TW201317440A - Hydrogenation system of internal combustion engine - Google Patents

Abstract

A hydrogenation system of an internal combustion engine is mainly to control the air-to-fuel ratio of the engine and the amount of fuel intake and produce hydrogen to control the engine hydrogenation timing and hydrogen amount so as to achieve pollution reduction and improve fuel economy. This invention comprises a methanol delivery device and a methanol reformation hydrogen production device. The methanol delivery device comprises a methanol storage tank and a liquid pump. The liquid pump is mainly used to pump the methanol solution in the methanol storage tank and deliver via the delivery pipeline. The methanol reformation hydrogen production device is disposed at the external portion of an engine exhaust pipe and adhered to the exhaust pipe to absorb heat therefrom for a given temperature increase. When the temperature of the methanol reformation hydrogen production device reaches the temperature of reformation hydrogen production, restructuring the passing methanol aqueous solution molecules to produce hydrogen gas and carbon dioxide. The present invention further comprises a working temperature detection switch, an air-to-fuel ratio detection switch and a throttle detection switch, which are used to control the starting circuit of the liquid pump for hydrogen production and hydrogenation operations, such that rare fuel in the engine can spontaneously combust to get better fuel economy and exhaust gas purification.

Description

Hydrogenation system for internal combustion engine

The invention relates to a hydrogenation system for an internal combustion engine, which mainly produces hydrogen directly on the body and controls the timing of hydrogenation of the internal combustion engine to achieve the purpose of fuel saving and pollution reduction.

Since vehicle use itself is both an important source of greenhouse gas emissions and a highly dependent oil use sector, vehicle energy conservation and carbon reduction are important policy directions.

In general, the internal combustion engine for vehicles achieves good ignition and combustion efficiency, and the depot internally sets its optimum air-fuel ratio A value (mixing ratio of air to fuel, usually 14.5-15.0), which enables The fuel exerts maximum combustion benefits. When internationally-recognized automobile manufacturers produce fuel-efficient vehicles, the air-fuel ratio is close to the optimum A value with a precise control system on the oil and gas mixture.

The higher the air-fuel ratio, the lower the fuel content and the more fuel-efficient, but often results in engine instability and shock, and lacks sufficient horsepower to drive. When the air-fuel ratio is greater than the A value, it means that the fuel is relatively thin. Then, the engine is in a state of lean combustion during ignition. Lean burn delays the explosion and causes knocking in the engine, so that the engine does not run smoothly. When the engine of the car is knocked, the vehicle will vibrate violently, resulting in a decrease in engine efficiency and a flameout. The car body and the interior system are easily damaged by knocking.

The oil sent by the fuel tank and the air input by the intake manifold are mixed into the engine to ignite and burn, and the piston in the engine is pushed to work. About 1/3 of the fuel is not burned completely during the combustion process, and is discharged from the exhaust pipe with the exhaust gas, causing pollution. When the air-fuel ratio is too low, the phenomenon of incomplete fuel combustion may occur, which makes the exhaust gas pollution level high, affects air quality, and is harmful to the environment. Due to the extremely low combustion energy of hydrogen (0.017MJ; gasoline, 0.29MJ), the rapid combustion and its flame speed (3.2-4.4M / s) is much faster than the flame speed of gasoline (0.34M / s), therefore, the United States hemp The professors of the Institute of Technology in the engine hydrogenation in the engine, through the combustion of hydrogen to improve the fuel efficiency of the engine, so that the fuel that could not be completely stable combustion is burned out in an instant, and the engine knock is eliminated, and the exhaust gas is discharged. The carbon content in the medium is reduced, reducing pollution. That is to use hydrogen fuel to help improve the efficiency of petroleum energy and purify its exhaust gas, thereby reducing oil consumption and greenhouse gas emissions. But the difficulty is how to continuously provide safe and low-cost hydrogen in the vehicle while driving.

At this stage, the desired hydrogen is from a high pressure hydrogen cylinder or hydrogen storage tank, and the other is hydrogen from water electrolysis or plasma reforming. The hydrogen storage equipment used in the former is cumbersome, expensive, limited in storage, and cannot be used continuously for a long time. These shortcomings limit the practicability of the method.

The method of obtaining hydrogen by electrolyzing water has the following disadvantages:

1) The hydrogen produced is mixed with oxygen in a ratio of 2 to 1 (67% hydrogen and 33% oxygen). In the spontaneous combustion range of hydrogen (4-74% H2), there is a danger of explosion.

2) The power required for water electrolysis (4-5 degrees/m3 of hydrogen) is indirectly derived from the operation of the fuel in the engine. If the amount of hydrogen is high, it will cause waste of fuel, offset the benefit of hydrogen combustion, if the amount of hydrogen injected is low. , the benefits are not good. Therefore, this method is also difficult to achieve the expected benefits.

To obtain hydrogen by the plasma recombination method, it is necessary to extract the electric energy of the battery, and convert the gasoline into hydrogen in the vehicle to carry out the combustion of hydrogen. Developed by researchers at the Massachusetts Institute of Technology in the United States, Arvin Meritor and the German automotive engineering company IAV's Hydrogen-Boosted Gasoline Engine add 15 to 30% hydrogen to existing car engines through on-board hydrogen production equipment. To achieve a 30% increase in energy efficiency and reduce fuel costs, and because of the help of hydrogen to make fuel more complete combustion, reduce exhaust emissions, and more effectively reduce NOx emissions to almost no, the method of this method is complex, expensive, and its hydrogen The concentration is very low, about 12-18%, and the benefits are limited. Therefore, commercial products have not been available so far.

In order to overcome the shortcomings and limitations of the above three methods, the present invention controls the operating state of the engine with novel devices to satisfy the conditions of hydrogen assisted fuel combustion without changing the structure of the original internal combustion engine. In addition, a specially designed methanol recombination hydrogen generator is used to generate hydrogen from the waste heat of the engine, and the efficiency of the hydrogen combustion assisted by the injection engine is 20-30%.

The main object of the present invention is to provide a hydrogenation system for an internal combustion engine, which is matched with a preset air-fuel ratio setting value, controls the timing of hydrogenation and hydrogenation, and improves the occurrence of earthquakes in the internal combustion engine caused by lean combustion, and the operation is not smooth, indeed To achieve the purpose of fuel economy.

A second object of the present invention is to provide a hydrogenation system for an internal combustion engine that can continuously produce hydrogen gas on a body by optimizing an air-to-oil ratio and using a waste heat of an internal combustion engine to supply a methanol to a methanol recombination hydrogen generator, thereby saving hydrogen production. The required energy is controlled by the system equipment, and the oil and gas fuel in the internal combustion engine can be completely burned to remove carbon from the exhaust gas to reduce pollution.

A third object of the present invention is to provide a hydrogenation system for an internal combustion engine that optimizes the temperature of the hydrogen producing equipment and automatically adjusts the amount of oil to be introduced, so that the hydrogen addition period and the hydrogen intake amount are matched with the state of the engine to be optimally controlled to avoid Engine turbulence and wear occur in the case of lean combustion.

The hydrogenation system of an internal combustion engine provided by the invention comprises: a methanol solution conveying device, a methanol recombination hydrogen generator, a working temperature detecting switch, an air-fuel ratio detecting switch, and a throttle detecting switch. The methanol storage tank is filled with a methanol solution. The liquid pump mainly takes out the methanol solution in the methanol storage tank and outputs it through the conveying line. The methanol recombination hydrogen generator is disposed outside the exhaust pipe of the engine and is in conformity with the exhaust pipe to absorb the heat of the exhaust pipe to raise the temperature. When the temperature of the methanol reforming hydrogen generator reaches the temperature of the recombination hydrogen production, the molecules of the flowing methanol solution can be recombined to generate a gas of hydrogen and carbon dioxide. The hydrogen-containing gas is sent along the pipeline into the intake manifold of the intake pipe, and enters the engine through the action of the piston inside the engine to ignite and burn with the fuel.

The hydrogenation system of an internal combustion engine provided by the present invention, wherein the working temperature detecting switch outputs an ON signal when detecting the temperature of the methanol recombination hydrogen generator to reach the working temperature of methanol recombination hydrogen production. When the air-fuel ratio detecting switch detects that the air-fuel ratio of the fuel entering the engine is higher than the set value, an ON signal is output. The throttle detection switch detects that the throttle is in the fueling state and outputs an ON signal. That is, the liquid pump startup circuit causes the lean fuel in the engine to rapidly burn and expand, and pushes the piston to move. Therefore, in the case of thin fuel, the engine can be operated normally to achieve fuel saving.

The hydrogenation system of an internal combustion engine provided by the present invention, wherein the oil inlet line of the engine comprises two branch pipes for conveying oil into the engine. The first branch is provided with a manual fine adjustment switch, and the second branch is provided with a normally open solenoid valve. The air-fuel ratio setting value set by the air-fuel ratio detecting switch is adjusted and set corresponding to the oil input amount set by the manual fine-tuning switch provided on the first branch pipe.

In the hydrogenation system of the engine provided by the present invention, the air-fuel ratio detecting switch detects the oxygen content of the exhaust gas discharged from the engine to determine the air-fuel ratio of the fuel entering the engine.

The hydrogenation system of an internal combustion engine provided by the present invention, wherein the methanol recombination hydrogen generator has an operating temperature of 220 to 330 °C. When the methanol recombination hydrogen generator exceeds 300 ° C, a cooling fan can be started to cool down.

The hydrogenation system of an internal combustion engine provided by the present invention further comprises a lubricant adding unit comprising a lubricant reservoir and a solenoid valve. When the liquid pump is started, the lubricant adding unit periodically quantitatively outputs the lubricant and sends it into the engine.

Today, with high environmental awareness and lack of energy, fuel economy and less pollution are the goals pursued by mankind. The hydrogenation system of the engine disclosed in the present invention mainly controls the timing of transporting the methanol solution, so that the methanol solution generates hydrogen at the methanol recombination hydrogen generator, and the hydrogen can be sent into the engine to achieve the operation of hydrogenating the engine.

Please refer to Figure 1 and Figure 2. The hydrogenation system of the internal combustion engine of the present invention mainly controls the operation of a liquid pump 12 to deliver the methanol solution in the methanol storage tank 10 to a methanol reforming hydrogen generator 11 to generate hydrogen gas. The hydrogen is sent to the engine 14 via the intake manifold 131 to ignite and burn with the fuel. The hydrogenation system of the internal combustion engine 14 of the present invention comprises: a methanol solution conveying device, a methanol recombination hydrogen generator 11, a working temperature detecting switch 20, an air-fuel ratio detecting switch 30, and a throttle detecting switch 40. The methanol solution delivery device includes a methanol storage tank 10, a liquid pump 12, and a delivery line 15. The methanol storage tank 10 contains a methanol solution. The liquid pump 12 mainly scoops out the methanol solution in the methanol storage tank 10 and outputs it from the delivery line 15. The methanol reforming hydrogen generator 11 is disposed outside the exhaust pipe 141 of the engine 14 and is in contact with the exhaust pipe 141 to absorb the heat of the exhaust pipe 141 to raise the temperature. In practice, it is also conceivable to arrange the methanol reforming hydrogen generator 11 in a manner to abut against the engine 14. The methanol reforming hydrogen generator 11 is in communication with a delivery line 15 of a methanol solution. When the temperature of the methanol reforming hydrogen generator 11 reaches the temperature of the recombination hydrogen production, the molecules of the flowing methanol solution can be recombined to generate a gas of hydrogen and carbon dioxide. The hydrogen-containing gas is sent to the intake manifold 131 of the intake pipe 13 along the line 111.

When the working temperature detecting switch 20 detects that the temperature of the methanol recombination hydrogen generator 11 reaches the set value, it outputs an ON signal. The working temperature of the methanol reforming hydrogen generator 11 is set at 220 to 330 °C. An air-fuel ratio setting value is set inside the air-fuel ratio detecting switch 30, and an ON signal is output when it is detected that the fuel-fuel ratio in the entering engine 14 is higher than or equal to the air-fuel ratio setting value. When the throttle detecting switch 40 detects that the throttle state is the refueling state, it outputs an ON signal. When the working temperature detecting switch 20, the air-fuel ratio detecting switch 30, and the throttle detecting switch 40 simultaneously output an ON signal, the starting circuit of the liquid pump 12 is turned on, and the methanol solution is sent to the methanol reforming hydrogen generator 11 to generate hydrogen. The hydrogen is sent to the engine 14 via the intake manifold 131. Movement of the piston 142 within the engine 14 draws in the hydrogen-containing air within the intake manifold 131 and ignites the combustion. The power required to activate the liquid pump 12 is supplied by a battery unit 50. A display lamp 51 is provided in the circuit to emit light when the circuit is turned on. The battery device 50 can be a battery that has been set up by the vehicle itself.

The internal combustion engine 14 will indicate the optimum value of the air-fuel ratio when it is manufactured and manufactured. For example, the optimal value preset for a car engine at the factory can be 14.5~15.5. The present invention is directed to different internal combustion engine 14 that can set different air/fuel ratio setting values in the air-fuel ratio detecting switch 30, and the air-fuel ratio setting value is necessarily higher than the optimal air-fuel ratio preset by the engine 14 at the factory.

The oil inlet line 17 between the oil tank 16 and the engine 14 includes two branch pipes 171, 172 for conveying oil into the engine 14. The first branch pipe 171 is provided with a manual fine adjustment switch 173, and the second branch pipe 172 is provided with a solenoid valve 174 in a normally open state. When the starting circuit of the liquid pump 12 is turned on, the electromagnetic valve 174 simultaneously turns on the circuit to operate, and closes the second branch 172. The amount of oil set by the manual fine adjustment switch 173 provided in the first branch pipe 171 is adjusted and set in accordance with the air-fuel ratio setting quality set by the air-fuel ratio detecting switch 20. When the line of the second branch 172 is closed, the air-fuel ratio of the fuel entering the engine 14 is determined by the amount of oil adjusted by the manual trimming switch 173 on the first branch 171.

The air-fuel ratio detecting switch 30 detects the air-fuel ratio, and can select the oxygen content of the exhaust gas discharged from the engine 14 to determine. It is determined by the potential value (electromotive force) obtained by detecting the oxygen content. When the working temperature detecting switch 20 detects that the temperature of the methanol recombination hydrogen generator 11 reaches the set operating temperature, it means that the methanol recombination hydrogen generator 11 can heat the flowing methanol solution to generate hydrogen gas. The working temperature detecting switch 20 is in a conducting state. When the air-fuel ratio detected by the air-fuel ratio detecting switch 30 reaches the set value, it indicates that the amount of fuel entering is reduced, and the amount of fuel entering the engine 14 is in a lean state. The air-fuel ratio detecting switch 30 is in a conduction state. When the throttle detecting switch 30 detects that it is in the fueling state, it indicates that it is refueling into the engine 14. The throttle detecting switch 30 is in a conducting state. Then, the startup circuit of the liquid pump 12 is turned on to perform hydrogen production and hydrogenation operations. With the rapid combustion of hydrogen, the combustion of the fuel is accelerated, so that there is no delayed explosion in the engine 14, that is, no knocking phenomenon.

When the working temperature detecting switch 20 detects that the temperature of the methanol reforming hydrogen generator 11 is lower than the set value, it means that the methanol recombination hydrogen generator 11 cannot heat the flowing methanol solution to generate hydrogen. Then, the working temperature detecting switch 40 is an open circuit. When the air-fuel ratio detected by the air-fuel ratio detecting switch 30 is lower than the set value, it indicates that the oil intake amount is high, and it is not necessary to perform the hydrogenation operation in the engine 14. The air-fuel ratio detecting switch 30 is open. When the throttle detecting switch 40 detects that it is not in the refueling state, it indicates that the engine 14 has not been refueled, and it is not necessary to perform the hydrogenation operation in the engine 14. The throttle detecting switch 40 is open. Therefore, when any one of the working temperature detecting switch 20, the air-fuel ratio detecting switch 20, and the throttle detecting switch 30 does not output an ON signal, the starting circuit of the liquid pump 12 is a non-conducting open circuit state, and no methanol solution is transported. . The working temperature detecting switch 20 does not output an ON signal, and the electromagnetic valve 174 automatically returns to the normally open state to amplify the oil supply amount, thereby avoiding lean combustion inside the engine 14.

The liquid pump 12 starting circuit includes a liquid level detecting switch 101. When the liquid level detecting switch 101 detects that the methanol solution in the methanol storage tank 10 is insufficient, the starting circuit of the liquid pump 12 is cut off.

When the methanol reforming hydrogen generator 11 exceeds 300 ° C, the cooling fan 112 can be cooled to lower the temperature of the working environment of the methanol recombination hydrogen generator 11 to improve safety. If the present invention is applied to an automobile engine, the methanol recombination hydrogen generator 11 can be located near the radiator of the air conditioner, and the exterior of the methanol recombination hydrogen generator 11 can be wrapped by a heat insulating material (not shown) to avoid The wind of the radiator's cooling fan (not shown) cools down. Further, when the temperature of the methanol reforming hydrogen generator 11 exceeds a set value, the heat insulating material is opened, and the heat radiating fan is cooled.

The methanol reforming hydrogen generator 11 is installed outside the exhaust pipe 141 of the engine. In addition to rapid temperature rise, the temperature of the engine 14 can be further lowered to reduce the gap between the piston 142 and the wall surface of the engine 14 to a normal state.

The methanol solution output line 15 is provided with a preheating zone 151 capable of heating the methanol solution to over 100 °C. Then, when the methanol solution flows through the methanol reforming hydrogen generator 11, the temperature can be rapidly increased to above the set value. The preheating zone 151 on the methanol output line 15 is wound around the exhaust pipe 141 to absorb heat of the exhaust gas to raise the temperature. The output line 15 of the methanol solution is connected to a return line 152 which directs the methanol solution back into the methanol storage tank 10. The reflux line 152 of the methanol solution is provided with a normally open solenoid valve 153 which is actuated while the liquid pump 12 is activated to close the return line 152.

The internal combustion engine 14 described above may be an automotive engine. The actual vehicle test results are as follows: Tested by Hyundai Motor's 2005 1300cc GETZ, the system of the invention is installed on the vehicle, and the hydrogen source is supplied in a 75% H ₂ /25% CO ₂ cylinder. In the automatic mode, the hydrogen is tested. The difference in the impact of supply or not on fuel consumption. The test route is the gas station of Guishan Culture Road, which passes through National Highway No. 1 to Neihu Interchange. It has a total distance of 51.3 metrics. The speed of the expressway is maintained at 2000-2200 rpm and the speed is maintained at 90-100km/hr. The three sets of data are as follows.

It can be found from the above table that the first 趟 (Trip-01) is the reference value without hydrogen, the test result is 15.3 km / liter, the second cesium hydrogenation is 509 L / hr, and the fuel consumption is 20.5 km / The liter can save 25.6% fuel consumption, and the ratio of hydrogen to gasoline in the car engine is 5%. In the third round, the amount of hydrogen was increased to 1,700 liters/hour, and the fuel consumption was 17.9 km/liter, which saved 14.6% of fuel consumption. The ratio of hydrogen to gasoline in the engine was 14.54%. It means that adding an appropriate amount of hydrogen helps to reduce the fuel consumption.

The aforementioned methanol solution delivery device includes a coolant delivery line 18. When the temperature of the methanol reforming hydrogen generator 11 exceeds 300 ° C, the coolant conveying line 18 can transport the methanol solution into the cooling tunnel of the methanol reforming hydrogen generator 11 and then return to the methanol storage tank 10 to recombine the methanol. The hydrogenator 11 is cooled. Another liquid pump 181 can be disposed on the coolant delivery line 18. When the working temperature detecting switch 20 detects that the temperature of the methanol reforming hydrogen generator 11 exceeds 300 ° C, the liquid pump 181 is activated to output low temperature methanol. The solution, to avoid excessive temperature, burns the catalyst in the methanol recombination hydrogen generator (not shown).

The embodiment of the invention shown in Figure 1 is an automatic hydrogenation control with the primary purpose of energy saving. In this embodiment, the air-fuel ratio detecting switch 30 is used to control the starting circuit of the liquid pump 12, so that the air-fuel ratio is higher than the set value, the hydrogenation operation is started, the purpose of reducing the fuel consumption is achieved, and the original can not be completely stabilized. The burning fuel is burned out in an instant, reducing the carbon content in the exhaust gas and reducing pollution.

Figure 3 shows a second embodiment of the creation, which is a full-range hydrogenation control with the main purpose of reducing pollution. Figure 4 is a schematic diagram of the circuit structure of the embodiment shown in Figure 3. The hydrogenation system of the internal combustion engine of the present embodiment comprises: a methanol solution conveying device, a methanol recombination hydrogen generator 11, a working temperature detecting switch 20, and a throttle detecting switch 40. When the working temperature detecting switch 20 and the throttle detecting switch 40 simultaneously output an ON signal, the starting circuit of the liquid pump 12 is turned on, and the methanol solution is sent to the methanol recombination hydrogen generator 11 to generate hydrogen, which is via the intake manifold. Tube 131 is fed into engine 14. The whole process of hydrogenation also achieves fuel-saving purposes by the energy released by hydrogen combustion, but the fuel-saving efficiency is not as good as the above-mentioned automatic hydrogenation control. Because the whole process is hydrogenated, the fuel can be completely burned out, and the exhaust gas is purified without pollution.

The starting circuit of the liquid pump in the foregoing embodiments of FIG. 1 and FIG. 3 can be controlled by a manual selection switch 60, as shown in the circuit configuration diagram shown in FIG. The manual selection switch 60 can select the first contact 61 to form the circuit structure shown in FIG. 2, and perform automatic hydrogenation control in the energy-saving mode; select the third contact 63 to form the circuit structure shown in FIG. The full hydrogenation control of the mode; the second junction 62 is selected to shut down the hydrogenation system.

Hydrogen has high activity and can be burned quickly. In addition to burning off the fuel, it can greatly reduce the amount of exhaust pollution, and it can easily burn out the contents of the engine 14. When the lubricant (oil) on the inner wall surface of the engine 14 is burned out, the movement of the piston and the valve causes a problem. Accordingly, the present invention further provides a lubricant adding device 70 including a lubricant reservoir 71, a lubricant delivery line 72, and a solenoid valve 73 in a normally closed state disposed on the lubricant delivery line 72. While the liquid pump 12 starts the circuit, the solenoid valve 73 acts to conduct the lubricant delivery line 72, that is, periodically and quantitatively outputs the lubricant, and is mixed with the oil and gas by the oil and gas nozzle of the engine 14 (not shown). Sprayed into the engine 14 together to provide the lubricant required to move the piston 142 while providing protection to the nozzle and the valve. The amount of output of the lubricant and the interval between each time can be set according to actual needs.

The invention can also be applied to a fuel generator, such as the third embodiment shown in FIG. Figure 7 is a schematic diagram of the circuit structure of the embodiment shown in Figure 6. The hydrogenation system of the internal combustion engine of this embodiment comprises: a methanol solution conveying device, a methanol recombination hydrogen generator 11, a working temperature detecting switch 20, and an air-fuel ratio detecting switch 30. When the working temperature detecting switch 20 and the air-fuel ratio detecting switch 30 simultaneously output an ON signal, that is, the starting circuit of the liquid pump 12 is turned on, the methanol solution is sent to the methanol recombination hydrogen generator 11 to generate hydrogen gas, which is passed through the intake manifold. Tube 12 is fed into engine 14. Movement of the piston 142 within the engine 14 draws in the hydrogen-containing air within the intake manifold 131 and ignites the combustion. This control is an automatic hydrogenation control of the energy saving mode.

The fourth embodiment of the present invention as shown in Fig. 8 is a full-range hydrogenation control using a pollution reduction mode on a fuel generator. Figure 9 is a schematic diagram showing the circuit structure of the embodiment shown in Figure 8. The hydrogenation system of the internal combustion engine of this embodiment comprises: a methanol solution conveying device, a methanol recombination hydrogen generator 11, and a working temperature detecting switch 20. When the working temperature detecting switch 20 outputs an ON signal, that is, the starting circuit of the liquid pump 12 is turned on, the methanol solution is sent to the methanol reforming hydrogen generator 11 to generate hydrogen gas to perform the hydrogenation operation on the engine 14. The starting circuit of the liquid pump in the foregoing embodiments of Figs. 6 and 8 can be controlled by a manual selection switch 60', as shown in the circuit configuration shown in FIG. The manual selection switch 60' can select the first contact 61' to form the circuit structure shown in FIG. 7 for automatic hydrogenation control of the energy-saving mode; and select the third contact 63' to form the circuit structure shown in FIG. The whole process hydrogenation control of the pollution reduction mode; the second junction 62' is selected, that is, the hydrogenation system is turned off.

The hydrogenation system of the internal combustion engine provided by the invention can be applied to various types of fuel engines (for example, vehicle engines, generator engines), and can save fuel and reduce pollution. The invention can control the hydrogenation of the engine, can be hydrogenated under the thin air fuel ratio to avoid engine knocking and save fuel; and can automatically amplify the oil circuit when the working condition of the methanol recombination hydrogen generator is not reached. In order to make the air combustion in the engine relatively low, it can avoid the occurrence of lean combustion. Therefore, the hydrogenation system provided by the invention not only achieves fuel economy and reduces pollution, but also avoids the detonation of the engine due to lean combustion, and is an ideal and practical design.

The above description is intended to be illustrative, and not restrictive, and many modifications, variations and equivalents may be made without departing from the spirit and scope of the invention. However, they all fall within the scope of protection of the present invention.

10. . . Methanol storage tank

101. . . Liquid level detection switch

11. . . Methanol recombination hydrogen generator

111. . . Pipeline

112. . . Cooling fan

12. . . Liquid pump

13. . . Intake pipe

131. . . Gas cylinder

14. . . engine

141. . . exhaust pipe

142. . . piston

15. . . Conveying line

151. . . Preheating zone

152. . . Return line

153. . . The electromagnetic valve

16. . . tank

17. . . Inlet pipe

171. . . First branch

172. . . Second branch

173. . . Manual fine-tuning switch

174. . . The electromagnetic valve

18. . . Coolant delivery line

181. . . Liquid pump

20. . . Working temperature detection switch

30. . . Air-fuel ratio detection switch

40. . . Throttle detection switch

50. . . Battery device

51. . . Indicator

60. . . Manual selector switch

61. . . First contact

62. . . Second contact

63. . . Third junction

60’. . . Manual selector switch

61’. . . First contact

62’. . . Second contact

63’. . . Third junction

70. . . Lubricant adding device

71. . . Lubricant storage tank

72. . . Conveying line

73. . . The electromagnetic valve

Figure 1 is a schematic view showing the structure of a hydrogenation system according to a first embodiment of the present invention.

FIG. 2 is a schematic diagram of the circuit structure of the embodiment shown in FIG.

Figure 3 is a schematic view showing the structure of a hydrogenation system according to a second embodiment of the present invention.

FIG. 4 is a schematic diagram of the circuit structure of the embodiment shown in FIG.

FIG. 5 is a schematic diagram of the circuit structure after the circuit structure shown in FIG. 2 and FIG. 4 is integrated.

Figure 6 is a schematic view showing the structure of a hydrogenation system according to a third embodiment of the present invention.

Figure 7 is a schematic diagram showing the circuit structure of the embodiment shown in Figure 6.

Figure 8 is a schematic view showing the structure of a hydrogenation system according to a fourth embodiment of the present invention.

FIG. 9 is a schematic diagram showing the circuit structure of the embodiment shown in FIG.

Figure 10 is a schematic diagram of the circuit structure after the circuit structure shown in Figure 7 and Figure 9 is integrated.

10. . . Methanol storage tank

101. . . Liquid level detection switch

11. . . Methanol recombination hydrogen generator

111. . . Pipeline

112. . . Cooling fan

12. . . Liquid pump

13. . . Intake pipe

131. . . Gas cylinder

14. . . engine

141. . . exhaust pipe

142. . . piston

15. . . Conveying line

151. . . Preheating zone

152. . . Return line

153. . . The electromagnetic valve

16. . . tank

17. . . Inlet pipe

171. . . First branch

172. . . Second branch

173. . . Manual fine-tuning switch

174. . . The electromagnetic valve

18. . . Coolant delivery line

181. . . Liquid pump

20. . . Working temperature detection switch

30. . . Air-fuel ratio detection switch

40. . . Throttle detection switch

70. . . Lubricant adding device

71. . . Lubricant storage tank

72. . . Conveying line

73. . . Electromagnetic switch

Claims (17)

A hydrogenation system for an internal combustion engine includes: a methanol solution conveying device, comprising: a methanol storage tank, a liquid pump, and a conveying pipeline; the methanol storage tank is provided with a methanol solution; the liquid pump mainly stores methanol The methanol solution in the tank is taken out and outputted by the conveying pipeline; a methanol recombination hydrogen generator is disposed outside the exhaust pipe of the engine and is in conformity with the exhaust pipe to absorb the exhaust pipe Heat; the methanol recombination hydrogen generator is connected to the delivery line of the methanol solution; when the temperature of the methanol recombination hydrogen generator reaches the temperature of the recombination hydrogen production, the molecules of the methanol solution can be recombined to generate a gas of hydrogen and carbon dioxide; The gas containing hydrogen is sent into the intake manifold of the engine; a working temperature detecting switch detects the temperature of the methanol recombination hydrogenator to reach the working temperature of methanol recombination hydrogen production, outputs an ON signal, and turns on the liquid The starting circuit of the pump delivers the methanol solution to the methanol recombination hydrogen generator to generate hydrogen, which is sent into the engine via the intake manifold to ignite and burn with the fuel. The hydrogenation system of an internal combustion engine according to claim 1, wherein the methanol recombiner has an operating temperature of 220-330 °C. The hydrogenation system of an internal combustion engine according to claim 2, wherein a fan unit is activated when the methanol recombiner has a temperature exceeding 300 °C. The hydrogenation system of the engine of the internal combustion engine of claim 1, further comprising a throttle detection switch that outputs an ON signal when the throttle state is detected to be in a fuel state; the working temperature detection switch and the throttle When the detection switch simultaneously outputs an ON signal, the startup circuit of the liquid pump is turned on. The hydrogenation system of the engine of the internal combustion engine of claim 1, further comprising an air-fuel ratio detecting switch; the air-fuel ratio detecting switch internally setting an air-fuel ratio setting value, the air-fuel ratio setting value being greater than a factory preset The best value; the air-fuel ratio detecting switch detects that the fuel-fuel ratio in the engine is higher than the air-fuel ratio setting value, and outputs an ON signal; the working temperature detecting switch and the air-fuel ratio detecting switch simultaneously output an ON signal. At the time, the starting circuit of the liquid pump is turned on. The hydrogenation system of the engine of the internal combustion engine according to claim 5, wherein the oil inlet pipeline of the engine comprises two branch pipes for conveying oil into the engine; wherein the first pipe is provided with a manual fine adjustment switch, and the second branch is provided with a a solenoid valve in a normally open state; the air-fuel ratio setting value set by the air-fuel ratio detecting switch is adjusted and set corresponding to the oil input amount set by the manual fine-tuning switch provided on the first branch pipe; the second-part solenoid valve Start when the start circuit of the liquid pump is turned on, and close the oil inlet line of the second branch. The hydrogenation system of the engine of the internal combustion engine according to claim 6, wherein the working temperature detecting switch does not output an ON signal, and the electromagnetic valve automatically returns to the normally open state. The hydrogenation system of an internal combustion engine according to claim 5, wherein the air-fuel ratio detecting switch detects an oxygen content of the exhaust gas discharged from the engine to determine an air-fuel ratio of the fuel entering the engine. The hydrogenation system of the engine of the internal combustion engine of claim 4, further comprising an air-fuel ratio detecting switch; the air-fuel ratio detecting switch internally setting an air-fuel ratio setting value, the air-fuel ratio setting value being greater than a factory preset The best value; the air-fuel ratio detecting switch detects that the fuel-fuel ratio in the engine is higher than the air-fuel ratio setting value, and outputs an ON signal; the working temperature detecting switch, the throttle detecting switch, and the air-fuel ratio detecting switch When the ON signal is output at the same time, the startup circuit of the liquid pump is turned on. The hydrogenation system of an internal combustion engine according to claim 9, wherein the oil inlet pipeline of the engine comprises two nozzles for conveying oil into the engine; wherein the first branch is provided with a manual fine adjustment switch, and the second conduit is provided with a second a solenoid valve of a constant state; the air-fuel ratio setting value set by the air-fuel ratio detecting switch is adjusted and set corresponding to the oil input amount set by the manual fine-tuning switch provided on the first branch pipe; the solenoid valve of the second branch pipe Start when the start circuit of the liquid pump is turned on, and close the oil inlet line of the second branch. The hydrogenation system of the engine of the internal combustion engine according to claim 10, wherein the working temperature detecting switch does not output an ON signal, and the solenoid valve automatically returns to the normally open state. The hydrogenation system of an internal combustion engine according to claim 9, wherein the air-fuel ratio detecting switch detects an oxygen content of the exhaust gas discharged from the engine to determine an air-fuel ratio of the fuel entering the engine. The hydrogenation system of an internal combustion engine according to claim 1, wherein the liquid pump starting circuit comprises a liquid level detecting switch, wherein the liquid level detecting switch detects that the methanol solution in the methanol storage tank is insufficient. When the liquid pump start circuit is cut off. The hydrogenation system of an internal combustion engine according to claim 1, further comprising a lubricant adding unit comprising a lubricant reservoir and a normally closed solenoid valve; When the pump starting circuit is turned on, the solenoid valve is intermittently operated to periodically and quantitatively output the lubricant and feed it into the engine. The hydrogenation system of an internal combustion engine according to claim 1, wherein the methanol solution output line is provided with a preheating zone which is wound around the exhaust pipe to heat the methanol solution. The hydrogenation system of an internal combustion engine according to claim 15, wherein the output line of the methanol solution is connected to a return line, and the methanol solution can be returned to the methanol storage tank; the return line is set frequently. The solenoid valve is opened, and the solenoid valve is actuated while the starting circuit of the liquid pump is turned on to close the return line. The hydrogenation system of an internal combustion engine according to claim 1, wherein the methanol solution conveying device comprises a coolant conveying pipeline; and when the methanol recombiner hydrogen temperature exceeds 300 ° C, the coolant conveying pipe The road can transport the methanol solution into the cooling channel of the methanol recombination hydrogen generator, and then return to the methanol storage tank to cool the methanol recombination hydrogen generator.