200912126 九、發明說明： 【發明所屬之技術領域】 本發明係有關於一種燃料重組方法與裝置，尤其是指 一種控制燃料完全燃燒以及部分氧化的方式以形成富氫燃 料之一種燃料重組方法以及重組燃料供應控制迴路及其内 燃機引擎系統。 Ο 【先前技術】 為了降低内燃機的排放污染而進行了許多研究，其 中’加入氫氣以改善内燃機使用碳氫燃料與空氣混合的燃 燒被認為是降低其排放污染的可行方法。 美國專利第4230072號揭露一種配合内燃機之曱醇重 組系統，其甲醇重組系統係以一觸媒將曱醇與空氣重組成 一西氫氣體，再和空氣與汽油混合進行内燃機的燃燒室内 「 燃燒。該内燃機的汽油供應系統與甲醇重組系統係為並聯 ^ 配置，兩者均以節流閥（Throttle)控制空氣流量，而且 y醇重組系統的節流閥係隨汽油供應系統的節流閥連動， 藉乂保持甲醇重組系統的空氣流量與汽油供應系統的空$ J量在「定的比例範圍’而汽油與甲醇的流量則隨通：： 的二匕油$之空氣流量變化而由化油器增減汽油與甲 供應量，以保持一定的空氣燃料比例；該内燃機還配晉— ==，其係根據該觸媒的溫度而開啟或關Γ .意即閉以停止甲醇與空氣進，媒， 供應》亥田虱虱體，而前者同時部份關閉以增加产 200912126 油化油器的吸引力以增 以内燃機的排氣或以電執献μ里。其次，該觸媒係 反應溫度以進使之達到甲醇的重組 利所教干之士ΐ：：工的重組反應。綜合而言，該專 哞，W !制以及甲醇重組系統的操作相當複200912126 IX. DESCRIPTION OF THE INVENTION: TECHNICAL FIELD The present invention relates to a fuel recombination method and apparatus, and more particularly to a fuel recombination method and recombination for controlling the complete combustion and partial oxidation of a fuel to form a hydrogen-rich fuel. Fuel supply control loop and its internal combustion engine system. Ο [Prior Art] Many studies have been conducted to reduce the emission pollution of internal combustion engines, where adding hydrogen to improve the combustion of internal combustion engines using hydrocarbon fuels mixed with air is considered to be a viable method to reduce their emissions. U.S. Patent No. 4,230,072 discloses a sterol recombination system for an internal combustion engine. The methanol recombination system uses a catalyst to recombine sterols with air to form a hydrogen gas, and then mixes with air and gasoline to "burn" in the combustion chamber of the internal combustion engine. The gasoline supply system of the internal combustion engine and the methanol recombination system are in parallel configuration, both of which control the air flow by a throttle valve, and the throttle valve of the y alcohol recombination system is linked with the throttle valve of the gasoline supply system. By keeping the air flow rate of the methanol recombination system and the empty amount of the gasoline supply system in the "fixed ratio range" and the flow of gasoline and methanol is followed by:: the turbulent oil of the second 匕 oil is changed by the carburetor Increase or decrease the supply of gasoline and A to maintain a certain proportion of air fuel; the internal combustion engine is also equipped with Jin- ==, which is turned on or off according to the temperature of the catalyst. It means closing methanol and air. , supply "Hai Tian carcass, while the former is partially closed to increase the attractiveness of the 200912126 oil carburetor to increase the exhaust of the internal combustion engine or to elect electricity." The reaction temperature medium feed system so as to achieve the recombination reaction of recombination taught dry methanol Lee Shi ΐ :: workers. Overall, the operation of the special moo, W is! Recombination system, and methanol rather complex system
，、大型内_’不適用於簡單廉價的小二燃I Ο -内ΐ:::Π8118號揭露-種供應混合氫氣與汽油 氣，然後使之和汽油與分解成氨氣與氧 燒室燃燒；該專利也教示進入内燃機的燃 内關指示馬力的闕係，說明加氯燃燒確實； 排放污染。但是該專利教示氫氣供應量與内燃機的 負載狀況無關，以獲得至少隹六^土 ”'、、 利、:a 車乂么的扭力輸出；意即，該專 礼又有教不如何配合内燃機的負載狀 而且需要補充用來產生氫氣的水，虱矾仏應里 的内燃機。 飞孔的水’亚不適用於運轉變化大 美國專利第63腦6號揭露一配置了燃料重組 内燃機’該燃料重組系統係以排氣餘熱將水幫浦供應的水 以及燃料幫浦供應的石炭氫燃料加熱氣化幫案 應的空氣（也經排氣加熱）混合後一起進入一重供 藉乂產生田氣氣體，該畐氫氣體儲存於一容器中，然 以一，射裝置將該富氫氣體注入該内燃機的進氣道，使^ 與空氣一起進入該内燃機的燃燒室，然後在其中與噴射 入的碳氣燃料燃燒。該燃料重組系統所需的碳氫燃料、’ \ 和空氣的供應量皆由-控制單元調節’以配合内燃機負載 200912126 的變化調節氫氣供應量。簡言之，該專利所揭露的燃料重 組系統適用於複雜昂貴的大型内燃機，尤其需要補充重組 系統的水，並不適用於簡單廉價的小型内燃機。 美國專利第6668763號揭露一利用乙醇裂解產生之氫 氣以降低排放污染的内燃機，其係將混合於汽油中的乙醇 經一銅-鋁基觸媒以行裂解反應而產生乙醛與氫氣，再將該 乙醛與氫氣連同混合了乙醇的汽油與空氣一起送入内燃機 的燃燒室内燃燒；而且需要一燃料幫浦以控制輸給該觸媒 之混合乙醇的汽油供應量。該專利並未教示將該乙醛與氫 氣以及混合了乙醇的汽油與空氣一起送入内燃機的實施方 式，也沒有教示任何配合内燃機負載變化的氫氣供應控制 方式。 綜上所述，習知的内燃機加氫技術過於複雜，並不適 用於操作簡單、價格低廉的小型内燃機；如何克服習知技 術過於複雜之缺失，以使運轉變化大的小型内燃機亦可加 入氫氣燃燒，乃為本領域技術者所竭力苦思之重要課題。 【發明内容】 本發明提供一種重組燃料供應控制迴路，其係將一部 份的燃料重組成一富氫氣體，並可在數秒或更短的時間内 配合内燃機的運轉情形而改變富氫氣體流量。 本發明提供一種重組燃料供應控制迴路，其係根據内 燃機的運轉情形，而自動調節流經燃料重組器的燃料及空 氣流量，使引擎於稀薄燃料的條件下運轉，達到降低廢氣 排放的效果。 200912126 本發明提供一種内燃機引擎系統，其係利用一燃料重 組器與一控制迴路將一部份的燃料重組成富氫氣體，並和 其它部份的燃料一起導入内燃機燃燒。 本發明提供一種燃料重組方法，其主要步驟為引擎啟 動後，導入一部分燃料及過量空氣至燃料重組器以快速啟 動重組器；調整空氣量為不完全燃燒比例，使重組器產生 富氫氣體；該富氫氣體與一空氣流在進氣岐管中，混合引 擎主燃料以近於完全燃燒比例，再一併進入該燃燒室内燃 燒，即可達成加氫燃燒以降低廢氣排放之目的。其中，快 速啟動重組器的方法係以一燃料供應管導入一部分燃料， 一第一空氣流與一第二空氣流提供過量空氣至燃料重組 器，同時啟動輔助點火裝置或電漿，以點燃燃料，使燃料 重組器在短時間内達到工作溫度。此時，關閉該第二空氣 流，使空氣量為不完全燃燒比例，藉由重組器中的觸媒作 用，以部分氧化方式，將燃料轉化為一氧化碳及氫氣產生 富氫氣體，避免產生二氧化碳及水，以提高富氫氣體的熱 值，同時避免產生積碳而毒害觸媒。部分氧化所釋放之熱 量，則使燃料重組器維持在適當之工作溫度。該富氫氣體 與一第三空氣流經一供氣管進入進氣岐管中，混合引擎主 燃料氣流，以超過完全燃燒的比例，再一併進入該燃燒室 内燃燒。即可達成加氫燃燒以降低廢氣排放之目的。 在一實施例中，本發明提供一種重組燃料供應控制迴 路，包括：一燃料重組裝置，其係可將燃料重組成一富氫 燃料；一燃料供應模組，其係與該燃料重組裝置相連接， 以提供一燃料至該燃料重組裝置内；一供氣模組，其係與 200912126 該燃料供應模組相連接，以提供該燃料重組反應所需之氣 體；以及一混合供氣模組，其係與該燃料重組裝置相連接， 該混合供氣模組可提供氣體與該富氫燃料相混合。 在另一實施例中，本發明提供一種内燃機引擎系統， 包括：一内燃機；以及一重組燃料供應控制迴路，其係與 該内燃機相連接，該重組燃料供應控制迴路係可供應一重 組燃料給該内燃機，該重組燃料供應控制迴路更具有：一 燃料重組裝置，其係可將燃料重組成一富氫燃料；一燃料 供應模組，其係與該燃料重組裝置相連接，以提供一燃料 至該燃料重組裝置内；一供氣模組，其係與該燃料供應模 組相連接，以提供該燃料重組反應所需之氣體；以及一混 合供氣模組，其係與該燃料重組裝置相連接，該混合供氣 模組可提供氣體與該富氫燃料相混合。 【實施方式】 為使貴審查委員能對本發明之特徵、目的及功能有 更進一步的認知與暸解，下文特將本發明之裝置的相關細 部結構以及設計的理念原由進行說明，以使得審查委員可 以了解本發明之特點，詳細說明陳述如下： 請參閱圖一所示，該圖係為本發明燃料重組方法實施 例流程示意圖。該燃料重組方法1包括有下列步驟，首先 進行步驟10提供過量之一助燃氣體使一燃料於一重組器 内完全燃燒。在本步驟中，導入一部分燃料及過量空氣至 該重組器以快速啟動重組器，該助燃氣體係可選擇為空氣 或者是氧氣。接著進行步驟11，調整該助燃氣體之量，以 200912126 使該助燃氣體與該燃料之比例為不完全燃燒比例。最後進 行步驟12，使該重組器將該燃料轉化成一富氫燃料。在本 步驟11與12中，使空氣量為不完全燃燒比例，藉由重組 器中的觸媒作用，以部分氧化方式，將燃料轉化為一氧化 碳及氫氣產生富氫氣體，避免產生二氧化碳及水，以提高 富氫氣體的熱值，同時避免產生積碳而毒害觸媒。 請參閱圖二所示，該圖係為本發明之重組燃料供應控 制迴路第一實施例示意圖。該控制迴路2包括一燃料重組 裝置20、一燃料供應模組21、一供氣模組22以及一混合 供氣模組23。該燃料供應模組21，其係與該燃料重組裝置 20相連接，以提供一燃料至該燃料重組裝置20内。在本 實施例中，該富氫燃料係為一富氫氣體燃料。該燃料重組 裝置20更具有一重組器201、一點火裝置202以及一電源 供應裝置203。該點火裝置202，其係與該重組器201相連 接。該點火裝置202係可為電子點火器或者是電漿裝置， 但不以此為限。該電源供應裝置203，其係與該點火裝置 202相連接，以提供該點火裝置202所需之能量。 該燃料供應模組21係更具有一閥體212以及一輔助燃 料供應裝置210。該閥體212，其係藉由一燃料管路211與 該輔助燃料供應裝置210相連接且以一管路213與該燃料 重組裝置20相連接。該閥體212係可為一電磁閥，但不以 此為限。該輔助燃料供應裝置210可提供重組反應所需之 燃料，其係可為習用技術之化油器、燃油噴嘴等元件，但 不以此為限。 該供氣模組22，其係與該燃料供應模組相連接，以提 10 200912126 供該燃料重組反應所需之氣體。該供氣模組22分為兩個部 分，一個為提供燃料預熱之氣體管路與閥門；一個為提供 重組反應所需之氣體供應管路與閥門。在本實施例中，該 氣體模組22具有一第一供氣閥221，其係藉由氣體管路220 與空氣過濾器24相連接，且以一供氣管路222與該燃料供 應模組21之管路213相連接，以供應該燃料重組裝置20 反應所需之氣體。另外，該供氣模組22更具有一第二供氣 閥224，其係與該燃料供應模組21相連接，該第二供氣閥 224係藉由一氣體管路223與該空氣過濾器24相連接，且 一氣體管路225與該管路213相連接，以供應該燃料重組 裝置20預熱所需之氣體。該混合供氣模組23，其係具有 一第三供氣閥體231其係藉由氣體管路230與該空氣過濾 器24相連接，且以一空氣管路232與該重組器201之出口 管路204相連接，以提供氣體與該富氫燃料相混合。該第 一供氣閥221、第二供氣閥224以及該第三供氣閥231係 可為一電磁閥，但不以此為限。 請參閱圖三A與圖三B所示，圖三A係為本發明之重 組燃料供應控制迴路第二實施例示意圖；圖三B係為供氣 閥模組示意圖。其中，在圖三A中，大致結構與圖一相同， 差別的地方在於將圖一中之第一供氣閥與第二供氣閥整合 為一供氣閥模組226，以控制該氣體管路220以及該氣體 管路223所供應之氣體進入該燃料供應模組21。在本實施 例中，如圖三B所示，該供氣閥模組226係為四口三位的 電磁閥。 利用前述之控制迴路，本發明更提供一種以重組器供 200912126 應燃料之内燃機引擎動力系統，其係以一小型燃料重組 器，藉由觸媒或電漿輔助觸媒的作用，將一部分燃料轉化 為富氫氣體，再和其它部份的燃料、空氣一起進入内燃機 燃燒。導入重組器進行重組所需之燃料與重組反應所需之 空氣流、預熱重組器所需之空氣流、及提供額外空氣，使 進入引擎之燃料/空氣比例為貧燃料之空氣流，皆由該控制 迴路自動調節，使該富氳氣體的供應量可根據内燃機的運 轉情形而改變。 氫氣具有可燃範圍廣、火焰燃燒速度快等特點，當富 氫氣體與其它部份的燃料（如汽油）混合作為引擎的燃料 時，可以使引擎在貧燃料的條件下操作而不會熄火，如此 則可以減少燃料用量並進而降低汽缸内的溫度，因此可以 大幅降低氮氧化物的排放濃度。此外，由於引擎是在稀薄 燃燒下運轉，一氧化碳及碳氫化合物的排放濃度均會明顯 降低。 本發明中之重組器是採用部分氧化方式進行，藉由控 制迴路導入適當的燃料及空氣，其空氣中的氧原子與燃料 中的碳原子比（0/C比）為1. 0至2. 0,最佳之實施之0/C比 為1. 2至1.44。在此條件下，大部份的燃料轉化為一氧化 碳及氫氣，少部份則完全燃燒產生二氧化碳及水，並且不 會產生積碳毒害觸媒。而反應所釋放出的熱量，可使反應 器維持在適當的工作溫度。 請參閱圖四所示，該圖係為本發明内燃機引擎系統實 施例示意圖。該引擎系統3包括一控制迴路30與一内燃機 31。該内燃機31可為輪型車輛的内燃機，例如：機踏車或 12 200912126 者是汽車等，但不以此為限。在本實施例中，該内燃機係 為摩托車的引擎。該内燃機31之内部結構係為習用之技 術，圖四之内燃機係為簡示，但不以該圖所示為限。該内 燃機31具有一汽缸310，其係連接有一進氣岐管311。該 進氣歧管311係與一主燃料供應器312相連接。該主燃料 供應器312與該進氣歧管311間具有一節流閥313以調節 流量。一空氣過濾器314藉由一空氣通道315與該主燃料 供應器312相連接。該控制迴路30之結構如圖二與圖三A 所示，在此不作贅述。 誠如習知内燃機的運作原理，流過主燃料供應器312 的一主空氣流量Q 0係依節流閥313的開度與該内燃機之曲 柄軸的轉速決定，而主燃料供應器312會根據該主空氣流 量Q0供應一適當燃料，該適當燃料係保持空氣與燃料的比 例在近於完全燃燒的範圍内，藉以使該主空氣流量Q0與該 適當燃料進入該進氣岐管311的第一入口，然後經其出口 進入該燃燒室内燃燒膨脹來推動該活塞作功而轉動曲柄 袖0 接下來說明該引擎系統3之動作。該控制迴路30啟動 時，該第一供氣閥221開啟使一第一空氣流量Q1經氣體管 路225與該辅助燃料供應裝置210供應之燃料混合後，經 該管路213進入該重組器201。控制迴路30根據該第一空 氣流量Q1控制該輔助燃料供應裝置210供應一定比例的燃 料，以保持0/C比在1. 2至1. 44的範圍内。該第二供氣閥 224則開啟位置以使一第二空氣流量Q2藉由該氣體管路 222與該管路213進入該重組器201。此時該點火裝置202 200912126 啟動，使進入該重組器201並混合於該第一空氣流量Q1之 中的燃料燃燒，而該第二空氣流量Q2則供應充分的氧氣或 空氣以達完全燃燒，藉以迅速加熱該重組器201的觸媒管。 該辅助燃料供應裝置210可為一習知的化油器，其燃 料供應量係根據該第一空氣流量Q1而設計，利用其通過該 辅助燃料供應裝置210的吸引力吸入一適量燃料，而且該 第一空氣流量Q1與該適量燃料的比例係為不完全燃燒的 範圍，使該第一空氣流量混合該適量燃料之後，在該觸媒 管内藉由觸媒的催化作用進行不完全燃燒以產生富氫氣 體。以一般的無鉛汽油為例，完全燃燒的理想空燃比 (A i r-Fue 1 Rat i 〇、空氣與無錯汽油的質量比）約為16， 實用的空燃比為15〜14之間，進行重组所需的空燃比可為 6〜8之間。需注意的是，該進行重組所需的空燃比係根據 該觸媒管所含的觸媒成份以及燃料的成份而定。 此外，該輔助燃料供應裝置210可為一習知的燃油喷 嘴，其燃料供應量係根據該第一空氣流量Q1而設計，如 此，該第一空氣流量Q1與該適量燃料混合後可直接進入該 觸媒管進行重組反應產生該富氫氣體；需注意的是，空氣 與氣體燃料的比例係根據該觸媒管所含的觸媒成份以及燃 料的成份而定。 該辅助燃料供應裝置210可供應氣體燃料，例如液化 瓦斯（主要成份為丁烷與丙烷），如此，該第一空氣流量 Q1與該適量燃料（瓦斯）混合後可直接進入該觸媒管進行 重組反應產生該富鼠氣體，需注意的是’空氣與氣體燃料 的比例係根據該觸媒管所含的觸媒成份以及燃料的成份而 200912126 2益m甫助燃料供應裝置210可供應液體燃料，例 如热錯 >飞油’然此時該筮一 體燃料係為液體難以qi所混合的該適量液 」 其平均直徑約為數百m(10 6m)， 气體UM進入該觸媒管進行重組反應產生該富氫 =機=2體燃料所需的熱量可來自-熱源(例如、 -：化壯罟孔1或頜外的加熱裝置);在該觸媒管前方設置 Ο,, large inside _' does not apply to simple and cheap small two burning I Ο - ΐ ::: Π 8118 exposed - a kind of supply of mixed hydrogen and gasoline gas, and then it and gasoline and decomposition into ammonia and oxygen burning chamber burning The patent also teaches the entry of the internal combustion engine to indicate the horsepower of the internal combustion engine, indicating that the chlorination combustion is indeed; discharge pollution. However, the patent teaches that the hydrogen supply is independent of the load condition of the internal combustion engine, so as to obtain a torque output of at least 隹 ^ ” 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 、 Load-like and need to supplement the water used to generate hydrogen, the internal combustion engine of the Yingying. The water of the flying hole 'Asia is not suitable for the operation change. US Patent No. 63 Brain No. 6 exposes a fuel recombination internal combustion engine. The system uses the waste heat of the exhaust gas to heat the water supplied by the water pump and the carbon-carbon hydrogen fuel supplied by the fuel pump to heat the gas (also heated by the exhaust gas), and then enters into a heavy supply to generate the gas. The helium hydrogen gas is stored in a container, and the hydrogen-rich gas is injected into the intake port of the internal combustion engine by a launching device to enter the combustion chamber of the internal combustion engine together with the air, and then injected with the injected carbon gas. Fuel combustion. The fuel fuel, ' \ and air supply required for the fuel recombination system are adjusted by the - control unit to adjust the hydrogen supply to match the change of the internal combustion engine load 200912126 In short, the fuel recombination system disclosed in the patent is suitable for large and complex internal combustion engines, especially for replenishing the water of the recombination system, and is not suitable for a simple and inexpensive small internal combustion engine. U.S. Patent No. 6,687,763 discloses the use of ethanol cracking to produce The hydrogen gas to reduce the pollution of the internal combustion engine, which is to mix the ethanol in the gasoline with a copper-aluminum-based catalyst to produce acetaldehyde and hydrogen, and then the acetaldehyde and hydrogen together with the gasoline mixed with ethanol. Combustion with the air into the combustion chamber of the internal combustion engine; and a fuel pump is required to control the supply of gasoline to the mixed ethanol of the catalyst. The patent does not teach the acetaldehyde and hydrogen and the gasoline mixed with ethanol. The embodiment in which the air is fed into the internal combustion engine does not teach any hydrogen supply control method that matches the load change of the internal combustion engine. In summary, the conventional hydrogenation technology of the internal combustion engine is too complicated to be applied to a small internal combustion engine that is simple to operate and inexpensive. How to overcome the lack of familiarity of the prior art, so that the operation changes greatly The gas turbine can also be added to the combustion of hydrogen, which is an important issue for those skilled in the art. SUMMARY OF THE INVENTION The present invention provides a recombination fuel supply control loop that reconstitutes a portion of the fuel into a hydrogen-rich gas. The hydrogen rich gas flow rate can be changed in conjunction with the operation of the internal combustion engine in a few seconds or less. The present invention provides a recombined fuel supply control loop that automatically regulates flow through the fuel reformer in accordance with the operating conditions of the internal combustion engine. The fuel and air flow rate allows the engine to operate under lean fuel conditions to reduce exhaust emissions. 200912126 The present invention provides an internal combustion engine system that utilizes a fuel reformer and a control loop to reconstitute a portion of the fuel. Hydrogen gas is introduced into the internal combustion engine combustion together with other parts of the fuel. The present invention provides a fuel recombining method, the main step of which is to introduce a part of fuel and excess air to the fuel recombiner after the engine is started to quickly start the recombinator; For the incomplete combustion ratio, the recombinator is made rich in hydrogen The hydrogen-rich gas and an air stream are in the intake manifold, and the main fuel of the engine is mixed at a near complete combustion ratio, and then combusted into the combustion chamber to achieve hydrogenation combustion to reduce exhaust gas emissions. Wherein, the method of quickly starting the recombiner introduces a part of fuel into a fuel supply pipe, and a first air stream and a second air stream supply excess air to the fuel recombiner, and simultaneously activate an auxiliary ignition device or plasma to ignite the fuel. The fuel reformer is brought to operating temperature in a short time. At this time, the second air flow is turned off, so that the amount of air is incomplete combustion ratio, and the fuel is converted into carbon monoxide and hydrogen to generate hydrogen-rich gas by partial oxidation in a partial oxidation manner to avoid carbon dioxide generation. Water to increase the calorific value of hydrogen-rich gas while avoiding the accumulation of carbon and poisoning the catalyst. The heat released by partial oxidation maintains the fuel reformer at the proper operating temperature. The hydrogen-rich gas and a third air flow through an air supply pipe into the intake manifold, and the engine main fuel gas stream is mixed to exceed the complete combustion ratio, and then enters the combustion chamber for combustion. Hydrogenation can be achieved to reduce exhaust emissions. In one embodiment, the present invention provides a recombination fuel supply control loop comprising: a fuel recombining device for reconstituting fuel into a hydrogen rich fuel; and a fuel supply module coupled to the fuel recombining device Providing a fuel to the fuel recombining device; a gas supply module connected to the fuel supply module of 200912126 to provide the gas required for the fuel recombination reaction; and a hybrid gas supply module And connecting to the fuel recombining device, the mixed gas supply module can provide a gas mixed with the hydrogen-rich fuel. In another embodiment, the present invention provides an internal combustion engine system including: an internal combustion engine; and a recombination fuel supply control circuit coupled to the internal combustion engine, the recombined fuel supply control circuit being capable of supplying a recombined fuel to the The internal combustion engine, the recombined fuel supply control circuit further comprises: a fuel recombining device for recombining the fuel into a hydrogen-rich fuel; a fuel supply module coupled to the fuel recombining device to provide a fuel to the a fuel refining device; a gas supply module connected to the fuel supply module to provide a gas required for the fuel recombination reaction; and a mixed gas supply module connected to the fuel recombining device The hybrid gas supply module can provide a gas to be mixed with the hydrogen-rich fuel. [Embodiment] In order to enable the reviewing committee to have a further understanding and understanding of the features, objects and functions of the present invention, the detailed structure of the device of the present invention and the concept of the design are explained below so that the reviewing committee can The detailed description of the features of the present invention is as follows: Referring to Figure 1, the figure is a schematic flow chart of an embodiment of the fuel recombining method of the present invention. The fuel recombination method 1 includes the following steps. First, step 10 is performed to provide an excess of the combustion-supporting gas to completely combust a fuel in a reformer. In this step, a portion of the fuel and excess air are introduced to the reformer to quickly start the reformer, which may be selected from air or oxygen. Next, in step 11, the amount of the combustion-supporting gas is adjusted, and the ratio of the combustion-supporting gas to the fuel is made into an incomplete combustion ratio at 200912126. Finally, step 12 is performed to cause the reformer to convert the fuel into a hydrogen-rich fuel. In the present steps 11 and 12, the amount of air is incompletely burned, and the fuel is converted into carbon monoxide and hydrogen to generate hydrogen-rich gas by partial oxidation in a partial oxidation manner to avoid generation of carbon dioxide and water. In order to increase the calorific value of the hydrogen-rich gas while avoiding carbon deposits and poisoning the catalyst. Please refer to FIG. 2, which is a schematic diagram of a first embodiment of a reconstituted fuel supply control loop of the present invention. The control circuit 2 includes a fuel recombining device 20, a fuel supply module 21, a gas supply module 22, and a hybrid gas supply module 23. The fuel supply module 21 is coupled to the fuel recombination unit 20 to provide a fuel to the fuel reconstitution unit 20. In this embodiment, the hydrogen rich fuel is a hydrogen rich gaseous fuel. The fuel reconstitution device 20 further has a recombiner 201, an ignition device 202, and a power supply device 203. The ignition device 202 is coupled to the recombiner 201. The ignition device 202 can be an electronic igniter or a plasma device, but is not limited thereto. The power supply unit 203 is coupled to the ignition unit 202 to provide the energy required by the ignition unit 202. The fuel supply module 21 further has a valve body 212 and an auxiliary fuel supply device 210. The valve body 212 is connected to the auxiliary fuel supply unit 210 by a fuel line 211 and to the fuel reforming unit 20 by a line 213. The valve body 212 can be a solenoid valve, but is not limited thereto. The auxiliary fuel supply device 210 can provide the fuel required for the recombination reaction, which can be a conventional carburetor, a fuel nozzle or the like, but is not limited thereto. The gas supply module 22 is connected to the fuel supply module to provide a gas for the fuel recombination reaction. The gas supply module 22 is divided into two parts, one for providing fuel preheating gas lines and valves, and one for supplying gas supply lines and valves for recombination reaction. In this embodiment, the gas module 22 has a first air supply valve 221 connected to the air filter 24 via a gas line 220, and an air supply line 222 and the fuel supply module 21 The line 213 is connected to supply the gas required for the reaction of the fuel reforming unit 20. In addition, the air supply module 22 further has a second air supply valve 224 connected to the fuel supply module 21, and the second air supply valve 224 is connected to the air filter by a gas line 223. The 24 phases are connected, and a gas line 225 is connected to the line 213 to supply the gas required for the fuel recombination unit 20 to preheat. The hybrid air supply module 23 has a third air supply valve body 231 connected to the air filter 24 by a gas line 230, and an air line 232 and an outlet of the recombiner 201. Lines 204 are connected to provide a gas to be mixed with the hydrogen rich fuel. The first air supply valve 221, the second air supply valve 224, and the third air supply valve 231 may be a solenoid valve, but not limited thereto. Referring to FIG. 3A and FIG. 3B, FIG. 3A is a schematic diagram of a second embodiment of the refueling control circuit of the present invention; FIG. 3B is a schematic diagram of the air supply valve module. In FIG. 3A, the general structure is the same as that of FIG. 1. The difference is that the first air supply valve and the second air supply valve in FIG. 1 are integrated into a gas supply valve module 226 to control the gas pipe. The road 220 and the gas supplied from the gas line 223 enter the fuel supply module 21. In the present embodiment, as shown in Fig. 3B, the air supply valve module 226 is a four-position three-position solenoid valve. By using the foregoing control loop, the present invention further provides an internal combustion engine power system for recombining a fuel for 200912126, which is a small fuel recombiner, which converts a part of fuel by the action of a catalyst or a plasma auxiliary catalyst. For hydrogen-rich gas, it enters the internal combustion engine combustion together with other parts of fuel and air. Introduce the air flow required for recombination to recombine the fuel and recombination reactions, preheat the air flow required by the recombiner, and provide additional air to make the fuel/air ratio into the engine a lean fuel flow. The control loop is automatically adjusted so that the supply of the rich gas can be varied depending on the operating conditions of the internal combustion engine. Hydrogen has the characteristics of wide flammable range and fast flame burning. When hydrogen-rich gas is mixed with other fuels (such as gasoline) as fuel for the engine, the engine can be operated under lean fuel conditions without extinguishing. This reduces the amount of fuel and thus the temperature in the cylinder, thus significantly reducing the concentration of nitrogen oxides. In addition, since the engine is operated under lean combustion, the emission concentrations of carbon monoxide and hydrocarbons are significantly reduced. 0至2. The ratio of the ratio of the oxygen atom in the air to the carbon atom in the fuel (0/C ratio) is 1.0 to 2. 0至1.44。 0, the best implementation of the 0/C ratio is 1.2 to 1.44. Under these conditions, most of the fuel is converted to carbon monoxide and hydrogen, and a small part is completely burned to produce carbon dioxide and water, and no carbon poisoning catalyst is produced. The heat released by the reaction maintains the reactor at the proper operating temperature. Please refer to FIG. 4, which is a schematic diagram of an embodiment of an internal combustion engine system of the present invention. The engine system 3 includes a control circuit 30 and an internal combustion engine 31. The internal combustion engine 31 may be an internal combustion engine of a wheel type vehicle, for example, a bicycle or a vehicle, and is not limited thereto. In the present embodiment, the internal combustion engine is an engine of a motorcycle. The internal structure of the internal combustion engine 31 is a conventional technique, and the internal combustion engine of Fig. 4 is abbreviated, but is not limited to the figure. The internal combustion engine 31 has a cylinder 310 to which an intake manifold 311 is connected. The intake manifold 311 is coupled to a main fuel supply 312. A throttle valve 313 is provided between the main fuel supply 312 and the intake manifold 311 to regulate the flow rate. An air filter 314 is coupled to the main fuel supply 312 by an air passage 315. The structure of the control circuit 30 is shown in FIG. 2 and FIG. 3A, and details are not described herein. As is known in the art, the primary air flow rate Q 0 flowing through the main fuel supply 312 is determined by the opening of the throttle valve 313 and the rotational speed of the crankshaft of the internal combustion engine, and the main fuel supply 312 is based on The primary air flow Q0 supplies a suitable fuel that maintains the ratio of air to fuel within a near complete combustion range whereby the primary air flow Q0 and the appropriate fuel enter the first intake manifold 311 The inlet, then through its outlet into the combustion chamber to expand and expand to push the piston to work to rotate the crank sleeve 0. Next, the action of the engine system 3 will be described. When the control circuit 30 is activated, the first air supply valve 221 is opened to mix a first air flow rate Q1 with the fuel supplied by the auxiliary fuel supply device 210 via the gas line 225, and then enters the recombiner 201 via the line 213. . The control circuit 30 controls the auxiliary fuel supply device 210 to supply a certain proportion of the fuel according to the first air flow rate Q1 to maintain the 0/C ratio in the range of 1.2 to 1.44. The second air supply valve 224 is in an open position such that a second air flow rate Q2 enters the recombiner 201 via the gas line 222 and the line 213. At this time, the ignition device 202 200912126 is activated to burn the fuel entering the recombiner 201 and mixed in the first air flow rate Q1, and the second air flow rate Q2 is supplied with sufficient oxygen or air for complete combustion. The catalyst tube of the reformer 201 is rapidly heated. The auxiliary fuel supply device 210 may be a conventional carburetor whose fuel supply amount is designed according to the first air flow rate Q1, by which an appropriate amount of fuel is sucked through the attraction force of the auxiliary fuel supply device 210, and The ratio of the first air flow rate Q1 to the appropriate amount of fuel is a range of incomplete combustion, and after the first air flow is mixed with the appropriate amount of fuel, incomplete combustion is performed in the catalyst tube by catalytic action of the catalyst to generate rich Hydrogen gas. Taking ordinary unleaded gasoline as an example, the ideal air-fuel ratio (A i r-Fue 1 Rat i 〇, mass ratio of air to error-free gasoline) for complete combustion is about 16, and the practical air-fuel ratio is between 15 and 14. The air-fuel ratio required for recombination can be between 6 and 8. It should be noted that the air-fuel ratio required for the recombination depends on the composition of the catalyst contained in the catalyst tube and the composition of the fuel. In addition, the auxiliary fuel supply device 210 can be a conventional fuel nozzle, and the fuel supply amount is designed according to the first air flow rate Q1. Thus, the first air flow rate Q1 can be directly mixed into the appropriate amount of fuel. The catalyst tube undergoes a recombination reaction to produce the hydrogen-rich gas; it should be noted that the ratio of air to gaseous fuel depends on the catalyst component contained in the catalyst tube and the composition of the fuel. The auxiliary fuel supply device 210 can supply gaseous fuel, such as liquefied gas (mainly composed of butane and propane), so that the first air flow rate Q1 can be directly mixed into the catalyst tube for recombination after being mixed with the appropriate amount of fuel (gas). The reaction produces the rat-rich gas. It should be noted that the ratio of the air to the gas fuel is based on the catalyst component contained in the catalyst tube and the composition of the fuel. The fuel supply device 210 can supply the liquid fuel. For example, thermal error > flying oil, but at this time, the integrated fuel system is a liquid which is difficult to mix with liquid. The average diameter is about several hundred m (10 6 m), and the gas UM enters the catalyst tube for reorganization. The heat required to produce the hydrogen-rich = machine = 2 body fuel may come from a heat source (for example, -: a sturdy pupil 1 or a heating device outside the jaw); a Ο is placed in front of the catalyst tube
L 埶：的導熱裝置連接該熱源與該汽化裝置，將該 S二二、^至5亥汽化裝置以汽化其接觸的燃料液體顆 拉。适部份也為習知技術，不再敘述。 =助燃料供應裝置210還可包括一超音波霧化裝置 。=所示’―超音波霧化裝置40至少包括-殼體 置-壓電晶體43 二 ==，該殼體41安 > ，、你/、这间頻電路48作電性連接。該 ^路48供應適當的高頻電壓到該壓電晶體43以使並 超音波振動’其係經一振動傳遞物質44 (例如、水） 傳遞到該軟管4 5，將涵禍兮私总丨c：, ^ 4R ^ g 45之中的一液體燃料顆 細霧麵微細霧滴47°因為該液體燃料微 '所產生的液體顆粒，其具有-千倍至-萬倍的比表1積 =pe4riic irr)，可以更迅速地吸收熱量汽化。該高頻 係以祕連接與電源（例如、-蓄電池）相連接。 、μ振動傳遞㈣44同時可用來冷卻該壓電晶體仏，以 避免其溫度過高而損壞。這部份也為習知技術，不再敛述。 >該重組器201還包括一溫度感應裝置2〇1〇，以 媒管的溫度到達-溫度預輕之後，闕閉該第二供氣間⑽ 15 200912126 並開啟第三供氣閥231，使該第三空氣流量Q3經該氣體管 路232與該出口管路204進入該進氣岐管311，並且關閉 點火裝置202。該溫度感應裝置2010可為一熱電偶，將該 觸媒管的溫度傳送到一溫度控制器。這時該第一空氣流量 Q1以及該不完全燃燒比例的燃料進入該重組器201的觸媒 管，而在觸媒管的催化作用下進行不完全氧化以產生一富 氫氣體，該富氫氣體的主要成份包括氫氣、一氧化碳、二 氧化碳以及氮氣，該富氫氣體經出口管路204進入該進氣 岐管311。所以，該富氫氣體與該第三空氣流量Q3在進氣 岐管311中，混合了該主空氣流量Q0以及該近於完全燃燒 比例的燃料，再一併進入該燃燒室内燃燒膨脹來推動該活 塞作功而轉動該曲柄轴。如此，即可達成加氳燃燒的目的。 除了用溫度感應裝置2010來控制外，在另一實施例 中，該控制迴路亦可以一計時器來取代溫度感應裝置 2010，當啟動之後經過一預定時間之後，就可使該重組器 201的觸媒管到達該溫度預定值，如此就可關閉該第二供 氣閥224並關閉點火裝置，以使該重組器201供應富氫氣 體。此時該控制迴路不需要該溫度感應裝置，以簡化其結 構並降低成本。然這部份也為習知技術，不再敘述。 該第一空氣流量Q1、該第二空氣流量Q2及該第三空 氣流量Q3係由下列兩者所決定：該内燃機曲柄軸的的轉速 (意即該内燃機31的轉速）時所產生的『吸引力』，以及該 第一供氣閥221、該第二供氣閥224、該第三供氣閥231、 該氣體管路225、222與232及該主空氣流量Q0通過氣道 所形成的『管線阻力』。當引擎轉數提高時，所產生的該吸 16 200912126 引力也會增加。但因為管線長度固定，所以該第一空氣流 量Q1、該第二空氣流量Q2或該第三空氣流量Q3與該主空 氣流量Q0也會隨前述之該吸引力增加而增加，一直達到該 管線阻力與該吸引力平衡的狀態。因而使該富氫氣體與該 第二空氣流量Q2及主空氣流量Q0的供應量隨引擎轉速快 慢而自動地隨之而增減。 其次，該氣體管路225與該第一供氣閥221的尺寸， 可以根據該内燃機31的排氣量而設計，以使該第一空氣流 量Q1與該第二空氣流量Q2在該内燃機31的排氣量的一定 比例之内，藉以利用該第一空氣流量Q1與混合其中之該不 完全燃燒比例的燃料來供應一定比例的富氫氣體。需注意 的是，該重組器201之觸媒管的尺寸與則應根據該第一空 氣流量Q1而設計，以將該第一空氣流量Q1與混合其中之 該不完全燃燒比例的燃料充分地轉化成富氫氣體，以供該 内燃機31加氫燃燒。再者，該氣體管路222與232、該第 二供氣閥224、該第三供氣閥231則應根據該第一空氣流 量Q1設計，使該第二空氣流量Q2能夠使該第一空氣流量 Q1與混合其中之該不完全燃燒比例的燃料達到完全燃燒， 以避免在加熱該重組器201之觸媒管時，在觸媒表面形成 積碳而影響其活性，也避免該富氫氣體與該主空氣流量Q0 以及混合其中的該適當的燃料進入該燃燒室後，卻因該第 三空氣流量Q3不足而造成不完全燃燒，反而增加排放污 染。 由於該内燃機31的物理限制，該第一供氣閥221、該 第二供氣閥224與該第三供氣閥231的開/關操作須配合内 200912126 燃機之曲柄軸的的轉速’以避免影響該内燃機31的正常運 • 作、。因此，該引擎系統3中還包括一轉速感應裝置3100以 ' 感測内燃機之轉速。當該内燃機31的轉速超過一轉速預定 值之時，啟動該重組器2〇1，當該内燃機31的轉速低於該 轉速預定值之時，即停止該重組器201。這部份係為習知 技術’所以不再敘述。 需注意的是，該轉速預定值應大於該内燃機31的怠逮 〇 轉速，而且該轉速預定值應根據不同排氣量與型式的内燃 機决疋再者，因為該内燃機31的轉速係隨其負載與該節 流閥313的開度而定，所以可以藉由-節流閥開度感應袭 置3130感測節流閥313的開度以作為啟動重組器2〇ι的依 據。意即，當該節流閥313的開度到達一預定位置時，才 啟動該重組器201 ;當該節流閥313的開度小於該預定位 置時，就停止該重組器201。 一般而言，觸媒必須到達一起始反應溫度之後，才能 (j 夠發揮催化作用，使進料開始進行一特定的化學反應；而 進料的成份比例將決定該觸媒的一理想反應溫度，使該特 定的化學反應達到最佳的反應狀態。一般而言，該起Z反 應溫度低於該理想反應溫度，而且該觸媒管的該溫度預°定 值係根據該觸媒管所含的觸媒成份與進料（前述之0^比） 成份而定。因此，該溫度預定值至少為該觸媒管之該起始 反應溫度，使該觸媒管在升溫之後即可發揮催化作用。該 溫度預定值亦可為該觸媒管的該理想反應溫度，使該觸媒 官在升溫之後即可處於較佳的反應狀態。該溫度預定值亦 可為該起始反應溫度與該理想反應溫度之間的任—溫度。 18 200912126 需注意的是，該預定時間係根據不同排氣量與形式的 内燃機、不同的進料（前述之ο/e比）成份、以及觸媒管 所含的觸媒成份而定。再者，需注意的是，只有氣態物質 接觸到觸媒表面才能被催化進行反應。這部份係為觸媒的 習知技術，不再敘述。The heat conduction device of L 埶: is connected to the heat source and the vaporization device, and the S 2nd, 2, 5th vaporization device is vaporized to vaporize the fuel liquid it contacts. The appropriate part is also a conventional technique and will not be described. The fuel assisting device 210 can also include an ultrasonic atomizing device. = "The ultrasonic atomizing device 40 includes at least - a housing-piezoelectric crystal 43 ==, the housing 41 is >, and you /, the frequency circuit 48 is electrically connected. The circuit 48 supplies a suitable high frequency voltage to the piezoelectric crystal 43 to cause the ultrasonic vibration to be transmitted to the hose 45 via a vibration transmitting substance 44 (for example, water), which will confuse the total丨c:, ^ 4R ^ g 45 of a liquid fuel particle fine mist surface fine mist droplet 47 ° because of the liquid fuel micro-produced by liquid particles, which have a thousand-to-ten times ratio of the table 1 product =pe4riic irr), which can absorb heat vaporization more quickly. The high frequency is connected to a power source (for example, a battery) by a secret connection. The μ vibration transmission (4) 44 can also be used to cool the piezoelectric crystal crucible to avoid damage due to excessive temperature. This part is also a well-known technique and will not be repeated. > The recombiner 201 further includes a temperature sensing device 2〇1〇, after the temperature of the medium tube reaches the temperature pre-lighting, closes the second air supply chamber (10) 15 200912126 and opens the third air supply valve 231, so that The third air flow rate Q3 enters the intake manifold 311 via the gas line 232 and the outlet line 204, and the ignition device 202 is turned off. The temperature sensing device 2010 can be a thermocouple that transmits the temperature of the catalyst tube to a temperature controller. At this time, the first air flow rate Q1 and the incomplete combustion ratio fuel enter the catalytic tube of the recombiner 201, and incomplete oxidation is performed under the catalytic action of the catalytic tube to generate a hydrogen-rich gas. The main components include hydrogen, carbon monoxide, carbon dioxide, and nitrogen, which enter the intake manifold 311 via the outlet line 204. Therefore, the hydrogen-rich gas and the third air flow rate Q3 are mixed in the intake manifold 311, the main air flow rate Q0 and the fuel near the complete combustion ratio, and then enter the combustion chamber to expand and expand to promote the hydrogen-enriched gas. The piston works to rotate the crankshaft. In this way, the purpose of coronation combustion can be achieved. In addition to being controlled by the temperature sensing device 2010, in another embodiment, the control loop can also replace the temperature sensing device 2010 with a timer. After a predetermined time has elapsed, the reconfigurator 201 can be touched. The medium tube reaches the predetermined value of the temperature, so that the second air supply valve 224 can be closed and the ignition device can be turned off to supply the recombiner 201 with hydrogen-rich gas. The temperature sensing device is not required for the control loop at this time to simplify its structure and reduce costs. However, this part is also a well-known technique and will not be described. The first air flow rate Q1, the second air flow rate Q2, and the third air flow rate Q3 are determined by the following two factors: the attraction speed of the crankshaft of the internal combustion engine (that is, the rotational speed of the internal combustion engine 31) Force, and the first air supply valve 221, the second air supply valve 224, the third air supply valve 231, the gas lines 225, 222 and 232, and the main air flow rate Q0 formed by the air passage resistance". As the number of engine revolutions increases, the resulting attraction will also increase. However, because the length of the pipeline is fixed, the first air flow rate Q1, the second air flow rate Q2 or the third air flow rate Q3 and the main air flow rate Q0 also increase with the increase of the attraction force, and the resistance of the pipeline is reached. A state of balance with this attraction. Therefore, the supply amount of the hydrogen-rich gas and the second air flow rate Q2 and the main air flow rate Q0 is automatically increased and decreased with the engine speed. Secondly, the size of the gas line 225 and the first air supply valve 221 may be designed according to the exhaust amount of the internal combustion engine 31 such that the first air flow rate Q1 and the second air flow rate Q2 are at the internal combustion engine 31. Within a certain proportion of the amount of exhaust gas, a certain proportion of hydrogen-rich gas is supplied by utilizing the first air flow rate Q1 and the fuel in which the incomplete combustion ratio is mixed. It should be noted that the size of the catalyst tube of the recombiner 201 should be designed according to the first air flow rate Q1 to fully convert the first air flow rate Q1 with the fuel in which the incomplete combustion ratio is mixed. A hydrogen rich gas is formed for hydrogenation combustion of the internal combustion engine 31. Furthermore, the gas lines 222 and 232, the second air supply valve 224, and the third air supply valve 231 should be designed according to the first air flow rate Q1, so that the second air flow rate Q2 can make the first air. The flow rate Q1 and the fuel in which the incomplete combustion ratio is mixed are completely burned to avoid the formation of carbon deposit on the surface of the catalyst when the catalyst tube of the reformer 201 is heated, thereby affecting the activity thereof, and also avoiding the hydrogen-rich gas and The main air flow rate Q0 and the appropriate fuel mixed therein enter the combustion chamber, but the third air flow rate Q3 is insufficient to cause incomplete combustion, and the exhaust pollution is increased. Due to the physical limitation of the internal combustion engine 31, the opening/closing operations of the first air supply valve 221, the second air supply valve 224, and the third air supply valve 231 must match the rotational speed of the crankshaft of the 200912126 gas turbine. Avoid affecting the normal operation of the internal combustion engine 31. Therefore, the engine system 3 further includes a rotational speed sensing device 3100 to sense the rotational speed of the internal combustion engine. When the rotational speed of the internal combustion engine 31 exceeds a predetermined value of the rotational speed, the recombiner 2〇1 is activated, and when the rotational speed of the internal combustion engine 31 is lower than the predetermined value of the rotational speed, the recombiner 201 is stopped. This part is a conventional technique, so it will not be described. It should be noted that the predetermined value of the rotational speed should be greater than the cranking speed of the internal combustion engine 31, and the predetermined value of the rotational speed should be determined according to the different exhaust volume and the type of internal combustion engine, because the rotational speed of the internal combustion engine 31 is dependent on its load. Depending on the opening degree of the throttle valve 313, the opening degree of the throttle valve 313 can be sensed by the - throttle opening sensing 3130 as a basis for starting the recombiner 2〇. That is, the recombiner 201 is activated when the opening degree of the throttle valve 313 reaches a predetermined position; when the opening degree of the throttle valve 313 is smaller than the predetermined position, the recombiner 201 is stopped. In general, the catalyst must reach an initial reaction temperature before it can catalyze the feed to begin a specific chemical reaction; and the proportion of the composition of the feed will determine an ideal reaction temperature for the catalyst. The specific chemical reaction is brought to an optimum reaction state. Generally, the Z reaction temperature is lower than the ideal reaction temperature, and the temperature of the catalyst tube is determined according to the content of the catalyst tube. The catalyst component is determined by the composition of the feed (the above-mentioned ratio). Therefore, the predetermined temperature is at least the initial reaction temperature of the catalyst tube, so that the catalyst tube can be catalyzed after the temperature rises. The predetermined temperature value may also be the ideal reaction temperature of the catalyst tube, so that the catalyst can be in a preferred reaction state after the temperature rise. The predetermined temperature value may also be the initial reaction temperature and the ideal reaction. Any temperature between temperatures. 18 200912126 It should be noted that the predetermined time is based on different displacements and forms of the internal combustion engine, different feeds (the aforementioned ο/e ratio) components, and the contents of the catalyst tubes. Media components may be. Moreover, it is noted that only gaseous substances can come into contact with the surface of the catalyst is the catalytic reaction. This is part of conventional techniques based catalyst, it will not be described.
唯以上所述者，僅為本發明之較佳實施例，當不能以 之限制本發明範圍。即大凡依本發明申請專利範圍所做之 均等變化及修飾，仍將不失本發明之要義所在，亦不脫離 本發明之精神和範圍，故都應視為本發明的進一步實施狀 況D 綜合上述，本發明之重組燃料供應控制迴路及其内燃 機引擎系統，可以降低排放污染及提高内燃機熱效率。因 此可以滿足業界之需求，進而提高該產業之競爭力，誠已 符合發明專利法所規定申請發明所需具備之要件，故爰依 法呈提發明專利之申請，謹請貴審查委員允撥時間惠予 番視’並賜准專利為轉。 【圖式簡單說明】 圖一係為本發明燃料重組方法實施例流程示意圖。 圖二係為本發明之重組燃料供應控制迴路第一實施例示意 圖。 圖三A係為本發明之重組燃料供應控制迴路第二實施例示 意圖。 圖三B係為供氣閥模組示意圖。 19 200912126 圖四係為本發明内燃機引擎系統實施例示意圖。 圖五係為本發明之超音波霧化裝置實施例示意圖。 【主要元件符號說明】 1 -燃料重組方法 10〜12 -步驟 2-控制迴路 20- 燃料重組裝置 201- 重組器 2010-溫度感應裝置 202- 點火裝置 203- 電源供應裝置 204- 出口管路 21- 燃料供應模組 210- 輔助燃料供應裝置 211- 燃料管路 212- 閥體 213- 管路 22- 供氣模組 220、222、223、225-氣體管路 221-第一供氣閥 224-第二供氣閥 226-供氣閥模組 20 200912126 23- 混合供氣模組 - 230、232-氣體管路 - 231-第三供氣閥 24- 空氣過濾器 3 -引擎系統 30- 控制迴路 31- 内燃機 ^ 310-汽缸 3100-轉速感應裝置 311- 進氣岐管 312- 主燃料供應器 313- 節流閥 3130-節流閥開度感應裝置 314- 空器過濾器 p 315-空氣通道 40- 超音波霧化裝置 41- 殼體 42- 端盖 43- 壓電晶體 44- 振動傳遞物質 45- 軟管 46- 液體燃料顆粒 4 7 _燃料微細霧滴 200912126 4 8 _南頻電路The above is only the preferred embodiment of the present invention, and the scope of the present invention is not limited thereto. That is, the equivalents and modifications of the scope of the present invention will remain without departing from the spirit and scope of the present invention, and should be considered as further implementation of the present invention. The recombined fuel supply control circuit and the internal combustion engine system thereof of the present invention can reduce emission pollution and improve the thermal efficiency of the internal combustion engine. Therefore, it can meet the needs of the industry, and thus enhance the competitiveness of the industry. Since Cheng has met the requirements for applying for inventions as stipulated in the invention patent law, it is therefore necessary to submit an application for invention patents according to law. Give Fanshi' and grant the patent as a turn. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic flow chart of an embodiment of a fuel recombining method of the present invention. Figure 2 is a schematic illustration of a first embodiment of a reconstituted fuel supply control loop of the present invention. Figure 3A is a schematic illustration of a second embodiment of a reconstituted fuel supply control loop of the present invention. Figure 3B is a schematic diagram of the air supply valve module. 19 200912126 Figure 4 is a schematic diagram of an embodiment of an internal combustion engine system of the present invention. Figure 5 is a schematic diagram of an embodiment of the ultrasonic atomizing device of the present invention. [Main component symbol description] 1 - Fuel recombination method 10 to 12 - Step 2 - Control circuit 20 - Fuel recombination device 201 - Recombiner 2010 - Temperature sensing device 202 - Ignition device 203 - Power supply device 204 - Outlet line 21 - Fuel supply module 210 - auxiliary fuel supply device 211 - fuel line 212 - valve body 213 - line 22 - gas supply module 220, 222, 223, 225 - gas line 221 - first supply valve 224 - Two air supply valve 226 - air supply valve module 20 200912126 23- hybrid air supply module - 230, 232 - gas line - 231 - third air supply valve 24 - air filter 3 - engine system 30 - control circuit 31 - Internal combustion engine ^ 310 - Cylinder 3100 - Speed sensing device 311 - Intake manifold 312 - Main fuel supply 313 - Throttle 3130 - Throttle opening sensing device 314 - Empty filter p 315 - Air passage 40 - Ultrasonic atomization device 41- Housing 42- End cap 43- Piezoelectric crystal 44- Vibration transmitting substance 45- Hose 46- Liquid fuel particles 4 7 _Fuel fine droplets 200912126 4 8 _South frequency circuit