• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present disclosure provides a control method for optimizing combustion and reducing nitrogen oxide emissions of an internal combustion engine, including: step 1, installing an air-ionized energy 5 saving and emission reduction apparatus for an internal combustion engine; step 2, determining, by an electronic control unit (ECU), a working status of the engine based on signals from an air flow sensor on an original intake pipe, a crankshaft position sensor on a crankshaft, and a cylinder pressure sensor in a combustion chamber of the engine; and 10 step 3, controlling, by the ECU, an air ionization degree and electric field coverage for different working statuses. This method can reduce nitrogen oxide emissions.
    公开号:NL2027355A
    申请号:NL2027355
    申请日:2021-01-20
    公开日:2021-09-01
    发明作者:Cai Yuqing；Zheng Zunqing；Wang Hu；Yao Mingfa
    申请人:Univ Tianjin；
    IPC主号:
    专利说明:

    -1-CONTROL METHOD FOR OPTIMIZING COMBUSTION ANDREDUCING NITROGEN OXIDE EMISSIONS OF INTERNALCOMBUSTION ENGINE
    TECHNICAL FIELD The present disclosure relates to a control method for optimizing and reducing nitrogen oxide emissions, and in particular, to a control method for optimizing combustion and reducing nitrogen oxide emissions of an internal combustion engine.
    BACKGROUND The internal combustion engines always need to deal with thermal efficiency and emissions. The formation of nitrogen oxides is mainly determined by temperature, oxygen atom concentration, and action time. According to studies, when the ambient temperature reaches 1500K or higher, the number of nitrogen oxides produced will increase by 6 to 8 times for every 100K increase. According to the Zeldovich mechanism, high temperature and oxygen atom concentration during combustion are the main factors affecting the formation of nitrogen oxides. Lowering the highest combustion temperature and reducing the number of oxygen atoms in high temperature zones can reduce nitrogen oxide emissions.
    Currently, the methods for improving the thermal efficiency of an internal combustion engine mainly focus on the research of new combustion theories and fuels, and the research on reducing emissions mainly focuses on the after-treatment of exhaust gas.
    Nitrogen oxides are harmful emissions that are difficult to deal with.
    At present, post-processors such as a three-way catalyst and a selective reduction catalyst are mainly used.
    The selective catalytic reduction (SCR) technology has the following characteristics: The NOx removal efficiency is high. According to the relevant literature records and project monitoring data, the general NOx removal efficiency of the SCR method can be maintained at 70% to 90%. The secondary pollution is small. The basic principle of the SCR method is to use a reducing agent to reduce NOx to non-toxic and non-polluting
    -2- N2 and H20, and the entire process produces few secondary pollutants. The SCR technology is relatively mature and widely used. This technology has been widely used in the after-treatment of automobile engines. The investment cost and the operating cost are high.
    The three-way catalyst is the most important external purification apparatus installed in an exhaust system of a car. It can convert harmful gases such as CO, HC and NOx from car exhaust into harmless carbon dioxide, water, and nitrogen through oxidation and reduction. When the high-temperature automobile exhaust gas passes through the three-way catalyst, the purification agent in the three-way catalyst enhances the activity of the three gases CO, HC and NOx, and promotes some oxidation-reduction chemical reactions. In this case, CO is oxidized to colourless and non-toxic carbon dioxide at high temperature; HC compounds are oxidized to water (H20) and carbon dioxide at high temperature; and NOx is reduced to nitrogen and oxygen. The three harmful gases become harmless gases, so that automobile exhaust can be purified. However, the three-way catalyst is expensive and has a high requirement for the excess air coefficient range, which is not conducive to the development of advanced combustion technology for modern internal combustion engines.
    Air ionization is rarely studied now. The patent CN102695870A is about the research on the application of ionized air in internal combustion engines. This patent designs an ionization apparatus that can generate more negative ions, thereby promoting combustion. This patent focuses on the design of an ionizer, and aims to promote combustion and avoid the generation of ozone, but does not design a structural apparatus that achieves stratification of different gas molecules through an electric field.
    SUMMARY The present disclosure aims to overcome the shortcomings of the prior art and provide a control method for optimizing combustion and reducing nitrogen oxide emissions of an internal combustion engine, to reduce the emission of nitrogen oxides.
    -3- To achieve the above objective, the present disclosure adopts the following technical solutions: A control method for optimizing combustion and reducing nitrogen oxide emissions of an internal combustion engine of the present disclosure includes the following steps: step 1: installing an air-ionized energy saving and emission reduction apparatus for an internal combustion engine, where the air-ionized energy saving and emission reduction apparatus for an internal combustion engine includes an ionizer installed on an intake manifold of the internal combustion engine, and a nozzle of the ionizer is inserted into an intake pipe and arranged at an angle of 45 degrees with an axis of the intake manifold; a power connection hole is provided on a bottom wall of a piston of each cylinder along a direction perpendicular to the piston top land of each cylinder of the engine; on a cylinder head of each cylinder of the engine, with a spark plug of each cylinder as a centre, a first electrode plate groove, a second electrode plate groove, and a third electrode plate groove are coaxially arranged on a top wall of the cylinder head from inside to outside; a first annular electrode plate is fixed in the first electrode plate groove, a second annular electrode plate is fixed in the second electrode plate groove, and a third annular electrode plate is fixed in the third electrode plate groove; an ionizer is installed on the intake manifold of each cylinder; DC stabilized power supplies in the same quantity as the engine cylinders and four relay switches corresponding to each engine cylinder are fixed under a car dashboard; the DC stabilized power supply is provided with several pairs of positive and negative ports; three of four relays provided for each cylinder are used to control the electrode plate in the cylinder to be connected or disconnected, and the remaining one relay is used to control the ionizer on the intake manifold of the cylinder to be connected or disconnected; a specific connection circuit of the four relays and a DC stabilized power supply that correspond to each cylinder is as follows:
    -4-
    output terminals A of a first relay, a second relay, a third relay, and a fourth relay for controlling one cylinder are each connected to a negative port of the DC power supply through a first wire; an output terminal B of the first relay is connected to a negative port of the ionizer through a second wire; output terminals B of the second relay, the third relay, and the fourth relay are each connected to one end of a third wire, and the other ends of the three third wires are routed into an engine compartment through a wire hole inside the car to be respectively connected to a port of the first electrode plate, a port of the second electrode plate, and a port of the third electrode plate; input terminals C of the first relay, the second relay, the third relay, and the fourth relay are each connected to a relay pin of an electronic control unit (ECU) through a fourth wire, and input terminals D of the first relay, the second relay, the third relay, and the fourth relay are each connected to a relay pin of the ECU through a fifth wire;
    one end of a sixth wire is connected to a first positive port of the DC power supply, and the other end is routed into the engine compartment through the wire hole inside the car to be connected to a positive port of the ionizer;
    one end of a seventh wire is connected to a second positive port of the DC power supply, and the other end is routed into the engine compartment through the wire hole inside the car to be inserted to the power connection hole;
    step 2: determining, by the ECU, a working status of the engine based on signals from an air flow sensor on the original intake pipe, a crankshaft position sensor on a crankshaft, and a cylinder pressure sensor in a combustion chamber of the engine;
    step 3: for different working statuses, performing the following control methods of each relay in different strokes:
    in a low-load state, a small air ionization degree and electric field coverage in the cylinder are used, and specific relay control policies are as follows:
    -5. first relay: at the beginning of an intake stroke, the ECU sends a connection instruction to the first relay; at the end of the intake stroke, the ECU sends a disconnection instruction to the first relay; the first relay is in a connected state during the intake stroke, and is in a disconnected state during compression, work, and exhaust strokes; second relay: at the beginning of the compression stroke, the ECU sends a connection instruction to the second relay; at the end of the power stroke, the ECU sends a disconnection instruction to the second relay; the second relay is in a connected state during the compression and power strokes, and is in a disconnected state during the intake and exhaust strokes: the third relay and the fourth relay are always in a disconnected state; in a medium-load state, a medium air ionization degree and electric field coverage in the cylinder are used, and specific relay control policies are as follows: first relay: at the beginning of the intake stroke, the ECU sends a connection instruction to the first relay; at the end of the intake stroke, the ECU sends a disconnection instruction to the first relay; the first relay is in a connected state during the intake stroke, and is in a disconnected state during compression, work, and exhaust strokes; second relay: at the beginning of the compression stroke, the ECU sends a connection instruction to the second relay; at the end of the power stroke, the ECU sends a disconnection instruction to the second relay; the second relay is in a connected state during the compression and power strokes, and is in a disconnected state during the intake and exhaust strokes; third relay: at the beginning of the power stroke, the ECU sends a connection instruction to the third relay; at the end of the power stroke, the ECU sends a disconnection instruction to the third relay; the third relay is in a connected state during the power stroke, and is in a disconnected state during the intake, compression, and exhaust strokes; the fourth relay is always in a disconnected state;
    -6- in a heavy-load state, a large air ionization degree and electric field coverage in the cylinder are used, and specific relay control policies are as follows: first relay: at the beginning of the intake stroke, the ECU sends a connection instruction to the first relay; at the end of the intake stroke, the ECU sends a disconnection instruction to the first relay; the first relay is in a connected state during the intake stroke, and is in a disconnected state during the compression, work, and exhaust strokes; second relay: at the beginning of the compression stroke, the ECU sends a connection instruction to the second relay; at the end of the power stroke, the ECU sends a disconnection instruction to the second relay; the second relay is in a connected state during the compression and power strokes, and is in a disconnected state during the intake and exhaust strokes; third relay: at the beginning of the power stroke, the ECU sends a connection instruction to the third relay; at the end of the power stroke, the ECU sends a disconnection instruction to the third relay; the third relay is in a connected state during the power stroke, and is in a disconnected state during the intake, compression, and exhaust strokes; fourth relay: as a near wall temperature is high under a heavy load, at the beginning of the power stroke, the ECU sends a connection instruction to the fourth relay; at the end of the exhaust stroke, the ECU sends a disconnection instruction to the fourth relay; the fourth relay is in a connected state during the work and exhaust strokes, and is in a disconnected state during the intake and compression strokes.
    Compared with the prior art, the present disclosure has the following advantages: (1) An air ionization method is used to stimulate active oxygen radicals and promote combustion.
    (2) An electric field is used to control the gas flow in a cylinder, change the local oxygen concentration, reduce the oxygen concentration in a high-temperature combustion zone, and lower the maximum
    -7- combustion temperature, thereby reducing nitrogen oxide emissions. This method is different from the mainstream after-treatment method.
    (3) The ionization intensity and electric field suitable for the current engine working state can be selected based on sensor signals of the engine.
    BRIEF DESCRIPTION OF DRAWINGS To describe the technical solutions in embodiments of this application or in the prior art more clearly, the following briefly describes the accompanying drawings used in the present disclosure, and further describes the technical solutions of this application in detail with reference to specific examples.
    FIG. 1 is a structural diagram of an apparatus used for a control method for optimizing combustion and reducing nitrogen oxide emissions of an internal combustion engine according to the present disclosure.
    FIG. 2 is a control flowchart of a method according to the present disclosure.
    FIG. 3 is a structural diagram of a groove of a cylinder head electrode plate in the apparatus shown in FIG. 1.
    DETAILED DESCRIPTION To make a person skilled in the art understand the technical solutions in the embodiments of the present disclosure better, the following describes the solutions with reference to specific examples.
    A control method for optimizing combustion and reducing nitrogen oxide emissions of an internal combustion engine according to the present disclosure includes the following steps.
    Step 1: As shown in FIG. 1, install an air-ionized energy saving and emission reduction apparatus for an internal combustion engine. The air- ionized energy saving and emission reduction apparatus for an internal combustion engine includes an ionizer 7 installed on an intake manifold of the internal combustion engine. A nozzle of the ionizer 7 is inserted into an intake pipe and arranged at an angle of 45 degrees with an axis of the intake manifold. The ionizer is of an existing structure similar to a
    -8- spark plug. It will release a large number of electrons at the nozzle instantaneously, where oxygen captures the electrons and becomes negative oxygen ions.
    A journal where a crank pin seat is located is bypassed. As shown in FIG. 1, a power connection hole 8 is formed on a bottom wall of a piston of each cylinder along a direction perpendicular to the piston top land of each cylinder of the engine. As shown in FIG. 3, on a cylinder head of each cylinder of the engine, with a spark plug 12 of each cylinder as the centre, a first electrode plate groove 14, a second electrode plate groove 15, and a third electrode plate groove 16 are coaxially arranged on a top wall of the cylinder head from inside to outside. A first annular electrode plate 9 is fixed in the first electrode plate groove 14, a second annular electrode plate 10 is fixed in the second electrode plate groove 15, and a third annular electrode plate 11 is fixed in the third electrode plate groove
    16. In the figure, 17 is a groove spacing.
    Preferably, a radial spacing between outer edges of two adjacent annular electrode plates is 5 mm to 10 mm, so that a gap between the electrode plates can be covered by the electric field, and the processing of the electrode plate grooves does not affect the reliability of the cylinder head.
    An ionizer 7 is installed on the intake manifold of each cylinder. DC stabilized power supplies 1 in the same quantity as the engine cylinders and four relay switches corresponding to each engine cylinder are fixed under a car dashboard (a quantity of relay switches is four times that of cylinders). The DC stabilized power supply 1 is provided with several pairs of positive and negative ports. Three of the four relays provided for each cylinder are used to control the electrode plate in the cylinder to be connected or disconnected, and the remaining one relay is used to control the ionizer 7 on the intake manifold of the cylinder to be connected or disconnected.
    A specific connection circuit of the four relays and a DC stabilized power supply 1 that correspond to each cylinder is as follows:
    -9- Output terminals A of a first relay 3, a second relay 4, a third relay 5, and a fourth relay 6 for controlling one cylinder are each connected to a negative port of the DC stabilized power supply 1 through a first wire.
    An output terminal B of the first relay 3 is connected to a negative port of the ionizer 7 through a second wire. Output terminals B of the second relay 4, the third relay 5, and the fourth relay 6 are each connected to one end of a third wire, and the other ends of the three third wires are routed into an engine compartment through a wire hole inside the car to be respectively connected to a port of the first electrode plate 9, a port of the second electrode plate 10, and a port of the third electrode plate 11. Input terminals C of the first relay 3, the second relay 4, the third relay 5, and the fourth relay 6 are each connected to a relay pin of an electronic control unit (ECU) through a fourth wire, input terminals D of the first relay 3, the second relay 4, the third relay 5, and the fourth relay 6 are each connected to a relay pin of the ECU through a fifth wire, and the relays do not affect each other.
    One end of a sixth wire is connected to a first positive port of the DC power supply 1, and the other end is routed into the engine compartment through the wire hole inside the car to be connected to a positive port of the ionizer 7.
    One end of a seventh wire is connected to a second positive port of the DC power supply 1, and the other end is routed into the engine compartment through the wire hole inside the car to be inserted to the power connection hole 8.
    Step 2: The ECU determines a working status of the engine based on signals from an air flow sensor on the original intake pipe, a crankshaft position sensor on a crankshaft, and a cylinder pressure sensor in a combustion chamber of the engine.
    Step 3: For different working statuses, perform the following control methods of each relay in different strokes: In a low-load state, a small air ionization degree and electric field coverage in the cylinder are used, and specific relay control policies are
    -10 - as follows: First relay 3: At the beginning of an intake stroke, the ECU sends a connection instruction to the first relay 3; at the end of the intake stroke, the ECU sends a disconnection instruction to the first relay 3. The first relay 3 is in a connected state during the intake stroke, and is in a disconnected state during compression, work, and exhaust strokes.
    Second relay 4: At the beginning of the compression stroke, the ECU sends a connection instruction to the second relay 4; at the end of the power stroke, the ECU sends a disconnection instruction to the second relay 4. The second relay is in a connected state during the compression and power strokes, and is in a disconnected state during the intake and exhaust strokes.
    As a near wall temperature is relatively low under a low load, the third relay 5 and the fourth relay 6 are always in a disconnected state.
    In a medium-load state, a medium air ionization degree and electric field coverage in the cylinder are used, and specific relay control policies are as follows: First relay 3: At the beginning of the intake stroke, the ECU sends a connection instruction to the first relay 3; at the end of the intake stroke, the ECU sends a disconnection instruction to the first relay 3. The first relay is in a connected state during the intake stroke, and is in a disconnected state during the compression, work, and exhaust strokes.
    Second relay 4: At the beginning of the compression stroke, the ECU sends a connection instruction to the second relay 4; at the end of the power stroke, the ECU sends a disconnection instruction to the second relay 4. The second relay is in a connected state during the compression and power strokes and is in a disconnected state during the intake and exhaust strokes.
    Third relay 5: As a near wall temperature is higher under a medium load than under a low load, the ECU sends a connection instruction to the third relay 5 at the beginning of the power stroke; the ECU sends a disconnection instruction to the third relay 5 at the end of the power
    -11 - stroke. The third relay 5 is in a connected state during the power stroke, and is in a disconnected state during the intake, compression, and exhaust strokes. Fourth relay 6: The fourth relay 6 is always in a disconnected state.
    In a heavy-load state, a large air ionization degree and electric field coverage in the cylinder are used, and specific relay control policies are as follows: First relay 3: At the beginning of an intake stroke, the ECU sends a connection instruction to the first relay 3; at the end of the intake stroke, the ECU sends a disconnection instruction to the first relay 3. The first relay 3 is in a connected state during the intake stroke, and is in a disconnected state during the compression, work, and exhaust strokes.
    Second relay 4: At the beginning of the compression stroke, the ECU sends a connection instruction to the second relay 4; at the end of the power stroke, the ECU sends a disconnection instruction to the second relay 4. The second relay is in a connected state during the compression and power strokes, and is in a disconnected state during the intake and exhaust strokes.
    Third relay 5: As a near wall temperature is high under a heavy load, at the beginning of the power stroke, the ECU sends a connection instruction to the third relay 5; at the end of the power stroke, the ECU sends a disconnection instruction to the third relay 5. The third relay 5 is in a connected state during the power stroke, and is in a disconnected state during the intake, compression, and exhaust strokes.
    Fourth relay 6: As a near wall temperature is high under a heavy load, at the beginning of the power stroke, the ECU sends a connection instruction to the fourth relay 6; at the end of the exhaust stroke, the ECU sends a disconnection instruction to the fourth relay 6. The fourth relay 6 is in a connected state during the work and exhaust strokes, and is in a disconnected state during the intake and compression strokes.
    权利要求:
    Claims (2)
    [1]
    1. A control method for optimizing combustion and reducing nitrogen oxide emissions from an internal combustion engine comprising the following steps: Step 1: Installation of an air-ionizing energy-saving and emission-reducing device for an internal combustion engine, where the air ionizing energy-saving and emission-reducing device for an internal combustion engine is composed of an air ionizer installed on an inlet manifold of the internal combustion engine and an ionizer nozzle is introduced into an inlet pipe and mounted at an angle of 45 degrees to the axis of the engine intake manifold; an opening for connection to the power supply is provided in the lower wall of the piston of each cylinder in a direction perpendicular to the upper edge of the piston of each cylinder of the engine; on the cylinder head of each cylinder of the engine, a first electrode plate groove, a second electrode plate groove and a third electrode plate groove are coaxially placed on a top wall of the cylinder head from the inside out; with a spark plug of each cylinder as the center; a first ring electrode plate is attached to the first electrode plate groove, a second ring electrode plate is attached to the second electrode plate groove, and a third ring electrode plate is attached to the third electrode plate groove; an ionizer is mounted on the intake manifold of each cylinder; a DC stabilized power supply feeds in the same amount as the engine cylinder and four relay switches corresponding to each engine cylinder are mounted on the dashboard of a car; the DC stabilized power supply has multiple pairs of positive and negative poles; three of the four relays provided for each cylinder are used to control the electrode plate in the cylinder as connected or disconnected, and the last relay is used to control the cylinder's intake manifold ionizer as connected or disconnected; a dedicated connection circuit of the four relays and a DC stabilized power supply for each cylinder in the following configuration:
    output poles 1 of a first relay, a second relay, a third relay and a fourth relay for controlling a cylinder are all connected to a negative port of the DC supply through a first wire;
    an output terminal B of the first relay is connected to a negative terminal of the ionizer via a second wire; the output poles B of the second relay, the third relay and the fourth relay are each connected to one end of a third wire, and the other ends of the third wire are fed through an engine compartment through a wire hole in the carriage to be respectively connected at a pole of the first electrode plate, a pole of the second electrode plate and a pole of the third electrode plate; the input poles C of the first relay, the second relay, the third relay and the fourth relay are each connected to the relay pin of an electronic control unit (ECU) through a fourth wire and the input poles D of the first relay the second relay, the third relay and the fourth relay are each connected to a relay pin of the ECU through a fifth wire; one end of the sixth wire is connected to a first positive terminal of the DC supply and the other end is fed into the motor compartment through a wire hole in the carriage to be connected to a positive terminal of the ionizer; one end of the seventh wire is connected to a second positive terminal of the DC power supply and the other end is fed into the motor compartment through a threaded hole in the carriage to be passed through the opening for connection to the power supply; step 2: determining by the ECU the operating status of the engine based on signals from an airflow sensor on the original intake tube; a crankshaft position sensor on a crankshaft and a cylinder pressure sensor in a combustion chamber of the engine; step 3: for the different working states, performing the following control methods for each relay in different strokes: in a low-load state, a low level of air ionization and low coverage of the electric field in the cylinder are applied, and the specific relay control procedures are as follows : first relay: at the start of an intake stroke, the ECU sends a link command to the first relay; at the end of the intake stroke, the ECU sends a command to the first relay to disconnect; the first relay is in a connected state during the intake stroke and is in a disconnected state during the compression, work and exhaust strokes; second relay: at the start of the compression stroke, the ECU sends a link command to the second relay; at the end of the power stroke, the ECU sends a disconnect command to the second relay; the second relay is in a connected state during the compression stroke and in an unconnected state during the intake and exhaust strokes; the third and fourth relays are always in a disconnected state; in a medium loaded state, a medium level of air ionization and a medium coverage of the electric field in the cylinder are applied and the specific relay steering procedures are the following: first relay: at the start of the intake stroke, the ECU sends a link command to the first relay; at the end of the intake stroke, the ECU sends a command to the first relay to disconnect; the first relay is in a connected state during the intake stroke and is in a disconnected state during the compression, work and exhaust strokes;
    second relay: at the start of the compression stroke, the ECU sends a link command to the second relay; at the end of the power stroke, the ECU sends a disconnect command to the second relay; the second relay is in a connected state during the compression stroke and in an unconnected state during the intake and exhaust strokes;
    third relay: at the start of the power stroke, the ECU sends a link command to the third relay; at the end of the power stroke, the ECU sends a disconnect command to the third relay; third relay is in a connected state during the power stroke and in a disconnected state during the intake, compression and exhaust strokes;
    the fourth relay is always in a disconnected state; in a heavily loaded state, a high level of air ionization and a high coverage of the electric field in the cylinder are applied and the specific relay steering procedures are the following: first relay: at the start of the intake stroke, the ECU sends a link command to the first relay; at the end of the intake stroke, the ECU sends a command to the first relay to disconnect; the first relay is in a connected state during the intake stroke and is in a disconnected state during the compression, work and exhaust strokes; second relay: at the start of the compression stroke, the ECU sends a link command to the second relay; at the end of the power stroke, the ECU sends a disconnect command to the second relay; the second relay is in a connected state during the compression stroke and in an unconnected state during the intake and exhaust strokes; third relay: at the start of the power stroke, the ECU sends a link command to the third relay; at the end of the power stroke, the ECU sends a disconnect command to the third relay; third relay is in a connected state during the power stroke and in a disconnected state during the intake, compression and exhaust strokes; fourth relay: due to the fact that a temperature near the wall is high during a high load, the ECU sends a link command to the fourth relay at the start of the power status, at the end of the exhaust stroke the ECU sends a command to disconnect to the fourth relay; the fourth relay is in a connected state during the work and exhaust strokes and is in a disconnected state during the intake and compression strokes.
    [2]
    The control method for optimizing combustion and reducing nitrogen oxide emissions of an internal combustion engine according to claim 1, wherein the radial spacing between the outer edges of two adjacent ring electrode plates is 5 to 10 mm.
    类似技术:
    公开号 | 公开日 | 专利标题
    EP1632654A1|2006-03-08|Exhaust gas purifier
    US9062577B2|2015-06-23|Diesel engine operation for fast transient response and low emissions
    CN108590818A|2018-09-28|A kind of control method reducing cold start emission based on hybrid vehicle
    WO2021248407A1|2021-12-16|Gpf oxygen pump auxiliary regeneration device and method for coupled bipolar charging and coagulation system
    CN211598859U|2020-09-29|Exhaust system of engine and engine
    NL2027355A|2021-09-01|Control method for optimizing combustion and reducing nitrogen oxide emissions of internal combustion engine
    JP2675405B2|1997-11-12|Engine exhaust gas purification device
    CN205295479U|2016-06-08|On -vehicle oxyhydrogen generating device
    CN212130641U|2020-12-11|Air ionization type energy-saving and emission-reducing device for internal combustion engine
    CN200993060Y|2007-12-19|Automobile fuel saver
    CN212202242U|2020-12-22|Free piston type linear power generation device
    CN209576319U|2019-11-05|A kind of internal combustion engine nitrogen oxides control system efficiently without secondary pollution
    CN111379634B|2021-03-12|Lean-burn engine and automobile
    CN103184941A|2013-07-03|Natural gas engine and combustion method thereof
    CN203570462U|2014-04-30|High-performance fuel-saving exhaust purifier for oxyhydrogen internal combustion engine
    EP2957737B1|2018-03-21|Engine exhaust-gas purification device
    CN109356750A|2019-02-19|A method of the fuel cell coupling engine water spray for passenger car
    CN215521013U|2022-01-14|Six post-processing systems in state of intelligent control row of temperature
    CN214944621U|2021-11-30|Single-cylinder ozone plasma combustion-supporting powerful fuel-saving purifier device
    CN215292719U|2021-12-24|Exhaust gas recirculation system based on internal combustion engine
    CN212838021U|2021-03-30|Temperature control mechanism for three-way catalytic converter of gasoline generating set
    CN212296578U|2021-01-05|Tail gas aftertreatment system with waste heat recovery device
    CN214944619U|2021-11-30|Multi-cylinder ozone plasma combustion-supporting powerful oil-saving purifier device
    CN211038867U|2020-07-17|Diesel engine and air inlet pipe thereof
    CN209244692U|2019-08-13|A kind of device of the fuel cell coupling engine water spray for passenger car
    同族专利:
    公开号 | 公开日
    CN111255600B|2021-07-30|
    CN111255600A|2020-06-09|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    JP2000161153A|1998-11-20|2000-06-13|Ikunojo Hyogo|Internal combustion engine with engine intake air loaded with high voltage ion electron|
    US6289868B1|2000-02-11|2001-09-18|Michael E. Jayne|Plasma ignition for direct injected internal combustion engines|
    JP2005069223A|2003-08-04|2005-03-17|Fujiya Kobe|Device for reducing fuel consumption in combustion engine|
    WO2011073733A1|2009-12-17|2011-06-23|Periso Sa|Method for treating combustion air flow in a combustion process|
    CN106939846A|2017-05-12|2017-07-11|沈阳航空航天大学|A kind of cylinder sleeve component for plasma fortified burning|
    CN107218125B|2017-05-16|2019-09-24|大连民族大学|A kind of two-stroke internal combustion engine electrode assembly for plasma fortified burning|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    CN202010072390.9A|CN111255600B|2020-01-21|2020-01-21|Control method for optimizing combustion and reducing nitrogen oxide emission of internal combustion engine|
    [返回顶部]