction to the second relay 4. The second relay is in a connected state during the compression and power strokes and is in a disconnected state during the intake and exhaust strokes.
Third relay 5: As a near wall temperature is higher under a medium load than under a low load, the ECU sends a connection instruction to the third relay 5 at the beginning of the power stroke; the ECU sends a disconnection instruction to the third relay 5 at the end of the power stroke. The third relay 5 is in a connected state during the power stroke, and is in a disconnected state during the intake, compression, and exhaust strokes.
Fourth relay 6: The fourth relay 6 is always in a disconnected state.
In a heavy-load state, a large air ionization degree and electric field coverage in the cylinder are used, and specific relay control policies are as follows:
First relay 3: At the beginning of an intake stroke, the ECU sends a connection instruction to the first relay 3; at the end of the intake stroke, the ECU sends a disconnection instruction to the first relay 3. The first relay 3 is in a connected state during the intake stroke, and is in a disconnected state during the compression, work, and exhaust strokes.
Second relay 4: At the beginning of the compression stroke, the ECU sends a connection instruction to the second relay 4; at the end of the power stroke, the ECU sends a disconnection instruction to the second relay 4. The second relay is in a connected state during the compression and power strokes, and is in a disconnected state during the intake and exhaust strokes.
Third relay 5: As a near wall temperature is high under a heavy load, at the beginning of the power stroke, the ECU sends a connection instruction to the third relay 5; at the end of the power stroke, the ECU sends a disconnection instruction to the third relay 5. The third relay 5 is in a connected state during the power stroke, and is in a disconnected state during the intake, compression, and exhaust strokes.
Fourth relay 6: As a near wall temperature is high under a heavy load, at the beginning of the power stroke, the ECU sends a connection instruction to the fourth relay 6; at the end of the exhaust stroke, the ECU sends a disconnection instruction to the fourth relay 6. The fourth relay 6 is in a connected state during the work and exhaust strokes, and is in a disconnected state during the intake and compression strokes.
Claims (2)
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010072390.9A CN111255600B (en) | 2020-01-21 | 2020-01-21 | Control method for optimizing combustion and reducing nitrogen oxide emission of internal combustion engine |
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| Publication Number | Publication Date |
|---|---|
| NL2027355A NL2027355A (en) | 2021-09-01 |
| NL2027355B1 true NL2027355B1 (en) | 2023-12-14 |
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| NL2027355A NL2027355B1 (en) | 2020-01-21 | 2021-01-20 | Control method for optimizing combustion and reducing nitrogen oxide emissions of internal combustion engine |
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| NL (1) | NL2027355B1 (en) |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| IT1135400B (en) * | 1981-02-11 | 1986-08-20 | Tiziano Cavani | ENDOTHERMAL HOLLOW LOADING MOTORS |
| JP2000161153A (en) * | 1998-11-20 | 2000-06-13 | Ikunojo Hyogo | Internal combustion engine with engine intake air loaded with high voltage ion electron |
| US6289868B1 (en) * | 2000-02-11 | 2001-09-18 | Michael E. Jayne | Plasma ignition for direct injected internal combustion engines |
| JP2005069223A (en) * | 2003-08-04 | 2005-03-17 | Fujiya Kobe | Device for reducing fuel consumption in combustion engine |
| JP5374691B2 (en) * | 2008-03-14 | 2013-12-25 | イマジニアリング株式会社 | Multiple discharge plasma equipment |
| BR112012014839A2 (en) * | 2009-12-17 | 2018-03-27 | Periso Sa | method for treating combustion airflow in a combustion process |
| CN106939846A (en) * | 2017-05-12 | 2017-07-11 | 沈阳航空航天大学 | A kind of cylinder sleeve component for plasma fortified burning |
| CN108104945B (en) * | 2017-05-16 | 2021-05-04 | 大连民族大学 | Two-stroke internal combustion engine electrode assembly |
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2020
- 2020-01-21 CN CN202010072390.9A patent/CN111255600B/en active Active
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- 2021-01-20 NL NL2027355A patent/NL2027355B1/en active
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| Publication number | Publication date |
|---|---|
| NL2027355A (en) | 2021-09-01 |
| CN111255600A (en) | 2020-06-09 |
| CN111255600B (en) | 2021-07-30 |
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