DE102009024497A1 - Cogeneration - Google Patents

Abstract

The present invention relates to a method for cogeneration, a combined heat and power system (10), a connection system (4; 12) for the cogeneration system (10), a vehicle (1) for the combined heat and power system (10) and a heat storage (3; 14). The cogeneration according to the invention can make a sustainable contribution to the decentralization of the coupled energy conversion, to a considerable increase in the energy utilization rates, to a corresponding reduction of the CO emissions and thus to the protection of the environment and to the maintenance of the usual mobility.

Description

The The present invention relates to a method for cogeneration, a combined heat and power system, a connection system for the combined heat and power system, a vehicle for the Combined heat and power system and a heat storage.

Motor vehicles are currently operated preferably with liquid fuels. These fuels have a comparatively high specific calorific value, are easy to store, fill and transport. However, liquid fuels of fossil origin are finite and subject to large price fluctuations. The internal combustion engines used in motor vehicles have a comparatively low efficiency. In the operation of motor vehicles exhaust and waste heat emissions. The CO, NO _x , hydrocarbon and soot components can already be made harmless with catalysts and filters as far as possible. However, CO ₂ continues to be particularly climate-relevant. Its harmful effect in the atmosphere can be effectively reduced only by reducing the fuel consumption itself.

It is therefore becoming increasingly dependent on alternative fuels and Drive concepts sought.

alternative liquid fuels of non-fossil origin such as bioalcohols, Bio oils or biodiesel have in addition to the advantage of high specific Energy densities have a low climate relevance. To the complete Combustion becomes the vegetable oil fuel in certain Operating conditions Diesel fuel admixed. It will partially utilized agricultural land. The material and energetic content of alternative fuels is used as little as the fossil fuels.

Also gaseous fuels such as (natural gas) or hydrogen intensively tested. The power optimally adapted to (natural gas) Petrol engines are usually lower than those of the original petrol engines. Automotive diesel engines are rarely used on gaseous Fuels changed, although they have a higher efficiency to have. You need additional as Zündstrahlmotoren Diesel fuel.

gaseous Fuels are more expensive to store in the same amount of energy as liquid. Transport and storage in high pressure lines and accumulators always require a not insignificant compaction work, which is lost when throttling unused. High-pressure accumulator pose an increased risk potential, especially in Transport. Because of the still small range of gaseous Tank contents are frequent refueling stops and an additional one conventional fuel tank necessary to go on anytime To change petrol.

The required (gas) gas station infrastructure is not yet sufficiently available and requires immense resources for their development. Often The expansion is complicated by the fact that in the vicinity existing gas stations, especially on highways no gas lines are located. Gas stations within localities have only turn Connection to gas lines of low pressure level. Accordingly high is the expense of gas compression to pressures to over 300 bar. For this reason, (natural gas) filling stations often placed independently from ordinary gas stations and are technically unfavorably located, partly located in utilities and have limited opening hours.

In addition to the possibility of use in combustion engines close to production when used in fuel cells, hydrogen offers the advantage of a comparatively high efficiency of direct conversion of the chemical into electrical energy. This essentially produces water vapor, which, however, also has a climate-relevant effect in the atmosphere. Hydrogen must be stored to reach a driving distance of 500 km at pressures of about 700 bar. This results in a WTT (well-to-tank) efficiency of only approx. 54% (source: R K. Ahluwalia et al .: Fuel cell efficiencies of different automotive on-board hydrogen storage options. Int'I J. Hydrogen Energy 32, 2007, 3592-3602 ). The small molecule size makes hydrogen correspondingly volatile and generates a higher risk potential than gasoline or (natural gas). In addition, fuel cells currently have a short life and a very high price.

As the cleanest drive ever, since in the vehicle completely emission-free, the electrical one seems. The generation of electrical energy can be completely renewable and would therefore be climate neutral. A problem of the electric drive is currently, however, in addition to the lack of infrastructure and the long loading times of the known types of accumulators nor the possibility of reliable and inexpensive storage of larger amounts of energy for longer driving distances. To cover a distance of 100 km, a battery pack weighing approx. 150 kilograms will be necessary (source: PHOTON - the solar power magazine, April 2007 ). For this reason, mainly hybrid drives from coupled electric and internal combustion engines are favored for the mass production for the time being. In this case, an optimum of additional weight, extra cost and fuel economy is sought, which currently still a rather small proportion of electrical power to the two drive forms and thus to a low savings potential on fossil fuels. In addition, the hybrid component serves to recover drive energy during braking. The use of the electrical storage battery in the motor vehicle for the accumulation of externally clean as possible obtained electrical energy is only with so-called plug-in hybrid vehicles before. The current relatively low proportion of renewable energies in the so-called electricity mix of, for example, about 15% in Germany in 2008 will still affect this form of propulsion in the coming years with significant climate relevance.

In the interest of reducing climate-relevant emissions and increasing the independence of fossil fuels, the object of the present invention is to reduce the consumption of these energy sources in the short term significantly in the short term with relatively simple means. In particular, the generally accepted objective of achieving a reduction of CO ₂ emissions by 20 to 40% by 2020 compared to 1990 should be taken into account. For this purpose, a method and a system for combined heat and power will be provided and also a vehicle, a connection system and a heat storage for it.

These Task is solved with the process for combined heat and power according to claim 1, the combined heat and power system according to claim 23, the connection system according to the claims 31, 32 and 33, the vehicle according to claim 34 and the heat storage according to claims 40 and 41.

The Invention is based on the knowledge that through the use of (Ab) heat of motor vehicles in external facilities (i.e., selectively generated heat and / or during the operation of the vehicle accumulating heat) or by the use of external heat generated in external facilities in motor vehicles (ie of heat, the motor vehicle supplied), ie of (at least) a cogeneration process, in particular with a time lag, there is an enormous energy-saving potential.

"Combined heat and power" means in the sense of the present invention, that in the "production" or the use of an exergy (force, electrical energy, etc.) arising (Ab) heat is used. This usage can be especially offset in time with the help of a heat storage, the Heat releases later, done. For example it can be in the vehicle by means of a combustion process act force generated in a heat storage of the Vehicle heat for later delivery and use to external heat sinks or partially caught in the vehicle and is kept. Cogeneration means also, externally possibly incurred in combined heat and power (Low temperature) or (Ab) heat for use to provide in the vehicle to z. B. the exergy electric energy to keep for movement and not for heating or cooling, so for thermal processes too waste. Cogeneration is also called the processes of locomotion with external or internal (waste) heat more efficient, eg. B. by the compressed air for preheated a pneumatic motor before relaxing and thus the locomotion favors.

in the Frame of the present invention is always warm then spoken in the broadest physical sense, when opposite a certain reference level a positive or negative heat difference consists. It can be at "heat" so both around heat (positive heat difference) also around Cold (negative heat difference) act and it There is no special distinction between heat and cold. Also, in the context of the invention is not between waste heat and heat, but in the following uniform spoken of heat.

Farther is in the context of the present invention synonymous of vehicles and motor vehicles spoken, being always meant motor vehicles are, so all kinds of vehicles that have their own drive have. These can be road vehicles or Rail-bound vehicles, or their trailers. It can However, these are also watercraft or aircraft.

Although it is already known to store heat in motor vehicles, in particular for heating the engine during a cold start (eg. WO 96/31694 A1 ). This shortens the wear-related cold-start phase, increases the life of the engine, reduces fuel consumption and improves the comfort of the occupants in the cold season similar to a heater, but without the need for additional fuel. For a small with vacuum very well insulated heat storage, filled with the cooling medium itself, or, to increase the storage density, with a latent heat storage medium, as it is z. B. off DE 393 12 05 A1 and DE 402 08 60 A1 is known. However, this is clearly a pure own use of heat. At a beyond the vehicle use of the stored heat in combined heat and power was not thought so far.

Furthermore, it is already known that heat from an external supplier, which can not be used at the place of occurrence and therefore should be disposed of, to be transported by a vehicle to a third party user, of which the present invention proceeds as the closest prior art. So far are containers with a latent Wärmespei heat or tank wagons for sensible heat to transport the heat from the place of impact to the user. However, the stored heat is neither used nor generated in the motor vehicle transporting the container nor in the railcar prestressed rail vehicle. In addition, it has not been widely used because of the increased transport costs.

The inventive method is characterized from that heat between at least one vehicle, in particular Motor vehicle or the like, in particular at least one memory for latent and / or sensible heat, and at least one point of distribution for heat is exchanged, wherein at least a portion of the heat in the Vehicle incurred heat and / or in the vehicle too using heat is, whereby at least a part of the to be used Heat does not directly serve the locomotion, but this at most favors.

compellingly so provided is the heat exchange between the vehicle and a distribution point for heat. The heat can then from the distribution point or a distribution point supplying device and in the vehicle itself be used and / or provided by the vehicle and in the Distribution point or one supplied by the distribution point Facility to be used. It should in the combined heat and power in the vehicle at least part of the heat is not directly the To serve locomotion, as for example with steam engines or Stirling engines would be possible. By this new On the one hand, there are no combined heat and power processes Transport problems in terms of heat and on the other hand the heat is used very effectively.

• – elektrischen Akkumulatoren oder Batterien oder anderweitigen Speichern von Fortbewegungsenergie, insbesondere in Form von Wasserstoff, Erdgas, Druckluft oder anderen energiereichen Brennstoffen, Energieträgern, Medien und/oder Hilfsstoffen,
• – den Antriebsaggregaten des Fahrzeugs selbst, insbesondere aus der Kühlung eines insbesondere elektrischen, elektrochemischen (z. B. einer Brennstoffzelle), hydraulischen, pneumatischen, mechanischen (z. B. ein Schwungrad) und/oder thermischen Antriebs (z. B. Verbrennungsmotor, Gasturbine, Stirling etc.), oder dergleichen, bevorzugt
• – aus dem Kühlwasser (mit oder ohne Frostschutzmittel), Schmieröl, Verbrennungsluft (z. B. unverdichtet beim Start, verdichtet beim Betrieb) und/oder anderer Arbeits- und Hilfsstoffe und/oder
• – aus den Abgasen, insbesondere vor dem Katalysator (durch Vorwärmung beim Start) und/oder nach dem Katalysator, mit oder ohne Nutzung der Kondensationswärme (Brennwert/Heizwert),
• – dem mechanischen, hydraulischen, pneumatischen oder elektrischen Antriebsstrang und/oder dem Verteilsystem, dem Steuer- bzw. Regelungssystem oder den Verbrauchern dieser Energie selbst, insbesondere dem Getriebe, den Lagern (z. B. Kugellagern, Wälzlagern etc.), der Leistungselektronik, den Hochspannungskabeln, den Leuchtmitteln etc.,
• – den mechanischen, hydraulischen, pneumatischen oder elektrischen Bremsen zur beschleunigten Verzögerung des Fahrzeugs, insbesondere Generator-, Druckluft- (u. a. Retarder), Trommel-, Scheiben- und/oder Wasserbremsen, und/oder
• – der Kabine, dem Fahrgast-, dem Transportraum des Fahrzeugs und/oder den transportierten Gütern selbst (z. B. der Beheizung, Klimatisierung und/oder dem gekühlten/gefrosteten Transport)

und dgl. handeln. Auf diese Weise wird eine möglichst vollständige Nutzung der Wärme im Zusammenhang mit der Fortbewegung des Kraftfahrzeugs erreicht.In a preferred embodiment of the method, the heat accumulator of the vehicle is supplied with heat for the operation and / or heat from the operation of the vehicle, directly or indirectly via a heat transfer medium. Operation means the general maintenance of the motor vehicle and not only its movement, but of course the vehicle can also be moved in operation. Appropriately, it can then be heat for the temperature of

• - electric accumulators or batteries or other storage of locomotion energy, in particular in the form of hydrogen, natural gas, compressed air or other high-energy fuels, energy carriers, media and / or auxiliaries,
• The drive units of the vehicle itself, in particular from the cooling of a particular electrical, electrochemical (eg a fuel cell), hydraulic, pneumatic, mechanical (eg a flywheel) and / or thermal drive (eg internal combustion engine, Gas turbine, Stirling, etc.), or the like
• - From the cooling water (with or without antifreeze), lubricating oil, combustion air (eg uncompressed at start, compressed during operation) and / or other working and auxiliary materials and / or
• From the exhaust gases, in particular upstream of the catalytic converter (by preheating at start) and / or downstream of the catalytic converter, with or without use of the heat of condensation (calorific value / calorific value),
• The mechanical, hydraulic, pneumatic or electric drive train and / or the distribution system, the control system or the consumers of this energy itself, in particular the transmission, the bearings (eg ball bearings, rolling bearings, etc.), the power electronics, high-voltage cables, lamps, etc.
• - The mechanical, hydraulic, pneumatic or electric brakes for accelerated deceleration of the vehicle, in particular generator, compressed air (including retarder), drum, disc and / or water brakes, and / or
• - the cabin, the passenger, the transport space of the vehicle and / or the transported goods themselves (eg heating, air conditioning and / or refrigerated / frosted transport)

and the like. act. In this way, the fullest possible use of the heat in connection with the movement of the motor vehicle is achieved.

Especially the size of the heat accumulator is preferred the vehicle according to the amount of heat made available, ie the heat and waste heat from the operation of the vehicle and / or according to the amount of heat to be used in the operation of the vehicle or the difference between them. It can both a prior sizing done by the example determined on a day expected amount of heat and the Size of the heat storage is tuned to it. On the other hand, the vehicle can also expect an average Amount of heat - resulting from the planned operating conditions results - assigned and the size of the Heat storage to be matched.

expedient is between the vehicle with heat storage and the at least a distribution point heat before departure, on the way and / or exchanged after a ride. "On the way" means In this case, that is an interruption of the ride of the vehicle, however not canceled.

Farther appropriate is the size of the heat storage the vehicle according to the average distance of the vehicle sized. This can also be a significant optimization, As a result, the weight carried in the vehicle is minimal kept and thus consumption is minimized. It should be the Vehicle with heat storage preferably at least 2 km, preferably at least 4 km, in particular at least 6 km cover.

on the other hand it is useful if the average traveled distance of the vehicle to the maximum Size of the heat accumulator of the vehicle directed. The vehicle should preferably with heat storage up to a distribution point for heat at most 100 km, preferably at most 80 km, in particular at most 60 km.

Especially if the vehicle covers longer distances, The vehicle should be between at least two distribution points run and heat with each distribution point change. So no excess remains Heat in the vehicle or remains unused due to cooling, but all heat can be supplied to distribution points.

Of the Replacement of the heat is preferably particularly simple in that between the vehicle and the distribution point Heat transfer medium is at least partially replaced directly. Alternatively or additionally, the heat exchange Also done by putting the heat between the vehicle and the distribution point via at least one heat exchanger is exchanged, the heat exchanger preferably outside of the vehicle is arranged.

If the heat storage of the vehicle and / or a heat storage the distribution point are at least partially interchangeable, On the one hand, the size can be variable shape and adapt to the expected amount of heat. Furthermore, the exchange of heat can also be easy the heat storage done.

A Particularly advantageous embodiment of the method provides that in the heat storage of the vehicle cold for the operation of the vehicle (eg for air conditioning the vehicle in operation) is stored and this cold by heat generated during operation of the vehicle, in particular Heat of a combustion process and / or the brakes, is at least partially replaced. In this way is the heat storage particularly effective.

In A further advantageous embodiment provides that Heat between the vehicle, preferably the heat storage of the vehicle, at least with the distribution point a vehicle-independent external heat sink, preferred with a heating, hot water or air conditioning system, a (natural) gas relaxation, in particular of high-pressure (earth) gas filling plants, or with at least one other vehicle with heat storage is exchanged. As a result, the heat generated in the vehicle is preferred fed to a direct use, what the efficiency elevated. Caching the heat at Distribution point in a time and / or seasonal heat storage, in particular a geothermal heat storage or the like. Can be avoided but it is still possible for example, for a staggered use of Warmth.

Very it is advantageous if at least one distribution point heat from at least one vehicle-independent external source, preferably of gas compressors, in particular of high pressure (Erd) gas filling plants, industrial plants, solar installations, time and / or seasonal heat storage, in particular a geothermal heat storage or the like., Or of one or more vehicles with heat storage for Vehicles with heat storage in stock keeps. Then the distribution point provides a kind of gas station for the heat demand of vehicles for example for their air conditioning, which is fed by external sources, which have a large amount of heat.

alternative or in addition, at least one point of distribution may be heat (or cold) for at least one vehicle with heat storage make available, in particular by means of heat of at least one vehicle and / or vehicle-independent, external chiller or heat pump.

expedient It is intended that the heat accumulator of the vehicle is held variable with respect to the heat storage amount.

A Another advantageous embodiment provides that in addition to the heat (in case of replacement via a heat exchanger) and / or the heat transfer medium also electrical energy, Signals, information, fuel, energy sources, auxiliary media, Exhaust gas and / or supply air condensate and / or the like between the vehicle and the distribution point. Then lets The heat exchange can be realized very effectively over time.

It is preferably provided that the drive unit of the vehicle is operated in particular at rest as a cogeneration plant, in particular especially if the stored heat quantity should not be sufficient for external processes. (Erd) gas from the local gas network is a particularly suitable fuel for this purpose.

expedient becomes part of the amount of heat to improve the cold start behavior assigned to the vehicle. This will reduce the consumption of the vehicle lowered during operation. The benefit can be up to 0.5 ltr./100 km, which would be higher than the one assigned to it Thermal energy.

A Another improvement provides that during or after a decommissioning the vehicle first the residual heat stored in the vehicle, in particular heat of the drive units, such as engine, transmission and the like, and / or heat of the heat exchangers, preferably the heat exchanger in heating, water brake, Exhaust gas cooler and the like., And then only in the in-vehicle Heat accumulation collected heat to an external Heat sink is dissipated.

After all It is advantageous if the conditioned air at the outlet from the passenger compartment is essentially restored to the original state being, being indirectly with a heat exchanger (ie a recuperator) directly or in a composite system indirectly, or with one or more regenerators directly heat (or cold) as far as possible transmitted to the supply air and / or temporarily stored in the heat storage.

All Features of the combined heat and power process of the invention Of course, they can be combined.

independent Protection is claimed for the invention System for combined heat and power, in particular for the process for cogeneration after one of the preceding claims, comprising at least one Vehicle, in particular motor vehicle or the like, which is preferably at least a memory for latent and / or sensible heat and at least one point of heat distribution, wherein the vehicle with the distribution point at least partially Exchange of heat generated in the vehicle and / or in the vehicle to be used heat is connectable, wherein at least part of the heat to be used is not directly the locomotion is used, which can be coupled together for connection provided vehicle and distribution point side connections are.

Prefers the memory is adapted, at least part of the vehicle accumulating heat and / or in the vehicle not directly for the movement to be used heat and / or to save the difference.

Especially Advantageously, the distribution point is a building, a Device, another vehicle or the like., Where the distribution point in particular a residential building, a commercial or administrative building, an industrial plant, a garage, especially an underground car park or a parking garage, a parking lot, a gas station or the like is. Then can the process of the invention and Particularly easy to integrate system into existing traffic concepts.

Preferably the distribution point has at least one replacement heat source on. Then heat can be given to vehicles, if not provided in sufficient quantity of vehicles becomes.

In In a preferred embodiment, the distribution point at least a heat storage, in particular an upper or underground, in particular a container and / or geothermal storage on.

expedient are the heat storage of the vehicle and / or the heat storage the distribution point formed at least partially interchangeable.

Furthermore the distribution point in a particular embodiment, at least a chiller or a heat pump.

Around without antifreeze, are the heat storage, the heat transfer media lines and / or the heat exchanger etc. formed frost-proof.

All Features of the combined heat and power system according to the invention Of course, they can be combined.

Farther becomes independent protection for the invention Connection system for the invention Cogeneration system claimed, whereby the vehicle and / or the distribution point side connection to a double hose are arranged, wherein the double tube is preferably thermally insulated is formed and in particular has a parallel or coaxial design. This can cause heat loss during heat exchange be minimized.

Additional protection is claimed for the inventive connection system for the combined heat and power system according to the invention, wherein the vehicle and the distribution point side terminal are pluggable coupled, preferably the clutch is provided against accidental disconnection of the terminals with a fuse and preferably as fluid-tight te, in particular designed as a hermetically sealed coupling. This makes it easy and safe to connect the connections.

Another independent protection is claimed for the inventive connection system for the combined heat and power system according to the invention, the clutch with the starting system, such as ignition and Like., The vehicle is in communication and is designed so that in the coupled state of the connections starting the vehicle is prevented. This adds security elevated.

The aforementioned connection systems according to the invention can of course be combined in their features, so that there are further improvements.

Furthermore independent protection is claimed for the Inventive vehicle for the invention Cogeneration system and / or the invention Method, wherein the vehicle preferably at least one memory for having latent and / or sensible heat. This invention Vehicle has a vehicle-side connection for replacement at least from a part of heat generated in the vehicle and / or Heat to be used in the vehicle with a distribution point on, wherein at least a part of the heat to be used is not directly the locomotion serves, but this at most favored.

Advantageous the memory is adapted, at least part of the vehicle accumulating heat and / or to be used in the vehicle Heat and / or the difference to store it.

• – elektrischen Akkumulatoren bzw. Batterien oder anderweitigen Speichern von Fortbewegungsenergie, insbesondere in Form von Wasserstoff, Erdgas, Druckluft oder anderen energiereichen Brennstoffen, Energieträgern, Medien und/oder Hilfsstoffen,
• – dem Antriebsaggregat des Fahrzeugs selbst, bevorzugt einem elektrischen, elektrochemischen (z. B. einer Brennstoffzelle), hydraulischen, pneumatischen, mechanischen (z. B. einem Schwungrad) und/oder thermischen Antrieb (z. B. Verbrennungsmotor, Gasturbine, Stirling etc.), oder dergleichen, insbesondere
• – dem Kühlwasser (mit oder ohne Frostschutzmittel), dem Schmieröl, der Verbrennungsluft (z. B. unverdichtet beim Start, verdichtet beim Betrieb) und/oder anderen Arbeits- und Hilfsstoffen und/oder
• – den Abgasen, insbesondere vor dem Katalysator (z. B. durch Vorwärmung beim Start) und/oder nach dem Katalysator, mit oder ohne Nutzung der Kondensationswärme (Brennwert/Heizwert),
• – dem mechanischen, hydraulischen, pneumatischen oder elektrischen Antriebsstrang und/oder dem Verteilsystem, den Steuer- bzw. Regelungssystemen oder den Verbrauchern dieser Energie selbst, insbesondere dem Getriebe, den Lagern (z. B. Kugellagern, Wälzlagern etc.), der Leistungselektronik, den Hochspannungskabeln, den Leuchtmitteln etc.,
• – den mechanischen, hydraulischen, pneumatischen oder elektrischen Bremsen zur beschleunigten Verzögerung des Fahrzeugs, insbesondere Generator-, Druckluft- (u. a. Retarder), Trommel-, Scheiben- und/oder Wasserbremsen, und/oder
• – der Kabine, dem Fahrgast-, dem Transportraum des Fahrzeugs und/oder den transportierten Gütern selbst (für die Beheizung, Klimatisierung und/oder den gekühlten/gefrosteten Transport)

und dgl.Particularly expedient is the heat storage of the vehicle communicating with heat in connection with

• - electric accumulators or batteries or other storage of locomotion energy, in particular in the form of hydrogen, natural gas, compressed air or other high-energy fuels, energy carriers, media and / or auxiliaries,
• The drive unit of the vehicle itself, preferably an electrical, electrochemical (eg a fuel cell), hydraulic, pneumatic, mechanical (eg a flywheel) and / or thermal drive (eg internal combustion engine, gas turbine, Stirling etc .), or the like, in particular
• - the cooling water (with or without antifreeze), the lubricating oil, the combustion air (eg uncompressed at start, compressed during operation) and / or other working and auxiliary materials and / or
• The exhaust gases, in particular in front of the catalytic converter (eg by preheating at the start) and / or after the catalytic converter, with or without the use of the heat of condensation (calorific value / calorific value),
• The mechanical, hydraulic, pneumatic or electric powertrain and / or the distribution system, the control or regulation systems or the consumers of this energy itself, in particular the transmission, the bearings (eg ball bearings, roller bearings etc.), the power electronics, high-voltage cables, lamps, etc.
• - The mechanical, hydraulic, pneumatic or electric brakes for accelerated deceleration of the vehicle, in particular generator, compressed air (including retarder), drum, disc and / or water brakes, and / or
• - the cabin, the passenger, the transport space of the vehicle and / or the transported goods themselves (for heating, air conditioning and / or refrigerated / frosted transport)

and the like.

Prefers the vehicle is an electric vehicle. This is due to the Lack of accumulating heat of combustion for a separate heat supply for the air conditioning taken care of without the use of valuable exergy.

Especially it is desirable if the vehicle-mounted connection together with a connection for electrical energy, signals, Information, fuel, energy sources, auxiliary media, Exhaust gas and / or supply air condensate or the like. Under a common Covering, in particular a tank or service cover, arranged is. Then with the heat at the same time, another Exchange, for example, via a common standardized connection be done so that the user press only a single connection got to.

expedient has the vehicle according to the invention and / or the Distribution point of the cogeneration system according to the invention at least a heat sink, the heat sink being preferred a heating, hot water or air conditioning system, a (Erd) gas relaxation, in particular of high pressure (Erd) gas filling plants, a time and / or seasonal heat storage, in particular a geothermal storage or the like. Or at least another Vehicle with heat storage is.

Finally, independent protection is claimed for the inventive heat storage for the vehicle according to the invention and / or the combined heat and power system according to the invention, wherein the heat storage of the vehicle and / or the distribution point Schichtleiteinrichtungen for the heat transfer medium having the Schichtleiteinrichtungen preferably a heat storage volume at least partially filling open-pore body, in particular sponge-like body in particular low thermal conductivity, ..

Another independent protection is claimed for the Heat storage according to the invention for the vehicle according to the invention and / or the invention Cogeneration system, where the heat storage of the vehicle and / or the distribution point modular is and has at least two storage cartridges. In this embodiment Of course, the storage cartridges can be beneficial Also have Schichtleiteinrichtungen.

Advantageous may be provided in the modular structure that the storage cartridges can be connected to each other via connectors. alternative or additionally, it is preferred if the storage cartridges in one or more particular stackable storage cartridge containers can be arranged.

For The modular structure, it has to be useful proven, when the storage cartridges regarding the flow of the heat transfer medium connected in series and / or parallel to Tichelmann.

Of the Heat storage according to the invention has prefers a frost-proof design.

Preferably is the heat accumulator according to the invention designed so that at least a portion of the heat over Changes in the chemical bonds of the heat carrier is storable.

Also It is particularly advantageous if the heat storage so is formed, that a heat transfer medium with Admixtures in encapsulated form, especially with ice crystals, PCM modules or the like .. can be enriched.

Farther it is advantageous if the heat storage in terms of the heat storage volume less heat storage medium contains and the remaining volume in particular by a pressureless or pressurized gaseous medium is filled.

Further can in the heat storage cartridges at least one intermediate wall, in particular a membrane or the like., Provided that the heat storage volume subdivided, wherein preferably a divided part of the heat storage volume is filled with a gaseous medium.

After all the heat storage can be advantageously adapted condensate from the exhaust or the supply air of the vehicle as a heat transfer medium record.

in the The following will now be the force-heat coupling according to the invention illustrated by detailed representations, and above all to questions of detailed implementation, however, the invention not limited, and the economy goes.

For the collection of the usual operation of a motor vehicle with combustion engine resulting heat on the in the Practice mostly encountered short distances are relatively small Memory sizes required. The heat can be at a relatively high temperature level of about 90 ° C or also stored about it for a long time Becoming a problem with available technologies makes possible, in daily life required low-temperature processes such as As the heating, hot water and air conditioning Buildings etc. to operate.

In this mode of operation of the present invention, when in the Movement of the motor vehicle accumulating heat for use used by a third party, so it is a combined heat and power. Alternatively, the drive can also without locomotion of the vehicle operate. For example, the vehicle may be at a standstill be operated as a cogeneration plant, then due to the Generation of electric energy also a cogeneration is present.

The Advantages of the solutions according to the invention Such a form of spatially and temporally separate Storage-linked combined heat and power are the economic achievable energy savings of up to about 40% separate processes, a significant increase in fuel efficiency in the motor vehicle with gasoline engine of currently only about 26%, and the Energy efficiency of a maximum of about 54% with separate conversion the energy carrier in locomotion and heat energy, up to approx. 90% (with utilization of condensing gas from the exhaust gases) coupled with Use, as well as the corresponding reduction or elimination internally and externally required components such as car radiator, Boiler, heat accumulator, heat exchanger etc., the associated heat losses, climate-relevant Emissions etc.

With approximately 50% of the usual driving distances of up to 6 km in Germany (source: Mobility in Germany 2002, www.kontiv2002.de), relatively little heat is generated in combustion engine-driven vehicles for heat storage for external processes. Here is expected primarily enforce electromobility.

at Distances of 6 to 15 km are depending on the degree of heat utilization and combustion processes in the motor vehicle between 7 and 16 commercial Heat storage cartridges in the form of thermoses similar Containers with a content of approx. 5.2 kg and a heat content of about 600 Wh at a spread of -20 ° C 90 ° C required to complete the accumulated heat take. Here are about 24% of daily distances covered with motorized private transport (MIV).

at statistically approx. 26% over 15 km distance Rides can - depending on the degree of heat utilization and combustion methods in the motor vehicle - up to approx. 60 km distance all accruing Heat in up to approx. 25 standard heat storage cartridges sensibly stored and used.

With the distances between 6 and 60 km distance, more than 45% of the daily distances covered by the MIV alone can thus be economically made available for combined heat and power in the motor vehicle. This corresponds to over 735.437.000 km / d. This results in an energy saving of about 16 to 40%, the energy efficiency reaches 65 to 90%. The fuel consumption required for transportation drops to 70 to 39%. This means that a maximum of almost 259,900 MWh / d of energy can be saved each day. If used on about 200 days per year, this would amount to a maximum of approx. 51.9 billion kWh / a in Germany, corresponding to 6.38 million tce / a of fuel or 5.18 bn m ³ / a ( Save earth gas with the combined heat and power in the MIV. This corresponds to about 8.5% of the energy consumed in German households in 2007 (Energieflussbild 2007 for the Federal Republic of Germany, Arbeitsgemeinschaft Energiebilanzen AGEB), or about 50% of the heat required for domestic hot water (18 kWh / m ² a; without circulation losses). This would be the energy savings with the combined heat and power in the MIV z. B. by about 9.8 times higher than the substitution of conventional energy sources achieved with solar thermal energy in Germany in 2008 (Bund Erneuerbare Energie eV, press release 01/09, www.bee-ev.de). Assuming that heat displaces essentially (natural gas) gas as the preferred energy source in the new building, the maximum CO ₂ emission reduction will be around 11.5 million t CO ₂ / a.

Around here to achieve optimal adaptation to the routes, will the heat storage size to be installed in the motor vehicle according to the average distance of the respective vehicle and the extent of the coupling of the heat generated. The heat can be used by circulation of the heat in the stores located heat transfer medium in the vehicle or externally located circulation pumps directly or via Heat exchanger and the heat output suitable heat sinks such as heating, hot water or air conditioning systems of buildings such as the residential building or place of work of the motor vehicle driver himself or third Heat consumers take place. This is done between the heat sink and the heat accumulator located in the motor vehicle temporarily a thermally insulated preferably pluggable coupling Double hose connection cocked.

To over a distance of 60 km with heat storage on Sensitive operation of all accumulating heat to catch up economically, are already on the way To use heat sinks. For this it is necessary To create heat discharge points (distribution points) preferably z. B. at existing tank and / or rest stops or in other public places where against payment the already stored heat is taken over becomes. In case of payment for the delivered heat can reduce fuel costs by the same amount become.

The Heat loss can be achieved in a very short time by cooling the storage medium via internal or external heat exchangers, or easier by direct replacement of the warm heat transfer medium done against cold. The heat discharge points can then the transferred heat makes sense directly itself use or give to third parties. The new heat supply can z. For example, use the drivers who are on this particular day did not cover the required distance, to fully charge your own heat storage.

The Distribution of heat at service stations allows continue to transfer heat to third parties who are at the gas station or in whose environment is incurred, for. B. in the form of heat at gas compressors of high pressure (Erd) gas filling plants, from in nearby industrial plants, solar systems on the gas station roof etc.

Furthermore Electric vehicles can meet their heating needs for own passenger compartment heating or external consumption take over at service stations of vehicles with internal combustion engine and refuel in just such in-vehicle heat storage.

Also, the in-vehicle heat storage in summer can also be used as a cold storage for the air conditioning of the passenger compartment or for external consumption. This in turn is particularly beneficial to electric vehicles, since the air conditioning of the passenger compartment, the capacity of elektri diminish the rechargeable accumulator and would further limit the bridgeable path. At the gas stations, centralized refrigeration can be produced and delivered by means of the purchased heat. B. with absorption or adsorption heat pumps. In the motor vehicle accounts in this way the individual air conditioning, the associated costs of purchase, operation and maintenance, the emission of refrigerants into the environment, etc. This type of air conditioning is of course also for vehicles with internal combustion engines available.

The Distribution of cold also allows the delivery von Kalte, who attacked at or near the gas station is, for. B. in the form of (Ab) cold from the (Erd) gas relaxation at high-pressure (gas) gas filling plants, located in the vicinity Industrial plants, from seasonal cold storage or Drilling on the petrol station area etc.

There Heat due to dissipation into the environment is not unlimited can be stored and the temperature level of the heat carrier is constantly approaching that of the environment if possible to provide for immediate use. The same applies to the stored cold. is this is not possible, it may have a latent Storage for a long time without temperature reduction bridged become. So is the cold storage by means of ice from water or other media for a long time. Also heat is used with latent heat storage media at fixed temperature levels stored, stored and released again. Chemical storage allow lossless storage of heat. There is a possibility of latent or chemically bound Energy the heat transfer medium in encapsulated form shall be included. This leaves the heat transfer medium with higher heat capacity pumpable. An example of this is liquid ice-cream.

Examples of cogeneration in motor vehicles and their economy

• – einer in Deutschland durchschnittlichen täglichen Wegstrecke von ca. 15 km mit dem MIV (Mobilität in Deutschland 2002; www.kontiv2002.de),
• – einem Kraftfahrzeug mit Ottomotor mit einem durchschnittlichen Verbrauch in Höhe von ca. 7 Ltr./100 km,
• – der Nutzung von 100% der Wärme des Kühlwassers, des Schmieröls und des Abgases (Heizwert-bezogen),
• – einer Benutzung des Kraftfahrzeugs an ca. 200 Tagen im Jahr,
• – einem Benzinpreis von ca. 1,54 Euro/Ltr., entspr. ca. 0,17 Euro/kWh,
• – einem Mehrpreis der zusätzlichen Ausrüstungen im Kraftfahrzeug wie den 13 Wärmespeicherpatronen in Höhe von ca. 530,- EUR,
• – wird eine Rückflussdauer einer Anlage zur Wärmespeicherung im Kraftfahrzeug von ca. 3,2 Jahren entspr. einer Gesamtfahrstrecke von ca. 9.800 km möglich.

at

• - a daily average distance of about 15 km in Germany with the MIV (Mobility in Germany 2002, www.kontiv2002.de),
• - a gasoline engine with an average fuel consumption of approximately 7 liters / 100 km,
• The use of 100% of the heat of the cooling water, the lubricating oil and the exhaust gas (calorific value-related),
• - use of the motor vehicle for about 200 days per year,
• - a gasoline price of about 1.54 Euro / Ltr., Equivalent to about 0.17 Euro / kWh,
• - a surcharge of the additional equipment in the motor vehicle such as the 13 heat storage cartridges in the amount of about 530, - EUR,
• - Is a reflux time of a system for heat storage in the motor vehicle of about 3.2 years equivalent to a total distance of about 9,800 km possible.

With the approx. 1,000 kWh of usable heat per year, an average residential building with a living area of approx. 102 m ^{2 can be} supplied with hot water in accordance with standards (18 kWh / m ² a, without circulation losses). This corresponds to approx. 129 ltr./d of hot water with 10/45 ° C (cold / hot water temperature) daily.

The Energy saving compared to the separate energy conversion in the vehicle and in a boiler with about 90% efficiency is about 32.3%, the total energy efficiency increases by approx. 26%, from approx. 54% to approx. 80% (utilization of calorific value from the exhaust gases), the gasoline consumption required for transportation decreases by approx. 50% to approx. 3.5 Ltr./100 km, the weight of the additional Equipment in the vehicle is about 87 kg corresponding to about 66 liters of heat transfer medium, and the for the additional mass resulting from the transport of the additional mass in the amount of about 1.7% was taken into account in the considerations.

at a motor vehicle with a diesel engine with an average Fuel consumption of approximately 5.3 Ltr./100 km must daily 19.5 km covered, to the same heat storage 13 cartridges complete with heat from cooling water, Fill lubricating oil and exhaust gas (based on calorific value). The fuel consumption required for transportation decreases by approx. 53% to approx. 2.8 Ltr./100 km. The reflux duration a plant for heat storage increases slightly to about 3.6 years.

The shortest reflux time of approx. 2.5 or 2.8 years and thus an economic optimum at about 25 heat storage cartridges and a distance of 28.6 and 36.1 km / d respectively. A shorter one Distance to fill the same heat storage size becomes possible if not only the calorific heat the exhaust gases is used, but also the calorific value. Succeeds not to absorb the resulting heat to 100%, but greater losses in the environment, so acts this increases on the required distance to complete filling of the heat storage cartridges out. The same applies in winter, where a not insignificant amount of heat already required for the heating of the passenger compartment becomes.

On the days when the motor vehicle is less used or stands - in the example given, 165 days a year, a replacement heat source (in the house or at the gas station) is required. This can be bypassed when the hotwas sernutzung the operation of the motor vehicle is largely adapted (or, if necessary, vice versa), so you are in a position to compromise and willing.

Also there is the possibility of the drive unit of the motor vehicle to operate on these days as a combined heat and power plant (ie that Although the vehicle is not driven, but the powertrain useful as an electric and heat generator in the garage is operated, although you traveled no route but the energy used in cogeneration and thus the total energy efficiency continues to increase), so with generate this electrical energy, consume it yourself, to feed into an accumulator or possibly in a low-voltage grid and the released heat in the assigned household too use. The best conditions for this offer (full) hybrid vehicles.

In the time of the absence of the vehicle from the heat the household to be cared for can - if necessary - look out be operated a cache. In these, the heat is out fed to the motor vehicle, indirectly via a heat exchanger or better directly by replacing the heat carrier. If the cache is larger in capacity is designed as the memory contained in the motor vehicle, it may the heat possibly not used in the week in the form of the in the considered example a maximum of approx. 645 ltr. to be kept warm for the weekend.

at Daily strongly fluctuating distances to be covered there is the possibility of the heat transfer medium content the heat storage or the number of in the vehicle placed heat storage cartridges to change. Therefor can the heat storage cartridges in light, stable, easy to handle and if necessary stackable crates integrated and interconnected with connectors. These crates are then preferred in the trunk or placed underneath the vehicle floor and fixed. If ever this space is needed for other luggage is, for. B. for bulky goods or in a Holiday trip, can the heat storage cartridges temporarily removed and stored.

A another possibility of customization of the storable Quantity of heat is in the adjustment of the heat storage content constant heat storage volume. So can the heat storage medium be fueled or discharged as needed. The free space in the Heat storage is for example by pressureless or under Replaces pressurized air.

The Heat accumulators can also be used as membrane vessels be executed. The membrane divides the vessel into two areas, one with heat storage medium, the other with a gas such as air, nitrogen or the like is filled. Depending on the level of filling varies Pressure in the gaseous medium. In this way, too the expansion of the heat storage medium during heating and compensates for the contraction during cooling.

A another very efficient way of filling the heat accumulator with heat storage medium during The drive consists in the recording of the calorific value utilization the exhaust gas released condensate in a separate container or directly into the heat storage. This is how the environment becomes at the same time protected against slightly acid condensate. The condensate can still in the vehicle or later in the distribution point itself or in the sewer system connected to it be neutralized in the mixture with basic media.

The Heat is taken from the memory in the motor vehicle by a light insulated double tube in parallel or coaxial Construction with a safety coupling to a motor vehicle present Paired counterpart. This coupling will be optimal arranged under the tank lid. When coupling, a drip-free hermetic is formed Connection, over which no heat carrier in the environment and no air in the closed fluid system arrives. An international standardization as possible couplings, heat storage, crates etc. is desirable. Then you can use the heat storage used in different vehicles and also later or alternatively be reused. To accidentally shut down To prevent disconnection of the clutch, should be at the socket a contact, the z. B. the ignition in the connected Condition interrupts.

In addition to the media-carrying hoses, the coupling may also contain a socket for parallel electrical cables to conduct signals and / or electrical voltage from and into the motor vehicle. Thus, stored in the accumulator generated in combined heat and power electrical energy z. B. also be used to drive the necessary circulation pump for the heat transfer medium. A signal on the degree of filling of the heat accumulator can be used to switch to an alternative heat source or targeted transfer the residual heat from the heat storage in the motor vehicle in the external heat storage, or the contrary before driving heat from the house heat storage in the external heat storage of the motor vehicle to improve cold start performance or to make the passenger compartment more comfortable temper.

Due to the low heat loss of vacuum storage optimally insulated thermal storage cartridges, it is possible to use water as a heat transfer medium. Water is environmentally neutral, has the best material properties in terms of heat capacity, pumpability and heat transfer. It would take several days depending on the ambient temperature, until it cools from about 80 ° C to the freezing point. If there is a danger of freezing, the motor vehicle can be placed in a frost-proof garage or the heat accumulator can be removed from the motor vehicle and stored in a frost-proof manner, or, if necessary, the water can be temporarily heated with electrical energy from the accumulator. Other alternatives would be to empty the water if necessary or better to carry out the heat storage, the connection lines and heat exchanger frost-proof. A technical teaching for this is, inter alia, in DE 100 39 111 B4 given. You would then not be damaged in a possible freezing and thawing of the water content. In contrast, antifreeze agents are not preferred because they are very cost-intensive, have poorer material properties than water and are not environmentally neutral.

A Extension of combined heat and power in the motor vehicle can z. B. also be achieved by the free when braking the motor vehicle expectant heat energy is introduced into the heat storage becomes. This form of recovery of kinetic energy is z. B. with water-cooled brakes or so-called Hydraulic or water brakes possible.

Provided a solar system is present in the household to be supplied, can the stored heat from the motor vehicle Particularly easy to use by the two heat transfer circuits be directly coupled with each other. The heat storage of the motor vehicle can then be treated as a separate collector bank become what is already provided in many solar regulations. is However, in the household a heat pump, so can this the heat transfer medium in the motor vehicle internal Heat storage to be cooled particularly deep and so for air conditioning or to increase the degree of utilization (if an in-house heat pump is used, to cool the vehicle storage for this store when driving can absorb more heat increases the usable amount of heat in the vehicle, and in the overall network with the house increases the combined heat and power used amount of energy) of the heat and the memory serve. Both possibilities of use can be particularly advantageous also combine.

The Heating or cooling of the passenger compartment is energy-intensive, because the passenger compartment is usually not targeted against heat loss is insulated, a very good heat transfer The bodywork flows around the wind and one takes place large heating caused by direct sunlight. On the other hand, only a small part of the passenger compartment admission flows through in the recirculation mode. Most conditioned Air leaves it immediately at high air exchange rates again. With the heat transfer circuit and the inside integrated heat or cold storage exists now the possibility of the conditioned air at the outlet from the passenger compartment almost back to the original state of the ambient air by placing indirectly with a heat exchanger, So a recuperator directly or in a composite system (from two heat exchangers connected by two pipes and a circulation pump) indirectly, or with one or two Regenerators (from a storage mass, eg of ceramic, aluminum, Cast etc., which alternately with the two air streams heated and cooled) directly the heat or cold transferred to the supply air as far as possible or temporarily stored in the heat storage. It is essential that conditioned air in the passenger compartment for the passenger has pleasant parameters (t, rH) that are different from the original state The ambient air sometimes very much different. When the exhaust air In turn, it is almost put into this original state that can be used for the conditioning required energy for the Heating, cooling or for air drying supplied with high degree of recovery of the supply air and thus be preserved.

By a series connection of the individual storage cartridges can be stored Cold due to the heat accumulated during operation Combustion process, the exhaust air of the passenger compartment and the brakes etc. displaced or replaced. That's how everyone is Memory cartridges used meaningfully. These are the storage cartridges specially designed with appropriate layering devices. Here should So stored in the cartridges before driving cold be for air conditioning and this cold is consumed and can be successively replaced by heat, which in turn to third-party consumers. There are different ones for this already known layering devices, for. B. perforated plates, mesh etc. Preferably, the layer device comprises in the heat storage cartridges a partially or completely filling the interior open-pored body, in particular sponge body, preferably of low thermal conductivity material, the the stratification is further improved.

It should not go unmentioned that the proposed Schichtleiteinrichtung can be advantageously used outside the vehicle in heat storage. Furthermore, the individual elements shown can also be used individually and must only be expanded to a complete system when needed and cost-effective. Economic and public transport can also be equipped with heat and cold storage units to make particularly sensible and cost-effective systems for combined heat and power generation. Moreover, it does not matter whether the proposed facilities are located in the locomotive or a towed by this trailer.

• – die große mögliche Energie- und CO₂-Einsparung von maximal ca. 40% im Verkehr und Haushalt durch den maximal möglichen Energienutzungsgrad von ca. 90%,
• – die Möglichkeit der sofortigen Umsetzung durch die Nutzung erprobter und bewährter Systeme und Komponenten, also von Verbrennungsmotor getriebenen Kraftfahrzeugen, handelsüblichen Wärmespeichern, Wärmeübergabestationen etc.,
• – die geringen Zusatzkosten für die Ausrüstung eines Kraftfahrzeugs mit den erforderlichen Komponenten – es handelt sich beim Automobilbau um Großserienproduktion
• – die Möglichkeit der preiswerten Nachrüstung in bereits in Gebrauch befindlichen Kraftfahrzeugen,
• – die Universalität der gespeicherten Wärmeenergie durch das hohe mögliche Temperaturniveau des Wärmeträgers, da im Kraftfahrzeug im Durchschnitt ein Kühlwassertemperaturniveau von mindestens 80°C ansteht, und mit der Abgaswärme theoretisch ein noch wesentlich höheres Temperaturniveau erreicht werden kann, mit dem man jeder Zeit heizen oder hygienisch Warmwasser bereiten, oder die man in Kälte umwandeln kann, was z. B. bei einer Solaranlage nur bei ausreichender Sonneneinstrahlung und meist nur von April bis Oktober möglich ist,
• – die hohe Flexibilität bei der Nutzung des Systems – der Fahrer des Kraftfahrzeugs kann den Umfang der Wärmenutzung frei bestimmen, obwohl es im persönlichen wie im öffentlichen Interesse natürlich geboten ist, diesen zu maximieren, steht die Mobilität weiter im Vordergrund – auch über weitere Strecken, als z. B. mit derzeit verfügbaren elektrischen Akkumulatoren oder Gasspeicherflaschen möglich ist,
• – der geringe Aufwand und die kurze Zeitdauer, um die Wärme den Speichern im Fahrzeug zu entnehmen oder diese von extern zu beladen,
• – die hohe Sicherheit der Technologie – wie bei Kraftstofftanks, Wärmespeichern etc. ist die Technik der Flüssigkeitsspeicherung im Kraftfahrzeug erprobt, der Wärmeträger kann nur bei sehr schweren Unfällen ggf. in die Umwelt entweichen, ist aber meist biologisch abbaubar, brennt und explodiert nicht, wäre bei Wasser völlig umweltneutral und könnte lediglich mit seiner hohen Temperatur ein Gefahrenpotential darstellen, was durch die Platzierung im Fahrzeugboden oder Kofferraum jedoch gering ist und
• – die Zukunftstauglichkeit/Nachhaltigkeit
• – auch bei der Verbrennung von alternativen Kraftstoffen entsteht durch die Kraft-Wärme-Kälte-Kopplung ein zusätzlicher Nutzen,
• – Elektrofahrzeuge sind im Winter beheizbar und im Sommer klimatisierbar – die zur Verfügung stehende Energiemenge für die Fortbewegung wird durch die Entnahme von wertvoller Exergie aus dem elektrischen Akkumulator – im Winter für die Beheizung und im Sommer für die Klimatisierung des Fahrgastraumes nicht mehr reduziert, eine Zusatzheizung mit Benzin oder Diesel oder eine elektrische Klimaanlage werden überflüssig; die Wärme- bzw. Kältespeicherung kann also umgekehrt auch zu einer zeitlich versetzten Kraft-Wärme-Kälte-Kopplung mit Wärmequellen außerhalb von Elektromobilen dienen,
• – die lange Lebensdauer und die Nach- bzw. Umnutzbarkeit der Wärme- bzw.
• Kältespeicherpatronen und
• – die allmähliche Umnutzung der bereits vorhandenen verkehrstechnisch gut gelegenen Infrastruktur der öffentlichen Tankstellen für die Distribution von Wärme und Kälte; während durch das Laden von elektrischen Akkumulatoren an heimischen oder öffentlichen Steckdosen die Tankstellen zunehmend bedeutungslos würden, können sie durch den ansteigenden Handel mit Wärme und Kälte weiter bestehen und eine sinnvolle neue Funktion übernehmen.

In summary, the present invention has the following advantages:

• - the maximum possible energy and CO ₂ savings of a maximum of approx. 40% in traffic and households due to the maximum possible energy efficiency of approx. 90%,
• - The possibility of immediate implementation through the use of proven and proven systems and components, so powered by internal combustion engine motor vehicles, commercial heat storage, heat transfer stations, etc.,
• - The low additional cost of equipping a motor vehicle with the necessary components - in the automotive industry is large-scale production
• The possibility of inexpensive retrofitting in motor vehicles already in use,
• - The universality of the stored heat energy due to the high possible temperature level of the heat carrier, since in the motor vehicle on average a cooling water temperature level of at least 80 ° C is pending, and with the exhaust heat theoretically a much higher temperature level can be achieved, with which you can heat any time or hygienic Prepare hot water, or you can convert into cold, what z. B. in a solar system only with sufficient sunlight and usually only from April to October is possible
• - the high degree of flexibility in the use of the system - the driver of the motor vehicle can freely determine the extent of heat use, although it is of course necessary in personal and public interest to maximize this, mobility remains in the foreground - even over longer distances, as z. B. is possible with currently available electric storage batteries or gas storage bottles,
• The low cost and the short time required to remove the heat from the storage in the vehicle or to load it externally,
• - The high safety of the technology - such as fuel tanks, heat storage, etc., the technique of liquid storage in the car is tested, the heat transfer may escape only in very serious accidents, possibly in the environment, but is usually biodegradable, does not burn and explode completely environmentally neutral in water and could only represent a potential hazard with its high temperature, which is low due to the placement in the vehicle floor or trunk and
• - the future suitability / sustainability
• - Combustion of alternative fuels also creates additional benefits through combined heat and power
• - Electric vehicles are heated in winter and air-conditioned in the summer - the available amount of energy for locomotion is not reduced by the removal of valuable exergy from the electric accumulator - in winter for heating and summer for the air conditioning of the passenger compartment, an additional heating with gasoline or diesel or an electric air conditioning become superfluous; Conversely, the storage of heat or cold can also serve for a staggered power-heat-cold-coupling with heat sources outside of electric vehicles.
• - the long life and the Nach- or reusability of the heat or
• Cold storage cartridges and
• - the gradual re-use of the existing transport infrastructure of public service stations for the distribution of heat and cold; While the charging stations would become increasingly meaningless by charging electric accumulators on domestic or public sockets, they can continue to exist through the increasing trade in heat and cold and take on a meaningful new function.

• – es ist in den meisten Fällen die erforderliche Infrastruktur auf der Seite der Wärmenutzung noch zu schaffen, die vorhandene anzupassen oder auszutauschen, dies betrifft die individuelle wie die öffentliche Nutzung der gespeicherten Wärme bzw. Kälte,
• – der Stellplatz des Kraftfahrzeugs ist nicht immer optimal für die Wärmenutzung gelegen – größere Abstände führen zu entsprechenden Wärmeverlusten. Einfamilien- und Reihenhäuser sowie Tiefgaragen und Parkhäuser bieten hierfür die besten Voraussetzungen und
• – bei 50% der durchschnittlich zurückgelegten Entfernungen bis ca. 6 km ist eine Kraft-Wärme-Kälte-Kopplung voraussichtlich erst mit Elektromobilen sinnvoll.

The following features have to be taken into account for optimal adaptation:

• - in most cases it is still necessary to create the necessary infrastructure on the side of heat utilization, to adapt or to replace the existing one, this concerns the individual as well as the public use of the stored heat or cold,
• - The parking space of the motor vehicle is not always optimally located for the use of heat - larger distances lead to corresponding heat losses. Single-family and row houses as well as underground garages and multi-storey car parks offer the best conditions for this and
• - At 50% of the average distances traveled up to approx. 6 km, a combined power-heat-and-cooling system is likely to make sense only with electric vehicles.

Around to further clarify the features and advantages of the invention, Now preferred embodiments with reference to the drawings explained. Showing:

1 the vehicle according to the invention in a first embodiment,

2 the vehicle according to the invention in a second embodiment,

3 a first embodiment of the combined heat and power system according to the invention with the distribution point according to the invention in a first embodiment in cooperation with the vehicle according to the invention 1 .

4 a second embodiment of the combined heat and power system according to the invention with the distribution point according to the invention in a second embodiment in cooperation with the vehicle according to the invention 1 .

5 a third embodiment of the combined heat and power system according to the invention with the distribution point according to the invention in a third embodiment in cooperation with the vehicle according to the invention 1 , and

6 the vehicle according to the invention in a third embodiment.

In the 1 to 6 are shown purely schematically preferred embodiments of the present invention. In this case, the same or similar parts are provided with the same or similar reference numerals and has been omitted in some cases the repeated reference number.

1 shows the vehicle according to the invention 1 in a first preferred embodiment. The vehicle 1 has a drive unit 2 , usually an internal combustion engine for gasoline or diesel fuel, and a heat storage 3 connected to both the cooling circuit of the drive unit 2 as well as with a connection 4 is in heat conductive connection, wherein the compound is provided via a heat transfer medium, in special, preferably thermally insulated lines 5 to be led. The vehicle-side connection 4 for the exchange of heat with a distribution point (not shown) lies together with the connection 6 for fuel supply under a common tank lid (not shown).

2 shows with the vehicle 1' an alternative embodiment of the vehicle 1 to 1 , where here additionally a water brake 7 and for heating or condensing use an exhaust gas heat exchanger 8th in the cooling and heating circuit of the drive unit 2 with the interposition of a heat exchanger to recover the (waste) heat from the exhaust air of the passenger compartment 9 of the vehicle 1' are involved.

The size and number of heat storage 3 is designed according to the daily average distance traveled. Thus, the contents of the heat accumulator is circulated approximately once during the journey. The individual heat storage 3 are connected in series. The heat transfer medium is the outer heat storage 3 taken at a temperature of about 12 ° C and the heat exchanger to recover the (waste) heat from the exhaust air of the passenger compartment 9 of the vehicle 1' where it removes heat from the exhaust air, which is at a temperature of approx. 22 ° C, by heating to approx. 20 ° C and allowing the exhaust air to cool down to approx. 14 ° C. The approximately 20 ° C warm heat transfer medium now passes through one of the lines 5 to the water brake 7 , During a braking process, the heat transfer medium is warmed up to approx. 35 ° C. Otherwise, its temperature remains unchanged and the heat transfer medium enters the cooling circuit of the drive unit 2 one. There prevails by the cooling of the engine block and the lubricating oil of the drive unit, possibly also the transmission thermostatically controlled average temperature of about 80 ° C.

Part of the heat is added to the supply air of the passenger compartment of the vehicle 1' the rest to the circulating heat transfer medium. This leaves the standard provided air cooler of the drive unit 2 and his fan out of service the entire time. The cooling is thus independent of the ambient air temperature. The standard radiator and its fan can be made smaller or possibly omitted altogether. An emergency cooling function may be the heat exchanger for recovering the (waste) heat from the exhaust air of the passenger compartment 9 of the vehicle 1' take over, if the distance to be traveled should be even greater than the heat storage capacity of the heat storage 3 , About the second of the lines 5 is the heat transfer medium with about 80 ° C the exhaust gas heat exchanger 8th supplied for calorific value use. There is a cooling of the exhaust gases of about 500 ° C to about 90 ° C. The heat transfer medium heats up to about 95 ° C and enters the opposite outer heat storage 3 and displaces the still cold heat transfer medium in order through all heat storage 3 until it abuts the opposite exit and stops the journey for the purpose of dissipating heat at a distribution point or z. B. is terminated at home. So that the warm and the cold heat transfer medium in the heat accumulators 3 do not mix when driving, are the heat storage 3 filled with an open-pore sponge made of plastic or other permeable materials of low thermal conductivity (not shown).

To also use the calorific value of the exhaust gases, the exhaust gas heat exchanger 8th heat transfer medium side divided into two separate sections (not shown). The calorific value is used as described, the calorific value is used with the in the heat exchanger for the recovery of (Ab) would be me from the exhaust air of the passenger compartment 9 of the vehicle 1' Preheated to about 20 ° C heat transfer medium, or directly with at least a portion of the cold heat transfer medium directly from the heat storage 3 , Thus, the exhaust gas in a second section of the exhaust gas cooler 8th finally be cooled below the dew point to about 30 ° C. Furthermore, the approximately 45 ° C warm, thereby accumulating in large amount exhaust gas condensate collected and possibly neutralized in a separate container or directly to the heat transfer circuit and ultimately the heat storage 3 be supplied (not shown). There it compresses air or nitrogen, which may be behind a flexible membrane (not shown). Thus, it is used physically as well as with its remaining heat content and does not end up in the environment. This is advantageous because the exhaust gas condensate is slightly acidic and could possibly adversely affect the road surfaces, other vehicles, the environment, etc. At the same time, not the entire route has a completely filled heat storage 3 be transported because it fills only gradually on the way. And finally, at the same time the thermally induced volume change of the heat transfer medium is compensated.

It should not go unmentioned that in the summer for the air conditioning of the passenger compartment of the vehicle 1' specially cooled heat transfer medium from the heat storage 3 directly to the heat exchanger at the air inlet into the passenger compartment is supplied, to only then possibly the cold air in the heat exchanger for the recovery of (Ab) heat from the exhaust air of the passenger compartment 9 of the vehicle 1' reheat and / or the heat exchanger for condensing (not shown) and / or the water brake 7 and the cooling circuit of the drive unit 2 and finally, if necessary, the calorific value cooler 8th the exhaust gas and then again the heat storage 3 to be fed. In this way, those in the vehicle 1' used heat (or used cold) are used more effectively and the environment is better protected.

In 3 is a first embodiment of the combined heat and power system according to the invention 10 with the distribution point according to the invention 11 in a first embodiment in cooperation with the vehicle according to the invention 1 to 1 shown. It can be seen that the distribution point 11 a connection 12 has, which is designed as a coaxial double tube and with a removal or filling device 13 similar to a pump connected. This device 13 has a counter to those with the vehicle 1 to determine the amount of heat exchanged for billing purposes. In the example shown, the heat transfer medium is exchanged, this directly a heat storage 14 of the distribution point 11 taken or supplied to this. When dissipating a positive amount of heat from the vehicle 1 For example, cold heat transfer medium from the heat storage 14 of the distribution point 11 the heat storage 3 of the vehicle 1 supplied and warm heat transfer medium the heat storage 3 of the vehicle 1 taken and in the heat storage 14 of the distribution point 11 initiated. The distribution point 11 is advantageous an ordinary gas station, so that at the same time fuel can be absorbed and so no time delay arises. The filling device 13 Measures in this case a positive amount of heat that must be paid to the driver accordingly or charged to the fuel simultaneously tapped. It is also possible in a vehicle 1' Take collected exhaust gas condensate and supply a neutralization and further use or the sewer system (not shown).

In 4 is a second embodiment of the combined heat and power system according to the invention 10 ' with the distribution point according to the invention 11 ' in a second embodiment in cooperation with the vehicle according to the invention 1 to 1 shown. Here is the distribution point 11 ' a garage of a residential building, for example. The distribution point 11 ' has a heat storage 14 ' on, in turn, heat over the connection 12 with the vehicle 1 can exchange.

After a decommissioning of the vehicle is the first in the vehicle 1 stored residual heat, in particular heat of the drive unit 2 , Such as engine, transmission and the like., And / or heat of the heat exchanger, preferably the heat exchanger in heating, water brake 7 , Exhaust gas cooler 8th and the like., And then only in the heat storage 3 of the vehicle 1 collected heat to the external heat sink 14 ' dissipated (not shown). The heat storage 14 ' is connected with the systems of heat balance of the dwelling house. That way, the vehicle can 1 Give off heat generated on routes for use in the dwelling.

If this heat is insufficient, the vehicle can 1 as a combined heat and power plant, so be operated at a standstill to produce the required heat. The resulting in combined heat and power electrical energy is either used directly in the household, in the battery (not shown) of the vehicle 1 stored or in the low-voltage network (not shown). The energy efficiency of the fuel thus increases to almost 100%. If the vehicle 1 For several days was not used, there is also the possibility of heat from the in-house heat storage 14 ' over the connection 12 and the vehicle-side connection 4 into a part of the heat storage 3 of the vehicle 1 in order to improve the cold start behavior, to reduce the fuel consumption during this time and to increase the driving comfort. The vehicle and distribution point side connection 4 and 12 are pluggable coupled, wherein the clutch is provided against accidental disconnection of the terminals with a fuse and is designed as a liquid-tight, hermetically sealed coupling. The coupling 4 stands with the starting system, such as ignition and the like, of the vehicle 1 in connection (not shown) and is designed so that in the coupled state of the terminals 4 and 12 a starting of the vehicle 1 is prevented.

In 5 is a third embodiment of the combined heat and power system according to the invention 10 '' with the distribution point according to the invention 11 '' in a third embodiment in cooperation with the vehicle according to the invention 1 to 1 shown. At the distribution point 11 '' according to 5 is in principle similar to one 3 , but in addition, the heat storage 14 '' of the distribution point 11 '' a heat pump 15 for cooling a part of the heat transfer medium by heating another part of the heat transfer medium in the heat storage 14 '' having. This does not conform to the standards of the motor vehicle 1 taken over or cooled by heat loss heat transfer medium with z. B. 40 ° C to the required temperature, z. B. at most 12 ° C for cold heat transfer medium and at least 60 ° C for warm heat transfer medium. With these parameters, the heat (or cold) can then be given to interested consumers for a fee. Large heat pumps 15 with a low temperature lift have a particularly high efficiency and require little drive power. As drive power can also be from the vehicle 1 provided high-temperature heat with z. B. more than 70 ° C in absorption or Adsorptionswärmepumpen 15 be used (not shown).

For better stratification can also heat storage 14 '' consist of several hydraulically connected in series containers and / or at least partially filled with an open-pore sponge made of plastic or other permeable materials of low thermal conductivity (not shown). It is also possible, the heat (or cold) on geothermal probes or aquifers in the subsurface of the territory of the distribution point 11 '' partly for longer periods to save between summer and winter seasonally (not shown).

There is also a solar (heat) system 16 on the roof 17 of the distribution point 11 '' provided with the heat storage 14 '' communicates. This solar system 16 thus uses the free roof area 17 the gas station 11 '' and ensures an additional supply of heat (and possibly also electrical energy) to the vehicle 1 or a heat pump 15 even then with heat (and possibly also electrical energy) to provide, if previously vehicles 1 or 1' or other external sources (not shown) not enough heat (and possibly also electrical energy) in the heat storage 14 '' (or an electric accumulator - not shown) have submitted.

6 finally shows an electric vehicle 1'' , Here is the electric drive 2 ' with electrical energy from an accumulator 18 operated by a standard plug 6 ' is fed. An additional heat exchanger 19 for pre-cooling or heating of the ambient air before entering the actual heat exchanger for conditioning the air for the passenger compartment forms together with the heat exchanger to recover the (Ab) heat from the exhaust air of the passenger compartment 9 of the vehicle 1'' and the separate loop 5 ' a separate circulation system for heat recovery.

The size and number of heat storage 3 is designed according to the daily average distance traveled. Thus, the contents of the heat accumulator is circulated approximately once during the journey. The individual heat storage 3 are connected in series.

The heat transfer medium is the outer heat storage 3 taken at a temperature of about 0 ° C as Eisbrei and the actual heat exchanger for conditioning the air for the passenger compartment of the vehicle 1'' where it extracts heat from the supply air, which has been pre-cooled to approx. 28 ° C, by heating to approx. 18 ° C and cooling the supply air to approx. 22 ° C and directing it into the passenger compartment. The still at about 18 ° C still cold heat transfer medium now passes through one of the lines 5 to the electric drive unit 2 ' , During locomotion, the heat transfer medium is warmed up to approx. 35 ° C. Otherwise, its temperature remains unchanged and the heat transfer medium continues into the electric accumulator 18 one. There prevails thermostatic controlled by the average temperature of about 320 ° C (high temperature battery). The heat released is released to the circulating heat transfer medium. This leaves the standard provided air cooler of the accumulator 18 and his fan out of service the entire time. The cooling is thus independent of the ambient air temperature. The standard radiator and its fan can be made smaller or possibly omitted altogether.

About the second of the lines 5 is the heat transfer medium with about 95 ° C the opposite outer heat storage 3 supplied and displaces the cooled heat transfer medium in order through all heat storage 3 until it rests against the opposite exit and the ride for the purpose of heat release / cold absorption interrupted at a distribution point or z. B. is terminated at home.

So that the heated and the cooled heat transfer medium in the heat accumulators 3 do not mix when driving, are the heat storage 3 filled with an open-pored sponge made of plastic or other permeable materials of low thermal conductivity, which at least partially pass the ice-cream (not shown).

A pre-cooling of the ambient air before entering the heat exchanger for the actual conditioning of the air for the passenger compartment via a separate circulation system for heat recovery, from the heat exchanger 19 together with the heat exchanger for the recovery of (waste) heat from the exhaust air of the passenger compartment 9 of the vehicle 1'' and a separate loop 5 ' is formed. The exhaust air of the passenger compartment with about 24 ° C is with the heat exchanger to recover the (waste) heat from the exhaust air of the passenger compartment 9 heated to about 29 ° C with the circulating in a closed circuit heat transfer medium and released into the environment. The cooled to about 26 ° C circulating medium flows to the heat exchanger 19 and cools the ambient air from 33 ° C to about 28 ° C. The pre-cooled air now only has to be cooled from 28 ° C to 22 ° C by 6 Kelvin in the heat exchanger for the actual conditioning of the air for the passenger compartment. This reduces the cooling effort from normally 11 Kelvin to just under 55%. The heat transfer medium circulates at 31 ° C in the separate loop 5 ' again in the circulation system for heat recovery. A possibly necessary circulation pump, valves and control devices are not separately shown as in the other cases. Possibly. But also satisfies the self-regulating natural rotation by density differences of the different temperature heat transfer medium.

Furthermore, the approximately 25 ° C cold, thereby collecting in large quantities from the supply air condensate collected and possibly in a separate container or directly to the heat transfer circuit and ultimately the heat storage 3 be supplied (not shown). There it compresses air or nitrogen, which may be behind a flexible membrane (not shown). Thus it is used physically as well as with its still existing cold contents. At the same time, not the entire route has a completely filled heat storage 3 be transported because it fills only gradually on the way. And finally, at the same time the thermally induced volume change of the heat transfer medium is compensated. Overheating of supply air condensate in the electric accumulator 18 to at least 95 ° C kills any existing germs reliably.

It should not go unmentioned that in the winter for heating the passenger compartment of the vehicle 1'' externally heated to at least about 24 ° C heat transfer medium from the heat storage 3 is fed directly to the heat exchanger at the air inlet into the passenger compartment, to only then possibly the electric drive unit 2 ' and / or the electric accumulator 18 to temper and only then the heat storage 3 be supplied with about 95 ° C. In this way, those in the vehicle 1'' needed and the resulting heat (or cold) can be used even more effectively, without consuming the valuable exergy for thermal processes. In addition, the process of locomotion is indirectly favored by the electric drive 2 ' and possibly also the control system, the power electronics, the high voltage cables, the electrical cables and the control electronics (not shown) always maximally cooled and the electric accumulator 18 always be kept at the optimum temperature. Thus, the possible route to be traveled and the achievable service life of the electric drive unit 2 ' and the accumulator 18 of the electric vehicle 1'' be maximized.

From the above, it has become clear that the combined heat and power of the invention offers very great advantages. However, it will be limited to the motor vehicle in conventional, internal combustion engine driven vehicles to a maximum of about 45% of the traveled distances. With electric vehicles, it can be further expanded to a maximum of about 95%. The cogeneration according to the invention can thus make a sustainable contribution to the decentralization of the coupled energy conversion, to a considerable increase in energy efficiency, to a corresponding reduction in CO ₂ emissions and thus to environmental protection and to the maintenance of the usual mobility.

1, 1 ', 1' '

vehicle

2

power unit with internal combustion engine

2 '

electrical drive

3

heat storage of the vehicle

4

connection of the vehicle

5

cables

5 '

cables

6

connection for fuel

6 '

connection for electric energy

7

water brake

8th

Exhaust gas heat exchanger

9

Heat exchanger for the recovery of (waste) heat from the exhaust air of the passenger compartment

10 10 ', 10' '

Combined heat and power system

11 11 ', 11' '

 Distribution point u. a. for heat

12

connection of the distribution point

13 13 '

withdrawal or filling device, u. a. for heat / cold

14 ', 14 ', 14' '

heat storage of the distribution point

15

heat pump

16

Solar (heat) system

17

top, roof of the distribution point

18

electrical accumulator

19

Heat exchanger for precooling or heating the ambient air.

QUOTES INCLUDE IN THE DESCRIPTION

This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Cited patent literature

• WO 96/31694 A1 [0016]
• - DE 3931205 A1 [0016]
• DE 4020860 A1 [0016]
• - DE 10039111 B4 [0098]

Cited non-patent literature

• - R K. Ahluwalia et al .: Fuel cell efficiencies of different automotive on-board hydrogen storage options. Int'I J. Hydrogen Energy 32, 2007, 3592-3602 [0008]
• - PHOTON - The Solar Power Magazine, April 2007 [0009]

Claims (50)

Cogeneration method, whereby heat is transferred between at least one vehicle ( 1 ; 1'; 1'' ), in particular a motor vehicle or the like, which in particular has at least one memory ( 3 ) for latent and / or sensible heat, and at least one point of distribution ( 11 ; 11 '; 11 '' ) is exchanged for heat, wherein at least part of the heat in the vehicle ( 1 ; 1'; 1'' ) incurred heat and / or in the vehicle ( 1 ; 1'; 1'' ) is to be used heat, wherein at least a portion of the heat to be used does not directly serve the locomotion. A method according to claim 1, characterized in that the heat storage ( 3 ) of the vehicle ( 1 ; 1'; 1'' ) is supplied with heat for operation and / or heat from the operation of the vehicle ( 1 ; 1'; 1'' ), directly or indirectly via a heat transfer medium, preferably for the temperature of - electrical accumulators ( 18 ) or batteries or other storage of locomotion energy, in particular in the form of hydrogen, (natural gas), compressed air or other high-energy fuels, energy carriers, media and / or auxiliaries, - the drive units ( 2 ) of the vehicle ( 1 ; 1'; 1'' ) itself, in particular from the cooling of a particular electrical, electrochemical, hydraulic, pneumatic, mechanical and / or thermal drive ( 2 ), or the like, preferably - from the cooling water, lubricating oil, combustion air and / or other working and auxiliary materials and / or - from the exhaust gases, in particular in front of the catalyst and / or after the catalyst, with or without the use of condensation heat, - mechanical, hydraulic, pneumatic or electric drive train and / or the distribution system, the control or consumers of this energy itself, in particular the transmission, the bearings, the power electronics, the high voltage cable, the lighting, etc., - the mechanical, hydraulic , pneumatic or electric brakes for accelerated deceleration of the vehicle, in particular generator, compressed air, drum, disc and / or water brakes ( 7 ), and / or - the cabin, the passenger, the transport space of the vehicle and / or the transported goods themselves and the like. Method according to one of the preceding claims, characterized in that the size of the heat accumulator ( 3 ) of the vehicle ( 1 ; 1'; 1'' ) according to the amount of heat available from the operation of the vehicle ( 1 ; 1'; 1'' ) and / or the amount of heat to be used in the operation of the vehicle ( 1 ; 1'; 1'' ) or the difference between them. Method according to one of the preceding claims, characterized in that between the vehicle ( 1 ; 1'; 1'' ) with heat storage ( 3 ) and the at least one distribution point ( 11 ; 11 '; 11 '' ) Heat is exchanged before departure, on the way and / or after a ride. Method according to one of the preceding claims, characterized in that the size of the heat accumulator ( 3 ) of the vehicle ( 1 ; 1'; 1'' ) according to the average driving distance of the vehicle ( 1 ; 1'; 1'' ) is measured. Method according to claim 5, characterized in that the vehicle ( 1 ; 1' ) with internal combustion engine ( 2 ) with heat storage ( 3 ) at least 2 km, preferably at least 4 km, in particular at least 6 km travels. Method according to one of the preceding claims, characterized in that the average traveled distance of the vehicle ( 1 ; 1'; 1'' ) according to the maximum size of the heat storage ( 3 ) of the vehicle ( 1 ; 1'; 1'' ). Method according to claim 7, characterized in that the vehicle ( 1 ; 1' ) with internal combustion engine ( 2 ) with heat storage ( 3 ) to a distribution point ( 11 ; 11 '; 11 '' ) for heat at most 100 km, preferably at most 80 km, in particular at most 60 km travels. Method according to one of the preceding claims, characterized in that the vehicle ( 1 ; 1'; 1'' ) between at least two distribution points ( 11 ; 11 '; 11 '' ) and with each distribution point ( 11 ; 11 '; 11 '' ) Exchanges heat. Method according to one of the preceding claims, characterized in that between the vehicle ( 1 ; 1'; 1'' ) and the distribution point ( 11 ; 11 '; 11 '' ) a heat transfer medium is at least partially replaced directly. Method according to one of the preceding claims, characterized in that the heat between the vehicle ( 1 ; 1'; 1'' ) and the distribution point ( 11 ; 11 '; 11 '' ) is exchanged via at least one heat exchanger, the heat exchanger preferably outside the vehicle ( 1 ; 1'; 1'' ) is arranged. Method according to one of the preceding claims, characterized in that the heat storage ( 3 ) of the vehicle ( 1 ; 1'; 1'' ) and / or a heat storage ( 14 ; 14 '; 14 '' ) of the distribution point ( 11 ; 11 '; 11 '' ) are formed at least partially interchangeable. Method according to one of the preceding claims, characterized in that in the heat storage ( 3 ) of the vehicle ( 1 ; 1'; 1'' ) Cold for the operation of the vehicle ( 1 ; 1'; 1'' ) and this cold by during operation of the vehicle ( 1 ; 1'; 1'' ) generated heat, in particular heat of a combustion process and / or the brakes ( 7 ) and / or the exhaust air of the passenger compartment and / or an electric drive ( 2 ' ) or accumulator ( 18 ) or the like is at least partially replaced. Method according to one of the preceding claims, characterized in that heat between the vehicle ( 1 ; 1'; 1'' ), preferably the heat storage ( 3 ) of the vehicle ( 1 ; 1'; 1'' ), about the distribution point ( 11 ; 11 '; 11 '' ) at least with a vehicle-independent external heat sink, preferably with a heating, hot water preparation or air conditioning system, a (natural) gas relaxation, in particular high-pressure (earth) gas filling plants or with at least one other vehicle ( 1 ; 1'; 1'' ) with heat storage ( 3 ), wherein in particular an intermediate storage of heat in a time and / or seasonal heat storage ( 14 ; 14 '; 14 '' ), preferably a geothermal heat storage or the like. Is done. Method according to one of the preceding claims, characterized in that at least one distribution point ( 11 ; 11 '; 11 '' ) Heat from at least one vehicle-independent external source, preferably from gas compressors, in particular from high-pressure (Erd) gas filling plants, industrial plants, solar plants ( 16 ), Time and / or seasonal heat storage ( 14 ; 14 '; 14 '' ), in particular a geothermal store or the like, or of one or more vehicles ( 1 ; 1'; 1'' ) with heat storage ( 3 ) for vehicles ( 1 ; 1'; 1'' ) with heat storage ( 3 ) in stock. Method according to one of the preceding claims, characterized in that at least one distribution point ( 11 ; 11 '; 11 '' ) Heat for at least one vehicle ( 1 ; 1'; 1'' ) with heat storage ( 3 ), in particular by means of heat from at least one vehicle ( 1 ; 1'; 1'' ) and / or a vehicle-independent, external-source chiller or heat pump ( 15 ). Method according to one of the preceding claims, characterized in that the heat storage ( 3 ) of the vehicle ( 1 ; 1'; 1'' ) is kept variable with respect to the heat storage amount. Method according to one of the preceding claims, characterized in that in addition to the heat and / or the heat transfer medium and electrical energy, signals, information, fuel, energy carriers, auxiliary media, exhaust or Zuluftkondensat and / or the like. Between the vehicle ( 1 ; 1'; 1'' ) and the distribution point ( 11 ; 11 '; 11 '' ) be replaced. Method according to one of the preceding claims, characterized in that the drive unit ( 2 ) of the vehicle ( 1 ; 1'; 1'' ) is operated in particular as a cogeneration plant at standstill. Method according to one of the preceding claims, characterized in that a part of the amount of heat of the improvement of the cold start behavior of the vehicle ( 1 ; 1'; 1'' ). Method according to one of the preceding claims, characterized in that during or after a decommissioning of the vehicle ( 1 ; 1'; 1'' ) first in the vehicle ( 1 ; 1'; 1'' ) stored residual heat, in particular heat of the drive units ( 2 ; 2 ' ), such as engine, transmission, electric accumulator ( 18 ) and the like, and / or heat of the heat exchanger, preferably the heat exchanger in heating, water brake ( 7 ), Exhaust gas cooler ( 8th ), the supply air or exhaust air of the passenger compartment and the like., And then only in the heat storage ( 3 ) of the vehicle ( 1 ; 1'; 1'' ) is dissipated heat to an external heat sink. Method according to one of the preceding claims, characterized in that the conditioned air at the outlet from the passenger compartment is substantially put back into the original state of the ambient air, wherein indirectly with heat exchangers ( 9 ; 19 ) directly or in a network ( 5 ' ) indirectly, or transferred with one or more regenerators directly heat to the supply air as far as possible and / or temporarily in the heat storage ( 3 ) is stored. System for combined heat and power ( 10 ; 10 '; 10 '' ), in particular for the method of combined heat and power according to one of the preceding claims, comprising at least one vehicle ( 1 ), in particular a motor vehicle or the like, which preferably has at least one memory ( 3 ) for latent and / or sensible heat, and at least one point of distribution ( 11 ; 11 '; 11 '' ) for heat, the vehicle ( 1 ) with the distribution point ( 11 ; 11 '; 11 '' ) at least for partial replacement of in the vehicle ( 1 ) incurred heat and / or in the vehicle ( 1 ) can be connected to heat to be used, wherein at least a portion of the heat to be used is not directly the locomotion, wherein for connection with each other coupled vehicle and distributionpointsseitige connections ( 4 . 12 ) are provided. Combined heat and power system ( 10 ; 10 '; 10 '' ) according to claim 23, characterized in that the memory ( 3 ), at least part of the vehicle ( 1 ) accumulating heat and / or in the vehicle ( 1 ) not directly for the movement to use heat and / or the difference to store it. Combined heat and power system ( 10 ; 10 '; 10 '' ) according to claim 23 or 24, characterized in that the distribution point ( 11 ; 11 '; 11 '' ) a building, a facility, another vehicle ( 1 ) or the like, the distribution point ( 11 ; 11 '; 11 '' ) is in particular a residential building, a commercial or administrative building, an industrial plant, a garage, in particular an underground car park or a parking garage, a parking lot, a gas station or the like. Combined heat and power system ( 10 ; 10 '; 10 '' ) according to one of claims 23 to 25, characterized in that the distribution point ( 11 ; 11 '; 11 '' ) has at least one replacement heat source. Combined heat and power system ( 10 ; 10 '; 10 '' ) according to one of claims 23 to 26, characterized in that the distribution point ( 11 ; 11 '; 11 '' ) at least one heat storage ( 14 ; 14 '; 14 '' ), in particular an upper or underground, in particular a container and / or a geothermal storage. Combined heat and power system ( 10 ; 10 '; 10 '' ) according to one of claims 23 to 27, characterized in that the heat storage ( 3 ) of the vehicle ( 1 ) and / or the heat storage ( 14 ; 14 '; 14 '' ) of the distribution point ( 11 ; 11 '; 11 '' ) are formed at least partially interchangeable. Combined heat and power system ( 10 '' ) according to one of claims 23 to 27, characterized in that the distribution point ( 11 '' ) at least one chiller or a heat pump ( 15 ) having. Combined heat and power system ( 10 ; 10 '; 10 '' ) according to any one of claims 23 to 29, characterized in that the heat storage ( 3 ), the heat transfer media lines and / or the heat exchanger are designed frost-proof. Connection system for the cogeneration system ( 10 ; 10 '; 10 '' ) according to one of claims 23 to 30, characterized in that the vehicle and / or the distribution point side connection ( 4 . 12 ) are arranged on a double tube, wherein the double tube is preferably formed heat-insulated and in particular has a parallel or coaxial construction. Connection system for the cogeneration system ( 10 ; 10 '; 10 '' ) according to one of claims 23 to 30, in particular connection system according to claim 31, characterized in that the vehicle and the distribution point side connection ( 4 . 12 ) are pluggable coupled, wherein preferably the clutch is provided with respect to an unintentional separation of the terminals with a fuse and is preferably formed as a liquid-tight, in particular as a hermetically sealed coupling. Connection system for the cogeneration system ( 10 ; 10 '; 10 '' ) according to one of claims 23 to 30, in particular connection system according to claim 31 or 32, characterized in that the coupling with the starting system, such as ignition and the like., Of the vehicle ( 1 ; 1'; 1'' ) and is designed so that in the coupled state of the terminals starting the vehicle ( 1 ; 1'; 1'' ) is prevented. Vehicle ( 1 ; 1'; 1'' ) for the combined heat and power system ( 10 ; 10 '; 10 '' ) according to one of claims 23 to 30 and / or the method according to one of claims 1 to 22, which preferably comprises at least one memory ( 3 ) for latent and / or sensible heat, characterized in that the vehicle ( 1 ; 1'; 1'' ) a vehicle-side connection ( 4 ) for exchanging at least part of the vehicle ( 1 ; 1'; 1'' ) accumulating heat and / or in the vehicle ( 1 ; 1'; 1'' ) to be used heat with a distribution point ( 11 ; 11 '; 11 '' ), wherein at least a portion of the heat to be used is not directly used for locomotion. Vehicle ( 1 ; 1'; 1'' ) according to claim 34, characterized in that the memory ( 3 ), at least part of the vehicle ( 1 ; 1'; 1'' ) accumulating heat and / or in the vehicle ( 1 ; 1'; 1'' ) to store heat to use and / or the difference from it. Vehicle ( 1 ; 1'; 1'' ) according to claim 34 or 35, characterized in that the heat storage ( 3 ) of the vehicle ( 1 ; 1'; 1'' ) communicating with heat, with - electric accumulators ( 18 ) or batteries or other storage of locomotion energy, in particular in the form of hydrogen, natural gas, compressed air or other high-energy fuels, energy carriers, media and / or auxiliaries, - the drive unit of the vehicle ( 1 ; 1'; 1'' ) itself, preferably an electrical ( 2 ' ), electrochemical, hydraulic, pneumatic, mechanical and / or thermal ( 2 ) Drive, or the like, in particular - the cooling water, the lubricating oil, the combustion air and / or other working and auxiliary materials and / or - the exhaust gases, in particular in front of the catalyst and / or after the catalyst, with or without the use of condensation heat, - The mechanical, hydraulic, pneumatic or electric drive train and / or the distribution system, the control systems or the consumers of this energy itself, in particular the transmission, the bearings, the power electronics, the high voltage cables, the bulbs, etc., - the mechanical , hydraulic, pneumatic or electric brakes for accelerated deceleration of the vehicle, in particular generator, compressed air, drum, disc and / or water brakes ( 7 ), and / or - the cabin, the passenger, the transport space of the vehicle ( 1 ; 1'; 1'' ) and / or the transported goods themselves and the like. Vehicle ( 1'' ) according to one of claims 34 to 36, characterized in that the vehicle is an electric vehicle ( 1'' ). Vehicle ( 1 ; 1'; 1'' ) according to one of claims 34 to 37, characterized in that the vehicle-side connection ( 4 ) together with a connection for electrical energy ( 6 ' ), Signals, information, fuel ( 6 ), Energy sources, auxiliary media, exhaust gas or supply air condensate or the like. Under a common cover, in particular a tank or service cover, is arranged. Vehicle ( 1 ; 1'; 1'' ) and / or cogeneration system ( 10 ; 10 '; 10 '' ) according to one of claims 23 to 38, characterized in that the vehicle ( 1 ; 1'; 1'' ) and / or the distribution point ( 11 ; 11 '; 11 '' ) have at least one heat sink, wherein the heat sink preferably a heating, hot water or air conditioning system, a (Erd) gas relaxation, in particular high-pressure (Erd) gas refueling, a time and / or seasonal heat storage ( 14 ; 14 '; 14 '' ), in particular a geothermal store or the like or at least one other vehicle ( 1 ; 1'; 1'' ) with heat storage ( 3 ). Heat storage ( 3 ; 14 ; 14 '; 14 '' ) for the vehicle ( 1 ; 1'; 1'' ) and / or the combined heat and power system ( 10 ; 10 '; 10 '' ) according to one of claims 23 to 39, characterized in that the heat accumulator ( 3 ; 14 ; 14 '; 14 '' ) of the vehicle ( 1 ; 1'; 1'' ) and / or the distribution point ( 11 ; 11 '; 11 '' ) Schichtleiteinrichtungen for the heat transfer medium, wherein the Schichtleiteinrichtungen preferably has a heat storage volume at least partially filling open-pore body, in particular sponge-like body, preferably low thermal conductivity. Heat storage ( 3 ; 14 ; 14 '; 14 '' ), in particular according to claim 40, for the vehicle ( 1 ; 1'; 1'' ) and / or the combined heat and power system ( 10 ; 10 '; 10 '' ) according to one of claims 23 to 39, characterized in that the heat accumulator ( 3 ; 14 ; 14 '; 14 '' ) of the vehicle ( 1 ; 1'; 1'' ) and / or the distribution point ( 11 ; 11 '; 11 '' ) is modular and has at least two storage cartridges. Heat storage ( 3 ; 14 ; 14 '; 14 '' ) according to claim 41, characterized in that the storage cartridges ( 3 ; 14 ; 14 '; 14 '' ) can be connected to one another via plug connections. Heat storage ( 3 ; 14 ; 14 '; 14 '' ) according to claim 41 or 42, characterized in that the storage cartridges ( 3 ; 14 ; 14 '; 14 '' ) can be arranged in one or more particular stackable storage cartridge containers. Heat storage ( 3 ; 14 ; 14 '; 14 '' ) according to one of claims 41 to 43, characterized in that the storage cartridges ( 3 ; 14 ; 14 '; 14 '' ) with respect to the flow of the heat transfer medium in series and / or parallel to Tichelmann are connected. Heat storage ( 3 ; 14 ; 14 '; 14 '' ) according to one of claims 40 to 44, characterized in that it has a frost protection. Heat storage ( 3 ; 14 ; 14 '; 14 '' ) according to one of claims 40 to 45, characterized in that it is designed to store at least a portion of the heat via changes in the chemical bonds of the heat carrier. Heat storage ( 3 ; 14 ; 14 '; 14 '' ) according to one of claims 40 to 46, characterized in that it is designed to receive a heat transfer medium with admixtures in encapsulated form, in particular with ice crystals, PCM modules or the like. Heat accumulator according to one of claims 40 to 47, characterized in that the heat storage less heat storage medium in terms of heat storage volume contains and the remaining volume in particular by a pressureless or pressurized gaseous medium is filled up. Heat storage ( 3 ; 14 ; 14 '; 14 '' ) according to one of claims 40 to 48, characterized in that at least one intermediate wall, in particular a membrane or the like., Is provided which divides the heat storage volume, wherein preferably a divided part of the heat storage volume is filled with a gaseous medium. Heat storage ( 3 ; 14 ; 14 '; 14 '' ) according to one of claims 40 to 49, characterized in that the heat accumulator ( 3 ; 14 ; 14 '; 14 '' ) is adjusted condensate from the exhaust gas and / or the supply air of the vehicle ( 1'; 1'' ).