DE19742319A1 - Method of Compressed and liquefied nitrogen as a propulsion medium for vehicles - Google Patents

Abstract

Combustible fuels are to be replaced by compressed, liquefied nitrogen which is expanded through a turbine for direct, or indirect, electric, drive. Oxygen is removed from air, principally by adsorption, to leave mainly nitrogen, which is compressed to about 200 bar and cooled by a Linde counter-flow process. The exhausted air from the expansion turbine would be released at a temperature of about 100C.

Description

The invention relates to a method and a device for the production of liquid Nitrogen for driven under nitrogen pressure as a gas phase traffic and / or Work units. The fundamentally underlying innovative process goes directly from atmospheric air, which is considered as raw material, the oxygen becomes selective, chemosorptive, physically d. H. without the use of direct, standard air liquefaction and Fractionation, out-absorbed, the remaining nitrogen after the Linde Countercurrent liquefaction cools and, in the vicinity, liquefies. The liquid propellant, under targeted, step-like relaxation and possibly evaporation flows to mechanical drive in cooperative but alternatively separate or integrated be set up, mobile units directly in or around the traffic and / or work units for practical use.

It is well known that the traffic and work performance units in which the engine occurs, in which the energy from combustion of fuels is converted into mechanical work that drives the traffic and / or work units. In addition to the vehicles referred to above, which are generally regarded as land vehicles, the aircraft and watercraft of various types and construction and, in addition, general-purpose and industrial units of work, which are driven by a motor, on. Petrol, diesel oil, petroleum, benzene, propane gas, methyl alcohol and many others are used as fuel in these combustion engines. In the internal combustion engines, they are mixed with air, injected and burned, whereby by generating pressure, the necessary drive is generated. The normally occurring high combustion temperatures have, besides the outstanding advantages of the mobility of the driven unit, the serious disadvantage that they adversely affect the environment with waste heat and pollutants (NO _x , SO _x , organic and solid fractions and, last but not least, carbon dioxide) contaminate. The second serious drawback is that the o / g fuels have basically been finished on the basis of crude oil and its fractions, the availability of which is time-limited and, moreover, inevitably in a manner which is not always calculable, has the increasing additional costs of raw materials ,

Under current conditions, taking Germany as a precedent, it is essential to intensify the search for a long-term cost-effective, environmentally friendly and practicable fuel, following original innovations in mobile transport and work units for the following reasons.

• 1. The serving as a basis for the production of fuels crude oil is in the near Future increasingly rare and therefore always more expensive. There are signs that the Crude oil definitely around the years 2030-50 totally, conveniently, dries out. Germany is an importer of crude oil.
• 2. The artificially produced fuels (such as methanol) are nowadays in the sights and their impact on the cost of a car owner is not yet determined.
  Because of the carbon dioxide excretion in the work cycle and the usual existing NO _x / SO _x -substances, they are classified as environmentally unfriendly.
• 3. The electrically driven vehicles (fuel cells, power generators, batteries), in perspective, are also in the sights, but they claim a very high Energy expenditure for the production of hazardous hydrogen, which energy and is costly, even if one of the environmental energy (solar, hydropower and Wind power plants) for the production uses.  
• 4. The petrol pump on today's gas stations is becoming more and more the clinical thermometer of the Car driver. This temperature rises and rises. Apart from the times of the oil crisis in the 70s, the tax rate is temporarily increased almost annually, more recently, ecological or having regard to important projects such as the railway reform. The original one Purpose, road construction financing, on the other hand, back. At the same time Germany in the petroleum tax in a few years, leave the midfield and join the Top tax country blossomed. The gas station attendant is today in the main occupation of the tax collector for foreign bill. Mineral oil tax separates today the spirits in Germany.
• 5. Since 1 July 1996, the new motor vehicle regulation has come into force. She punishes s.g. "Stinker" and rewards especially the low-emission and low-consumption cars through tax deductions. With the new taxation, the legislature wants above all one Incentive for the production and purchase of low-emission passenger cars create. About eleven million owners of older vehicles are to be arranged, not theirs low-emission passenger cars as soon as possible put out of service. Otherwise it will for her driving a lot more expensive. Fiscal is particularly favorable to the purchase of to decide a new vehicle. The conversion / retrofitting with a catalyst is very costly. It has to be considered, if instead of retrofitting, immediately on new liquid-pressure To change nitrogen fuel.
• 6. The aim of the motor vehicle with the use of the liquid-pressure-nitrogen fuel is in First and foremost a relief of the environment. Ten percent of old cars have so far 60% of the Pollution of the environment caused. It continues to be about transport users and Interconnect modes of transport more closely, the model, which lately as telematics has been named. Through an efficient division of labor, a rational choice of transport and The creation of efficient and at the same time environmentally friendly transport chains is intended to do this necessary incentive can be realized.

A speedy traffic turn is very clear!
The present invention is soon as a leading task to provide a method by which in a very effective way, by using a new, environmentally friendly, cost-effective and, from the raw material side ago against the usual price changes immunized fuel, for transport and work Units, which eliminates all, previously mentioned disadvantages of all previous and today prepared for the future, modernized, new fuels final and for all times ahead in advance. The new fuel means, the liquid nitrogen under favorable pressure; should create the necessary conditions, from the year 2003, over a abolition, or reduction, to the main advantage of road users, the motor vehicle tax.

The new fuel is called the liquid-pressure nitrogen (= FDS fuel).

The methods of mass production of generally synthesizable nitrogen are the currently operated on a large scale in particular process of

• 1. Air liquefaction according to the Linde countercurrent liquefaction process, the principle as an oxygen supplier, where nitrogen occurs as waste.
• 2. Production of ammonia, which uses the atmospheric air as source of raw materials their oxygen content is eliminated by combustion with coke.

The two o / g methods have been adopted that basically as the end product (without use of a retrofit kit for nitrogen liquefaction / fractionation), first gaseous nitrogen is produced. It would therefore basically a double liquefaction of Nitrogen in the first case and a one-off liquefaction with subsequent, fractionated very costly cleaning be replicated in the second case. That's common be costly in terms of both investment and operating costs. Except this first, serious disadvantage results, consequently, the second disadvantage. He is that a distribution network of liquid nitrogen nationwide are built would be necessary, even if the conversion of individual traffic and working units, the mostly private to pay, initially ignores.

The aim of this invention is therefore an engine as a power transmission means for mobile Transport into general practice, with which people in or around the transport and / or work unit self-or quasi-self-produced, with use of direct atmospheric air from the environment, without direct air liquefaction, liquid pressure Nitrogen fuel, in wide practice, is used.

According to the primary object, the invention relates to a method and a device for the Production of liquid, pressurized nitrogen, for which under gaseous Nitrogen pressure driven traffic and / or work units, being basically the underlying, innovative process directly from atmospheric air from the direct Environment, which is considered to be the source of raw material, the oxygen content is selective, chemosorbic, physically, d. H. without having to liquefy and fractionate the air, selectively absorbed, d. H. eliminated, according to the Linde countercurrent liquefaction method remaining nitrogen cools and liquefied in the circuit, whereupon the last under purposeful relaxation and pressure evaporation for mechanical drive in cooperating but alternatively, according to the available assembly possibilities to install separately or integrated, possibly, mobile sub-aggregates, is being used.

The first advantage of this is the annoying and costly air liquefaction with a necessary, technically aggravating fractionation to be able to practically avoid. The basis of the invention is to make the oxygen content by a selective chemisorption before the liquefaction process and to eliminate the possible oxygen trace components. These prerequisites were met by using, for selective oxygen chemisorption from the raw material source: atmospheric air, for the time being:

• 1. the physically, upgraded, highly activated, polidispers granulated active agent on Base of dimanganese trioxide, further called trioxide, for the chemisorption of the partly compressed air.
• 2. The traces of oxygen content are from the fully compressed (200.0 ata) Nitrogen flow is eliminated with the help of copper or silver wire mesh at the annealing temperature.

The mechanical drive itself has not been addressed in the invention. The unpressurized liquid nitrogen (T = -295.4 ° C) is being tested as a new fuel by US researchers and for found a promising future. Transfer of the driving nitrogen flow is carried out by the commercially available, pressureless nitrogen (T = -195.40 ° C) from the simple Linde cycle.

As we know today, solar and electric vehicles are not the only ecological ones Alternative to the car of the present. An even more environmentally friendly A competitor would become a fuel as a fuel for the vehicle, with cheap foot- Pressure nitrogen drives a gas from which the atmosphere of the earth is about 80%. The tested Idea is based on that the liquid nitrogen is gradually evaporated under pressure, flows then from the cooling tank into a small-sized turbine that drives the vehicle.  

From the exhaust escapes into the atmosphere of the relaxed, gaseous nitrogen, which then, without pollutants, immediately intimately mixed with the normal atmospheric air (smogmobile). However, the procedure described above represents the following serious disadvantages:

• - The space requirement for the environmentally friendly, novel fuel is large and the / Containers do not fit into a passenger car.
• - in the event of an accident, the driver must freeze (evaporate with relaxed nitrogen) or incineration (heating).

The invention has basically set itself the goal of o / g disadvantages in this way To prevent, in the supply of the fuel needed for long trips, as small as possible can be held. This is achieved by the innovative possibility of an independent Preparation of the nitrogen propellant before driving or while driving in the traffic and / or Working units, while maintaining a percentage much smaller voluminous Reserve of fuel of about max. 200% of the hourly spent liquid nitrogen pressure Fuel.

It is also known from the patent application: "Process for the preparation of nitrogen dioxide rich gas", DE 36 27 429 A, that one carries out the nitrogen gas as a waste product of the selective chemisorption of oxygen on pelleted dimanganese trioxide. However, this procedure has pursued the goal of activating the trioxide by the chemosorption of oxygen in this way that the nitrogen oxides are oxidized with the atomic oxygen and chemically bound as manganese nitrate salts. However, it is obvious that the above procedure is ostensibly set to activate trioxide qualitatively, that is to work with excessive amounts of air, without strictly adhering to the extreme purity of oxygen-leaned, exiting the reactor air flow. Therefore, the residual oxygen contents in the gaseous nitrogen stream are also quite large (about 3 to 5% by volume). In the case of the present invention, this is not permissible in terms of process technology. In order to simultaneously bind oxygen selectively and quasi-qualitatively and to obtain the nitrogen flow with the highest 500 mg oxygen / Nm ³ , the properties of the pelleted trioxide must basically be extremely upgraded. This change and process is called the mode of preparation of the active end product: physically highly activated trioxide. This will be made explicit in the following description of the process and in the relevant claims.

The new innovative approach is based on the block scheme under the title: "Production of liquid-pressure nitrogen, directly from the atmospheric air, for fuel-free drive of mobile units in or around the vehicle, with selective Chemisorption of oxygen before liquefaction ", further described.  

Process description

The system contains the procedural block diagram. The diagram shows the process flow for a passenger car, with the following technical data for the work cycle:

• 1st performance: 100 hp
• 2. Average power usage coefficient: 0.75
• 3. Actively acting working pressure: 15.5 ata (calculated), assumed 20.0 ata
• 4. Initial temperature: -195.4 ° C
• 5. Initial pressure (= duty cycle): 200.0 ata
• 6. The fundamental energy equation:
  0.75 × 100 PS × 2.7 × 10 ⁵ (kpm / PS) = P (kp / m ² ) × 10 ^-4 cm ² / m ² × V ^× (m ³ / h)
• 7. Mean liquid nitrogen consumption: 40-45 kg / h (= 100 km, data from the general Literature related to working pressure 20.0 ata)
• 8. Duration of a continuous journey: approx. 8 hours (with two pre-filled fuel container 2 × 285 ∅ / 835 mm), working initial pressure: 200 ata, for work, without Use of production work while driving.

From the atmospheric air, a continuous raw material volume of 20.0 Nm ³ intake air is sucked in and initially subjected to a three-stage full cleaning process. The cleaning unit is composed of the following three, replaceable in the direction of the air flow downstream, interchangeable segment filters, namely:

• - first stage: removal of dust and micro-dust felt filters,
• - second stage: removal of trace pollutants NO _x , SO _x , HCl and CO ₂ filling of the filter with pelleted calcium hydroxide active pellets, and
• - third stage: Elimination of the moisture filling of the filter with silica gel.

The pre-purified supply air is now introduced into the first compression stage, which, advantageously, in A screw compressor runs, compressed to about 20 ata, and in the double reactor Chemisorptionsstufe initiated, in which selectively from the air flow oxygen quantitatively and chemosorbisch is filtered out. As active Chemisorptionsmittel here is a pelleted Mass with highly efficient, physically acting absorption properties, which are the high specific surface, optimal distribution of micro- and nano-porosity, high Compressive strength and bulk densities of min. 1.25 kg / liter, and as physical Active substance containing chemically inactive dimanganese trioxide. The oxygen becomes quantitative chemosorbed and retained in this way and that, in principle, pure nitrogen gas now flows to the inlet connection of the at least two-stage piston compressor (second stage the compression).

The oxygen absorber works discontinuously in work cycles, 6 to 12 cycles in the Hour. A cycle consists of a chemisorption process at a temperature of 480 ° C and a desorption at a temperature of 525 ° C, but basically is carried out by an expansion. The desorption process is, possibly, additionally by the inclusion of hot air from the cooling process of pure nitrogen flow after supported the second compression level. That leaving the absorber in the work cycle Pure nitrogen gas first passes the heat in a heat exchanger to the in the Absorber, after the first compression stage, entering air. There are two in the work Absorption apparatus of which one chemosorbs the oxygen, and the second, the desorbs the oxygen.  

The oxygen stream flowing out of the absorbers can release into the atmosphere, as an oxygen-enriched supply air for advantageous (see further the working variants) Combustion (eg in a central heating system) or else by setting up a separate heating system Plant used for the production and marketing of liquid oxygen.

The pure nitrogen stream is now in a double-stage compressor with intensive piston chamber wall cooling by air, compressed up to 200 ata in a subsequent Feinstreinigungsreaktor, possibly, on copper and / or silver wire mesh at annealing temperature trace oxygen content below the limits cleaned from 500 ppm / Nm ³ , whereupon the worn wire mesh, interchangeable mounted, can be regenerated at high temperatures. In this case, pure oxygen can be released and the wire mesh can be taken back into the work cycle.

The compression heat of the purest nitrogen flow is now in a cooler with a in Counterflow flowing air flow collected. It can be usefully recycled. Before the In the case of the Linde countercurrent liquefaction plant, you can alternatively Nitrogen flow, in advantageous space conditions with an additional coolant, z. B. Ammonia, after-cool, which has a positive effect on the effectiveness of liquefaction work of the Linde aggregate.

Now, the purest nitrogen stream flows into the Linde countercurrent liquefaction plant in which he with the via the expansion valve from the receptacle flowing, gaseous Nitrogen off-gas, for the time being in a countercurrent cooler is intensively cooled and on what the relaxed exhaust gas is introduced into the second compression stage in a cycle. In the second compression step on the pure nitrogen flow after the Absorption process of oxygen with the expanded exhaust gas from the Linde countercurrent Liquefaction plant. It is worked in the following cycle so long: "receptacle for liquid-pressure-nitrogen countercurrent cooler - second stage of compression ", until almost the total nitrogen content of the liquefaction is subject. There are always two in the work Refueling tank, the one that receives the liquid-pressure nitrogen and the second of the turbine system of the vehicle is driven. Are they in one of the cases (see the examples) filled to at least 85%, then the system is vented and shut down.

The driving action of the liquid-pressure-nitrogen fuel is based on two following procedures:

• 1. - by using finely controlled expansion valves, is the working container for the liquid-pressure-nitrogen blowing agent optimally under an initial pressure of approx. 200.0 ata gradually being shut down to 20.0 ata in duty cycle,
• 2. - by using finely controlled heating of the liquid nitrogen blowing agent, in which Pressure level of 20.0 ata, one simply keeps the actively acting working pressure constant at approx. 20.0 ata, at a temperature of 110 ° K (= -163 ° C) long-term, without the critical temperature to reach the liquid nitrogen.

The drivable, gaseous stream of liquid-pressure-nitrogen fuel can thus time-sustaining two-stage maintenance, namely:

1 stage: relaxation of the high pressure of about 200.0 ata, continuously, on the constant pressure of 20.0 ata with, as I said, compliance with the temperature, which is the limit of critical temperature not reached.  

2 stage: continuous electrical heating of the liquid nitrogen Fuel for maintaining the effective driving pressure from 20.0 ata to the whole Stock is consumed.

The two o / work stages mentioned would basically ensure that the length of time the ride with the vehicle (without larger tank container) is kept optimally high. The calculation of this travel time for the first stage was made in this way by calculating the average energy for the stage in relation to the actively acting working pressure with the assumption of an auxiliary measure (assumption) that the more highly compressed fuel must also have higher energy , at a constant temperature:

{[200/2 (ata) - 20 (ata)]: 20 (ata)} = 4.0.

Conclusion: The driving pressure-nitrogen propellant, averaged, has a four times greater (mechanical) energy than the fuel acting under a constant pressure of 20.0 ata. As a diminishing multiplier, the coefficient 0.75 has been assumed. Thus, the real retroactivity in temporal function can be imagined as follows for the first stage:

Z (eit) 1 = 0.75 × 4.0 = 3.0 (h).

For the second stage, the duration of the journey is 1 hour (literature data).

Crucial for the travel time is the choice of refueling tank size and the number of pieces the refueling tank. The fuel consumption (liquid nitrogen) was 40.0 kg per 100 km assumed, previously from the calculations made.

The number of refueling tanks is set to two. Calculation in Example 1.

example 1 Dimensions of refueling tank and max. travel time

V = 1.10 × 40.0: 0.81 kg / L = 1.10 × 49.38 = 54.32 L = 54.32 dm ³

= 3.14 × D ²

/ 4 × 3D = 3.14 × 3D ³

/ 4
D ³

= 54.32 × 4 / (3.14 × 3) = 23.057 D = 2.85 dm = 285 mm
H = 3 × 285 mm = 855 mm
Number of pieces: 2.

The theoretical maximum travel time for 2 fully loaded containers is:

t _max = 2 × [3 h (travel time / stage) + 1 h (travel time 2 stage)] = 8 h.

The production of active pellets is carried out as follows.

Example 2 Active pellets based on calcium hydroxide

The calcium hydroxide-based active pellets are used for absorption from trace pollutants: NO _x , SO _x , HCl and CO ₂ . In a pelletizer with cooling jacket is a mixture of lime (CaO) and pore-forming agent (see Example 3, data for trioxide active pellets) in an amount of 100 kg of lime (CaO) and, based on the pellet mass produced 2.5 to 4.2 % kg of pore former, initially charged and very intensively premixed. It is now, in portions, with intensive mixing and cooling 12-15% water (= chemical water), while maintaining the temperature of the reacting mass below 45-50 ° C, whereby the hydroxide is formed:

CaO + H ₂ O = Ca (OH) ₂ .

After cooling the reacted mass to room temperature is added in portions three time increments of 5 minutes 15% pelleting water, based on the total reacted Kalziumhydroxidmasse. The pelleting process is continued until the pellets have dimensions less than 3.5 mm, averaged. The s.g. Green pellets are from the Pelletiermischer brought out, a few hours air-dried, an aging process of three to four days and thereafter, a heat treatment, as described below for the trioxide Active pellets described in Example 3 exposed.

Example 3 Active pellets based on Dimangan trioxide for selective Chemosorption of oxygen from the supply air

In a pelletizer with cooling jacket is a mixture of 100 kg of manganese dioxide, and based on the total mass about 2.5 to 4.2 kg of a mixture of pore-forming agents, which composed of 1/3 kaolin and 2/3 montmorillonite, by weight, of which approx. 60% are present the actual pelleting process and the remainder at the nucleation stage, during the Pelletiervorganges be added, 15 to 18.5 kg slow-moving cement and 18 to 22 kg, three-stage, in time intersperses of 10 to 15 minutes, pelleting water. The process of Pelleting is now under intense cooling with cooling water in the cooling jacket for so long continued until the polidispers pelletized mass reaches the grain size of 0.5 to 3.5 mm. The s.g. Green pellets are now discharged, air-dried for a few hours and one Aging process to initiate and partially perform the cement binding Process and subjected to a heat treatment. The heat treatment is based on that increasing the air-conditioned active pellets at intervals of 30 minutes from 50 ° to 520 ° heated and cooled in the same time regime to the room temperature.

The trioxide pellets are now ready for use.

Example 4 Practical use of the invention for passenger cars

Note: the following requirement also applies to the examples below. It Only the organizational measures necessary for the practical exercise of the Invention are necessary.

It will be appreciated that in a passenger car, the integrated apparatus including three segment devices, ie compression (two-stage), chemosorptive removal of oxygen and Linde countercurrent liquefaction plant with two liquid-nitrogen-nitrogen refueling tanks, are not always in the art Integrated vehicle can be mounted, especially since the electrical energy is still necessary (drive the compaction machines). However, this disadvantage does not prevent the owners of passenger cars from benefiting from the invention if only the following conditions are met:

• - The vehicle has two quantitatively sufficient refueling containers (see Example 1),
• the liquid-pressure nitrogen fuel has an initial working pressure of about 200.0 ata,
• - The vehicle owner has his own, or quick access to a source of fuel in one Workshop or in a propellant station or somewhere else.

The equipment, as already mentioned, is made up of three gear sets, the working together or in a displaced place. In this situation, the valid below statement.

Conclusion: With a possible area introduction of the invention, the infrastructural and organizational measures are taken gradually, and indeed nationwide, Europe-wide and worldwide to manufacture the fuel stations with equipment and Storage of pressurized liquid-nitrogen fuel to allow.  

The owner of a passenger car has either the two first mentioned equipment Sets in his garage and leaves, for. B. over the night (cheap electricity, use of waste heat for Central heating, production of hot water or long-term storage of Waste heat) or fill the refueling tanks on a public-private station or in one Auto Repair. He can then drive undisturbed to the eight hours and home come back or refill on the way in a fuel station. These Self-service pays off. See example 7.

Example 5 Practical use of the invention in trucks

It is believed that one of the great advantages of setting up an integrated Plant that also works while driving, which helps in particular, this facility in the whole smaller. Also the further possibility exists, the plant only on the Station electrically connect and refill quickly. In this embodiment There is also the possibility of an economic use of high quality, accruing Oxygen and the marketable storage of waste heat of the process.

Example 6 Practical Use of the Invention in Fuel Operated Facilities Federal Railways, inland waterway shipping and the industrial sector Facilities and facilities

The tactics of the procedure as in Example 5.

Example 7 Relative cost-effectiveness of the practical use of liquid-pressure Nitrogen as fuel for, in principle, passenger cars

The raw material for the fuel is the atmospheric air. In principle, only one's own work is required. The result is valuable by-products that can be used or marketed for the benefit of others, and in particular:

• - the waste heat that can be put to practical use
• - The oxygen, which enriches the supply air to the furnace of its own central heating system inexpensive and thermally very efficient, and surprisingly,
• it is possible to use the liquid-pressure-nitrogen fuel to build up a conditioning Use summer time equipment in the house and in the vehicle.

The raw material itself costs nothing, so it has no influence on the costs of the new one Fuel off. The work in a highly automated operation is based only on pressing a button to turn on the unit and thus costs nothing. The Mineral oil tax must necessarily fail because no oil is used and no direct Income is introduced.

So there are the energy, the amortization and the additional costs of the new fuel. Subsequently, an attempt is made to precalculate fuel costs. As a basis, the price of a kilogram of liquid-pressure nitrogen was used, for the production of which energy consumption is 1.25 kWh / kg. After that, the pre-calculation looks like this:

AL = L <a) Fuel costs f. 100 km drive: 40.0 kg × 1.25 kWh / kg × 0.10 DM / kWh (night stream) 5,00 DM b) amortization, 20% d. Pos. "A" DM 1.00 c) additional costs, 10% d. Pos. "A" 0.50 DM together 6.50 DM

Conclusion: the cost of the novel fuel is for a drive of 100 km six marks fifty pfennigs (= 6.50 DM), d. H. 0.06 pfennigs for 1 km. In contrast, the Normal gasoline costs would be 16 pfennigs per km and are with a strong Increasing trend burdened.

The use of electrical energy was assumed to take place in about 10 years, the needed to build the new network of fuel supply, a clean Eco-energy will be.

The gaseous nitrogen flowing out of the exhaust pipe after completion of work has low temperatures that can be dangerous to the environment. To this danger To prevent this, the end piece of the exhaust pipe is equipped with an ejector, which it allows to suck in the atmospheric air around the exhaust flow to the environment bring temperature.

The device is fully equipped with redundant measuring and control technology and on the Controller of the driver / user with acoustic-electric warning signals in case of a Incorrect behavior displayed.

The invention is not limited to the o / g examples and concerns also other ways of practical use that are based on the use of Fuels or nitrogen raw materials for general or industrial use Usage, based.

Claims (43)

1. A method and apparatus for producing liquid nitrogen fuel / propellant directly from atmospheric air, for propulsion of mobile unit turbines (eg, passenger, cargo, or other rail, road, air, etc.) vehicles. , water vehicles, or in-a forward or all-round movement of equipment, tools, reactors, elevators, the supporting bridges or DRGL.), characterized in that when ready for use, under pressure of about 200 ata liquid nitrogen fuel, called liquid-pressure-nitrogen fuel, is used, which is generated locally and place bound directly in or around the driven unit and used. 2. Method and device according to claim 1, characterized in that the Entire facility is composed of three segment parts in packages, depending on the available, free installation space, as an integrated or separately aufzustellende Individual facilities that work together side by side or occur. 3. Method and device according to one of claims 1 and 2, characterized that the overall device is composed of the following individual parts: two-piece, Multi-stage compression unit, double reactors for selective absorption from the air and pre-treatment of the oxygen content and Linde countercurrent liquefaction unit, which in made and delivered in complete sets, but with different types of installation and working Offer posibilities. 4. Method and device according to one of claims 1, 2 and 3, characterized that the liquid pressure nitrogen propellant at the direct site not long term stored but is pre-produced in the quantity sufficient for normal operation, the meanwhile stored quantity being less than 200% of the hourly normal Consumption (stand-by pressure 200.0 ata, drive pressure of 20.0 ata) is. 5. The method according to any one of claims 1 to 4, in which the production of pressure-liquid Nitrogen fuel is not generated by the direct air liquefaction and possibly evaporation is characterized in that the oxygen content of the processed atmospheric airflow for the time being by a quantitative, selective chemosorption before Liquefaction process is eliminated. 6. The method of claim 1, according to which the quality of the pelletized active substance for selective chemisorption of oxygen, ie the Dimangantrioxids, is upgraded physically with the aim to determine the content of residual oxygen in the nitrogen stream under the concentration 500 mg of oxygen / m ³ (iNtr), characterized in that it undergoes technical-physical special measures during the polidispers Pelletierungsvorganges that meet its activity of chemosorption and quantitatively selective work. 7. The method according to any one of claims 5 and 6, characterized in that the polidispers pelletized dimanganese trioxide has a mechanical compressive strength of min 20 kg / cm ² . 8. The method according to any one of claims 5, 6 and 7, characterized in that the specific surface of the pelleted Dimangantrioxids is at least 50 m ² / g, wherein the porosity consists of 40 to 60% of nano and the rest of micro-pores , 9. The method according to any one of claims 5 and 8, characterized in that the o / mentioned Porosity through a special treatment of the finished green pellets and their Aging process is carried out in such a way that the pellets subjected to a heat treatment become.   10. The method according to claim 9, for producing an optimal porosity of the active pellets, characterized in that temperature-sensitive inorganic pore-forming agent in a Weight fraction of 3.5 to 5.2% more advantageous 3.8 to 4.6%, based on the original Green pellet mass, partly before the pelleting process and subsequently during the Pelletiervorganges and therefore before the subsequent heat treatment, are added. 11. The method according to any one of claims 9 and 10, characterized in that as temperature-sensitive pore builders a mixture of two silicates with leaf structure, d. H. from, based on weight, 1/3 kaolinite and 2/3 montmorillonite. 12. The method according to any one of claims 9 to 11, characterized in that the two Mixed components of various fine-grained, and indeed, below 50 microns for kaolinite and below 100 microns for montmorillonite, are used. 13. The method according to claim 10, characterized in that the temperature-sensitive Pore formers are added twice in the mixture to be pelletized, namely, for first time for the preparation of the homogeneous feed mixture before the mixing process in one Subset of 60 to 65%, and for the second time, during the pelleting cycle, the remainder, during a pelleting cycle the s.g. Keimellets (dimensions of the pellets forming 0.01 to 0.15 mm). 14. The method according to any one of claims 6 and 8, characterized in that the poured weight of the physical ready-to-use active pellets is at least 1.25 kg / liter. 15. The method according to any one of claims 1, 2, 3 and 7, characterized in that the first Process stage of the process, the compression, at least carried out in two stages, the first stage does not exceed the pressure of 20 ata. 16. The method according to claim 15, characterized in that the first process stage of Compression by a screw compressor and the second stage of compression by an at least two-stage working piston compressor takes place, whereupon at the end of Compacting process, before entering the Linde countercurrent liquefaction unit the process gas releases its process heat through intensive cooling with air flow. 17. The method according to claim 1, characterized in that the overall device as integrated, separately mounted in parts or displaced movable / mobile is used. 18. Device according to one of claims 1, 15 and 16, for saving the assembly space, characterized in that the compressor system is connected to an external electrical Connection connected or outside the mobile unit (eg on the gasoline station, in the Workshop or in the garage of the vehicle owner), or else portable, constructed and is mounted. 19. The method according to any one of claims 15 to 18, characterized in that the Compressive heat collected useful, possibly stored and used. 20. The method and device according to claim 1, characterized in that the aspirated atmospheric air before the compression stage of dust, micro dust and Free carbon dioxide portions and subsequently finely dried. 21. The method according to claim 20, characterized in that the filter unit is composed of three integrated, interchangeable filter cartridges, namely, seen in the direction of taking place flow, from a felt filter for filtering dust and micro-dust, from a bed of calcium hydroxide Pellets for the chemical removal of air pollutants: NO _x , SO _x , HCl and CO ₂ , and a bed of silica gel to dry the air stream. 22. The method according to any one of claims 8 to 14, for the production of calcium hydroxide Active pellets for the pre-cleaning of the supply air flow, characterized in that it starting from white lime (CaO) during the pelletization process first one Hydration reaction by addition of chemical water at a working temperature of subjected to polidispers, air-dried, aged and one Up / Reverse heat treatment is subjected. 23. Method and device according to one of claims 3 and 15, characterized that in which the compressed heat taking cooler, ammonia aftercooler and, In addition, in the countercurrent cooler of the Linde liquefaction plant, all apparatus walls, which come into contact with the gas streams participating in the process, with a layer of 0.05 to 0.08 mm of water-repellent and low temperatures silicone resin (-200 ° C). 24. A method and device according to any one of claims 5 to 15, characterized in that the selectively and chemosorbically bound oxygen released in principle by mechanical expansion, disposed of and applied as follows:

• - Relaxation in the atmosphere,
• - Relaxation in a working supply air, in order to form oxygen-enriched air, for. For a useful fuel burn,
• - Workup to liquid oxygen by mounting a separate processing plant.

25. The method according to any one of claims 1, 2, 3 and 24, characterized in that the discontinuously operating selective oxygen absorption unit which is continuous in time Functioning of the Linde countercurrent nitrogen liquefaction including the compression process, by the intermittent intermittent work of two tuned reactors maintains. 26. Method and device according to claim 25, characterized in that the Cycle work of the double-reactor system of selective oxygen sorption up to 12 Working cycles per hour. 27. The method according to any one of claims 1, 2, 3 and 4, characterized in that two Receiving containers are used for the liquid-pressure nitrogen propellant, of which the one takes the liquefied nitrogen for temporary storage and off the second, the drive fluid into the turbine by relaxation and possibly thermal Evaporation is fed under pressure 20 ata. 28. The method and equipment according to any one of claims 1, 2, 3 and 27, in which the mechanical drive is composed of two basic operations, thereby characterized in that the receptacle for the costs incurred in the ongoing process Liquid nitrogen fuel operates under a pressure of about 200 ata and at a pressure of about 20 ata in the circulation: receptacle-second compression stage is relaxed, and the working container ensuring the drive has a temporally continuous nitrogen Drive current of 20 ata, this being done in two stages. 29. The method according to any one of claims 26, 27, characterized in that the Recycle gas before entering the Linde countercurrent liquefaction plant with ammonia Cooling process is additionally cooled. 30. The method and equipment according to claim 28, characterized in that in the first stage of the drive power by a temporal relaxation of 200 to 20 ata, and in the second stage of the drive power, possibly, by electric preheating, the Drive current is maintained exactly at 20 ata, without the critical temperature of the To achieve liquid nitrogen blowing agent.   31. The method according to claim 1, characterized in that, in principle the Passenger vehicles, do not carry a compressor and refueling to the individually mobile units in the petrol station, in the workshop or in the garage of the Vehicle owner takes place. 32. The method according to any one of claims 24, 25 and 26, characterized in that the Relaxation of the chemosorbed oxygen with the aid of the hot air stream after the cooling of the highly compressed gaseous nitrogen stream in front of the Linde Countercurrent liquefaction process takes place. 33. The method according to claim 1, characterized in that the compressed Nitrogen gas after the chemisorption of oxygen, but before entering the Cooling stage, is freed of its oxygen radicals. 34. The method according to claim 32, characterized in that as oxygen absorbent active material the red-hot electrically heated, small-meshed wire mesh made of copper and / or silver is used. 35. The method according to any one of claims 33 and 34, depending on the residual oxygen Concentration in the process gas, characterized in that the processed sieves periodically exchanged and regenerated at a temperature of 200 ° C, wherein the Oxygen content dissolves completely and can be collected and used in a useful way. 36. Method and device according to claims 1 to 4, characterized in that each moving unit has at least one connecting terminal, It has a permanently mounted coupling, which allows the liquid nitrogen to escape Refueling tanks for firefighting in the unit area or outside the Use unit area. 37. Method and device according to one of claims 1 to 36, characterized that the new procedure for the production of nitrogen sources of raw materials for technical Major syntheses, z. B. for ammonia production, is used. 38. The method according to any one of claims 1 to 36, characterized in that the new Is used in the old units, for the purpose of modernization. 39. The method according to claim 1, characterized in that a pre- or post-filling of liquid nitrogen from inventories of liquid nitrogen pressure of various origin, z. B. in the propellant stations, takes place. 40. The method according to any one of claims 1 to 39, in which the liquid-pressure-nitrogen fuel driving a power generator, characterized in that the generated electrical energy is supplied to drive electric motors on the wheels of the vehicle. 41. The method of claim 40, wherein the power generator of the stationary vehicle, is connected to the foreign electrical energy, characterized in that the Compressor plant for the production of liquid-pressure nitrogen fuel by the switched-on power generator (working as an electric motor) is driven. 42. The method and device according to any one of claims 1 to 41, which precludes the departure of avoids very cold nitrogen exhaust gases, characterized in that the tail of the Exhaust pipe in the form of an Eiektor system, which, taking advantage of an overpressure of gaseous Nitrogen of about 0.5 to 1.5 ata, in the way the outside air sucks, that into the atmosphere outgoing nitrogen reaches the outside temperature +/- 10 ° C   43. The method and device according to one of claims 1 to 42, the redundant, metrologically and fully automatically ensure the safety of the work of the device, characterized in that the following, mounted basic metrological equipment, and the driver / user indicative values are displayed:

• - Start / Stop,
• - redundant expansion valves on tank containers,
• - displaying pressures and temperatures,
• Indication of the functioning of the electric heater for tank containers,
• Indication of the filling level of the tank containers,

each false indication triggers an alarm.