DE102018005821B3 - Device for in-situ production of a water-in-diesel fuel with the use of the exhaust gas enthalpy and the water in the exhaust gas to increase the efficiency of a diesel engine in a commercial vehicle and to minimize pollutant emissions - Google Patents

Abstract

It has long been known that when operating a diesel engine with a diesel-in-water emulsion fuel, one can achieve a diesel oil savings equivalent in height to the water content of the emulsion and thus can result in a reduction in CO2 emissions to the same extent. In addition, the nitrogen oxides can be reduced by 30% and the soot particles by up to 90%. However, the provision of finished emulsions at filling stations is not possible everywhere. It would make the fuel extremely expensive, since in addition to the manufacturing transport and storage costs for stability and frost protection conditioning must be added.
According to various proposals, the production of an emulsion by high-pressure homogenization on board a truck with immediate injection into the diesel engine could be an alternative variant. The use of emulsifiers would be obsolete because the emulsion remains stable for a short time after production. Disadvantageously, however, the entrained water in a tank would have to be protected against frost. In addition, the high energy requirement for high-pressure homogenization in this process would significantly diminish the benefits achieved.
With this new device, the aforementioned disadvantages of the in-situ production process are to be repealed. The energy for high-pressure homogenization to be obtained from the enthalpy of the exhaust gases and the respective required amount of water to be removed from the exhaust gas. As an additional advantage to be generated with the device electrical energy for the operation of ancillary equipment.

Description

Subject

The invention relates to a device according to the preamble of claim 1 with the object of increasing the efficiency and pollutant reduction of a diesel engine on board a vehicle by operating with a water-in-diesel emulsion fuel (WiDE), in situ by using the exhaust gas enthalpy and by using the water contained in the exhaust gas. By operating with the (WiDE) at least a 13% fuel saving should be achieved. Another 3-5% tige fuel savings should be achieved by a high-pressure injection of this fuel in the diesel engine.

To solve this problem, it is proposed to carry out the preparation of the emulsion by high-pressure homogenization in situ. The energy required to drive the high-pressure pump, which must provide both the pressure for homogenization and the feed of the common rail with WiDE, is to be converted into mechanical drive energy by converting the exhaust gas enthalpy into a thermodynamic cycle. For this purpose, a device with a hot gas engine is provided which forms an integrated unit with a Kapillarkondensator for removing the water from the exhaust gas with the high-pressure fuel pump and a DC machine.

In addition, the generated mechanical energy, which goes beyond the required demand for driving the high-pressure fuel pump, simultaneously to drive a DC machine to be used to generate electrical energy that can be stored in a battery and used to drive the ancillaries .. Advantageously Increasing the efficiency neither aids are used from the outside, nor should the diesel engine be charged additionally. With an energy saving of at least 15% by this invention, the energy balance can thus be very positive.

TECHNOLOGICAL BACKGROUND

There is a great deal of literature on methods, devices and apparatuses for increasing the efficiency and reducing the pollutant emissions of diesel engines. Processes for the production and use of water-in-diesel emulsions occupy a large place here.

It has been known for a long time that water added to the fuel improves combustion in the engine, especially when the water is used as part of a water-in-diesel emulsion. Essentially, these successes are due to the fact that two physiochemical processes take place during the combustion of the emulsion in the engine. On the one hand, micro-explosions of the smallest drops of water enclosed in the diesel oil lead to an improved atomization of the fuel and, on the other hand, the evaporation of the water improves the spatial kinetics of the combustion process, whereby the generated steam exerts an additional pressure on the piston and thus contributes to an increase in the power efficiency. Supportive here is an extensive pre-fragmentation of the droplets already in the production of WiDE and further by cavitation during injection into the engine.

Advantageously, in the explosive volatilization and evaporation of the water droplets with radiation into the combustion chamber a high proportion of heat of evaporation expended with the result that the temperature during the combustion process is thereby lowered by about 100 -200 degrees Kelvin The conditions for the formation of nitrogen oxides are characterized Significantly limited and that significantly less nitrogen oxides are formed. The remaining part of nitrogen oxides can thus be converted into elemental nitrogen and water with the downstream reduction plant.

So far, countless researches have been carried out on this subject, which report in principle about savings in specific fuel consumption and the level of pollutant reductions. In an objective evaluation of the results must be stated that the WiDE consumption with a water content of 10% at least 3 to 5 % lower than consumption with a pure diesel fuel. In total, the diesel saving adds up to 13% to 15%.

As in the case of fuel savings, pollutant emission levels were measured, which differ depending on the water content of the WiDE. Decreases in NOx from 29% to 37% at a water content of 13% of the WiDE and NOx reductions of 18% at a water content of 10% and 15% have been found in addition to a reduction of hydrocarbons of up to 68% and over reported a soot particle decay of up to 90%.

Emulsions of liquid hydrocarbons and water can be prepared by various technical processes. The following machines may be used here: turbine mixers, colloid mills, homogenizers, ball mills, stirred ball mills, disc mills, high-pressure homogenizers and ultrasound apparatus.

High-pressure homogenizers have proved to be very effective. High-pressure homogenizing systems consist predominantly of a pressure-generating apparatus and a pressure-reducing unit, in which by cavitation, shear, friction, impact, pressure and impact comminution of the droplets or particles. High-pressure pumps or hydraulic or pneumatic pressure intensifiers can be used as pressure-generating apparatus. These devices can be operated at high pressure to bring much energy for the fragmentation process. You need a lot of mechanical energy.

A once prepared emulsion is only stable for a few minutes. The size of the droplets is also crucial here. Fine emulsions with very small drops remain stable for a little longer without additives. In general, however, the emulsion tends to re-separate into two phases with minimal interface. For emulsions which have to be stored for longer periods of time, surfactants are used for stabilization, which are referred to as emulsifiers. These substances have a hydrophobic, lipophilic tail that dissolves in the oil drop and a hydrophilic head that protrudes into the aqueous phase. They create the connection between the oil and the water in this way.

Diesel and water micro-emulsions consist of much smaller droplets than macro-emulsions. They can be produced physiochemically abruptly only by adding very large amounts of emulsifiers. Because they are very small particles, they would be expected to exceed macro-emulsions in fragmentation. However, the opposite is true. Qingguo and Gollahalli in: Proceedings of Energy-Sources Technology Conference, Jan. 23-26, 1994. Vol. 57 New York, NY, USA: ASME; 1994, p.15. in that normal emulsions produce smaller droplets in the flame than micro-emulsions.

Diesel water emulsions, which are intended as fuel for the diesel engine, can be produced in separate plants and kept in gas stations for refueling. In Southern Europe, water-in-diesel emulsions with the trade name "Auquazol" are widely distributed.

The individual preparation of the emulsion at the place of consumption, for example on a moving vehicle, makes a nationwide storage in service stations obsolete. Several patent specifications report such a process. The emulsion is then added to the motor within a few seconds directly after production and no addition of emulsifiers is then required because it will remain stable for the short duration on the route to the engine.

The required water to form the WiDE can be carried in a separate container or it can be taken directly from the exhaust gases of the diesel engine by condensation and immediately mixed with the diesel and homogenized fed to the engine. The latter form is to be preferred, since in cold weather cold water stored at cold temperatures can unfortunately freeze on board a vehicle. On the other hand, it would have the advantage that the operator of the vehicle does not have to deal with refilling the water.

The production of a WiDE by high-pressure homogenization in situ and the high-pressure injection into the diesel engine, however, requires a high energy input, Should this be applied by the diesel engine without exception alone, for example via a belt drive that transfers this energy from the transmission or by an E Motor, which is powered by the battery, then the energy gain achieved by the operation with the WiDE fuel would be noticeably reduced.

The use of the WiDE fuel has not been able to prevail far. The cost of using expensive emulsifiers, the provision of this fuel nationwide in gas stations or carrying water for in situ production and of course the required energy use, could be minimized with the gain of the fuel savings and emissions reduction only minimally.

With this invention, the use of this fuel to be attractive. The diesel consumption of the engine can thus be reduced by at least 15% and the formation of NOx by 30% as well as the soot particles be reduced by 90%. The decisive factor here is the use of the exhaust gas enthalpy and the utilization of the water contained in the exhaust gas for in situ production of the WiDE, which is promoted immediately after completion with high pressure to the common rail of the engine, and by icing in the engine optimal combustion causes. Advantageous and of great importance for the course of the driving operation and the economy is the fact that in this method neither the diesel engine is additionally burdened nor chemical agents or water must be introduced from the outside.

STATE OF THE ART

1. a) Beim europäische Patent EP 1 952 006 B1 (Vorrichtung zur Herstellung einer Dieselöl-Wasser-Mikro- Emulsion und zur Einspritzung dieser Emulsion in einen Dieselmotor) handelt es sich um eine Apparatekombination, die aus einer einstufigen Hochdruck-Homogenisieranlage und einer gekoppelten synchronlaufenden Hochdruck-Kraftstoffförderpumpe (des Weiteren als HDKFP bezeichnet) besteht. Im Wesentlichen besteht der Apparat aus einer Pumpeneinheit mit einem dreiteiligen Stufenkolben und einem Gegenstrahl-Homogenisierventil. Die untere Stufe des Stufenkolbens stellt die hydraulisch betriebene HDKFP dar, mit der die produzierte Emulsion direkt zum Motor gefördert wird.
2. b) Das deutsche Offenlegungsschrift DE 103 55 029 A1 bezieht sich auf eine Hochdruckpumpe, insbesondere für eine Kraftstoffeinspritzung in eine Brennkraftmaschine, die auch als druckerzeugender Apparat einer Hochdruck-Homogenisieranlage eingesetzt werden kann.
3. c) Patent DE 102013009219 A1 betrifft ein Verfahren und eine Vorrichtung zum Betreiben einer Brennkraftmaschine, insbesondere für Nutzfahrzeuge mit einer Kraftstoffzuführeinrichtung und einem nachgeschalteten Abgassystem, wobei zum Erzielung eines verbesserten Wirkungsgrades die Abgasenthalpie im Abgasstrom der Brennkraftmaschine zum Betreiben einer Wärmekraftmaschine insbesondere eines Stirlingmotors genutzt wird, die mechanische Energie erzeugt.
4. d) Die deutsches Offenlegungsschrift DE 199 60 762 A1 offenbart ein weiteres Verfahren und eine Vorrichtung, wobei eine Luft verwendende Heißgasmaschine die Rückgewinnung der sich im Abgas einer Brennkraftmaschine befindlichen Enthalpie mittels Verdichter, Turbine und Wärmetauscher erlaubt.
5. e) Offenlegungsschrift DE 10 2014 003 796 A1 : Diese Erfindung betrifft ein Verfahren und einen Apparat zur Rückgewinnung von Wasser aus den Abgasen eines Fahrzeug-Dieselmotors durch Kapillarkondensation mit nachfolgendem Wiedereinsatz des Wasser zur Herstellung einer Kraftstoff-Dieselöl-Wasser-Emulsion durch mehrstufige Hochdruck-Homogenisation für selbigen Dieselmotor

The following references provide an overview of the current state of the art for the production of diesel-water emulsions in situ by using high-pressure homogenizers, which can be driven by both hydraulic or by electrical units. Likewise, the prior art is treated in terms of heat engines that use the enthalpy of diesel exhaust gases and are used to drive ancillary equipment.

1. a) For the European patent EP 1 952 006 B1 (Device for producing a diesel oil-water micro-emulsion and for injection of this emulsion in a diesel engine) is an apparatus combination consisting of a single-stage high-pressure homogenizer and a coupled synchronous high-pressure fuel pump (further referred to as HDKFP) , Essentially, the apparatus consists of a pump unit with a three-piece stepped piston and a counter jet homogenizing valve. The lower stage of the stepped piston represents the hydraulically operated HDKFP, with which the produced emulsion is conveyed directly to the engine.
2. b) The German patent application DE 103 55 029 A1 refers to a high-pressure pump, in particular for a fuel injection in an internal combustion engine, which can also be used as a pressure-generating apparatus of a high-pressure homogenizer.
3. c) Patent DE 102013009219 A1 relates to a method and an apparatus for operating an internal combustion engine, in particular for commercial vehicles with a fuel supply and a downstream exhaust system, to achieve improved efficiency, the exhaust enthalpy in the exhaust stream of the internal combustion engine is used to operate a heat engine, in particular a Stirling engine that generates mechanical energy.
4. d) The German Offenlegungsschrift DE 199 60 762 A1 discloses another method and apparatus wherein a hot gas engine using air allows recovery of enthalpy in the exhaust of an internal combustion engine by means of a compressor, turbine and heat exchanger.
5. e) Disclosure DE 10 2014 003 796 A1 This invention relates to a method and apparatus for recovering water from the exhaust gases of a vehicle diesel engine by capillary condensation followed by reuse of the water to produce a fuel-diesel-water emulsion by multi-stage high pressure homogenization for that diesel engine

REFERENCES

Cited patent Entered title Release date applicant US 2015/0114366 A1 05/04/2012 04/30/2015 Codrin-Grulie Cantemir System and Methods for Implementing an Open Thermodynamic Cycle f. Extracting Energy from a Gas EP 1 952 006 B1 15.09.2005 06.08.2008 Adrian Verstallen Device for producing a diesel-oil-water micro-emulsion and for injecting this emulsion into a diesel engine DE 103 55 029 A1 25.11.2003 25/06/2005 Robert Bosch GMBH High-pressure pump, in particular for an injection device of an internal combustion engine De 10 2013 009 219 A1 , 31.05.2013 04/12/2014 MAN Truck & Bus AG Method and device for operating an internal combustion engine DE 10 2014 003 796 A1 , 14.03.2014 01/10/2015 Adrian Verstallen A method and apparatus for recovering water from the exhaust gases of a vehicular diesel engine and mixing this water with diesel oil followed by high pressure homogenization to produce a diesel oil / water emulsion fuel. US 4,388,893 08/04/1980 21.06.1983 Cedro Incorporates Diesel Engine incorporating emulsified fuel system US 4 714 066 A 08/14/1980 22.12.1987 Jordan Robert S Fuel injector system US 5 174 247 A 22.01.1992 29.12.1992 Mitsubishi Jukogyo Water injection diesel engine US 5 245 953 A 24.07.1992 21.09.1993 Mitsubishi Jukogyo Emulsion fuel engine US 5 560 344 A 23.08.1994 01.10.1996 Caterpillar Inc. Fuel storage and delivery apparatus for a multi-fuel engine and process US Pat. No. 5,682,842 06/12/1998 04.11.1997 Caterpillar Inc. Fuel control system for an internal combustion engine using an aqueous fuel emulsion US 5,771,848 20.12.1996 30.06.1998 S.E.M.T. Peilstick Device for feeding liquid fuel to a diesel type I.C. engine US 6,368,366 B1 07.07.1999 09.04.2002 The Lubrizol Corp. Process and apparatus for preparing aqueous hydrocarbon fuel compositions US 2004/0 006 911 A1 12.07.2002 15.01.2004 Hudson Dannie B. Dual Homogenization system and process for fuel oil US 2005/0 126 513 A1 28/01/2003 16.06.2005 Fredrick Hendren On-board diesel oil and water emulsification system US 8104 449 B2 19/05/2008 31.01.2012 Ford Global Technologies Water reduction mechanism for an internal combustion engine 29.03.2012 15.11,2016 FuelinaTechnologies Hybrid fuel and method of making the same WO 2013/169 669 A1 08/05/2013 14/11/2013 Helpful Alliance Comop. Method and system for water-fuel production.

TASK

The invention has for its object to increase the efficiency of a diesel engine on board a vehicle by the operation of an in-situ produced WiDE fuel (water in diesel emulsion) by about 15%, and consequently the CO2 emissions by the same Lowering the value. Advantageously, the output of particulate matter should be reduced by 90% and the formation of nitrogen oxides during combustion should be reduced by 30%. By an inventive method, neither water nor chemical additives from the outside should be used for the solution of this task, nor should the diesel engine thereby additionally be charged to drive possible auxiliary equipment.

SOLUTION

The method of realization of this project relies on the use of high energies for fine fragmentation of the liquid droplets in the production of WiDE and in the high-pressure injection of the WiDE via the injectors into the engine. Advantageously, the required high energy demand in this invention can be converted Part of the exhaust heat can be obtained without burdening the diesel engine. It is also beneficial that the water can be removed as part of the emulsion of the moist exhaust gas. Particularly suitable for this purpose is the capillary condensation, in which water of the purest quality without impurities is obtained. Advantageously, the exhaust gas utilization in the form of energy production and capillary condensation can be matched to one another.

The invention consists of commercially available equipment which, combined, form a device with which, with coordinated process steps, the desired fuel savings and emission reduction can be achieved. The subsections of the device which serve to carry out the individual method steps are described below with the corresponding equipment.

Exhaust gases for heat utilization from vehicle diesel engines equipped with NOx reduction plants leave these plants with a reaction temperature of approx. 400 ° C and an absolute pressure of approx. For an emulsion fuel consisting of 80% diesel oil and 20% water, the individual constituents of the exhaust gases per kg of fuel burned would have the following values:
All values refer to an exhaust gas after consumption of 1 kg WiDE material Mass kg Enthalpy kJ / kg N2 9.28 3,886.46 O ₂ 0.80 298.88 CO ₂ 2.52 928.37 H ₂ O 1.20 901.92 total 13.8 6,015.63

The use of enthalpy and conversion into mechanical energy is to be carried out with this inventive device in two stages, wherein in each stage, a thermodynamic cycle is to be completed. For this purpose, a hot gas machine 1 be used, consisting of a multi-stage gas turbine with two heat exchangers 4 and 7 is formed. The essential components of this gas turbine are through two rotary compressors 3 and 6 and two expansion turbines 5 and 8th embodied, which are arranged on a shaft. An additional rotary fan 2 , which is mounted on the same shaft, is to serve the extraction of the exhaust gas. It should provide the required pressure when flowing through the exhaust gas flow through a downstream heat exchanger 7 Apply and ensure the operating pressure of 1.15 bar in the tubes of Kapillarkondensators. As a gas turbine to serve a commercial component,

As in the drawings 2 and 3 and shown on the table under 0032, the exhaust gas leaves as a heat carrier, the SCR emission control system with a temperature of about 400 ° C and a pressure 1.05 bar and transfers much of its heat with the two heat exchangers 4 , and 7 to the operating medium air, which in the two energy conversion cycles through the compressor 3 and 6 sucked from the atmosphere and passed through the secondary sides of the heat exchanger. In the exhaust pipe 16 behind the heat exchanger 4 should the pressure of the exhaust gas with the rotary compressor 2 , be lifted at the exit from the heat exchanger 7 in the pipe 36 as well as entering the capillary capacitor 9 , still have a pressure of 1.15 bar. To prevent pollution by the exhaust gas, the two heat exchangers 4 and 7 as part of the hot gas engine 1 be equipped with flat tubes. The hot exhaust gas should flow on the outside (The primary side) of the pipes and the air to be heated should be passed through the inside of the pipes (The secondary side).

• Stufe I
  1. a) Absaugung der Außenluft durch Verdichter 3 durch das Filter 43
  2. b) Isentrope Verdichtung der Luft mit dem Verdichter. 3
  3. c) Isobares Heizen durch die Wärmeübertagung vom Abgas auf die Luft im Wärmetauscher
  4. d) Isentrope Expansion der Luft in der Entspannungsturbine 5 und Übertragung der mechanische Energie auf die Welle
• Stufe II
  1. a) Absaugung der Außenluft durch Verdichter 6 durch das Filter 43
  2. b) Isentrope Verdichtung der Luft mit dem Verdichter. 6
  3. c) Isobares Heizen durch die Wärmeübertagung vom Abgas auf die Luft im Wärmetauscher 7
  4. d) Isentrope Expansion der Luft in der Entspannungsturbine 8 und Übertragung der mechanische Energie auf die Welle

According to the drawings 2 and 3 , The two applied thermodynamic transformation cycles, as detailed below, consist of two isentropic and two isobaric state changes. The parameters used for this representation have been chosen freely.

• Stage I
  1. a) Extraction of the outside air by compressors 3 through the filter 43
  2. b) Isentropic compression of the air with the compressor. 3
  3. c) Isobaric heating by the heat transfer from the exhaust gas to the air in the heat exchanger
  4. d) Isentropic expansion of the air in the expansion turbine 5 and transmission of mechanical energy to the shaft
• Stage II
  1. a) Extraction of the outside air by compressors 6 through the filter 43
  2. b) Isentropic compression of the air with the compressor. 6
  3. c) isobaric heating by the heat transfer from the exhaust gas to the air in the heat exchanger. 7
  4. d) Isentropic expansion of the air in the expansion turbine 8th and transmission of mechanical energy to the shaft

The following table refers to the schematic representation of the hot gas engine on drawing 3 and shows the process parameters at the marked locations of the energy conversion cycles. No location change in condition medium print Adiabatic. factor temperature heat bar abs ° K 13 In front of heat exchanger no. 4 exhaust 1.05 T ₂ 673 16 Behind heat exchanger no. 4 and before compressor no. 2 Isobares heating exhaust 1.05 T ₁ 480 36 Behind compressor N2 and before heat exchanger no. 7 Isentropic compaction exhaust 1.2 1,053 T ₂ 505.4 37 Behind heat exchanger no. 7 and before capillary condenser no. 9 Isobaric cooling exhaust 1.2 T ₃ 360 1st stage energy conversion 10 Before the compressor No. 3 Aussenl. 1 T ₁ 282.6 15 Behind compressor no. 3 and before heat exchanger no. 4 Isentropic compaction air 6 1.66 T ₂ 469.1 17 Behind heat exchanger no. 4 and before expansion turbine no. 5 Isobares heating air 6 T ₃ 663 5 Between entry and exit of the expansion turbine no. 5 Isentropic expansion air 6.0 to 1.0 T ₄ 398.9 2nd stage energy conversion 10 In front of the compressor No. 6 Aussenl. 1 T ₁ 282.6 14 Behind compressor no. 6 and before heat exchanger no. 7 Isentropic compaction air 1.4 1,102 T ₂ 311 18 Behind heat exchanger no. 7 and before expansion turbine no. 8 Isobares heating air 1.4 T ₃ 461.5 8th Between entry and exit of the expansion turbine No. 8 Isentropic expansion T ₄ 419.3

• q = Wärmeinhalt kJ/ kg verbrannter Kraftstoff
• c_p = Spezifischer Wärmekoeffizient in kJ/K
• m = Masse in kg
• T = Temperatur in °Kelvin

Stufe I Zugeführte Wärme: q = cp m (T₃ - T₂) = 1,05 × 13,8 (663 - 469,1) = 2.810 kJ/kg Kraftstoff Abgeführte Wärme: q = cp m (T₄ - T₁) = 1,05 × 13,8 (398,9, - 282,6) = 1.685 kJ/kg Kraftstoff In Arbeit umgesetzte Wärme: 1.125 kJ/kg Kraftstoff Stufe II Zugeführte Wärme: q = cp m (T₃ - T₂) = 1,05× 13,8 (461,5 - 311,0) = 2.181 kJ/kg Kraftstoff Abgeführte Wärme: q = cp m (T₄ - T₁) = 1,05× 13,8 (419,3 - 282,6) = 1.981 kJ/kg Kraftstoff In Arbeit umgesetzte Wärme: 200 kJ/kg Kraftstoff Wärme erforderlich für die Verdichtung des Abgases = q = cp m (T₂ - T₁) = 1,09 × 13,8 (505 - 480) = 362 kJ/kg Kraftstoff Mechanische Energie verfügbar = 1.125 kJ/kg + 200 kJ/kg - 362 kJ/kg = 963 kJ/kg Kraftstoff The performance of the two stages of the device can be determined as follows:

• q = heat content kJ / kg of burned fuel
• c _p = specific heat coefficient in kJ / K
• m = mass in kg
• T = temperature in ° Kelvin

Stage I Added heat: q = cp m (T ₃ - T ₂ ) = 1.05 × 13.8 (663 - 469.1) 2,810 kJ / kg fuel Dissipated heat: q = cp m (T ₄ - T ₁ ) = 1.05 × 13.8 (398.9, - 282.6) = 1,685 kJ / kg fuel Work in progress: 1,125 kJ / kg fuel Stage II Added heat: q = cp m (T ₃ - T ₂ ) = 1.05 × 13.8 (461.5 - 311.0) 2,181 kJ / kg fuel Dissipated heat: q = cp m (T ₄ - T ₁ ) = 1.05 × 13.8 (419.3 - 282.6) 1,981 kJ / kg fuel Work in progress: 200 kJ / kg fuel Heat required for the compression of the exhaust gas q = cp m (T ₂ - T ₁ ) = 1.09 × 13.8 (505 - 480) 362 kJ / kg fuel Mechanical energy available = 1,125 kJ / kg + 200 kJ / kg - 362 kJ / kg = 963 kJ / kg fuel

For example, with a fuel economy of at least 20kg / h WiDE of a heavy duty vehicle, 963 × 20 = 19,260 kJ / h, equal to 5.35 kWh / h of mechanical energy, could be recovered from the exhaust to provide the HDKFP 32 and ancillaries to power. By means of a belt or chain drive 41 should the recovered mechanical energy on the HDKFP 32 and on the engine / generator 33 be transmitted. The following table shows the power consumption of the high-pressure fuel pump with a comparison of the required and generated outputs at a variety of flow rates and delivery pressures 1.1 times the hourly fuel consumption at an efficiency of 80% was used for the flow rate of the pump. The power generated by the generator is intended for driving ancillaries and for storage with the battery. HDKFP pump head HDKFP pumps delivery rate HDKFP pump performance Fuel consumption Power generated by Hot gas machine generator m kg / h kJ / h kWh / h kg / h kJ / h kWh / h kWh / h 35000 44 18872.549 5,242 40 38520 10.70 5.46 30000 44 16176.4706 4,493 40 38520 10.70 6.11 25000 44 13480.3922 3,745 40 38520 10.70 6.96 20000 44 10784.3137 2,996 40 38520 10.70 7.70 40000 38.5 18872.549 5,242 35 33705 9.36 4.12 35000 38.5 16513.4804 4,587 35 33705 9.36 4.78 30000 38.5 14154.4118 3,932 35 33705 9.36 5.43 25000 38.5 11795.3431 3,276 35 33705 9.36 6,0ß 20000 38.5 9436.27451 2,621 35 33705 9.36 6.74 40000 33 16176.4706 4,493 30 28890 8.03 3.54 35000 33 14154.4118 3,932 30 28890 8.03 4.10 30000 33 12132.3529 3,370 30 28890 8.03 4.66 25000 33 10110.2941 2,808 30 28890 8.03 5.52 20000 33 8088.23529 2,247 30 28890 8.03 5.78 40000 27.5 13480.3922 3,745 25 24076 6.69 2.95 35000 27.5 11795.3431 3,276 25 24076 6.69 3.41 30000 27.5 10110.2941 2,808 25 24076 6.69 3.88 25000 27.5 8425.2451 2,340 25 24076 6.69 4.35 20000 27.5 6740.19608 1,872 25 24076 6.69 4.82 40000 22 10784.3137 2,996 20 19260 5.35 2.35 35000 22 9436.27451 2,621 20 19260 5.35 2.73 30000 22 8088.23529 2,247 20 19260 5.35 2.88 25000 22 6740.19608 1,872 20 19260 5.35 3.48 20000 22 5392.15686 1.498 20 19260 5.35 3.85

The condensate as a water component of the WiDE is in the capillary capacitor 9 extracted from the exhaust gas. From the heat exchanger 7 starting from the exhaust gas flow to Kapillarkondensator 9 directed. This transition can be achieved through an immediate connection between the heat exchanger 7 and the capillary capacitor 9 be carried out or with a line between the corresponding equipment. As in 4 represented corresponds to the capillary capacitor 9 as an integral part of this innovative unit in construction with slight modifications to the patented model DE 10 2014 003 796 A1 For comparison on the drawing in 5 At a pressure of the gas of 1.15 bar in the capillary condenser 9 the partial pressure of the water vapor contained in the exhaust gas is about 0.14 bar, which corresponds to a dew point of about 52.5 ° C. With an exhaust gas temperature behind the heat exchanger 7 From about 87 ° C there is thus the certainty that the water vapor before the capillary condenser can not condense, because the condensation should remain limited to the function of the capillary condenser to achieve a condensate of high purity.

The minor and required changes to the patented unit according to the disclosure DE 10 2014 003 796 A1 affect the soil 50 and the top part 51 of the apparatus. In the middle of the floor is the flanged inlet pipe 52 provided and in the upper part is the center for the bypass 54 and A1 offset the nozzle for the exhaust emission 53 appropriate. Other changes concern the collection and withdrawal of the condensate and the exhaust gas bypass 38 , The condensate flowing down the pipes in the capillary condenser 9 is on the lower clamp K59 on drawing 5 collected, which is formed to the central outlet with plastic to the flat funnel. At the outlet is a plug-in socket for easy installation 55 fixed, in which the line 27 can be inserted. How on 2 shown, is with the line 27 and the centrifugal pump 26 the condensate is drawn off and to the water cooler 29 promoted. A small amount of condensate gets over the line 27 for mixing with diesel oil in the direction of the Venturi nozzle 66 directed. The majority, however, flows for cooling and for receiving the condensate obtained via the line 28 to the capillary capacitor 9 back. The control valve 30 in the pipe 28 serves the shut-off and is closed in phases of longer standstill. The setting of the volume flow of the condensate to form the required mixing ratio of diesel oil / water in the Venturi nozzle and pretend by the electronic calculator, with the control valve 31 in pipeline 27 respectively.

Of particular importance is the exhaust gas bypass 38 acting as a tube centrally in the capillary condenser 9 arranged and with a throttle 11 Is provided. With this device, the exhaust gas streams through the condensation tubes of the capillary 9 to the required speed of max. 20 m / min are regulated. As a particularly advantageous equipment for monitoring the flow rate in one of the condenser tubes, a flow measuring device FI88 is installed. Also important for the function of the capillary condenser, the pressure difference between the exhaust gas of 1.15 bar inside the condenser tubes and the pressure on the outside of these tubes, which should not exceed the value of, 1.00 bar, so that the condensate formed by the Pores of the ceramic from the inside of the tubes to the outside of the tubes can penetrate. The pressure on the exhaust side of the condenser is controlled by regulating the throttle valve 12 in the exhaust gas outlet pipe 39 behind the capacitor 9 regulated.

The preparation of the emulsion and the promotion of the same to the common rail by mixing the diesel oil in 4 stages, as in 2 is illustrated schematically. This process begins with the production of diesel fuel in the tank 60 is stored. With the centrifugal pump 61 it will be over the line 65 to Venturi nozzle 66 promoted, where the recovered condensate is mixed under negative pressure. A check valve 64 Prevents the return of diesel or water back into the tank. The mass flow rate of the pump can be varied by the speed control of the pump motor.

It belongs to the knowledge of the art that the performance of a centrifugal pump can be represented by a curve which produces a correlation between the pressure difference and the delivery of the medium. When operating the pump along its power curve, it will always deliver the amount of fluid that correlates with the pressure on the power curve. An increase in mass flow will result in a reduction in delivery pressure and a reduction in mass flow will be addressed with an increase in pressure.

However, by changing the speed, the power curve is shifted up or down, and the mass flow can be changed while maintaining the discharge pressure. Sudden pressure increases in the pipe, caused by valve closing, are caused by an expansion valve 62 Dismantled with the diesel oil is passed back to the tank.

By the return flow of the emulsion in the line 74 , coming from the Common Rail, into the pressure line 65 is fed, the amount of diesel oil including the water supply to the Venturi nozzle 66 through speed control of the pump 61 be adapted, so always a constant flow rate consisting of emulsion, diesel oil and water via the pressure line 67 is promoted, which simultaneously represents the suction of Hochdruck.Kraftstoffförderpumpe 32. The ratio of diesel oil to water can be adjusted by adjusting the control valve 31 be controlled in the water pipe or condensate line 27.

The invention is designed for a vehicle equipped with a common rail system. This system, on the drawing 1 D25 is called a memory injection. Here, the fuel is kept in the storage tube under high pressure, which is then injected via the injectors power-dependent in the cylinder. It is by the HDKFP 32 maintained a constant pressure in the manifold upright. This pump is embodied by a commercially available 3-cylinder radial pump commonly used in automotive technology, designed for pressures of at least 2000 to 4000 kp / cm ² in continuous operation. The drive of the HDKFP 32 with a DC machine 33 and the gas turbine 6 is in the paragraph 0047 described in detail.

The performance of HDKFP 32 is designed so that more fuel can be delivered at any time and in any operating condition than the engine needs. The excess fuel then passes through a return line 78 and a pressure holding valve 75 over the line 74 back to the suction line 65 high pressure fuel pump.32

Advantageous is the drive of this pump 32 by using the enthalpy present in the exhaust gas, so that the high power consumption is not a significant limiting factor in the pump design with regard to the delivery volume and the pressure level. represents. For the design could thus be selected a constant capacity with a flow rate + 10% of the maximum consumption at a constant discharge pressure.

Particularly advantageous is this constant flow of HDKFP proves 32 when feeding the raw emulsion to the suction side of the HDKFP 32 that can be very different depending on the vehicle performance. For example, if less fuel is needed at low power of the diesel engine, a higher volume flows through the return line 78 and via the pressure retention valve.75 back to the suction line 65 the pump. In order to constantly adjust the required flow rate on the suction side of the pump to the required delivery line of the HDKFP, the flow rate of the centrifugal pump is increased 61 , which conveys the diesel oil from the tank, automatically and pressure-adjusted to the required volume. At the same time, the water supply to the Venturi nozzle must be at the same time 66 in the desired mixing ratio by controlling the control valve 31 be adjusted. This way, in the sauleitung 67 to HDKFP 32 provided an emulsion in the desired mixing ratio and volume.

In the event of special circumstances, which may occasionally deviate from normal operation, such as low vehicle load, parking position or driving on level terrain, the performance of the HDKFP 32 By switching to a lower speed can be reduced so that not too large volumes of WiDE back over the pressure relief valve to HDKFP 32 is encouraged. Too high a volume could overheat the WiDE.

For the drive of the HDKFP 32 a dual system is provided, with a rigid coupling on one side of the drive shaft is a DC machine 33 connected, while on the other side of the HDKFP the drive wheel of a belt drive 41 is arranged. During the start-up phase there is thus the possibility of the HDKFP 32 with the DC machine 33 to drive in their function as a motor and perform simultaneously with the belt drive the start of the gas turbine, since gas turbines are known to startup aid to start. The speed of the gas turbine can through the flap 42 be regulated in the intake and by adjusting the internal flaps.

The promotion of WiDE to common rail and the homogenization is inventive in only one process step. With this concept, a separate high-pressure pump for homogenization is obsolete. Progress becomes within the pressure line 70 behind the HDKFP 32 the WiDE at a high pressure of at least 2000 kp / cm ² or preferably 4000 kp / cm ² in a counter jet homogenizer unit 71 refined and continues from there with remaining high pressure of 1000 kg / cm ² or preferably 2000 kg / cm ² via the line 79 to the common rail D25 directed. As in 1 and 2 shown, the excess WiDE not injected into the diesel engine passes through the return line 78 , and via the pressure relief valve 75 and continue on the line 74 back to the pressure line 65 the pump 61 and thus to the suction side of the HDKFP 32 ,

The counter jet homogenizer unit 71 is embodied by two mutually opposed homogenizing valves, as in 2 is roughly shown. Pressure reduction in each of the two valves from 4000 kg / cm ² to 2000 kg / cm ² converts pressure energy into velocity energy. The liquid streams reach a speed of about 650 m / s on exiting the valves and collide with high momentum with the result that drops of liquid are crushed by the impact and mixed intensively, with close bonds between the oil and water molecules. The valve seats and poppets must preferably be made of silicon carbide or diamond for abrasion resistance.

For fine adjustment of the two valves have at these high operating pressures engine gearbox 72 proven in trials and are best suited for this application. With these, the valve spindles can be adjusted by turning a few degrees, so that even small valve openings in the micrometer range can be adjusted to correct any deviating flow velocities and resulting pressure fluctuations. The regulation of the valves is pressure-dependent. The pressure in front of the valves is controlled by the pressure transducer P! 86 measured.

When flowing through the liquids through the narrow gaps between the valve cones and the valve seats of the Homogenisiereinheit 71 and the pressure holding valve 75 Friction converts a lot of energy into heat. The temperature of the WiDE coming out of the homogenizing valve 71 exit can be increased by 10 K. For the cooling of the WiDE are thus commercially available water-cooled heat exchangers 73 and 77 provided, which are made of a closed stainless steel tube as a jacket and in which a raw spiral is embedded by the flowing to be cooled emulsion. The cooling water is doing at one end of the jacket with the line 24 introduced and flows around the pipe spiral to be cooled and exits the jacket at the other end heated. and comes with the return cooling water pipe 25 ,

The pressure holding valve 75 in the fuel return line 78 Coming from the common rail should be similar to the homogenizing valve 71 be designed. However, it should only be equipped with a valve. With a same control device 76 the operating pressure in the fuel delivery system should be maintained.

The structure of the entire device should allow a smooth flow of the process, with the commissioning of the diesel engine D1 should begin. Preferably, the DC machine 33 only in the start-up phase, when the exhaust gases of the diesel engine have not yet reached the required temperature, the drive of the HDKFP 32 carry out. Simultaneously, the gas turbine should be started by means of the belt drive to the appropriate rotational speed.

With increasing temperature of the exhaust gases and thus increasing power of the gas turbine, the drive of the HDKFP 32 from the DC machine 33 be switched to the hot gas engine, which is constantly driven by the belt drive. It should simultaneously the DC machine 33 take up their function as a generator. This function should be initiated when the hot gas engine 1 has already completely taken over the drive and the power supply to the DC machine 33 has dropped to a minimum value. The decisive ones. Ampere and voltmeter in the E-wire to the DC machine 33 For this purpose, the corresponding signals to the electronic control and regulation unit 80 send. With the change-over switch S83 in the power line between the motor controller 34 and the DC machine 33 the power supply is interrupted and switched to the line that generates the electricity generated by the DC machine 33 to the battery 35 passes.

On the drawing 1 and 2 there is shown a separate cooling water system used for cooling all the devices of this invention. The essential components of this system are those with electric motor 21 operated fan air / water cooler 20 , the circulation pump 22 , the expansion vessel 23 and the forward and return cooling water pipes. 24 and 25 ,

1. a) Überwachung der Drehzahl durch einen Regler RV 92 auf der Welle der HDKFP 32 mit Regelung der Drehzahl der Vorrichtung durch einen Drehzahlregler 34 an der Gleichstrommaschine 33, wenn diese als Antriebsmotor aktiv ist, zum Beispiel in der Anfahrphase
2. b) Regelung der Drehzahl durch Regelung der Geschwindigkeit der Gasturbine 2. 3. 5. 6. und 8., wenn die Gleichstrommaschine 33 auf den Generatorbetrieb umgeschaltet ist, durch Verstellung der Motorklappe 42 im Außenluft-Ansaugkanal 10 sowie einer Kaskaden ähnliche Regelung durch eine Feineinstellung der Zulaufschaufeln. vor dem Turbinenrotor der Gasturbine.
3. c) Messung des Homogenisatordruckes vor der Gegenstrahl-Homogenisiereinheit 71 mit einem Druckaufnehmer PI 86 und Regelung des Druckes durch Feineinstellung der Ventile mittels hochuntersetzter Motorgetriebe 72
4. d) Regelung des Förderdruckes zum Common Rail durch Messung des Druckes vor dem Druckhalteventil 75 mittels Druckaufnehmer PI 87 und Regelung der Ventilstellung durch ein Motorgetriebe 76 an der Ventilspindel
5. e) Messung des Rücklaufstroms vom Common Rail mit Durchflussmesser FI89 in der Rücklaufleitung 78 zur Bestimmung des Kraftstoffverbrauchs und der daraus zu bestimmenden Emulsions-Herstellungs- und Fördermenge durch Einstellung der Umlaufgeschwindigkeit der Anlage.
6. f) Kontrolle der Durchflussgeschwindigkeit in den Kondensatorrohren des Kapillarkondensators 9 mittels eines Durchflussmessers FI 88 in einem der Rohre zur Steuerung des Abgasstromes durch die Rohre und über den Kondensator-Bypass mittels Einstellung der Klappe 11 im Kondensator Bypass 38.
7. g) Messung des Massenstroms des Dieselöls mit dem Durchflussmesser FI 91 in der Leitung 65 zur Einstellung des Mischungsverhältnisse Dieselöl/Kondensat mit der Venturi-Mischdüse 66 durch Regelung des Ventils 31 in der Leitung 27.
8. h) Messung des Abgasdruckes im Kapillarkondensator 9 mit dem Druckaufnehmer PI 93

The automatic function of the device is intended by the following control circuits with the following instruments in conjunction with the electronic control and control unit 80 be guaranteed.

1. a) Monitoring the speed by a regulator RV 92 on the wave of HDKFP 32 with control of the speed of the device by a speed controller 34 on the DC machine 33 if this is active as a drive motor, for example in the start-up phase
2. b) Control of the speed by regulating the speed of the gas turbine 2. 3. 5. 6. and 8., if the DC machine 33 is switched to the generator mode, by adjusting the engine door 42 in the outside air intake duct 10 and a cascade-like control by a fine adjustment of the inlet blades. in front of the turbine rotor of the gas turbine.
3. c) Measurement of the homogenizer pressure before the counter jet homogenizing unit 71 with a pressure transducer PI 86 and control of the pressure by fine adjustment of the valves by means of highly stepped motor gear 72nd
4. d) Control of the delivery pressure to the common rail by measuring the pressure in front of the pressure maintenance valve 75 by means of pressure transducer PI 87 and regulation of the valve position by a motor gearbox 76 at the valve spindle
5. e) Measurement of the return flow from the common rail with flow meter FI89 in the return line 78 for determining the fuel consumption and the resulting emulsion production and delivery rate by adjusting the rotational speed of the system.
6. f) Control of the flow rate in the condenser tubes of the capillary condenser 9 by means of a flow meter FI 88 in one of the pipes for controlling the flow of exhaust gas through the pipes and over the condenser bypass by adjusting the flap 11 in the condenser bypass 38 ,
7. g) Measurement of the mass flow of diesel oil with the flow meter FI 91 in the pipe 65 for adjusting the mixing ratio of diesel oil / condensate with the Venturi mixing nozzle 66 by regulating the valve 31 in the pipe 27 ,
8. h) Measurement of the exhaust gas pressure in the capillary condenser 9 with the pressure transducer PI 93

D1

Diesel Motor

D2

Eintritt des Luft/Abgasgemisches zum Diesel Motor

D4

Kraftstoff-Rücklaufleitung vom Common Rail

D5

Kühler in Kraftstoffrücklaufleitung

D7

Heißes Abgasrohr vom Diesel Motor zum Turbolader

D8

Bypass Abgasrohr

D9

Abgasrohr vom Bypass zum heißen Abgasrohr

D10

Turbolader Turbine

D11

Turbolader Verdichter

D12

Luft/Abgas Gemisch vom Turbolader zum Diesel Motor

D13

Wärmetauscher

D14

Regelklappe im Bypass Abgasrohr

D15

Luftfilter

D16

Luftrohr

D17

Kühler

D18

Abgasrohr

D19

Regelklappe im Abgasrohr

D20

Abgasrohr

D21

Heißes Abgasrohr zur Gasturbine

D22

Kaltes Abgasrohr aus Gasturbine

D23

Partikel Filter

D24

NOx Conversionsanlage (SCR selective catalytic reduction, gleich NOx Umwandlungsanlage)

D25

Common Rail

D26

Injektor

1 illustrates how the invention is integrated into the technology of the diesel engine. The components marked with the suffix D belong to the diesel engine on a vehicle and represent the integration of this invention into the vehicle drive.

D1

Diesel engine

D2

Entry of the air / exhaust gas mixture to the diesel engine

D4

Fuel return line from common rail

D5

Radiator in fuel return line

D7

Hot exhaust pipe from the diesel engine to the turbocharger

D8

Bypass exhaust pipe

D9

Exhaust pipe from bypass to hot exhaust pipe

D10

Turbocharger turbine

D11

Turbocharger compressor

D12

Air / exhaust gas mixture from turbocharger to diesel engine

D13

heat exchangers

D14

Control damper in the bypass exhaust pipe

D15

air filter

D16

air pipe

D17

cooler

D18

exhaust pipe

D19

Control flap in the exhaust pipe

D20

exhaust pipe

D21

Hot exhaust pipe to the gas turbine

D22

Cold exhaust pipe from gas turbine

D23

Particle filter

D24

NOx Conversion Plant (SCR Selective Catalytic Reduction, same as NOx Conversion Plant)

D25

Common rail

D26

injector

Claims (12)

A device for producing a diesel oil / water emulsion on board a vehicle, with which the water content of the emulsion is obtained by capillary condensation from the exhaust gases of the diesel engine, characterized in that the device with a coordinated method, the energy for driving a high-pressure fuel pump (32) is made as part of the device by converting the enthalpy of exhaust gas into mechanical energy with a hot gas machine (1), wherein the preparation of the emulsion consisting of diesel oil and water, is first carried out by forming a crude emulsion in a venturi mixer (66) and for refinement with only one high-pressure fuel pump (32) is conveyed to a counter jet homogenizer unit (71), from where under high pressure, the forwarding to the common rail (D25), wherein the device assembled from known but adapted components to form an integrated unit is, on the one hand from the Heißga a gas turbine (1), which is embodied by a gas turbine with three rotary compressors (2, 3, 6) and two expansion turbines (5, 8) on a shaft in a common housing, and has two heat exchangers, wherein the gas turbine has adjustable inlet blades in the housing in front of the rotary compressors (2, 3, 6) and the expansion turbines (5. 8), so as to be able to control the speed and pressure generation by throttling or raising the exhaust stream, and on the other still consists of the following components a) Capillary condenser (9) b) High-pressure fuel pump (32) c) Belt drive (41) d) DC machine with controller (33, 34) e) Counter jet homogenizing unit (71) f) Pressure maintenance valve (75) g) Air water cooler (20 h) two water / emulsion coolers (73, 77) i) venturi mixer (66) j) diesel oil feed pump (61) Device after Claim 1 characterized in that with the hot gas engine (1), the conversion of the exhaust gas enthalpy into mechanical energy is carried out in two stages, in which a thermodynamic conversion process is carried out in each of the two stages, which is drawn from an isentropic compaction of the outside air as the operating medium by one of Rotary compressor (3, 6), and further by an isobaric heat transfer of the hot exhaust gas to the compressed operating medium in one of the heat exchangers (4, 7), and by an isentropic expansion of the hot compressed working medium in one of the expansion turbines (5, 8), wherein the generated mechanical energy is transferred to the common shaft. Device after Claim 1 characterized in that the hot exhaust gas from the diesel engine is received behind the SCR system (D24) and first transfers part of the heat in the heat exchanger (4) of the first thermodynamic conversion stage to the operating medium and further thereafter with an associated rotary compressor (2) Hot gas engine slightly compressed and further heat in the heat exchanger (7) of the second thermodynamic conversion stage again transfers heat to the operating medium and with a lowered temperature, which is set above the dew point, the capillary (9) is supplied. Device after Claim 1 characterized in that the capillary condenser (9) is provided with a centrally arranged by-pass (38) via which the exhaust gas flow through the condenser tubes in response to a flow measurement by throttling with the throttle valve (11) can be controlled. Device after Claim 1 characterized in that the high pressure fuel delivery pump (32) is embodied by a three cylinder radial piston pump driven both by a belt drive (41) through the hot gas engine (1) and directly via a clutch by the DC machine (33) in a function as a motor can, and that the DC machine (33) can be switched to a function as a generator when the hot gas engine (1) produces more energy than is required for the drive of the high-pressure fuel pump (32) maximum. Device after Claim 1 characterized in that the condensate obtained in the capillary condenser (9) is mixed with diesel oil in a Venturi mixing nozzle (66) to form a crude emulsion, and the high-pressure fuel pump (32) is supplied, which then at high pressure to a controllable Counter jet homogenizer unit (71) passes, in which the pressure is reduced to half the value or preferably from 4000 bar to a pressure of 2000 bar is reduced, so that by friction and by impact in the counterjet the emulsion is fragmented to drop sizes in the nanometer range, with 2000 bar in common rail (D25) is still sufficient pressure for injection via the injectors in the diesel engine (D1) is available. Device after Claim 6 characterized in that the counter jet homogenizing unit (71) consists of a metallic body in which two homogenizing valves are arranged at an angle of 180 ° with a small distance from each other, so that the space between the two forms a mixing zone and further characterized in that the valve position can be adjusted by rotation of the spindles, each with a motor operated reduction gear (72). Device after Claim 1 characterized in that the device has a digital process computer (80), with which all method steps for controlling this device in coordination with the vehicle control can be performed automatically. Device after Claim 8 characterized in that on a shaft of the high-pressure fuel delivery pump (32) via a speed measuring device (RV92) has, with the signals to the process computer (80) are passed, on the one hand, the control variables for the speed controller (34) on the DC machine (33) pretends, if this is active as a drive motor, for example, in the start-up phase, or on the other the speed of the hot gas machine (1) by adjusting the flap (42) in the air intake duct (10) and by fine adjustment of the inlet flaps to those of the rotors of the machine adjusts. Device after Claim 8 characterized in that it has a device (FI89) for measuring the return flow in the return line from the common rail so as to determine the fuel consumption and to regulate the flow rate of the fuel delivery pump by adjusting the rotational speed. Device after Claim 1 . 5 . 8th and 9 characterized in that it has measuring means (V81, A83) for measuring the current density and current in the E-line between the speed controller (34) and the DC machine (33), and consequently the difference between the drive power of the DC machine (33) in their engine function and the hot gas engine (1) to determine and to switch the drive from the engine operation on the drive of the hot gas engine with simultaneous power generation by the DC machine (33) with a changeover switch (S83) and with the simultaneous speed control of the speed controller (34) the DC machine (33) is redirected to the regulation of the hot gas engine (1). Device after Claim 1 . 4 and 8th characterized in that it has a measuring device (FI88) with which the flow velocity in a condenser tube of the capillary condenser (9) can be measured by adjusting the engine door (11) in the exhaust gas bypass (38), the flow velocity of the exhaust gas in the To regulate condenser tubes.

Images