TW201522768A - Exhaust pipe device of internal combustion engine equipped with hydrogenation apparatus - Google Patents

Abstract

Disclosed is an exhaust pipe device of internal combustion engine equipped with hydrogenation apparatus, which comprises a catalytic converter. The catalytic converter is disposed within the exhaust pipe for absorbing the heat of the engine waste gas as the thermal energy required by the fuel aqueous solution for molecular recombination to produce hydrogen. The hydrogen may be delivered into the internal combustion engine for burning with the fuel together. The exhaust pipe device comprises: the exhaust pipe front section connected with the internal combustion engine, the exhaust pipe rear section as the waste gas exhausting path of the internal combustion engine, and the first branch pipe and the second branch pipe composing the exhaust pipe middle section, wherein the front ends and the rear sections of the first branch pipe and the second branch pipe are respectively communicated with the front section and the rear section of the exhaust pipe. The interior of the first branch pipe is configured with the catalytic converter. The first branch pipe may be selected as the exhausting path, so the catalytic converter may obtain the heat source from the engine waste gas for producing hydrogen; or, the second branch pipe may be selected as the exhausting path for the protective operation of the catalytic converter by air-cooling temperature reduction.

Description

Exhaust pipe device of internal combustion engine equipped with hydrogenation device

The invention relates to an exhaust pipe device for an internal combustion engine, which comprises two paths for exhausting the exhaust gas of the engine, and can select a path for exhausting and hydrogen production of the catalyst conversion device, or select a path with only exhaust gas to The catalytic converter performs a protection operation for cooling.

In order to achieve good ignition and combustion efficiency, the internal combustion engine engine must set the optimal air-fuel ratio (air-fuel mixture ratio, usually 14.5-15.0), which can maximize the fuel efficiency of the fuel. Therefore, when the internationally renowned automobile manufacturers produce fuel-efficient vehicles, the air-fuel ratio is close to the aforementioned optimum value with an accurate control system on the oil and gas mixture.

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 the 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) are much faster than the flame speed of gasoline (0.34M/s), so it is inside the engine. Hydrogenation can improve the combustion efficiency of fuel in the engine through the rapid combustion of hydrogen, so that the fuel that could not be completely stably burned is burned out instantaneously, and the carbon content in the exhaust gas is reduced to reduce 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.

The invention of No. 101149226 "Hydrogenation Apparatus for Internal Combustion Engines" filed by the applicant of the present invention is an apparatus for hydrogenating an engine. The catalyst conversion device for hydrogen production in the invention is provided in the exhaust pipe of the engine to extract heat energy of the exhaust gas, so that the catalyst conversion device reaches the operating temperature of hydrogen production to produce hydrogen. The hydrogen produced is sent to the engine via a piping design. In order to protect the catalyst in the catalyst conversion device, when the temperature of the catalyst conversion device rises to a set limit value, the coolant must be sent into the catalyst conversion device to lower the temperature and prevent the catalyst from being overheated. And damaged. This type of water cooling can achieve the intended purpose, but it will increase the complexity of the mechanism and increase the processing and piping of the catalytic converter.

The present invention is directed to a cooling device for a catalyst conversion device of a hydrogenation device for producing hydrogen by using waste heat of an engine, which is mainly provided with a branch pipe in which the catalytic converter device is not provided, and the catalyst can be disposed in the exhaust pipe device. When the conversion device is overheated, it is discharged along the branch pipe, and the catalyst conversion device is cooled by air cooling.

The exhaust pipe device provided by the present invention comprises: a front section of an exhaust pipe connected to the internal combustion engine, a rear section of the exhaust pipe as an exhaust gas discharge path of the internal combustion engine, and a first branch pipe and a second branch pipe constituting a middle section of the exhaust pipe. The front end and the rear side of the first branch pipe and the second branch pipe are respectively communicated with the front and rear sections of the exhaust pipe, and the catalyst switching device is disposed inside the first branch pipe. The front end of the first branch pipe is provided with a first butterfly valve that is braked by the first driving device, and the first butterfly valve is mainly in an open state or a closed closed state between the first branch pipe and the front portion of the exhaust pipe. A second butterfly valve braked by the second driving device is disposed at the front end of the second branch pipe. The second butterfly valve is mainly for controlling a closed state or an open state of the closed state between the second branch pipe and the front portion of the exhaust pipe. Control engine exhaust along by controlling the opening or closing of the first butterfly valve and the second butterfly valve The path of the first tube is discharged to heat the catalyst switching device or to exhaust the engine exhaust gas along the path of the second branch pipe, so that the first branch pipe can be cooled by heat exchange with the outside cold air.

The first butterfly valve is in an open state in a normal state, so that exhaust gas of the engine can be discharged along a path of the first branch pipe. And the second butterfly valve is in a closed state in a normal state. Then, the catalyst conversion device disposed in the first branch pipe can absorb the waste heat of the engine to achieve hydrogen production work for molecular recombination of the fuel aqueous solution.

The first butterfly valve and the first driving device form a pneumatic butterfly valve device. The pneumatic butterfly valve device includes a pneumatic telescopic rod. The shaft of the first butterfly valve is rotated by the telescopic operation of the telescopic rod.

The second butterfly valve and the second driving device form a pneumatic butterfly valve device. The pneumatic butterfly valve device includes a pneumatic telescopic rod. The shaft of the second butterfly valve is rotated by the telescopic operation of the telescopic rod.

The first driving device and the second driving device are servo motors, and the servo motor can drive the first or second butterfly valve shaft to rotate.

1‧‧‧Solid aqueous solution delivery device

2‧‧‧catalyst conversion device

3‧‧‧First temperature detection switch

4‧‧‧Control device for oil transportation

6‧‧‧Second temperature detection switch

7‧‧‧Lubricating oil input device

8‧‧‧Power supply unit

9‧‧‧Exhaust pipe installation

10‧‧‧ storage tank

101‧‧‧liquid level detection switch

11‧‧‧ liquid pump

12‧‧‧Transportation line

121‧‧‧fourth solenoid valve

13‧‧‧ Engine

131‧‧‧ Hydrogen delivery pipeline

132‧‧‧Intake manifold

14‧‧‧ Pressure Sensor

141‧‧‧Second solenoid valve

15‧‧‧ throttle

20‧‧‧Tactile bed

21‧‧‧Preheating body

40‧‧‧ fuel tank

41‧‧‧First solenoid valve

50‧‧‧First Pneumatic Butterfly Valve Unit

501‧‧‧First drive

502‧‧‧First butterfly valve

503‧‧‧Axis

504‧‧‧ linkage

505‧‧‧ Telescopic rod

51‧‧‧Second pneumatic butterfly valve device

511‧‧‧Second drive

512‧‧‧second butterfly valve

513‧‧‧Axis

514‧‧‧ Connecting rod

515‧‧‧ Telescopic rod

70‧‧‧Lubricating oil storage tank

71‧‧‧The third solenoid valve

91‧‧‧ front section of exhaust pipe

92‧‧‧Down section of exhaust pipe

93‧‧‧First tube

94‧‧‧Second tube

Figure 1 is a schematic view showing the structure of an internal combustion engine engine hydrogenation system of the present invention.

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

Figure 3 is a structural view of the middle section of the exhaust pipe of the present invention.

Figure 4 is a state diagram of the exhaust of the engine along the second branch.

Figure 5 is a schematic view showing the structure of the first pneumatic butterfly valve device.

Please refer to Figure 1 and Figure 2. The hydrogenation device of the internal combustion engine of the present invention, the main The one-pump pump 11 is controlled to operate to transport the aqueous fuel solution in the storage tank 10 to a catalyst conversion device 2 to generate hydrogen gas. The hydrogen is sent to the engine 13 via the intake manifold 132 to ignite and burn with the fuel. The hydrogenation system of the internal combustion engine 13 of the present invention comprises: a fuel aqueous solution conveying device 1, a catalyst conversion device 2, a first temperature detecting switch 3, an oil conveying control device 4, and a second temperature detecting switch. 6. A lubricating oil delivery device 7. The fuel aqueous solution delivery device 1 includes a storage tank 10, a first liquid pump 11, and a delivery line 12. The storage tank 10 is mainly for accommodating an aqueous fuel solution. In Fig. 2, the component numbered 8 is a power supply device.

Please refer to Figure 1 and Figure 3 to Figure 5. The exhaust gas generated by the operation of the engine 13 is exhausted by the exhaust pipe device 9. The exhaust pipe device 9 includes an exhaust pipe front portion 91 connected to the internal combustion engine, an exhaust pipe rear portion 92 as an internal combustion engine exhaust gas discharge path, and a first branch pipe 93 and a second branch pipe 94 constituting an intermediate portion of the exhaust pipe. The front end and the rear side of the first branch pipe 93 and the second branch pipe 94 communicate with the exhaust pipe front section 91 and the exhaust pipe rear section 92, respectively. The catalyst switching device 2 is disposed inside the first branch pipe 93, and absorbs heat of the exhaust gas of the engine 13 as heat energy for hydrogen production. A first pneumatic butterfly valve device 50 is disposed at a front end of the first branch pipe 93. The first pneumatic butterfly valve device 50 is composed of a first driving device 501 and a first butterfly valve 502 braked by the first driving device. . The first butterfly valve 502 is mainly for controlling an open state or a closed closed state between the first branch pipe 93 and the exhaust pipe front section 91. Normally, the first butterfly valve 502 is maintained in an open state, so that the exhaust gas of the engine 13 can be discharged along the path of the first branch pipe 93, as shown in FIG. Then, the catalyst conversion device 2 can absorb the heat of the engine exhaust gas to raise the temperature to an operating temperature (220 ° C) at which the catalyst (not shown) provided therein can produce hydrogen, thereby producing hydrogen gas.

A second pneumatic butterfly valve device 51 is disposed at the front end of the second branch pipe 94. The second pneumatic butterfly valve device 51 is composed of a second driving device 511 and the second driving device 511. A second butterfly valve 512 is braked. The second butterfly valve 512 is mainly for controlling the closed state or the open state of the closed state between the second branch pipe 94 and the front section 91 of the exhaust pipe. Normally, the second butterfly valve 512 maintains a closed state, as shown in FIG. When the temperature of the catalyst switching device 2 reaches a preset maximum safe temperature (280 ° C), the first driving device 501 and the second driving device 511 respectively move the first butterfly valve 502 and the second butterfly valve 512 to make the first When the butterfly valve 502 is changed to the closed state and the second butterfly valve 512 is changed to the open state, the engine exhaust is discharged along the path of the second branch pipe 94 as shown in FIG.

The first pneumatic butterfly valve device 50 and the second pneumatic butterfly valve device 51 are identical in structure. The first butterfly valve 502 and the axial centers 503 and 513 of the second butterfly valve 512 are respectively fixed with a link 504 and 514 rotating. The first driving device 501 and the second driving device 511 respectively further comprise a pneumatic telescopic rod 505, 515. The telescopic rods 505, 515 are connected to the axes 503, 513 of the first butterfly valve 502 and the second butterfly valve 512 by a connecting rod connection 504, 514; one end of the connecting rods 504, 514 and the first butterfly valve 502 The shafts 503 and 513 of the second butterfly valve 512 are fixedly connected, and the other ends are pivotally connected to the telescopic rods 505 and 515. The first driving device 501 and the second driving device 511 respectively drive the telescopic rods 505 and 515 to expand or contract to drive the axes 503 and 513 of the first butterfly valve 502 and the second butterfly valve 512 to rotate. The aforementioned first driving device 501 and second driving device 511 are high pressure gas output devices. The aforementioned telescopic rods 505, 515 are pneumatic cylinders.

The catalyst conversion device 2 includes a catalyst bed 20 and a preheating body 21. The catalyst bed 20 is provided with a catalyst for hydrogen production (not shown), and the molecules of the aqueous fuel solution can be recombined at a set operating temperature to generate a gas of hydrogen and carbon dioxide. The aqueous fuel solution can be vaporized into a gaseous state in the preheating body 21, and then sent to the catalyst bed 20 for molecular recombination to generate a gas of hydrogen and carbon dioxide. The catalyst conversion device 2 is connected to the delivery line 12 of the fuel aqueous solution delivery device 1 through. The fuel aqueous solution delivery device 1 includes a storage tank 10, a liquid pump 11, and a delivery line 12. The storage tank 10 is mainly for accommodating an aqueous fuel solution. The liquid pump 11 mainly discharges the aqueous fuel solution in the storage tank 10 and outputs it along the delivery line 12, and sends it to the catalyst conversion device 2.

Please cooperate with Figure 1 ~ Figure 2. When the liquid level detecting switch 101 of the storage tank 10 and the first temperature detecting switch 3 are in the ON state, it indicates that the temperature of the catalyst converting device 2 has reached the working temperature (220 ° C) for hydrogen production, and the liquid pump 11 begins to output the aqueous fuel solution. The first solenoid valve 41 in the normally open state is actuated to reduce fuel feed to the engine 13. The fourth solenoid valve 121 in the long closed state is actuated to make the conveying line 12 into a passage. The third electromagnetic valve 71 in the long-closed state is actuated, and the lubricant in the lubricating oil reservoir 70 can be fed into the engine 13 in a timely manner. In addition, a second electromagnetic valve 141 is controlled by sensing the amount of fueling of the throttle valve 15 by a pressure sensor 14, and the actuation of the second solenoid valve 141 increases the amount of delivery of the aqueous fuel solution. In Figure 1, the component number 40 is a fuel tank. The above control theory is not the subject matter of the present invention and is described in more detail in the aforementioned Patent Application No. 101149226.

The aforementioned aqueous fuel solution may be an aqueous methanol solution. The catalyst in the catalyst bed 20 can recombine the aqueous methanol solution at a temperature of 220 to 330 ° C to generate hydrogen gas. The catalyst may be a copper-zinc catalyst. The working temperature of the catalyst can be set at 220 °C. When the ambient temperature exceeds 330 ° C, the catalyst may be burned. Therefore, the safe temperature of the catalyst can be set at 280 °C.

When the first temperature detecting switch 3 detects that the temperature of the catalyst switching device 2 reaches the operating temperature of the catalytic hydrogen production, the liquid pump 11 is activated, and the aqueous fuel solution is sent to the catalytic converter 2 to generate hydrogen. Hydrogen is supplied to the intake manifold 132 of the engine 13 along a hydrogen delivery line 131 and then sent to the engine 13 for ignition with the fuel.

When the second temperature detecting switch 6 detects that the temperature of the catalyst switching device 2 reaches the set maximum safe temperature (280 ° C) of the hydrogen generating catalyst, the first driving device 501 and the The two driving devices 511 respectively drive the first butterfly valve 502 and the second butterfly valve 512 to discharge the exhaust gas of the engine 13 along the path of the second branch pipe 94 as described above. Then, the engine exhaust gas can no longer heat the catalyst switching device 2 in the first branch pipe 93, and the heat of the first branch pipe 93 itself is gradually cooled by heat exchange with the outside cold air. When the second temperature detecting switch 6 detects that the temperature of the catalyst switching device 2 is 220 ° C, the first driving device 501 and the second driving device 511 respectively brake the first butterfly valve 502 and the second butterfly valve 512 to reply. The operation causes the first butterfly valve 502 to return to the open state and the second butterfly valve 512 to return to the closed state, and the exhaust gas of the engine 13 is discharged along the path of the first branch pipe 93. Then, the exhaust gas of the engine 13 is again sent into the first branch pipe 93 to heat the catalyst switching device 2. Such a device that cools the catalyst switching device 2 in an air-cooled manner to protect the catalyst can further streamline the mechanism, reduce the manufacturing cost, and avoid unnecessary energy expenditure.

The first driving device 501 that drives the first butterfly valve 502 to operate may also be a servo motor (not shown). The servo motor is capable of directly driving the first butterfly valve 502 to rotate axially. Similarly, the second driving device 511 that drives the second butterfly valve 512 can also be a servo motor (not shown). The servo motor can directly drive the second butterfly valve 512 to rotate axially.

The invention adopts the addition of the second branch pipe 94 as the engine exhaust gas path selection. When the temperature of the catalyst conversion device 2 is too high, the heat energy of the engine exhaust gas is no longer absorbed, and the cold air is naturally exchanged with the outside cold air to cool down. The type of cooling of the catalyst conversion device 2 by air cooling.

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.

1‧‧‧Solid aqueous solution delivery device

10‧‧‧ storage tank

101‧‧‧liquid level detection switch

11‧‧‧ liquid pump

12‧‧‧Transportation line

121‧‧‧fourth solenoid valve

13‧‧‧ Engine

131‧‧‧ Hydrogen delivery pipeline

132‧‧‧Intake manifold

141‧‧‧Second solenoid valve

2‧‧‧catalyst conversion device

20‧‧‧Tactile bed

21‧‧‧Preheating body

4‧‧‧Control device for oil transportation

40‧‧‧ fuel tank

41‧‧‧First solenoid valve

50‧‧‧First Pneumatic Butterfly Valve Unit

501‧‧‧First drive

502‧‧‧First butterfly valve

51‧‧‧Second pneumatic butterfly valve device

511‧‧‧Second drive

512‧‧‧second butterfly valve

7‧‧‧Lubricating oil conveying device

70‧‧‧Lubricating oil storage tank

71‧‧‧The third solenoid valve

9‧‧‧Exhaust pipe installation

91‧‧‧ front section of exhaust pipe

92‧‧‧Down section of exhaust pipe

93‧‧‧First tube

94‧‧‧Second tube

Claims (8)

An exhaust pipe device of an internal combustion engine equipped with a hydrogenation device, comprising: a catalyst conversion device disposed in the exhaust pipe to absorb heat of the engine exhaust gas, so that the temperature of the catalyst conversion device can reach The medium performs molecular recombination of the fuel aqueous solution to generate hydrogen gas; the hydrogen gas can be sent into the engine of the internal combustion engine to be ignited and burned together with the fuel; and the exhaust pipe device comprises: a front section of the exhaust pipe connected to the engine of the internal combustion engine, a rear section of the exhaust pipe as an exhaust gas discharge path of the internal combustion engine, and a first branch pipe and a second branch pipe constituting a middle section of the exhaust pipe; the front end and the rear section of the first branch pipe and the second branch pipe are respectively connected to the front section and the rear section of the exhaust pipe; The catalyst tube is disposed inside the first tube; the front end of the first tube is provided with a first butterfly valve that is braked by the first driving device; the first butterfly valve is mainly for controlling the first branch tube and the front portion of the exhaust tube The open state of the open state or the closed state of the closed state; in the normal state, the first butterfly valve is maintained in an open state, so that the exhaust gas of the engine can follow the first branch a second butterfly valve is disposed at a front end of the second branch; the second butterfly valve is mainly closed between the second branch and the front end of the exhaust pipe or The open state of the opening; in the normal state, the second butterfly valve maintains the closed state; when the temperature of the catalyst switching device reaches the preset maximum safe temperature, the first driving device and the second driving device respectively move the first butterfly valve and the first When the two butterfly valve is actuated, the first butterfly valve is changed to the closed state, and the second butterfly valve is changed to the open state, and the engine exhaust gas is discharged along the path of the second branch pipe. An exhaust pipe device of an internal combustion engine equipped with a hydrogenation device according to claim 1, wherein the first butterfly valve and the first driving device form a pneumatic butterfly valve device; the first driving device comprises: a high-pressure gas output device and a pneumatic telescopic rod; the high-pressure gas output device brakes the telescopic rod for telescopic operation, and can drive the shaft of the first butterfly valve to rotate. An exhaust pipe device of an internal combustion engine equipped with a hydrogenation device according to claim 2, wherein the telescopic rod driven by the first driving device is a pneumatic cylinder; the telescopic rod and the first butterfly valve shaft The connection is connected by a connecting rod; one end of the connecting rod is fixed to the first butterfly valve shaft center, and the other end is pivotally connected to the telescopic rod. An exhaust pipe device for an internal combustion engine equipped with a hydrogenation unit according to claim 1, wherein the second butterfly valve and the second driving device form a pneumatic butterfly valve device; the second driving device comprises: a high-pressure gas output device and a pneumatic telescopic rod; the high-pressure gas output device brakes the telescopic rod for telescopic operation, and can drive the shaft of the second butterfly valve to rotate. An exhaust pipe device of an internal combustion engine equipped with a hydrogenation device according to claim 4, wherein the telescopic rod driven by the second driving device is a pneumatic cylinder; the telescopic rod and the second butterfly valve shaft The connection is connected by a connecting rod; one end of the connecting rod is fixed to the second butterfly valve shaft center, and the other end is pivotally connected to the telescopic rod. An exhaust pipe device of an internal combustion engine equipped with a hydrogenation device according to claim 1, wherein the temperature of the catalyst conversion device is lowered to a preset minimum operating temperature, the first driving device and the second driving device The device respectively moves the first butterfly valve and the second butterfly valve to resume operation, so that the first butterfly valve returns to the open state and the second butterfly valve returns to the closed state, and the engine exhaust gas is discharged along the path of the first branch pipe. An exhaust pipe device for an internal combustion engine equipped with a hydrogenation device according to claim 1, wherein the first driving device is a servo motor capable of driving the first butterfly valve shaft to rotate. An exhaust pipe device of an internal combustion engine equipped with a hydrogenation device according to claim 1, wherein the second driving device is a servo motor capable of driving the second butterfly valve axis Turn.