Comprehensive treatment system and operation method for catalytic reduction and zero emission of liquid oxygen internal combustion engine exhaust gas

Abstract

A comprehensive treatment system and an operation method for catalytic reduction and zero emission of liquid oxygen internal combustion engine exhaust gas. The comprehensive treatment system for catalytic reduction and zero emission of liquid oxygen internal combustion engine exhaust gas comprises a catalytic reduction and regeneration fuel system for internal combustion engine exhaust gas (1), a zero emission treatment system for excess gas (2), a pipe for excess gas (3), a liquid oxygen pipe (4), and a first low-temperature gas pipeline (5). The catalytic reduction and regeneration fuel system for internal combustion engine exhaust gas (1) is connected to the zero emission treatment system for excess gas (2) via the pipe for excess gas (3), the liquid oxygen pipe (4) and the first low-temperature gas pipeline (5).

Description

Liquid oxygen internal combustion engine exhaust catalytic reduction zero-emission comprehensive treatment system and operation method

[0001] This application claims priority to the Chinese patent applications filed with the China Patent Office on January 9, 2024, application number CN2024100323001, and subsequent CN2424100807692, CN2024104655311, CN2024108350168, and CN202410835171X, all of which are incorporated by reference into this application. Technical Field

[0002] The present invention relates to an internal combustion engine exhaust gas treatment device, and in particular to a liquid oxygen internal combustion engine exhaust gas catalytic reduction zero-emission comprehensive treatment system and an operation method. Background Art

[0003] Energy conservation and emission reduction are the most important goals of internal combustion engines. Existing exhaust treatment technologies for internal combustion engines primarily utilize SCR and EGR, which only partially reduce nitrogen oxide emissions. EGR recirculation rates generally do not exceed 20%, requiring the installation of an intercooler. Increasing the EGR recirculation rate to 79% can be achieved by adding 21% pure oxygen, achieving zero nitrogen oxide emissions. However, the intercooler required to cool the 79% EGR is significantly larger and heavier than traditional EGR intercoolers, and it does not address carbon dioxide emissions. Carbon dioxide is the primary greenhouse gas contributing to global warming, but it also has a wide range of uses, including hydrogenation to produce hydrocarbon fuels such as methanol. Therefore, recycling carbon dioxide not only achieves carbon neutrality but also has high economic value.

[0004] Under different operating conditions, a large portion of the heat energy of an internal combustion engine is wasted in the exhaust and cooling system. Approximately 35-50% of this heat is lost to exhaust, while 10-25% is lost to the cooling system. This not only reduces the engine's thermal efficiency but also dissipates this wasted heat into the atmosphere, causing thermal pollution. Current technologies for utilizing waste heat from internal combustion engine exhaust only partially utilize this wasted heat energy.

[0005] The cooling methods of internal combustion engines are generally divided into air cooling and water cooling. The air cooling method uses natural air cooling with fins. Its structure is simple, but the cooling effect is poor and it is easily affected by the use environment. The additional configuration of fans and air deflectors can improve the cooling effect, but it is noisy and energy-consuming. The water cooling method has a good cooling effect, but requires the additional installation of water tanks, water pumps, radiators and fans, which not only increases the volume, weight and energy consumption of the internal combustion engine, but also makes the radiator prone to rust and leakage, and requires special antifreeze treatment in cold weather. Technical issues

[0006] Utilizing the waste heat of exhaust gas, the high-temperature exhaust gas after the internal combustion engine has worked is partially catalytically reduced to hydrogen and carbon monoxide by adding hydrocarbon fuel; the cold energy of liquid oxygen vaporizes and expands to do work as a non-fuel energy source; the carbon dioxide in the excess gas is liquefied and recycled, while the low-temperature gas that has not been liquefied is air-cooled to cool the internal combustion engine and absorbs the dissipated heat energy before being recycled to the internal combustion engine; achieving closed-loop operation of the internal combustion engine with zero exhaust emissions. Technical Solutions

[0007] The present invention aims to solve at least one of the technical problems in the related art to a certain extent. To this end, the present invention proposes a liquid oxygen internal combustion engine exhaust catalytic reduction zero-emission comprehensive treatment system; the technical solution adopted by the present invention to solve its technical problems is: a liquid oxygen internal combustion engine exhaust catalytic reduction zero-emission comprehensive treatment system, including an internal combustion engine exhaust catalytic reduction regeneration fuel system, an excess gas zero-emission treatment system, an excess gas pipe, a liquid oxygen pipe, and a first low-temperature gas pipe. The internal combustion engine exhaust catalytic reduction regeneration fuel system is connected to the excess gas zero-emission treatment system through the excess gas pipe, the liquid oxygen pipe, and the first low-temperature gas pipe.

[0008] In a preferred embodiment of the present invention, an internal combustion engine exhaust catalytic reduction regeneration fuel system includes a cylinder-most exhaust catalytic reduction regeneration fuel system, which is provided with an internal combustion engine, a first pipeline, a redundant exhaust valve, a majority exhaust catalytic reduction regeneration fuel device, and a second pipeline. The majority exhaust catalytic reduction regeneration fuel device is provided with a catalyst, an air inlet of which is provided with a first fuel nozzle and is connected to the internal combustion engine exhaust manifold through the first pipeline, and an air outlet of which is connected to the internal combustion engine intake manifold through the second pipeline, and the first fuel nozzle is connected to a hydrocarbon fuel tank through a fuel pipe; a low-temperature gas nozzle and a first liquid oxygen nozzle are provided on the second pipeline; an air inlet of the redundant gas pipe is connected to the first pipeline through the redundant exhaust valve;

[0009] The operation method of the catalytic reduction regeneration fuel system for most of the exhaust gas outside the cylinder is as follows: the high-temperature exhaust gas composed of carbon dioxide and water vapor after the internal combustion engine works is discharged into the first pipeline through the exhaust main pipe, wherein most of the high-temperature exhaust gas is recirculated into the most of the exhaust gas catalytic reduction regeneration fuel device, and the excess exhaust gas is discharged into the excess gas zero emission treatment system through the excess exhaust valve; the ECU controls the first fuel nozzle to spray an appropriate amount of fuel into the most of the exhaust gas catalytic reduction regeneration fuel device to mix with the most of the high-temperature exhaust gas, and when the mixed gas passes through the catalyst, it is partially catalytically reduced to regeneration fuel of hydrogen and carbon monoxide, and the hydrogen-containing gas composed of hydrogen, carbon monoxide, carbon dioxide and water vapor enters the second pipeline, and at the same time, the ECU controls the low-temperature gas nozzle to spray the low-temperature gas and the first liquid oxygen nozzle to spray the liquid oxygen into the second pipeline to mix with the hydrogen-containing gas to become cooled hydrogen-containing quasi-air that enters the internal combustion engine.

[0010] In a preferred embodiment of the present invention, an internal combustion engine exhaust catalytic reduction regeneration fuel system includes a total exhaust catalytic reduction regeneration fuel system outside the cylinder, which is provided with an internal combustion engine, a first pipeline, an excess gas valve, a total exhaust catalytic reduction regeneration fuel device, and a second pipeline. The total exhaust catalytic reduction regeneration fuel device is provided with a catalyst, an air inlet of which is provided with a first fuel nozzle and is connected to the internal combustion engine exhaust manifold through the first pipeline, and an air outlet of which is connected to the internal combustion engine intake manifold through the second pipeline, and the first fuel nozzle is connected to the hydrocarbon fuel tank through the fuel pipe; a low-temperature gas nozzle and a first liquid oxygen nozzle are provided on the second pipeline; and an air inlet of the excess gas pipe is connected to the second pipeline through the excess gas valve;

[0011] Operation method of the catalytic reduction regeneration fuel system for all exhaust gases outside the cylinder: all high-temperature exhaust gases composed of carbon dioxide and water vapor after the internal combustion engine works enter the catalytic reduction regeneration fuel device for all exhaust gases through the first pipeline, and the ECU controls the first fuel nozzle to spray an appropriate amount of hydrocarbon fuel into the catalytic reduction regeneration fuel device for all exhaust gases to mix with all high-temperature exhaust gases. When the mixed gas passes through the catalyst, it is partially catalytically reduced to regeneration fuel of hydrogen and carbon monoxide to form hydrogen-containing gas composed of hydrogen, carbon monoxide, carbon dioxide and water vapor and then enters the second pipeline. At the same time, the ECU controls the low-temperature gas nozzle to spray low-temperature gas and the first liquid oxygen nozzle to spray liquid oxygen into the second pipeline to mix with the hydrogen-containing gas to form cooled hydrogen-containing quasi-air that enters the internal combustion engine; excess gas in the second pipeline is discharged into the excess gas zero-emission treatment system through the excess gas valve and the excess gas pipe.

[0012] In a preferred embodiment of the present invention, the internal combustion engine exhaust catalytic reduction regeneration fuel system adopts a two-stroke operation method: when the internal combustion engine power stroke pushes the piston downward to near the bottom dead center, the exhaust valve and the intake valve are opened at the same time, and the piston moves upward to discharge the high-temperature exhaust gas from the cylinder to the excess gas zero-emission treatment system, and at the same time, hydrogen-containing quasi-air with a certain pressure rushes into the cylinder for scavenging, sweeping more high-temperature exhaust gas out of the cylinder and discharging it into the excess gas zero-emission treatment system; when the piston moves upward from the bottom dead center to the top dead center at about 1 / 4 to 1 / 8 of the stroke position or the crankshaft angle is about 225° to 202.5°, the variable valve timing system controls the closing of the exhaust valve and the intake valve in sequence, and part of the high-temperature exhaust gas and hydrogen-containing quasi-air are trapped in the cylinder;

[0013] For spark-ignition internal combustion engines, the ECU then controls the fuel nozzle to spray fuel into the cylinder, where it mixes with the high-temperature exhaust gas and hydrogen-containing quasi-air trapped in the cylinder to form combustion gas. When the piston continues to move upward and compresses the combustion gas to near the top dead center, the spark plug ignites the combustion gas and produces work, pushing the piston downward to the bottom dead center to complete the two-stroke cycle.

[0014] For a compression-ignition internal combustion engine, as the piston continues to move upward and compresses the high-temperature exhaust gas and hydrogen-containing quasi-air trapped in the cylinder to near the top dead center, the ECU controls the fuel nozzle to spray fuel into the cylinder for compression-ignition combustion, which produces work and pushes the piston downward to the bottom dead center to complete the two-stroke cycle.

[0015] In a preferred embodiment of the present invention, the internal combustion engine exhaust catalytic reduction regeneration fuel system further includes an intake manifold, an exhaust manifold, a controllable intake three-way valve and a controllable exhaust three-way valve, wherein the air outlet a of the controllable intake three-way valve is connected to the air inlet of the intake manifold, the air inlet b of the controllable intake three-way valve is connected to the air outlet of the second pipeline, and the air inlet c of the controllable intake three-way valve is connected to the air outlet of the air filter; the air inlet a of the controllable exhaust three-way valve is connected to the exhaust port of the exhaust manifold, the air outlet b of the controllable exhaust three-way valve is connected to the air inlet of the first pipeline, and the air outlet c of the controllable exhaust three-way valve is connected to the air inlet of the exhaust pipe;

[0016] By controlling the controllable intake three-way valve and the controllable exhaust three-way valve, the conventional operation mode of the traditional internal combustion engine or the operation mode of the exhaust catalytic reduction zero emission comprehensive treatment system can be quickly switched: the c air inlet of the controllable intake three-way valve and the c air outlet of the controllable exhaust three-way valve are closed at the same time, and the b air inlet and the a air outlet of the controllable intake three-way valve are connected, and the a air inlet and the b air outlet of the controllable exhaust three-way valve are connected at the same time, and the traditional internal combustion engine enters the exhaust catalytic reduction zero emission comprehensive treatment system operation mode; the b air inlet of the controllable intake three-way valve and the b air outlet of the controllable exhaust three-way valve are closed at the same time, and the c air inlet and the a air outlet of the controllable intake three-way valve and the controllable exhaust three-way valve are connected at the same time. The a air inlet and c air outlet of the traditional internal combustion engine enter the conventional operation mode of the traditional internal combustion engine. In the operation mode of the traditional internal combustion engine, air passes through the air filter through the intake manifold and the controllable intake three-way valve into the traditional internal combustion engine. The high-temperature exhaust gas after the traditional internal combustion engine works passes through the exhaust manifold and the controllable exhaust three-way valve and is discharged from the exhaust pipe into the atmosphere; when switching to the operation mode of the exhaust gas catalytic reduction zero-emission comprehensive treatment system, the high-temperature exhaust gas after the traditional internal combustion engine works enters the first pipeline through the controllable exhaust three-way valve, and the hydrogen-containing quasi-air formed after being treated by the exhaust gas catalytic reduction zero-emission comprehensive treatment system passes through the second pipeline, the controllable intake three-way valve and the intake manifold and is recirculated into the traditional internal combustion engine.

[0017] In a preferred embodiment of the present invention, an internal combustion engine exhaust catalytic reduction regeneration fuel system includes an in-cylinder exhaust catalytic reduction regeneration fuel system. A two-stroke internal combustion engine is provided, comprising a piston and a cylinder. A cylinder head is disposed at the top of the cylinder. The cylinder head is provided with a first fuel nozzle, a cryogenic gas nozzle, a liquid oxygen nozzle, and an exhaust valve. The exhaust valve is connected to an excess gas zero-emission treatment system via an exhaust pipe. A catalyst is disposed on the top surface of the piston. The in-cylinder exhaust catalytic reduction regeneration fuel system can be operated in the following two ways:

[0018] Method 1: The working cycle of a two-stroke internal combustion engine is a hybrid cycle of a pneumatic two-stroke and a combustion two-stroke and is completed in the same cylinder; when the internal combustion engine produces work and pushes the piston downward to near the bottom dead center, the variable valve timing system is controlled to open the exhaust valve, and the piston ascends from the bottom dead center to perform the exhaust stroke, and the excess gas composed of carbon dioxide and water vapor is discharged into the excess gas zero emission treatment system through the exhaust valve, the exhaust manifold, and the excess gas pipe; when the piston ascends to approximately 1 / 4 to 1 / 8 of the top dead center stroke or the crankshaft angle is approximately 225° to 202.5°, the variable valve timing system controls the closing of the exhaust valve, so that approximately 3 / 4 to 7 / 8 of the exhaust gas composed of carbon dioxide and water vapor is trapped in the cylinder for recirculation;

[0019] ①. Then, the ECU controls the first fuel nozzle to inject an appropriate amount of hydrocarbon fuel into the cylinder to mix with most of the high-temperature exhaust gas to form a mixed gas. The piston continues to move upward and compress the mixed gas. The carbon dioxide and water vapor in the mixed gas are partially catalytically reduced to regenerative fuel of hydrogen and carbon monoxide under the action of high temperature and high pressure and the catalyst, forming a hydrogen-containing mixed gas of hydrogen, carbon monoxide, carbon dioxide and water vapor. The piston continues to move upward and compress the hydrogen-containing mixed gas while undergoing a catalytic reduction reaction. When it reaches the top dead center, the ECU controls the first liquid oxygen nozzle to inject liquid oxygen and the low-temperature gas nozzle to inject low-temperature gas into the hydrogen-containing mixed gas in the cylinder. The liquid oxygen, low-temperature gas and the hydrogen-containing mixed gas are mixed and heat-exchanged, expanding instantly to push the piston downward to perform work and form cooled hydrogen-containing quasi-air. The piston moves downward to the bottom dead center to complete the pneumatic two-stroke. After completing the pneumatic two-stroke, the piston moves upward from the bottom dead center.

[0020] For spark-ignition internal combustion engines, the ECU then controls the first fuel injector to inject fuel into the cylinder and mix it with hydrogen-containing quasi-air to form fuel gas. When the piston moves upward, it compresses the fuel gas and undergoes a catalytic reduction reaction until it reaches the top dead center. The spark plug ignites the fuel gas and burns to produce work, pushing the piston downward to the bottom dead center to complete the hybrid cycle.

[0021] For a compression-ignition internal combustion engine, when the piston moves upward to compress hydrogen-containing quasi-air and simultaneously undergoes a catalytic reduction reaction until it reaches near top dead center, the ECU controls the first fuel injector to inject fuel into the cylinder, where it is compressed and ignited to produce work, pushing the piston downward to bottom dead center to complete the hybrid cycle.

[0022] ② When the hydrocarbon fuel used is LNG, the ECU immediately controls the LNG nozzle to inject an appropriate amount of LNG into the cylinder to mix with the majority of the high-temperature exhaust gas to form a mixed gas. The piston continues to move upward and compress the mixed gas. Under the action of the high temperature and high pressure and the catalyst, the carbon dioxide and water vapor in the mixed gas are partially catalytically reduced to hydrogen and carbon monoxide as regenerated fuel, forming a hydrogen-containing mixed gas of hydrogen, carbon monoxide, carbon dioxide, and water vapor. The piston continues to move upward and compress the hydrogen-containing mixed gas while undergoing a catalytic reduction reaction. When the piston reaches near the top dead center, the ECU controls the LNG nozzle to inject LNG, the first liquid oxygen nozzle to inject liquid oxygen, and the cryogenic gas nozzle to inject cryogenic gas into the hydrogen-containing mixed gas in the cylinder. The LNG, liquid oxygen, and cryogenic gas mix with the majority of the exhaust gas through heat exchange, instantly expanding and pushing the piston downward to perform work, thereby forming cooled combustion gas. The piston descends to the bottom dead center to complete the pneumatic two-stroke. After completing the pneumatic two-stroke, the piston ascends from the bottom dead center to compress the combustion gas while undergoing a catalytic reduction reaction until near the top dead center. The spark plug ignites the combustion gas to perform work, pushing the piston downward to the bottom dead center to complete the hybrid power cycle.

[0023] Method 2: The working cycle of a two-stroke internal combustion engine is a combustion two-stroke cycle; when the two-stroke internal combustion engine produces work and pushes the piston downward to near the bottom dead center, the variable valve timing system controls the opening of the exhaust valve. When the piston moves upward from the bottom dead center, excess gas is discharged into the excess gas zero-emission treatment system through the exhaust valve and exhaust pipe. When the piston moves upward to approximately 1 / 4 to 1 / 8 of the top dead center stroke or the crankshaft angle is approximately 225° to 202.5°, the variable valve timing system controls the closing of the exhaust valve, so that approximately 3 / 4 to 7 / 8 of the high-temperature exhaust gas composed of carbon dioxide and water vapor is trapped in the cylinder for recirculation;

[0024] For spark-ignition internal combustion engines, the ECU then controls the first fuel nozzle to spray hydrocarbon fuel into the cylinder to mix with most of the high-temperature exhaust gas to form a mixed gas. The piston continues to move upward and compresses the mixed gas. The carbon dioxide and water vapor in the mixed gas are partially catalytically reduced to regenerative fuel of hydrogen and carbon monoxide under the action of high temperature and high pressure and the catalyst, forming a hydrogen-containing mixed gas of hydrogen, carbon monoxide, carbon dioxide and water vapor. When the piston moves upward to about 3 / 5 of the top dead center stroke or the crankshaft angle is 288°, the ECU controls the first liquid oxygen nozzle to spray liquid oxygen and the low-temperature gas nozzle to spray low-temperature gas into the cylinder. The liquid oxygen or low-temperature gas mixes with the hydrogen-containing mixed gas to form fuel gas; the piston continues to move upward to compress the fuel gas while undergoing a catalytic reduction reaction. When the piston moves upward to near the top dead center, the spark plug ignites the fuel gas to burn and perform work, pushing the piston downward to the bottom dead center to complete the combustion two-stroke cycle;

[0025] For compression-ignition internal combustion engines, the ECU then controls the first fuel nozzle to inject an appropriate amount of hydrocarbon fuel into the cylinder to mix with the majority of the high-temperature exhaust gas to form a mixed gas. The piston continues to move upward and compresses the mixed gas. Under the action of high temperature and pressure and the catalyst, the carbon dioxide and water vapor in the mixed gas are partially catalytically reduced to hydrogen and carbon monoxide to regenerate the fuel, forming a hydrogen-containing mixture of hydrogen, carbon monoxide, carbon dioxide, and water vapor. When the piston reaches approximately 3 / 5 of its stroke at top dead center, or a crankshaft angle of 288°, the ECU controls the first liquid oxygen nozzle to inject liquid oxygen and the cryogenic gas nozzle to inject cryogenic gas into the cylinder. The liquid oxygen or cryogenic gas mixes with the hydrogen-containing mixture to form non-compression-ignition hydrogen-containing quasi-air. The piston continues to move upward, compressing the hydrogen-containing quasi-air and undergoing a catalytic reduction reaction. When the piston reaches near top dead center, the ECU controls the first fuel nozzle to inject the required fuel into the cylinder for compression ignition combustion to produce work, pushing the piston downward to bottom dead center to complete the two-stroke combustion cycle.

[0026] In a preferred embodiment of the present invention, the excess gas zero-emission treatment system includes an excess gas catalytic reduction regeneration fuel device, a gas-liquid separator, a compressor, a partition-type heat exchange carbon dioxide liquefier or a hybrid heat exchange carbon dioxide liquefier, a catalyst is provided in the excess gas catalytic reduction regeneration fuel device, an air inlet thereof is provided with a second fuel nozzle and is connected to the air outlet of the excess gas pipe, and the air outlet thereof is connected to the air inlet of the gas-liquid separator, and the second fuel nozzle is connected to the hydrocarbon fuel tank through a fuel pipe; a water storage tank is provided at the bottom end of the gas-liquid separator, and the air outlet of the gas-liquid separator is connected to the air inlet of the compressor; the air outlet of the partition-type heat exchange carbon dioxide liquefier or the hybrid heat exchange carbon dioxide liquefier is connected to the low-temperature gas nozzle through a first low-temperature gas pipeline, and the first low-temperature gas pipeline is also provided with a safety valve; a liquefied carbon dioxide storage tank is provided at the bottom end of the partition-type heat exchange carbon dioxide liquefier or the hybrid heat exchange carbon dioxide liquefier;

[0027] The air outlet of the compressor is connected to the air inlet of the partition-type heat exchange carbon dioxide liquefier, and the liquid oxygen tank is connected to the first liquid oxygen nozzle after forming the partition-type heat exchange carbon dioxide liquefier and the gas-liquid separator heat exchanger through the liquid oxygen pipe. The liquid oxygen tank is connected to the partition-type heat exchange carbon dioxide liquefier through the oxygen pipe;

[0028] Or the compressor outlet is connected to the air inlet of the hybrid heat exchange carbon dioxide liquefier, the liquid oxygen tank is connected to the hybrid heat exchange carbon dioxide liquefier through an oxygen pipe, and the liquid oxygen tank is respectively connected to the first liquid oxygen nozzle and the second liquid oxygen nozzle on the hybrid heat exchange carbon dioxide liquefier through liquid oxygen pipes;

[0029] The excess gas discharged into the excess gas zero emission treatment system is discharged into the excess gas catalytic reduction regeneration fuel device through the excess gas pipe. The ECU controls the second fuel nozzle to spray an appropriate amount of hydrocarbon fuel into the excess gas catalytic reduction regeneration fuel device to mix with the excess gas into a mixed gas. When the mixed gas passes through the catalyst, it is partially catalytically reduced to hydrogen and carbon monoxide regeneration fuel, forming a hydrogen-containing mixed gas of hydrogen, carbon monoxide, carbon dioxide and water vapor, which then enters the gas-liquid separator. The water vapor in the hydrogen-containing mixed gas is liquefied and flows into the water tank; remove the water The separated hydrogen-containing mixed gas is then compressed by the compressor into a partition-type heat exchange carbon dioxide liquefier or a hybrid heat exchange carbon dioxide liquefier, and the carbon dioxide in the hydrogen-containing mixed gas is liquefied by the dual effects of pressure and cold energy of liquid oxygen and stored in a carbon dioxide liquefied storage tank; the unliquefied hydrogen and carbon monoxide low-temperature gases in the partition-type heat exchange carbon dioxide liquefier or the unliquefied oxygen, hydrogen and carbon monoxide low-temperature gases in the hybrid heat exchange carbon dioxide liquefier are recycled to the internal combustion engine through the first low-temperature gas pipeline and the low-temperature gas nozzle to participate in the operation of the internal combustion engine.

[0030] In a preferred embodiment of the present invention, an internal combustion engine exhaust catalytic reduction regeneration fuel system includes an internal combustion engine exhaust catalytic reduction regeneration fuel system air cooling device, provided with an internal combustion engine gas jacket and a controllable gas diverter valve, the internal combustion engine gas jacket being the space between the inner and outer shells of the internal combustion engine cylinder block and cylinder head; an air inlet of the controllable gas diverter valve is connected to an excess gas zero-emission treatment system through a first low-temperature gas pipeline, a first air outlet of the controllable gas diverter valve is communicated with an air inlet of the internal combustion engine gas jacket, an air outlet of the internal combustion engine gas jacket is connected to a low-temperature gas nozzle, and a second air outlet of the controllable gas diverter valve is connected to the low-temperature gas nozzle through a second low-temperature gas pipeline;

[0031] The unliquefied low-temperature gas in the carbon dioxide liquefier enters the gas jacket of the internal combustion engine through the controllable gas diverter valve. The controllable gas diverter valve is controlled by the ECU to control and adjust the flow of low-temperature gas entering the gas jacket of the internal combustion engine, and the internal combustion engine is cooled by air cooling to keep the internal combustion engine in a suitable operating temperature range. After the low-temperature gas exchanges heat with the internal combustion engine, the low-temperature gas nozzle is controlled by the ECU to spray the low-temperature gas into the second pipe or cylinder to participate in the operation of the internal combustion engine. Beneficial effects

[0032] The waste heat of the exhaust gas is fully utilized. The carbon monoxide and hydrogen generated by the partial catalytic reduction of the exhaust gas are equivalent to renewable fuel, which can save fuel and help improve thermal efficiency. The temperature of the mixed gas after the strong endothermic catalytic reduction of the exhaust gas drops significantly, and the cold energy of the liquid oxygen is used for heat exchange to further reduce the temperature, so there is no need to set up an additional intercooler. The liquid oxygen heat exchange and gasification expansion increase the air pressure in the intake passage of the internal combustion engine, and convert the power consumption of the internal combustion engine's intake negative pressure into intake positive pressure work, so there is no need to set up an additional supercharger system, which also helps to improve the power of the internal combustion engine. The hybrid cycle internal combustion engine uses most of the recycled high-temperature exhaust gas trapped in the cylinder to mix with liquid oxygen or liquid oxygen and LNG injected into the cylinder, and liquid oxygen and LN The cold energy of G can be vaporized and expanded to do work, and the cold energy of liquid oxygen and LNG can be regarded as non-fuel energy, thereby partially replacing the fuel of the internal combustion engine; the cold energy of liquid oxygen and LNG can also reduce the temperature of the low-temperature heat source of the Carnot cycle to improve thermal efficiency; an independent exhaust catalytic reduction zero-emission comprehensive treatment system is used to connect to the traditional internal combustion engine through a controllable intake three-way valve and a controllable exhaust three-way valve, which can quickly switch the conventional operation mode of the traditional internal combustion engine or the exhaust catalytic reduction zero-emission comprehensive treatment system operation mode, meeting the operation requirements of traditional internal combustion engines, especially mobile traditional internal combustion engines such as vehicle-mounted ones, under different environmental requirements, which is particularly beneficial to the simple technical transformation of existing internal combustion engine vehicles; in the exhaust catalytic reduction zero-emission comprehensive treatment system operation mode, the exhaust catalytic reduction zero-emission comprehensive treatment system can be used to connect the traditional internal combustion engine to the traditional internal combustion engine ... After chemical reduction, the cold energy of liquid oxygen is used to liquefy carbon dioxide for recycling, and the recycling of unliquefied low-temperature gas forms a closed-loop operation of the internal combustion engine, which can reduce energy consumption of the vehicle and achieve zero exhaust emissions; under the closed-loop operation condition where no external air enters the internal combustion engine, the air filter, turbocharger, intercooler, exhaust pipe, three-way catalytic converter, etc. of the internal combustion engine can be eliminated; the repeated recycling and combustion of most of the exhaust gas helps to significantly reduce residual carbon monoxide, hydrocarbons and fine particulate matter, which can save fuel and improve thermal efficiency; since the two-stroke compression stroke is reduced by 1 / 4 to 1 / 8, it means that the compression ratio is relatively reduced by 1 / 4 to 1 / 8, which makes the expansion ratio greater than the compression ratio, which can improve thermal efficiency; by adjusting The variable valve timing system controls most of the exhaust gas trapped in the cylinder, as well as the amount of oxygen injection, and can infinitely adjust the compression ratio of the internal combustion engine; if a car adopts the hybrid cycle internal combustion engine operation mode of the present invention, compared with a conventional four-cylinder four-stroke internal combustion engine with the same cylinder volume, it is equivalent to upgrading the four-cylinder four-stroke internal combustion engine to an eight-cylinder four-stroke internal combustion engine, which not only improves the torque, but also nearly doubles the power, thereby greatly improving the car's 100-kilometer acceleration performance and climbing ability; in addition, since the number of components such as cylinders, pistons, crankshaft connecting rods, and cam mechanisms is reduced by several times, it is not only beneficial to reduce manufacturing and maintenance costs and reduce volume and weight, but the reduction of moving parts also correspondingly reduces friction losses, which is beneficial to reducing energy consumption and improving thermal efficiency.The two-stroke internal combustion engine of the present invention eliminates the air intake passage and provides an exhaust valve on the cylinder head. The lubrication system is the same as that of the four-stroke internal combustion engine, and no lubricating oil needs to be added to the fuel, thereby solving the high pollution and lubrication problems of the conventional two-stroke internal combustion engine. The water cooling system of the conventional internal combustion engine is eliminated, and the water jacket of the conventional internal combustion engine is replaced by the air jacket of the internal combustion engine. Moreover, unlike the natural air cooling or fan-forced air cooling of the fins of the conventional internal combustion engine, the internal combustion engine is cooled by air cooling using low-temperature gas, which can simplify the cooling system of the internal combustion engine. The water tank, water pump, coolant, radiator and fan set up in the engine cooling system can not only reduce the size and weight of the internal combustion engine, but also reduce energy consumption and manufacturing and maintenance costs; using low-temperature gas that has removed moisture to remove water vapor in the cylinder can prevent the cylinder from freezing and rusting at low temperatures, and can completely solve the problems of radiator rust and leakage and low-temperature freezing of the water cooling system. Moreover, the heat energy absorbed by the low-temperature gas when cooling the internal combustion engine is recycled to the internal combustion engine, which can not only recover the heat dissipated by the cooling system to improve the thermal efficiency of the internal combustion engine, but also reduce thermal pollution to the atmospheric environment. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] FIG1 is a schematic diagram of a zero-emission comprehensive treatment system for catalytic reduction of exhaust gas from a liquid oxygen internal combustion engine according to the present invention;

[0034] FIG2 is a schematic structural diagram of a system for catalytic reduction and regeneration of fuel for a large portion of the exhaust gas outside the cylinder according to the present invention;

[0035] FIG3 is a schematic structural diagram of the catalytic reduction regeneration fuel system for all exhaust gases outside the cylinder according to the present invention;

[0036] FIG4 is a schematic diagram of the exhaust catalytic reduction zero-emission comprehensive treatment system of the present invention connected to a traditional internal combustion engine;

[0037] FIG5 is a schematic structural diagram of the in-cylinder exhaust catalytic reduction regeneration fuel system of the present invention;

[0038] FIG6 is a schematic structural diagram of a partition-type heat exchange system for liquefied carbon dioxide with zero emission of excess gas according to the present invention;

[0039] FIG7 is a schematic structural diagram of a hybrid heat exchange liquefied carbon dioxide excess gas zero emission system according to the present invention;

[0040] FIG8 is a schematic structural diagram of an air cooling device for an internal combustion engine exhaust catalytic reduction regeneration fuel system according to the present invention. DETAILED DESCRIPTION

[0041] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0042] Implementation Method 1

[0043] As shown in Figures 1, 2, 4 and 6, the liquid oxygen internal combustion engine exhaust catalytic reduction zero-emission comprehensive treatment system includes an internal combustion engine exhaust catalytic reduction regeneration fuel system 1, an excess gas zero-emission treatment system 2, an excess gas pipe 3, a liquid oxygen pipe 4, and a first low-temperature gas pipe 5. The internal combustion engine exhaust catalytic reduction regeneration fuel system 1 is connected to the excess gas zero-emission treatment system 2 through the excess gas pipe 3, the liquid oxygen pipe 4, and the first low-temperature gas pipe 5.

[0044] The present invention provides an internal combustion engine exhaust catalytic reduction regeneration fuel system 1, comprising a cylinder-external exhaust catalytic reduction regeneration fuel system 8, an internal combustion engine 6, a first pipeline 13, an excess exhaust valve 14, a majority exhaust catalytic reduction regeneration fuel device 11, and a second pipeline 7. The majority exhaust catalytic reduction regeneration fuel device 11 is provided with a catalyst, an air inlet of which is provided with a first fuel nozzle 12 and connected to the exhaust manifold of the internal combustion engine 6 via the first pipeline 13, an air outlet of which is connected to the air inlet manifold of the internal combustion engine 6 via the second pipeline 7, and the first fuel nozzle 12 is connected to the hydrocarbon fuel tank via a fuel pipe; a low-temperature gas nozzle 9 and a first liquid oxygen nozzle 10 are provided on the second pipeline 7; an air inlet of the excess gas pipe 3 is connected to the first pipeline 13 via the excess exhaust valve 14;

[0045] The operation method of the catalytic reduction regeneration fuel system for most of the exhaust gas outside the cylinder is as follows: the high-temperature exhaust gas composed of carbon dioxide and water vapor after the internal combustion engine 6 works is discharged into the first pipeline 13 through the exhaust manifold, wherein most of the high-temperature exhaust gas is recirculated into the most of the exhaust gas catalytic reduction regeneration fuel device 11, and the excess exhaust gas is discharged into the excess gas zero emission treatment system 2 through the excess exhaust valve 14 and the excess gas pipe 3; the ECU controls the first fuel nozzle 12 to spray an appropriate amount of hydrocarbon fuel into the most of the exhaust gas catalytic reduction regeneration fuel device 11 to mix with the most of the high-temperature exhaust gas to form a mixed gas, and when the mixed gas passes through the catalyst, it is partially catalytically reduced to regeneration fuel of hydrogen and carbon monoxide, and the hydrogen-containing gas composed of hydrogen, carbon monoxide, carbon dioxide and water vapor enters the second pipeline 7, and at the same time, the ECU controls the low-temperature gas nozzle 9 to spray low-temperature gas and the first liquid oxygen nozzle 10 to spray liquid oxygen into the second pipeline 7 to mix with the hydrogen-containing gas to form a cooled hydrogen-containing quasi-air that enters the internal combustion engine 6.

[0046] In addition to the conventional four-stroke operation method, the internal combustion engine 6 of the present invention can also adopt a two-stroke operation method: when the internal combustion engine's power stroke pushes the piston downward to near the bottom dead center, the exhaust valve and the intake valve are opened at the same time, and the piston moves upward to discharge the high-temperature exhaust gas from the cylinder to the excess gas zero-emission treatment system 2. At the same time, hydrogen-containing quasi-air with a certain pressure rushes into the cylinder for scavenging, sweeping more high-temperature exhaust gas out of the cylinder to the excess gas zero-emission treatment system 2; when the piston moves upward from the bottom dead center to the top dead center at about 1 / 4 to 1 / 8 of the stroke or when the crankshaft angle is about 225° to 202.5°, the variable valve timing system controls the closing of the exhaust valve and the intake valve in sequence, and part of the high-temperature exhaust gas and hydrogen-containing quasi-air are trapped in the cylinder;

[0047] For spark-ignition internal combustion engines, the ECU then controls the fuel nozzle to spray fuel into the cylinder, where it mixes with the high-temperature exhaust gas and hydrogen-containing quasi-air trapped in the cylinder to form combustion gas. When the piston continues to move upward and compresses the combustion gas to near the top dead center, the spark plug ignites the combustion gas and produces work, pushing the piston downward to the bottom dead center to complete the two-stroke cycle.

[0048] For a compression-ignition internal combustion engine, as the piston continues to move upward and compresses the high-temperature exhaust gas and hydrogen-containing quasi-air trapped in the cylinder to near the top dead center, the ECU controls the fuel nozzle to spray fuel into the cylinder for compression-ignition combustion, which produces work and pushes the piston downward to the bottom dead center to complete the two-stroke cycle.

[0049] The internal combustion engine exhaust catalytic reduction regeneration fuel system 1 of the present invention also includes an intake manifold 41, an exhaust manifold 42, a controllable intake three-way valve 43 and a controllable exhaust three-way valve 44, wherein the air outlet a of the controllable intake three-way valve 43 is connected to the air inlet of the intake manifold 41, the air inlet b of the controllable intake three-way valve 43 is connected to the air outlet of the second pipeline 7, and the air inlet c of the controllable intake three-way valve 43 is connected to the air outlet of the air filter; the air inlet a of the controllable exhaust three-way valve 44 is connected to the exhaust port of the exhaust manifold 42, the air outlet b of the controllable exhaust three-way valve 44 is connected to the air inlet of the first pipeline 13, and the air outlet c of the controllable exhaust three-way valve 44 is connected to the air inlet of the exhaust pipe;

[0050] By controlling the controllable intake three-way valve 43 and the controllable exhaust three-way valve 44, the conventional operation mode of the traditional internal combustion engine or the operation mode of the exhaust catalytic reduction zero emission comprehensive treatment system can be switched: the c air inlet of the controllable intake three-way valve 43 and the c air outlet of the controllable exhaust three-way valve 44 are closed at the same time, and the b air inlet and the a air outlet of the controllable intake three-way valve 43 and the a air inlet and the b air outlet of the controllable exhaust three-way valve 44 are connected at the same time, and the internal combustion engine enters the exhaust catalytic reduction zero emission comprehensive treatment system operation mode; the b air inlet of the controllable intake three-way valve 43 and the b air outlet of the controllable exhaust three-way valve 44 are closed at the same time, and the c air inlet and the a air outlet of the controllable intake three-way valve 43 and the controllable exhaust three-way valve are connected at the same time. Through the air inlet a and the air outlet c of the valve 44, the internal combustion engine enters the conventional operation mode of a traditional internal combustion engine. In the conventional internal combustion engine operation mode, air enters the internal combustion engine from the air filter through the intake manifold 41 and the controllable intake three-way valve 43, and the high-temperature exhaust gas after the internal combustion engine works passes through the exhaust manifold 42 and the controllable exhaust three-way valve 44 from the exhaust pipe to the atmosphere; when switched to the exhaust gas catalytic reduction zero-emission comprehensive treatment system operation mode, the high-temperature exhaust gas after the internal combustion engine works enters the first pipeline 13 through the controllable exhaust three-way valve 44, and the hydrogen-containing quasi-air formed after treatment by the exhaust gas catalytic reduction zero-emission comprehensive treatment system passes through the second pipeline 7 and is recirculated into the internal combustion engine through the controllable intake three-way valve 43 and the intake manifold 41.

[0051] The excess gas zero emission treatment system 2 of the present invention comprises an excess gas catalytic reduction regeneration fuel device 30, a gas-liquid separator 29, a compressor 32, and a partition-type heat exchange carbon dioxide liquefier 28. The air inlet of the excess gas catalytic reduction regeneration fuel device 30 is connected to the air outlet of the excess gas pipe 3. A catalyst is provided in the excess gas catalytic reduction regeneration fuel device 30, and a second fuel nozzle 31 is provided at the air inlet of the excess gas catalytic reduction regeneration fuel device 30. The second fuel nozzle is connected to the hydrocarbon fuel tank through the fuel pipe; a water storage tank 25 is provided at the bottom end of the gas-liquid separator 29, and the air inlet of the gas-liquid separator 29 is connected to the air outlet of the excess gas catalytic reduction device 30. The gas-liquid separator 29 is connected to the air outlet of the gas-liquid separator 30. The air outlet of the separator 29 is connected to the air inlet of the compressor 32, and the air outlet of the compressor 32 is connected to the air inlet of the partition-type heat exchange carbon dioxide liquefier 28. The liquid oxygen tank 33 is connected to the first liquid oxygen nozzle 10 after the heat exchanger of the partition-type heat exchange carbon dioxide liquefier 28 and the gas-liquid separator 29 through the liquid oxygen pipe 4. The liquid oxygen tank 33 is connected to the partition-type heat exchange carbon dioxide liquefier 28 through the oxygen pipe 34; the partition-type heat exchange carbon dioxide liquefier 28 is also connected to the low-temperature gas nozzle 9 through the first low-temperature gas pipeline 5, and the first low-temperature gas pipeline 5 is also provided with a safety valve 27. The bottom end of the partition-type heat exchange carbon dioxide liquefier 28 is provided with a liquefied carbon dioxide storage tank 26;

[0052] The excess exhaust gas discharged into the excess gas zero emission treatment system 2 is discharged into the excess gas catalytic reduction regeneration fuel device 30 through the excess gas pipe 3. The ECU controls the second fuel nozzle 31 to spray an appropriate amount of hydrocarbon fuel into the excess gas catalytic reduction regeneration fuel device 30 to mix with the excess exhaust gas into a mixed gas. The mixed gas is partially catalytically reduced to hydrogen and carbon monoxide regeneration fuel when passing through the catalyst, and the hydrogen-containing mixed gas of hydrogen, carbon monoxide, carbon dioxide and water vapor is formed and then enters the gas-liquid separator 29. The water vapor in the hydrogen-containing mixed gas is liquefied and flows into the water storage tank 25. The water vapor When the gas is liquefied, it will absorb fine particles in the hydrogen-containing mixed gas; the hydrogen-containing mixed gas with water and fine particles removed is then pressed into the partition-type heat exchange carbon dioxide liquefier 28 by the compressor 32, and the hydrogen-containing mixed gas is heat-exchanged with the liquid oxygen pipe 4. The carbon dioxide in the hydrogen-containing mixed gas is liquefied by the dual effects of pressure and the cold energy of liquid oxygen and stored in the carbon dioxide liquefied storage tank 26; the hydrogen and carbon monoxide low-temperature gas that are not liquefied in the partition-type heat exchange carbon dioxide liquefier 28 are recycled to the internal combustion engine through the first low-temperature gas pipeline 5 and the low-temperature gas nozzle 9 to participate in the operation of the internal combustion engine.

[0053] Since no external air is added, the high-temperature exhaust gas after the internal combustion engine 6 performs work is mainly composed of carbon dioxide gas and water vapor. Quasi-air is formed by adding approximately 79% exhaust gas and about 21% oxygen. Compared with normal air, the carbon dioxide and water vapor in the quasi-air replace the nitrogen in normal air. As long as the oxygen injection amount is controlled to maintain an oxygen content of approximately 21% in the quasi-air, the internal combustion engine 6 can use the quasi-air as normal air without any problems. Adjusting the oxygen injection amount can adjust the oxygen concentration of the hydrogen-rich quasi-air to meet various combustion modes of the internal combustion engine 6, such as lean burn and oxygen-rich burn.

[0054] The high-temperature exhaust gas is mixed with an appropriate amount of hydrocarbon fuel in the catalytic reduction device. Under the action of the catalyst, the mixed gas, carbon dioxide, water vapor and hydrocarbon fuel are partially catalytically reduced to carbon monoxide gas and hydrogen. The main reactions are:

[0055] (1) CnH(2n+2) + nH2O —→ nCO + (2n+1)H2 (steam reforming)

[0056] (2) CnH(2n+2) + nCO2 —→ 2nCO + (n+1)H2 (dry reforming)

[0057] (3) 2CnH(2n+2) + nCO2 + nH2O —→ 3nCO + (3n+2)H2 (double reaction)

[0058] The reaction for partial oxidation of hydrocarbon fuels is: 2CnH(2n+2) + nO2 —→ 2nCO + (2n+2)H2;

[0059] Comparing the carbon monoxide and hydrogen produced by the partial catalytic reduction of hydrocarbon fuels (3nCO + (3n+2)H2) with the carbon monoxide and hydrogen produced by the partial oxidation of hydrocarbon fuels (2nCO + (2n+2)H2), the excess carbon monoxide and hydrogen produced (nCO + nH2) are both combustible gases and can therefore be considered regenerative fuels. Steam reforming produces more than double the hydrogen produced by dry reforming, while producing only half the carbon monoxide produced by dry reforming.

[0060] If alcohol fuels such as methanol are used as hydrocarbon fuels, a large amount of high-temperature water vapor will be generated when the methanol fuel is burned. Therefore, the internal combustion engine cylinder exhaust catalytic reduction comprehensive treatment system adopts methanol internal combustion engine and is suitable for steam catalytic reforming. When methanol and high-temperature water vapor pass through the catalyst in the catalytic reforming device, under the action of high temperature and catalyst, the water vapor and methanol are partially catalytically reformed into carbon dioxide and hydrogen. The main reactions are:

[0061] (1) CH3OH —→ CO + 2H2

[0062] (2) CO + H2O—→ CO2 + H2

[0063] (3) CH3OH + H2O —→ CO2 + 3H2

[0064] Comparing reaction equation (1): CH3OH —→ CO + 2H2 and reaction equation (3): CH3OH + H2O —→ CO2 + 3H2, under ideal conditions, methanol decomposes at high temperature to produce 2 parts of hydrogen and 1 part of carbon monoxide, while steam catalytic reforming can produce 3 parts of hydrogen. Since the calorific value of hydrogen is much higher than that of carbon monoxide, the extra part of hydrogen H2 can be regarded as a renewable fuel. When methanol fuel is burned, a large amount of high-temperature water vapor is generated. Therefore, when the internal combustion engine cylinder exhaust catalytic reduction integrated treatment system is used for methanol internal combustion engines, steam catalytic reforming is suitable. The temperature range required for methanol steam reforming is generally 200-400°C. Although the exhaust temperature after methanol fuel combustion is very high, due to the high latent heat of methanol vaporization, the injection of methanol water vapor into the high-temperature exhaust gas can significantly absorb heat, reducing the temperature of the methanol water vapor to the temperature range required for steam reforming.

[0065] The carbon monoxide and water vapor in the catalytic reforming reaction will undergo a water-gas reaction: CO + H2O —→ CO2 + H2, which may reduce carbon monoxide and increase hydrogen, which is beneficial to increasing the calorific value of the regenerated fuel.

[0066] Under ideal conditions of constant temperature and pressure, and with 100% catalytic reduction conversion and selectivity, a dual-composite catalyst can achieve a regeneration rate of approximately 33% of the hydrocarbon fuel involved in the reaction, assuming the regeneration rate = regeneration fuel mass / hydrocarbon fuel mass x 100%. Because internal combustion engines rarely operate under ideal operating conditions, achieving ideal exhaust catalytic reduction is difficult. The primary factors influencing the regeneration rate are temperature, pressure, hydrocarbon fuel, and catalyst. One of the best ways to improve the regeneration rate in internal combustion engines is to select the right catalyst.

[0067] The hydrogen-containing quasi-air contains combustible hydrogen and carbon monoxide regeneration fuel, which enters the internal combustion engine to participate in combustion and work, which can correspondingly reduce the hydrocarbon fuel required for each cycle of the internal combustion engine;

[0068] Using only steam reforming for catalytic reduction reduces the amount of water vapor in the exhaust gas; using only dry reforming for catalytic reduction reduces the amount of carbon dioxide in the exhaust gas. To increase hydrogen production, steam reforming should be used whenever possible; to reduce carbon emissions, dry reforming should be used whenever possible. Reducing the amount of carbon dioxide in the exhaust gas, in particular, helps reduce compressor energy consumption and the cooling energy consumption of liquid oxygen. If the carbon dioxide in the exhaust gas can be completely converted into hydrogen and carbon monoxide for regeneration fuel, the compressor and carbon dioxide liquefaction unit can be eliminated. Similarly, if the water vapor in the exhaust gas can be completely converted into hydrogen and carbon monoxide for regeneration fuel, the gas-liquid separator can be eliminated.

[0069] Steam reforming and dry reforming catalytic reduction reactions are highly endothermic reactions. The temperature of the mixed gas exiting the catalytic reduction device has been greatly reduced, and the liquid oxygen vaporization and heat exchange with the mixed gas can further reduce the temperature of the hydrogen-containing quasi-air, thereby eliminating the need for an additional intercooler. At the same time, the liquid oxygen and the mixed gas are instantly vaporized, expanded, and pressurized during heat exchange, which can increase the intake pressure of the internal combustion engine, thereby increasing the power of the internal combustion engine and eliminating the need for an additional supercharger system.

[0070] To improve the conversion rate and selectivity of carbon monoxide and hydrogen during catalytic reduction, the relief pressure of the redundant tail gas valve 14 can be appropriately increased to ensure the operating pressure of the majority of the exhaust gas catalytic reduction regeneration fuel unit 11. The inlet pressure of the compressor 32 is substantially equal to the outlet pressure of the redundant tail gas valve 14. The maximum pressure of the carbon dioxide gas pressed into the partition-type heat exchange carbon dioxide liquefier 28 by the compressor 32 is limited by the safety valve 27. Therefore, the operating pressure of the compressor 32 is lower than the pressure limit of the safety valve 27. Increasing the operating pressure of the compressor 32 can accelerate the liquefaction of carbon dioxide and reduce the cooling energy consumption of liquid oxygen.

[0071] The liquid oxygen tank 33 is composed of one or more liquid oxygen tanks. The volumes of the multiple liquid oxygen tanks can vary, but the total volume is determined by the total volume of the hydrocarbon fuel tank, the selected hydrocarbon fuel air-fuel ratio, the liquid oxygen volatility, and other requirements. When the fuel is gasoline, the total volume of the liquid oxygen tank 33 is approximately 2.13 times or more of the total volume of the gasoline fuel tank. When the fuel is methanol, the total volume of the liquid oxygen tank 33 is approximately 0.94 times or more of the total volume of the methanol fuel tank. Therefore, internal combustion engines using methanol fuel can reduce the space occupied by liquid oxygen tanks on vehicles and ships, which is particularly beneficial for small automobiles and ships with compact space. Taking into account the volatilization of liquid oxygen and other needs, the actual size of the liquid oxygen tanks on vehicles and ships must be comprehensively considered during design and manufacturing. The smaller the volatility of the liquid oxygen tank is, the better during design, manufacturing and application.

[0072] The liquefied carbon dioxide storage tank 26 is composed of one or more liquefied carbon dioxide storage tanks. The volumes of the multiple liquefied carbon dioxide storage tanks can vary, but the total volume is determined based on the total volume of the hydrocarbon fuel tank and the carbon dioxide emission coefficient of the selected fuel. For example, the total volume of the liquefied carbon dioxide storage tank 26 is approximately 1.08 times or more of the total volume of the methanol fuel tank and approximately 1.86 to 2.07 times or more of the total volume of the gasoline fuel tank. When the liquid oxygen tank 33 is composed of multiple liquid oxygen tanks of the same volume, only one liquefied carbon dioxide storage tank with a volume slightly smaller than that of a single liquid oxygen tank can be provided. When the liquid oxygen in each liquid oxygen tank is exhausted, each can be used to store liquefied carbon dioxide. For example, if there are three liquid oxygen tanks of the same volume, a liquefied carbon dioxide storage tank with a volume 0.36 times that of a single liquid oxygen tank can be provided. The more liquid oxygen tanks of the same volume there are, the smaller the required liquefied carbon dioxide storage tank volume.

[0073] In the present invention, the catalytic reduction regeneration fuel system for most of the exhaust gas outside the cylinder is in closed-loop operation, which can achieve zero exhaust emissions; under closed-loop operation conditions, the internal combustion engine has no strict requirements on hydrocarbon fuels. Under specific conditions, the selection of hydrocarbon fuels, including alcohol hydrocarbon fuels, can be relaxed or mixed hydrocarbon fuels can be used, which can lower the fuel standards used; during closed-loop operation, the remaining oxygen during oxygen-rich combustion and the hydrocarbon fuel that is not completely burned during lean combustion can be recycled, and the recycling combustion of most of the residual carbon monoxide, hydrocarbons and fine particulate matter in the exhaust gas helps to save fuel and improve thermal efficiency; the carbon monoxide, hydrocarbons and fine particulate matter in the excess exhaust gas can be treated by the excess gas zero-emission treatment system 2, and the unliquefied carbon monoxide is mixed with the low-temperature gas and recycled to the internal combustion engine to participate in combustion and work; since no external air supply is required and there is no exhaust emission, the air filter, turbocharger, intercooler, exhaust pipe, three-way catalytic converter and other settings of the conventional internal combustion engine can be eliminated, which is beneficial to reducing the volume and weight of the internal combustion engine.

[0074] Implementation Method 2

[0075] As shown in Figures 1, 2, 4, and 7, the liquid oxygen internal combustion engine exhaust catalytic reduction zero-emission comprehensive treatment system is different from the embodiment 1 in that the excess gas zero-emission treatment system 2 in this embodiment replaces the partition-type heat exchange carbon dioxide liquefier 28 with a hybrid heat exchange carbon dioxide liquefier 36, and is provided with a second liquid oxygen nozzle 35. The air outlet of the compressor 32 is connected to the air inlet of the hybrid heat exchange carbon dioxide liquefier 36. The bottom end of the hybrid heat exchange carbon dioxide liquefier 36 is provided with a liquefied carbon dioxide storage tank 26. The liquid oxygen tank 33 is connected to the hybrid heat exchange carbon dioxide liquefier 36 through an oxygen pipe 34. The liquid oxygen tank 33 is respectively connected to the first liquid oxygen nozzle 10 and the second liquid oxygen nozzle 35 on the hybrid heat exchange carbon dioxide liquefier 36 through a liquid oxygen pipe 4; the air outlet of the hybrid heat exchange carbon dioxide liquefier 36 is connected to the low-temperature gas nozzle 5 through a first low-temperature gas pipeline 5, and the first low-temperature gas pipeline 5 is also provided with a safety valve 27.

[0076] The excess gas discharged into the excess gas zero emission treatment system 2 is discharged into the excess gas catalytic reduction regeneration fuel device 30 through the excess gas pipe 3. The ECU controls the second fuel nozzle 31 to spray an appropriate amount of hydrocarbon fuel into the excess gas catalytic reduction regeneration fuel device 30 to mix with the excess gas to form a mixed gas. When the mixed gas passes through the catalyst, it is partially catalytically reduced to a regeneration fuel of hydrogen and carbon monoxide, and the hydrogen-containing mixed gas of hydrogen, carbon monoxide, carbon dioxide and water vapor is formed and enters the gas-liquid separator 29. The water vapor in the hydrogen-containing mixed gas is liquefied and flows into the water storage tank 25; remove The water-containing hydrogen mixed gas is then compressed by the compressor 32 into the hybrid heat exchange carbon dioxide liquefier 36. The ECU controls the second liquid oxygen nozzle 35 to spray an appropriate amount of liquid oxygen (based on liquefied carbon dioxide) into the hydrogen mixed gas for mixed heat exchange. The carbon dioxide in the hydrogen mixed gas is liquefied by the dual effects of pressure and cold energy of liquid oxygen and stored in the carbon dioxide liquefied storage tank 26. The unliquefied oxygen, hydrogen and carbon monoxide low-temperature gases in the hybrid heat exchange carbon dioxide liquefier 36 are recycled to the internal combustion engine through the first low-temperature gas pipeline 5 and the low-temperature gas nozzle 9 to participate in the operation of the internal combustion engine.

[0077] Implementation 3

[0078] As shown in Figures 1, 3, 4, 6 and 7, the liquid oxygen internal combustion engine exhaust catalytic reduction zero-emission comprehensive treatment system is different from embodiments 1 and 2. The internal combustion engine exhaust catalytic reduction regeneration fuel system 1 in this embodiment includes a full exhaust catalytic reduction regeneration fuel system 16 outside the cylinder, provided with an excess gas valve 15, a full exhaust catalytic reduction regeneration fuel device 17, and a catalyst is provided in the full exhaust catalytic reduction regeneration fuel device 17. The air inlet of the full exhaust catalytic reduction regeneration fuel device 17 is provided with a first fuel nozzle 12 and is connected to the exhaust manifold of the internal combustion engine 6 through a first pipe 13, and the air outlet is connected to the air intake manifold of the internal combustion engine 6 through a second pipe 7. The first fuel nozzle 12 is connected to the fuel tank through a fuel pipe; a low-temperature gas nozzle 9 and a first liquid oxygen nozzle 10 are provided on the second pipe 7 near the air outlet of the full exhaust catalytic reduction regeneration fuel device 17; the air inlet of the excess gas pipe 3 is connected to the second pipe 7 through the excess gas valve 15;

[0079] The excess gas zero emission treatment system 2 removes the excess gas catalytic reduction regeneration fuel device 30 and the second fuel nozzle 31, and the outlet of the excess gas pipe 3 is directly connected to the air inlet of the gas-liquid separator 29;

[0080] Different from the operating methods of embodiments 1 and 2, the operating method of the system for catalytic reduction regeneration fuel of all exhaust gas outside the cylinder is as follows: all high-temperature exhaust gas composed of carbon dioxide and water vapor after the internal combustion engine 6 works enters the exhaust catalytic reduction regeneration fuel device 17 through the first pipeline 13, and the ECU controls the first fuel nozzle 12 to spray an appropriate amount of hydrocarbon fuel into the exhaust catalytic reduction regeneration fuel device 17 to mix with the all high-temperature exhaust gas to form a mixed gas. When the mixed gas passes through the catalyst, it is partially catalytically reduced to regeneration fuel of hydrogen and carbon monoxide, and the hydrogen-containing gas composed of hydrogen, carbon monoxide, carbon dioxide and water vapor enters the second pipeline 7. At the same time, the ECU controls the low-temperature gas nozzle 9 to spray low-temperature gas and the first liquid oxygen nozzle 10 to spray liquid oxygen into the second pipeline 7 to mix with the mixed gas to form a cooled hydrogen-containing quasi-air that enters the internal combustion engine 6; the excess gas is directly discharged into the gas-liquid separator 29 of the excess gas zero-emission treatment system 2 through the excess gas valve 15 and the excess gas pipe 3;

[0081] In embodiments 1 and 2, two catalytic reduction devices are provided: a catalytic reduction regeneration fuel device 11 for most of the exhaust gas and a catalytic reduction regeneration fuel device 30 for excess gas, which adopts the recycling of most of the exhaust gas; while in embodiment 3, only one catalytic reduction device is provided: a catalytic reduction regeneration fuel device 17 for all of the exhaust gas, which simplifies the structure and adopts the recycling of all of the exhaust gas for catalytic reduction, which can more effectively utilize the waste heat of the exhaust gas; the high-temperature exhaust gas discharged after the internal combustion engine works can reach a temperature of more than 900°C. The excess exhaust valve 14 provided in embodiments 1 and 2 needs to be resistant to high temperatures and is a high-temperature valve, while the excess gas valve 15 provided in embodiment 3 is a normal temperature valve.

[0082] Implementation 4

[0083] As shown in Figures 1, 5, 6, and 7, a liquid oxygen internal combustion engine exhaust catalytic reduction zero-emission comprehensive treatment system is shown. Unlike embodiments 1, 2, and 3, this embodiment of the internal combustion engine exhaust catalytic reduction regeneration fuel system 1 includes an in-cylinder exhaust catalytic reduction regeneration fuel system 18, which is provided with a two-stroke internal combustion engine including a piston 19 and a cylinder 21. The top of the cylinder 21 is provided with a cylinder head 22, and the cylinder head 22 is provided with a first fuel nozzle 12, a low-temperature gas nozzle 9, a liquid oxygen nozzle 10, and an exhaust valve 23. The exhaust valve 23 is connected to the excess gas zero-emission treatment system 2 through an exhaust pipe 24 and an excess gas pipe 3. A catalyst 20 is provided on the top surface of the piston 19. The operating methods of the in-cylinder exhaust catalytic reduction regeneration fuel system 17 include the following two methods:

[0084] Method 1: The working cycle of a two-stroke internal combustion engine is a hybrid cycle of a pneumatic two-stroke and a combustion two-stroke and is completed in the same cylinder 21; when the internal combustion engine produces work and pushes the piston 19 downward to near the bottom dead center, the variable valve timing system is controlled to open the exhaust valve 23, and the piston 19 ascends from the bottom dead center to perform the exhaust stroke, and the excess gas composed of carbon dioxide and water vapor is discharged into the excess gas zero-emission treatment system 2 through the exhaust valve 23, the exhaust pipe 24, and the excess gas pipe 3; when the piston 19 ascends to a position of approximately 1 / 4 to 1 / 8 of the top dead center stroke or the crankshaft angle is approximately 225° to 202.5°, the variable valve timing system controls the closing of the exhaust valve 23, so that most of the exhaust gas composed of approximately 3 / 4 to 7 / 8 of the carbon dioxide and water vapor is trapped in the cylinder 21 for recirculation;

[0085] ①. Then, the ECU controls the first fuel nozzle 12 to inject an appropriate amount of hydrocarbon fuel into the cylinder 21 to mix with most of the high-temperature exhaust gas to form a mixed gas. The piston 19 continues to move upward and compress the mixed gas. The carbon dioxide and water vapor in the mixed gas are partially catalytically reduced to hydrogen and carbon monoxide regeneration fuel under the action of the high temperature and high pressure and the catalyst 20, forming a hydrogen-containing mixed gas of hydrogen, carbon monoxide, carbon dioxide and water vapor. The piston 19 continues to move upward and compress the hydrogen-containing mixed gas while undergoing catalytic reduction reaction. When it reaches the top dead center, the ECU controls the first liquid oxygen nozzle 10 to inject liquid oxygen and the low-temperature gas nozzle 9 to inject low-temperature gas into the hydrogen-containing mixed gas in the cylinder 21. The liquid oxygen, low-temperature gas and the hydrogen-containing mixed gas are mixed and heat-exchanged, and expand instantly to push the piston 19 downward to perform work, thereby forming cooled hydrogen-containing quasi-air. The piston 19 moves downward to the bottom dead center to complete the pneumatic second stroke. After completing the pneumatic second stroke, the piston 19 moves upward from the bottom dead center.

[0086] For a spark-ignition two-stroke internal combustion engine, the ECU then controls the first fuel injector 12 to inject hydrocarbon fuel into the cylinder 21 and mix it with hydrogen-containing quasi-air to form combustion gas. When the piston 19 moves upward to compress the combustion gas and simultaneously undergoes a catalytic reduction reaction to near top dead center, the spark plug ignites the combustion gas to produce work, pushing the piston 19 downward to bottom dead center to complete the hybrid power cycle.

[0087] For a compression-ignition two-stroke internal combustion engine, when the piston 19 moves upward to compress the hydrogen-containing quasi-air and simultaneously undergoes a catalytic reduction reaction until it reaches near top dead center, the ECU controls the first fuel injector 12 to inject hydrocarbon fuel into the cylinder 21 for compression ignition and combustion, thereby pushing the piston 19 downward to bottom dead center to complete the hybrid power cycle.

[0088] ②. When the hydrocarbon fuel used is LNG, the ECU then controls the LNG nozzle to spray an appropriate amount of LNG into the cylinder 21 to mix with most of the high-temperature exhaust gas to form a mixed gas. The piston 19 continues to move upward and compress the mixed gas. The carbon dioxide and water vapor in the mixed gas are partially catalytically reduced to hydrogen and carbon monoxide regeneration fuel under the action of high temperature and high pressure and the catalyst 20, forming a hydrogen-containing mixed gas of hydrogen, carbon monoxide, carbon dioxide and water vapor. When the piston 19 continues to move upward and compress the hydrogen-containing mixed gas while performing catalytic reduction reaction until near the top dead center, the ECU controls the LN The G nozzle injects LNG, the first liquid oxygen nozzle 10 injects liquid oxygen, and the low-temperature gas nozzle 9 injects low-temperature gas into the hydrogen-containing mixed gas in the cylinder 21. The LNG, liquid oxygen and low-temperature gas are mixed with most of the exhaust gas for heat exchange and instantly expand to push the piston 19 downward to perform work, and form cooled gas; the piston 19 moves downward to the bottom dead center to complete the pneumatic two-stroke; after completing the pneumatic two-stroke, the piston 19 moves upward from the bottom dead center to compress the gas and simultaneously undergoes catalytic reduction reaction to near the top dead center, where the spark plug ignites the gas and burns to perform work, pushing the piston 19 downward to the bottom dead center to complete the hybrid power cycle;

[0089] Method 2: The working cycle of a two-stroke internal combustion engine is a combustion two-stroke cycle; when the two-stroke internal combustion engine produces work and pushes the piston 19 downward to near the bottom dead center, the variable valve timing system controls the opening of the exhaust valve 23. When the piston 19 moves upward from the bottom dead center, the excess exhaust gas is discharged into the excess gas zero-emission treatment system 2 through the exhaust valve 23, the exhaust pipe 24, and the excess gas pipe 3. When the piston 19 moves upward to approximately 1 / 4 to 1 / 8 of the top dead center stroke or the crankshaft angle is approximately 225° to 202.5°, the variable valve timing system controls the closing of the exhaust valve 23, so that approximately 3 / 4 to 7 / 8 of the high-temperature exhaust gas composed of carbon dioxide and water vapor is trapped in the cylinder 21 for recirculation;

[0090] In a spark-ignition two-stroke internal combustion engine, the ECU then controls the first fuel nozzle 12 to inject hydrocarbon fuel into the cylinder 21 to mix with the majority of the high-temperature exhaust gas to form a mixed gas. The piston 19 continues to move upward and compresses the mixed gas. Under the action of the high temperature and high pressure and the catalyst 20, the water vapor in the mixed gas is partially catalytically reduced to a regenerated fuel of hydrogen and carbon monoxide, forming a hydrogen-containing mixed gas of hydrogen, carbon monoxide, carbon dioxide, and water vapor. When the piston 19 moves upward to about 3 / 5 of the stroke of the top dead center or the crankshaft angle is 288°, the ECU controls the first liquid oxygen nozzle 10 to inject liquid oxygen and the low-temperature gas nozzle 9 to inject low-temperature gas into the cylinder 21. The liquid oxygen or low-temperature gas mixes with the hydrogen-containing mixed gas to form fuel gas. The piston 19 continues to move upward to compress the fuel gas while undergoing a catalytic reduction reaction. When the piston 19 moves upward to near the top dead center, the spark plug ignites the fuel gas and burns to produce work, pushing the piston 19 downward to the bottom dead center to complete the combustion two-stroke cycle.

[0091] For a compression ignition two-stroke internal combustion engine, the ECU then controls the first fuel nozzle 12 to inject an appropriate amount of hydrocarbon fuel into the cylinder 21 to mix with most of the high-temperature exhaust gas to form a mixed gas. The piston 19 continues to move upward and compresses the mixed gas. The water vapor in the mixed gas is partially catalytically reduced to hydrogen and carbon monoxide regeneration fuel under the action of high temperature and high pressure and the catalyst 19, forming a hydrogen-containing mixed gas of hydrogen, carbon monoxide, carbon dioxide and water vapor. The piston 19 moves upward to about 3 / 5 of the top dead center or a crankshaft angle of When the temperature is 288°, the ECU controls the first liquid oxygen nozzle 10 to spray liquid oxygen and the low-temperature gas nozzle 9 to spray low-temperature gas into the cylinder 21. The liquid oxygen or low-temperature gas is mixed with the hydrogen-containing mixed gas to form hydrogen-containing quasi-air. The piston 19 continues to move upward to compress the hydrogen-containing quasi-air and simultaneously perform a catalytic reduction reaction. When the piston 19 moves upward to near the top dead center, the ECU controls the first fuel nozzle 12 to spray the required hydrocarbon fuel into the cylinder 21 for compression ignition and combustion to produce work, pushing the piston 19 downward to the bottom dead center to complete the combustion two-stroke cycle.

[0092] The exhaust gas catalytic reduction comprehensive treatment hybrid cycle internal combustion engine in the present invention fully utilizes the waste heat of the exhaust gas, and the hydrogen and carbon monoxide generated by partial catalytic reforming of the exhaust gas are equivalent to renewable fuel; when the internal combustion engine is in two-stroke operation mode, about 3 / 4 to 7 / 8 of the exhaust gas is retained in the cylinder 21 for recycling, which means that 3 / 4 to 7 / 8 of the exhaust gas heat energy is retained in the cylinder 21 for recycling. When a pneumatic two-stroke cycle is adopted, since the expansion ratio of liquid oxygen is as high as 860:1, the liquid oxygen injected into the cylinder 21 is heat-exchanged with the high-temperature exhaust gas to gasify and expand, which will generate a huge gas pressure driving force on the piston 19. At this time, the cold energy of the liquid oxygen can be regarded as a power energy source, which can not only increase the torque and power of the internal combustion engine, but also greatly save fuel; since liquid oxygen can be regenerated with green electricity, liquid oxygen can be regarded as a green renewable energy source in the exhaust gas catalytic reduction comprehensive treatment hybrid two-stroke internal combustion engine.

[0093] The two-stroke stroke in the present invention has a compression stroke reduced by 1 / 4 to 1 / 8, which means that the compression ratio is relatively reduced by 1 / 4 to 1 / 8, which makes the expansion ratio greater than the compression ratio, and can improve thermal efficiency; by adjusting the variable valve timing system to control the exhaust valve 23, the recirculation rate of most of the exhaust gas trapped in the cylinder 21 can be regulated, and the oxygen injection amount can be controlled, so that the compression ratio of the internal combustion engine can be infinitely adjusted within a certain range.

[0094] When the hydrocarbon fuel used is LNG, and the expansion ratio of LNG is also 600:1, when a pneumatic two-stroke cycle is adopted, the liquid oxygen and LNG injected into the cylinder 21 are heat-exchanged with the high-temperature exhaust gas to vaporize and expand. Compared with the vaporization expansion of liquid oxygen alone, the dual vaporization expansion of liquid oxygen and LNG will generate a greater gas pressure driving force on the piston 19, which can not only increase the torque and power of the LNG internal combustion engine, but also greatly save LNG. At this time, the cold energy of LNG can also be regarded as a power energy source.

[0095] Implementation 5

[0096] The liquid oxygen internal combustion engine exhaust catalytic reduction zero-emission integrated treatment system shown in FIG8 includes an internal combustion engine exhaust catalytic reduction regeneration fuel system air cooling device 37, and the internal combustion engine exhaust catalytic reduction regeneration fuel system air cooling device 37 is provided with a controllable gas diverter valve 39 and an internal combustion engine gas jacket 40. The internal combustion engine gas jacket 40 is the space between the inner and outer shells of the internal combustion engine cylinder block and the cylinder head; the air inlet of the controllable gas diverter valve 39 is connected to the excess gas zero-emission treatment system 2 through the first low-temperature gas pipeline 5, the first air outlet of the controllable gas diverter valve 39 is connected to the air inlet of the internal combustion engine gas jacket 40, the air outlet of the internal combustion engine gas jacket 40 is connected to the low-temperature gas nozzle 9, and the second air outlet of the controllable gas diverter valve 39 is connected to the low-temperature gas nozzle 9 through the second low-temperature gas pipeline 38;

[0097] The unliquefied low-temperature gas in the carbon dioxide liquefier enters the controllable gas diverter valve 39, which is controlled by the ECU to divert the low-temperature gas. Part of the low-temperature gas passes through the second low-temperature gas pipeline 38, and the other part of the low-temperature gas passes through the internal combustion engine gas jacket 40 for heat exchange with the cylinder block and cylinder head. The flow rate of the low-temperature gas entering the internal combustion engine gas jacket 40 is controlled and regulated, and the internal combustion engine is cooled in an air-cooling manner to keep the internal combustion engine within a suitable operating temperature range. After heat exchange with the internal combustion engine, the low-temperature gas passes through the second low-temperature gas pipeline 38. The low-temperature gas nozzle 9 is controlled by the ECU to spray the low-temperature gas into the second pipeline 7 or the cylinder 21 to participate in the operation of the internal combustion engine.

[0098] When the internal combustion engine is shut down, the compressor 32 is controlled to run at a low speed and the fuel nozzle is controlled to stop spraying fuel. The compressor 32 is used to spray low-temperature gas into the cylinder through the low-temperature gas nozzle, and the exhaust gas containing water is discharged out of the cylinder and enters the excess exhaust gas catalytic reduction comprehensive treatment system to remove the water, and then circulated to the cylinder. This cycle can be repeated several times to remove the water in the cylinder, thereby preventing the cylinder from freezing at low temperature and rusting.

[0099] The air cooling device 37 of the internal combustion engine exhaust catalytic reduction regeneration fuel system replaces the conventional internal combustion engine water cooling system or air cooling system, which can simplify the internal combustion engine cooling system, such as eliminating the water tank, water pump, coolant, radiator and fan provided in the water cooling system or the fan and air deflector provided in the air cooling system; it not only reduces the volume and weight of the internal combustion engine, but also reduces noise, energy consumption and manufacturing and maintenance costs; and cooling the internal combustion engine by air cooling can completely solve the problems of rust, leakage and low-temperature freezing of the internal combustion engine water cooling system; when the low-temperature gas in the present invention cools the internal combustion engine, the heat emitted by the absorption cooling system is recycled to the exhaust gas comprehensive treatment internal combustion engine, which can not only recover heat energy to improve the thermal efficiency of the internal combustion engine and save energy, but also reduce atmospheric thermal pollution. Industrial Applicability

[0100] The low-energy consumption and zero-emission comprehensive treatment system for catalytic reduction of liquid oxygen internal combustion engine exhaust can be widely used in fields such as automobiles and ships. The liquefied carbon dioxide collected by the internal combustion engine can be used in green fuel production enterprises, carbon sinks, etc. Compared with the complex process, large equipment and high cost of capturing carbon dioxide from industrial flue gas and the atmosphere, the method for recovering liquefied carbon dioxide of the present invention is simple and low-cost, which can reduce the cost of producing green fuel and realize the recycling of internal combustion engine exhaust carbon dioxide-green fuel-internal combustion engine exhaust carbon dioxide-green fuel, which is beneficial to energy conservation, environmental protection, carbon peak and carbon neutrality.

Claims

1. A comprehensive treatment system for catalytic reduction and zero emission of the exhaust gas of a liquid oxygen internal combustion engine, characterized in that, It includes an internal combustion engine exhaust gas catalytic reduction and renewable fuel system, an excess gas zero-emission treatment system, an excess gas pipe, a liquid oxygen pipe, and a first low-temperature gas pipeline. The internal combustion engine exhaust gas catalytic reduction and renewable fuel system is connected to the excess gas zero-emission treatment system through the excess gas pipe, the liquid oxygen pipe, and the first low-temperature gas pipeline.

2. The exhaust gas catalytic reduction and regeneration fuel system for an internal combustion engine according to claim 1, including a majority of the exhaust gas catalytic reduction and regeneration fuel system outside the cylinder, characterized in that, An internal combustion engine, a first pipeline, an excess exhaust gas valve, a majority of exhaust gas catalytic reduction and renewable fuel devices, and a second pipeline are provided. A catalyst is provided in the majority of exhaust gas catalytic reduction and renewable fuel devices. A first fuel nozzle is provided at its air inlet and is connected to the exhaust gas main pipe of the internal combustion engine through the first pipeline. Its air outlet is communicated with the intake air main pipe of the internal combustion engine through the second pipeline. The first fuel nozzle is connected to a hydrocarbon fuel tank through a fuel pipe. A low-temperature gas nozzle and a first liquid oxygen nozzle are provided on the second pipeline. The air inlet of the excess gas pipe is communicated with the first pipeline through the excess exhaust gas valve. Operation method of the majority of exhaust gas catalytic reduction and renewable fuel system outside the cylinder: The high-temperature exhaust gas composed of carbon dioxide and water vapor after the internal combustion engine does work is discharged into the first pipeline through the exhaust gas main pipe. Most of the high-temperature exhaust gas is recycled into the majority of exhaust gas catalytic reduction and renewable fuel devices. The excess exhaust gas is discharged into the excess gas zero-emission treatment system through the excess exhaust gas valve. The ECU controls the first fuel nozzle to inject an appropriate amount of hydrocarbon fuel into the majority of exhaust gas catalytic reduction and renewable fuel devices to mix with most of the high-temperature exhaust gas. When the mixed gas passes through the catalyst, it is partially catalytically reduced into renewable fuel of hydrogen and carbon monoxide. After the hydrogen-containing gas composed of hydrogen, carbon monoxide, carbon dioxide, and water vapor enters the second pipeline, at the same time, the ECU controls the low-temperature gas nozzle to inject low-temperature gas and the first liquid oxygen nozzle to inject liquid oxygen into the second pipeline to mix with the hydrogen-containing gas to become cooled hydrogen-containing quasi-air and enter the internal combustion engine.

3. The exhaust gas catalytic reduction and regeneration fuel system for an internal combustion engine according to claim 1, including the entire exhaust gas catalytic reduction and regeneration fuel system outside the cylinder, characterized in that, An internal combustion engine, a first pipeline, an excess gas valve, an all exhaust gas catalytic reduction and renewable fuel device, and a second pipeline are provided. A catalyst is provided in the all exhaust gas catalytic reduction and renewable fuel device. A first fuel nozzle is provided at its air inlet and is connected to the exhaust gas main pipe of the internal combustion engine through the first pipeline. Its air outlet is communicated with the intake air main pipe of the internal combustion engine through the second pipeline. The first fuel nozzle is connected to a hydrocarbon fuel tank through a fuel pipe. A low-temperature gas nozzle and a first liquid oxygen nozzle are provided on the second pipeline. The air inlet of the excess gas pipe is communicated with the second pipeline through the excess gas valve. Operating method of all exhaust gas catalytic reduction and regenerative fuel system outside the cylinder: All the high-temperature exhaust gas composed of carbon dioxide and water vapor after the internal combustion engine does work enters the all-exhaust gas catalytic reduction and regenerative fuel device through the first pipeline. The ECU controls the first fuel nozzle to inject an appropriate amount of hydrocarbon fuel into the all-exhaust gas catalytic reduction and regenerative fuel device to mix with the all-high-temperature exhaust gas. When the mixed gas passes through the catalyst, it is partially catalytically reduced to regenerative fuel of hydrogen and carbon monoxide. After forming a hydrogen-containing gas composed of hydrogen, carbon monoxide, carbon dioxide and water vapor, it enters the second pipeline. At the same time, the ECU controls the low-temperature gas nozzle to inject low-temperature gas and the first liquid oxygen nozzle to inject liquid oxygen into the second pipeline to mix with the hydrogen-containing gas to form cooled hydrogen-containing quasi-air and enter the internal combustion engine; The excess gas in the second pipeline is discharged into the excess gas zero-emission treatment system through the excess gas valve and the excess gas pipe.

4. The internal combustion engine exhaust gas catalytic reduction and regeneration fuel system according to claims 2 and 3, characterized in that, The internal combustion engine adopts a two-stroke operating method: When the piston is pushed downward to near the bottom dead center during the power stroke of the internal combustion engine, the exhaust valve and the intake valve are opened simultaneously. The piston moves upward to discharge the high-temperature exhaust gas from the cylinder to the excess gas zero-emission treatment system. At the same time, the hydrogen-containing quasi-air with a certain pressure rushes into the cylinder for scavenging, and more high-temperature exhaust gas is scavenged out of the cylinder and discharged into the excess gas zero-emission treatment system; When the piston moves upward from the bottom dead center to about 1 / 4 - 1 / 8 of the top dead center stroke or the crankshaft angle is about 225° - 202.5°, the variable valve timing system controls the exhaust valve and the intake valve to close successively, and part of the high-temperature exhaust gas and hydrogen-containing quasi-air are trapped in the cylinder; For a spark-ignition internal combustion engine, immediately afterwards, the ECU controls the fuel nozzle to inject hydrocarbon fuel into the cylinder to mix with the high-temperature exhaust gas and hydrogen-containing quasi-air trapped in the cylinder to form combustible gas. When the piston continues to move upward and compresses the combustible gas to near the top dead center, the spark plug ignites the combustible gas to burn and do work, pushing the piston downward to the bottom dead center to complete the two-stroke cycle; For a compression-ignition internal combustion engine, immediately afterwards, when the piston continues to move upward and compresses the high-temperature exhaust gas and hydrogen-containing quasi-air trapped in the cylinder to near the top dead center, the ECU controls the fuel nozzle to inject hydrocarbon fuel into the cylinder to compress and ignite the combustible gas to burn and do work, pushing the piston downward to the bottom dead center to complete the two-stroke cycle.

5. The internal combustion engine exhaust gas catalytic reduction and regeneration fuel system according to claim 2 or 3, characterized in that, It also includes an intake manifold, an exhaust manifold, a controllable intake three-way valve and a controllable exhaust three-way valve. The a outlet of the controllable intake three-way valve is connected to the intake port of the intake manifold, the b intake port of the controllable intake three-way valve is connected to the outlet of the second pipeline, and the c intake port of the controllable intake three-way valve is connected to the outlet of the air filter; The a intake port of the controllable exhaust three-way valve is connected to the exhaust port of the exhaust manifold, the b outlet of the controllable exhaust three-way valve is connected to the intake port of the first pipeline, and the c outlet of the controllable exhaust three-way valve is connected to the intake port of the tail gas exhaust pipe; By controlling the controllable intake three-way valve and the controllable exhaust three-way valve, the operation mode of the traditional internal combustion engine can be switched to the operation mode of the tail gas catalytic reduction zero-emission integrated treatment system: simultaneously closing the c intake port of the controllable intake three-way valve and the c outlet port of the controllable exhaust three-way valve, and simultaneously connecting the b intake port of the controllable intake three-way valve with the a outlet port, and connecting the a intake port of the controllable exhaust three-way valve with the b outlet port, the internal combustion engine enters the operation mode of the tail gas catalytic reduction zero-emission integrated treatment system; simultaneously closing the b intake port of the controllable intake three-way valve and the b outlet port of the controllable exhaust three-way valve, and simultaneously connecting the c intake port of the controllable intake three-way valve with the a outlet port and connecting the a intake port of the controllable exhaust three-way valve with the c outlet port, the internal combustion engine enters the conventional operation mode of the traditional internal combustion engine. When in the conventional operation mode of the traditional internal combustion engine, air enters the internal combustion engine from the air filter through the intake main pipe via the controllable intake three-way valve, and the high-temperature tail gas after the internal combustion engine does work is discharged into the atmosphere from the tail gas exhaust pipe through the exhaust main pipe via the controllable exhaust three-way valve; when switching to the operation mode of the tail gas catalytic reduction zero-emission integrated treatment system, the high-temperature tail gas after the internal combustion engine does work enters the first pipe through the controllable exhaust three-way valve, and the hydrogen-containing quasi-air formed after being treated by the tail gas catalytic reduction zero-emission integrated treatment system enters the internal combustion engine through the second pipe via the controllable intake three-way valve and the intake main pipe for recirculation.

6. The internal combustion engine exhaust gas catalytic reduction and regeneration fuel system according to claim 1, including an in-cylinder exhaust gas catalytic reduction and regeneration fuel system, characterized in that, The provided two-stroke internal combustion engine includes a piston and a cylinder. The top of the cylinder is provided with a cylinder head, and the cylinder head is provided with a first fuel nozzle, a low-temperature gas nozzle, a liquid oxygen nozzle, and an exhaust valve. The exhaust valve is connected to the excess gas zero-emission treatment system through an exhaust pipe and the excess gas pipe; the top surface of the piston is provided with a catalyst; the operation method of the tail gas catalytic reduction and regenerative fuel system in the cylinder includes the following two types: Method 1: The working cycle of the two-stroke internal combustion engine is a hybrid cycle of a pneumatic two-stroke and a combustion two-stroke and is completed in the same cylinder; when the internal combustion engine does work to push the piston down to near the bottom dead center, the variable valve timing system is controlled to open the exhaust valve, and the piston moves upward from the bottom dead center for the exhaust stroke. The excess gas composed of carbon dioxide and water vapor is discharged into the excess gas zero-emission treatment system through the exhaust valve, the exhaust pipe, and the excess gas pipe; when the piston moves upward to about 1 / 4 - 1 / 8 of the top dead center stroke or the crankshaft angle is about 225° - 202.5°, the variable valve timing system controls to close the exhaust valve, so that about 3 / 4 - 7 / 8 of the most of the tail gas composed of carbon dioxide and water vapor is intercepted and recycled in the cylinder. ①. Immediately, the ECU controls the first fuel nozzle to inject an appropriate amount of hydrocarbon fuel into the cylinder to mix with most of the high-temperature exhaust gas to form a mixed gas. The piston continues to move upward and compresses the mixed gas. Under high temperature, high pressure and the action of the catalyst, carbon dioxide and water vapor in the mixed gas are partially catalytically reduced to regenerated fuels of hydrogen and carbon monoxide, forming a hydrogen-containing mixed gas of hydrogen, carbon monoxide, carbon dioxide and water vapor. When the piston continues to move upward and compress the hydrogen-containing mixed gas and simultaneously conducts a catalytic reduction reaction near the top dead center, the ECU controls the first liquid oxygen nozzle to inject liquid oxygen and controls the low-temperature gas nozzle to inject low-temperature gas into the hydrogen-containing mixed gas in the cylinder. The liquid oxygen, low-temperature gas and hydrogen-containing mixed gas are mixed, heat-exchanged, instantaneously expanded to push the piston downward to do work, and form a hydrogen-containing quasi-air with reduced temperature. The piston moves downward to the bottom dead center to complete the pneumatic two-stroke; after completing the pneumatic two-stroke, the piston moves upward from the bottom dead center; For a spark-ignition two-stroke internal combustion engine, immediately, the ECU controls the first fuel nozzle to inject hydrocarbon fuel into the cylinder to mix with the hydrogen-containing quasi-air to form combustible gas. When the piston moves upward and compresses the combustible gas and simultaneously conducts a catalytic reduction reaction near the top dead center, the spark plug ignites the combustible gas to burn and do work, pushing the piston downward to the bottom dead center to complete the hybrid power cycle; For a compression-ignition two-stroke internal combustion engine, when the piston moves upward and compresses the hydrogen-containing quasi-air and simultaneously conducts a catalytic reduction reaction near the top dead center, the ECU controls the first fuel nozzle to inject hydrocarbon fuel into the cylinder to compress and ignite the fuel to burn and do work, pushing the piston downward to the bottom dead center to complete the hybrid power cycle; ②. When the hydrocarbon fuel used is LNG, immediately, the ECU controls the LNG nozzle to inject an appropriate amount of LNG into the cylinder to mix with most of the high-temperature exhaust gas to form a mixed gas. The piston continues to move upward and compresses the mixed gas. Under high temperature, high pressure and the action of the catalyst, carbon dioxide and water vapor in the mixed gas are partially catalytically reduced to regenerated fuels of hydrogen and carbon monoxide, forming a hydrogen-containing mixed gas of hydrogen, carbon monoxide, carbon dioxide and water vapor. When the piston continues to move upward and compress the hydrogen-containing mixed gas and simultaneously conducts a catalytic reduction reaction near the top dead center, the ECU controls the LNG nozzle to inject LNG, controls the first liquid oxygen nozzle to inject liquid oxygen, and controls the low-temperature gas nozzle to inject low-temperature gas into the hydrogen-containing mixed gas in the cylinder. The LNG, liquid oxygen and low-temperature gas are mixed, heat-exchanged, instantaneously expanded to push the piston downward to do work, and form combustible gas with reduced temperature. The piston moves downward to the bottom dead center to complete the pneumatic two-stroke; after completing the pneumatic two-stroke, the piston moves upward from the bottom dead center to compress the combustible gas and simultaneously conducts a catalytic reduction reaction near the top dead center, and the spark plug ignites the combustible gas to burn and do work, pushing the piston downward to the bottom dead center to complete the hybrid power cycle; Method 2: The working cycle of the two-stroke internal combustion engine is a combustion two-stroke cycle; when the two-stroke internal combustion engine does work to push the piston downward to the vicinity of the bottom dead center, the variable valve timing system controls the opening of the exhaust valve, and the piston moves upward from the bottom dead center to discharge the excess gas into the excess gas zero-emission treatment system through the exhaust valve, the exhaust pipe, and the excess gas pipe. When the piston moves upward to a position of about 1 / 4 to 1 / 8 of the top dead center stroke or the crankshaft angle is about 225° to 202.5°, the variable valve timing system controls the closing of the exhaust valve, so that most of the high-temperature exhaust gas consisting of about 3 / 4 to 7 / 8 of carbon dioxide and water vapor is trapped in the cylinder for recirculation; For a spark-ignition two-stroke internal combustion engine, the ECU then controls the first fuel nozzle to spray hydrocarbon fuel into the cylinder to mix with most of the high-temperature exhaust gas to form a mixed gas, the piston continues to move upward and compresses the mixed gas, and the carbon dioxide and water vapor in the mixed gas are partially catalytically reduced to hydrogen and carbon monoxide regeneration fuel under the action of high temperature and high pressure and the catalyst to form a hydrogen-containing mixed gas of hydrogen, carbon monoxide, carbon dioxide and water vapor. When the piston moves upward to about 3 / 5 of the top dead center or the crankshaft angle is 288°, the ECU controls the first liquid oxygen nozzle to spray liquid oxygen and the low-temperature gas nozzle to spray low-temperature gas into the cylinder, and the liquid oxygen or low-temperature gas is mixed with the hydrogen-containing mixed gas to form fuel gas; the piston continues to move upward to compress the fuel gas and simultaneously performs a catalytic reduction reaction. When the piston moves upward to near the top dead center, the spark plug ignites the fuel gas to burn and perform work, pushing the piston downward to the bottom dead center to complete the combustion two-stroke cycle; For a compression ignition two-stroke internal combustion engine, the ECU then controls the first fuel nozzle to spray an appropriate amount of hydrocarbon fuel into the cylinder to mix with most of the high-temperature exhaust gas to form a mixed gas. The piston continues to move upward and compresses the mixed gas. The carbon dioxide and water vapor in the mixed gas are partially catalytically reduced to hydrogen and carbon monoxide regeneration fuel under the action of high temperature and high pressure and the catalyst to form a hydrogen-containing mixed gas of hydrogen, carbon monoxide, carbon dioxide and water vapor. When the piston moves upward to about 3 / 5 of the top dead center stroke or the crankshaft angle is 288°, the ECU controls the first liquid oxygen nozzle to spray liquid oxygen and the low-temperature gas nozzle to spray low-temperature gas into the cylinder. Liquid oxygen or low-temperature gas is mixed with the hydrogen-containing mixed gas to form non-compression ignition hydrogen-containing quasi-air. The piston continues to move upward to compress the hydrogen-containing quasi-air and perform a catalytic reduction reaction. When the piston moves upward to near the top dead center, the ECU controls the first fuel nozzle to spray the required hydrocarbon fuel into the cylinder for compression ignition combustion to perform work, and pushes the piston downward to the bottom dead center to complete the combustion two-stroke cycle.

7. The redundant gas zero-emission treatment system according to claims 1 to 4 and 6, characterized in that, It includes a redundant gas catalytic reduction and renewable fuel device, a gas-liquid separator, a compressor, a shell-and-tube heat exchange carbon dioxide liquefier or a hybrid heat exchange carbon dioxide liquefier. A catalyst is provided in the redundant gas catalytic reduction and renewable fuel device. Its inlet is provided with a second fuel nozzle and is communicated with the outlet of the redundant gas pipe. Its outlet is communicated with the inlet of the gas-liquid separator. The second fuel nozzle is connected to a hydrocarbon fuel tank through a fuel pipe; a water storage tank is provided at the bottom of the gas-liquid separator. The inlet of the gas-liquid separator is communicated with the outlet of the redundant gas catalytic reduction device. The outlet of the gas-liquid separator is communicated with the inlet of the compressor; the outlet of the shell-and-tube heat exchange carbon dioxide liquefier or the hybrid heat exchange carbon dioxide liquefier is connected to a low-temperature gas nozzle through a first low-temperature gas pipeline, and a safety valve is also provided on the first low-temperature gas pipeline; a liquefied carbon dioxide storage tank is provided at the bottom of the shell-and-tube heat exchange carbon dioxide liquefier or the hybrid heat exchange carbon dioxide liquefier; The outlet of the compressor is connected to the inlet of the shell-and-tube heat exchange carbon dioxide liquefier. The provided liquid oxygen tank is connected to the first liquid oxygen nozzle after passing through the heat exchangers of the shell-and-tube heat exchange carbon dioxide liquefier and the gas-liquid separator through a liquid oxygen pipe. The liquid oxygen tank is connected to the shell-and-tube heat exchange carbon dioxide liquefier through an oxygen pipe; Or the outlet of the compressor is connected to the inlet of the hybrid heat exchange carbon dioxide liquefier. The liquid oxygen tank is connected to the hybrid heat exchange carbon dioxide liquefier through an oxygen pipe. The liquid oxygen tank is connected to the first liquid oxygen nozzle and the second liquid oxygen nozzle on the hybrid heat exchange carbon dioxide liquefier respectively through the liquid oxygen pipe; The redundant gas discharged into the redundant gas zero-emission treatment system is discharged into the redundant gas catalytic reduction and renewable fuel device through the redundant gas pipe. The ECU controls the second fuel nozzle to inject an appropriate amount of hydrocarbon fuel into the redundant gas catalytic reduction and renewable fuel device to mix with the redundant gas to form a mixed gas. The mixed gas is partially catalytically reduced to hydrogen and carbon monoxide renewable fuel when passing through the catalyst. After forming a hydrogen-containing mixed gas composed of hydrogen, carbon monoxide, carbon dioxide and water vapor, it enters the gas-liquid separator. The water vapor in the hydrogen-containing mixed gas is liquefied and flows into the water storage tank; the hydrogen-containing mixed gas with moisture removed is then pressed into the shell-and-tube heat exchange carbon dioxide liquefier or the hybrid heat exchange carbon dioxide liquefier by the compressor. The carbon dioxide in the hydrogen-containing mixed gas is liquefied under the dual action of pressure and the cold energy of liquid oxygen and stored in the carbon dioxide liquefaction storage tank; the unliquefied hydrogen and carbon monoxide low-temperature gas in the shell-and-tube heat exchange carbon dioxide liquefier or the unliquefied oxygen, hydrogen and carbon monoxide low-temperature gas in the hybrid heat exchange carbon dioxide liquefier are recycled to the internal combustion engine through the first low-temperature gas pipeline and the low-temperature gas nozzle to participate in the operation of the internal combustion engine.

8. The internal combustion engine exhaust gas catalytic reduction and regeneration fuel system according to claims 1, 2, 3, and 6, including an air-cooling device for the internal combustion engine exhaust gas catalytic reduction and regeneration fuel system, is characterized in that, The air-cooling device of the exhaust gas catalytic reduction and regeneration fuel system for the internal combustion engine is provided with an internal combustion engine air jacket and a controllable gas shunt valve. The internal combustion engine air jacket is the space between the inner and outer shells of the internal combustion engine cylinder block and cylinder head. The intake port of the controllable gas shunt valve is connected to the excess gas zero-emission treatment system through the first low-temperature gas pipeline. The first outlet of the controllable gas shunt valve is communicated with the intake port of the internal combustion engine air jacket. The outlet of the internal combustion engine air jacket is connected to the low-temperature gas nozzle. The second outlet of the controllable gas shunt valve is connected to the low-temperature gas nozzle through the second low-temperature gas pipeline. The low-temperature gas that is not liquefied in the carbon dioxide liquefier enters the internal combustion engine air jacket through the controllable gas shunt valve. The ECU controls the controllable gas shunt valve to control and adjust the flow rate of the low-temperature gas entering the internal combustion engine air jacket, cooling the internal combustion engine in an air-cooling manner to keep the internal combustion engine within a suitable operating temperature range. After the low-temperature gas exchanges heat with the internal combustion engine, the ECU controls the low-temperature gas nozzle to spray the low-temperature gas into the second pipeline or the cylinder to participate in the operation of the internal combustion engine.

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