EP1529928A1 - Environmentally friendly compressed gas driven rotating piston engine with its thermodynamic cycle process - Google Patents

Abstract

Compressed gas planetary piston engine (34) uses an energy carrier which is stored in the cold state before being injected into the operating cycle in a cold-insulated tank (1). The ambient heat produces a gas pressure in the tank via vaporization of the working medium and regulated as operating pressure via a control unit (8). Preferred Features: The working pistons are divided and consist of piston pairs (29, 30). The piston pairs have a semi-circular shape. Permanent magnets or electromagnets (33) together until the Laval pressure in a diffuser unit (26) is reached. The magnets pull the piston pairs back together during a push stroke.

Description

This application is based on old, known and proven applications, but with one new technical device for obtaining a kinetic energy over the work equipment Gas. The laws of thermodynamics and fluid mechanics work in one closed and partially closed cycle process on a heat engine. Goal of this Invention is to use renewable, renewable energy and energy efficiency increase. To produce no pollutants at all to contaminate poison the result this new technique. A heat engine works in a high-cycle cycle Energy efficiency, pollution-free oxidation with regenerative energies in mobile and stationary Commitment. I call this cycle cold air motor system (KLM system).

The heat engine is a pressurized gas circulating piston engine (FIG. II I CD) which is schematically drawn and explained in the description Item 8.
The KLM system includes all energy transformations from the extraction, extraction of primary energy, energy storage, energy transport to useful energy. The KLM system works in harmony with the natural elements of fire (sun), air, water and earth (biomass) environmentally friendly and with a very high effective economic benefit of 85% on average. The KLM system intelligently exploits the thermal cycling process through potential and kinetic energies, and additionally converts all the moment of inertia and its effects of a traveling, decelerating vehicle into kinetic potential pressure energy and stores this useful energy as work capacity in a pressure accumulator. To do this, a mechanical and thermal recuperation circuit travels and regenerates useful energy to the exergy, before it is lost forever as an anergy.

The energy carrier is stored in the liquid state before being fed to the engine and driven from the memory regulated in a cycle process.

The energy medium is recycled in the cycle process in the working fluid pressure gas and supplied regulated the engine. The amount of stored necessary for the drive Energy carrier is reduced by the cycle process to 12% to 16% of demand according to the current state of the art. The required volume change work of the compressors is only 23% of the expansion work of the engine. The effective efficiency of the engine in the cycle process is 86%. The practical benefit increases through the recovery The mass forces of a moving delayed mass to 122% over the effective Efficiency of the engine in the cycle process. The effective efficiency of the Primary energy is 6.77 times more optimal than that of an Otto internal combustion engine and 5.55 times that of a diesel engine.

According to thermodynamics, the KLM system uses the compression and expansion flow in the stationary flow process via the fluid mechanics. The kinetic energy of the working fluid is optimally converted into work, in the circulation process on the Recuperationsseite the nozzles for cooling and in front of the engine for pressure and temperature increase of the working fluid. The kinetic energy increases in the cycle process the working capacity by 45% of the offered working energy. The fluid mechanics of the working piston 29 and working cylinder 27 are characterized by a spherical configuration and the vertical pitch of the rotary piston 29, 30. On the counter-current pulse injection 26, the kinetic energy increases the potential pressure energy by 1.3 ² by a physical shock wave and by the division of the pistons provide an enlarged working area of Ak = 2 x 1.5 = 3 times on the plan work surface, As a result, the volume flow of the working fluid is reduced significantly compared to that of volume flow machines, such as turbines and rotary engines (vane, gear and disk motors).

Since the KLM system has compressed gas storage tanks, it can work flexibly and the retrieve regenerative energy sources, e.g. Solar energy via photovoltaic very ecological and use economically. The heat engine is a compressed gas engine, a rotary engine, the long elastic lever arm without dead center in its movement technique generates an effective kinetic energy. Particularly noteworthy is its high starting torque and its low working speed max. 900 rpm. Working parallel to the engine two compressors (rotary piston engines or reciprocating piston engine) use the resulting volume change of gas from 80% - 70% to increase exergy of working fluid with one Energy expenditure Wt of 20% - 30% of the delivered useful energy. The system uses this the resulting mass energy of a moving car. The positive energy from overrun and braking are stored mechanically and thermally and used directly again at start-up energy, e.g. This leads to a very high degree of utilization of up to 90% of the System. Supported as an energy-saving effect is the mobility by a freewheel between engine and kinetic mechanical momentum-force part to the transmission.

The working, energy carrier and energy storage medium is air and / or its component like nitrogen. When there is a lot of waste heat from energy conversion plants, production processes etc. with exhaust heat above 100 ° C or in warm sunny countries can be thermodynamic Cycle also with labor-intensive gases such as helium, carbon dioxide, environmentally friendly refrigerant R 134a, R 407c or with steam of ammonia, water and Alcohols are closed.

The air is non-toxic, harmless and is in harmony with the 4 natural elements of the earth, the especially applies to the pure nitrogen. Nitrogen is an inert gas. There is air everywhere free in the world. For all people, all peoples, there is / with the KLM system the KLM system and its application no unjustified access to the drive energy more. Poverty is successfully fought.

Air, nitrogen can be stored as a pressure medium or / but also in the liquid state of matter in tanks. Thus, these working media are also energy storage media; stored potential kinetic thermal energy in the form of labor. Particularly noteworthy is the high volume of volume change work 1: 2850 liters. The production of liquid air, liquid nitrogen is not very technically complex and is emission-free. The transformation into the liquid state should basically be carried out by the regenerative energy sources sun, water, wind and biomass. This eliminates pollutants and greenhouse gases. For one kg of liquid air / N ₂ you need 0.5 KW of electricity. The liquid air / N ₂ are fed in a partial cycle only proportionally from 1/6 - 1/8 of the useful energy demand.

The effective mean efficiency of the KLM system is 86%, with only 16.5% of the Today's primary energy demand. No currently developed technology achieves this effectiveness and is as environmentally friendly as the KLM system.

The application of the KLM system creates the inequality of energy distribution in the world combats poverty in many countries on this earth. The energy efficiency of this Heat engine with its heat cycle process is so significant, its benefits so great that their practical use in the vehicle and air traffic humanity

regardless of oil as fuel.

Because of its versatility, the KLM system is of very high quality, an export hit, an innovative new step of mobility with equal benefits for humanity throughout Earth. In addition, humans use this technique to fulfill their generational obligation.

It is well known to use compressed air as an energy source for the operation of pneumatic tools and equipment as well as for engines. Compressed air or compressed gas engines are known as rotary piston engines (multi-disk, axial piston, radial piston and drum piston engines), gear motors, screw motors, vane motors and compressed air turbines. The compressed air technology is generally considered to be very robust, reliable and very compact. Due to the low density of air and gases, the compressed gas engines are characterized by a very good quick start behavior. The general availability of the working medium in the atmosphere and the storability make the compressed air storage technology interesting for applications for the storage of regenerative energies. Compressed air storage already exists in the power supply, with peak power demand a fluid, here compressed air, is fed to a turbine and this generates electricity via the generator. Compressed air energy generated with conventional systems is very expensive. The main reason is the conversion of high-quality electrical energy into compressed air in the compressor. The overall efficiencies of compressed air systems are poor. So has a commercial compressor at 8 bar abs. a specific power requirement of about 6 KW / m ³ / min. In contrast, the specific power generated by compressed air motors is about 1 KW / m ³ / min. It is also known to drive vehicles with stored compressed air of about 200 bar voltage as drive energy. These are special locomotives in underground mining at risk of heavy rain. Compressed air locomotives are supplied from a special compressed air line network. They are therefore expensive and have the limited capacity in compressed air storage tanks only a small radius of action, which prevented a spread of compressed air vehicles for days. Emst has recently succeeded in developing a vehicle drive that draws its power from a compressed air reservoir and drives a passenger car whose radius of action should be around 200 km and which requires 300 l of compressed air at 300 bar. In order to improve the range of this vehicle, it is intended to equip the car additionally with a gas tank. Outside the city, the driver should be able to switch the device from the pneumatic drive to conventional drive by burning petrol. This development is based on the fundamental idea of significantly reducing pollutant emissions from vehicles with internal combustion engines in densely populated urban areas, since driving an engine through pre-stressed air does not generate any pollutants. The disadvantage, however, is the high demand for electricity for generating the compressed air storage mass of up to 65 KW to be able to drive 200 km, to expensive material technology for the engine to combustion (explosion) and expansion of compressed air (cold) have sufficient service life for the engine ,

It big institute developed a steam engine. The working medium water is driven closed in a cycle process. An evaporator receives energy through a combustion unit of state-of-the-art fuel technology and condensing technology. Very low-emission combustion, controlled control unit evaporates the water, changes its state of aggregation and becomes hot gas. The hot gas drives a reciprocating engine with a crankshaft gearbox. The water vapor is then returned to a condenser. A classic heat cycle process. The disadvantage is the high Exergieverlust in the evaporation of the working fluid and the fuel medium, to the crankshaft with 2 dead centers per operation. The fuel can be natural gas, gasoline, diesel or biodiesel. This thermal power plant has the same basic idea of the KLM system: A controlled combustion technique over a unit outside the combustion cylinder of an engine. But almost all the common improvements stop there. The efficiency of the system evaporator Exergy = 3 KE (1 - TU tmb ) = 36% because the saving of fuel is according to own data only with 20% in all car classes and fuels. Nevertheless, this way is right to meet the ever-increasing requirements of the emission limits and finally get away from the explosion engine.

There is further development with heating gas engines according to the Stirling process, as working medium helium is driven. This state of the art is more advanced, more environmentally friendly than that Internal combustion engine with its energy-dissipating technology, its pollutant emissions (Greenhouse gas). These systems are currently used for decentralized power and heat generation tested as thermal power coupling in practice. The disadvantages of the Heizgasmotors are its in the system resulting volume of the devices and the lack of momentum for the vehicle drive.

In the published patent application DE 19911321A1 an air-powered engine is described, the working medium air in a separate vacuum-insulated tank in the liquid State stores. This liquid air is vaporized in an evaporator by the environmental heat and then expanded into a pneumatic motor. In addition, the resulting mass forces recuperating a moving car. This is the highest level of technology for a driving Vehicle..The disadvantage is the very high demand for liquid air, in city traffic 6 - 8 times the KLM system, equivalent to 36 - 48 liters / 100 km.

With the utility model DE 20115657U1 the same system is used and In addition, an electrical or mechanical heat source is introduced as an energy converter. For this purpose, the main component of the liquid air or nitrogen, as a drive medium called. Nitrogen is not flammable, consumption city traffic about 60 liters / 100 km. The disadvantages are the high consumption of liquid air or nitrogen. The reduction of consumption through the additional heat source is consumed by the energy consumption of the generation. In addition, this application is made after the date of DE 19911321A1 and of this anticipated. This also applies in the basic basis to the utility model DE 20214283V1 too. A direct introduction of the work equipment to 100% in the engine by a open circuit requires less technical effort, but big tank volume and a lot Stream for the production of liquid air or nitrogen.

There remains a comparison to the fuel cell technology. This technique is very expensive today This technique has only as a steady operation prospects of success. The required hydrogen is explosive and consumes a lot of primary energy. If it's made from fossil fuels, arise environmental pollution. When it is made from methanol, it consumes a lot Biomass. The exhaust product is water gas. Water gas is a greenhouse gas and influences the local climate considerably. In winter, smooth roads, fog in summer, sauna climate, for the People and nature in the urban centers. If the fuel cell for traffic Technically mature in about 20 - 40 years, according to information the specialist will be just confirm this disadvantage, in addition accumulated by the mixed mode of vehicle traffic with the internal combustion engines. Mobility efficiency is 45% because the cell generates more heat than kinetic energy.

The aim of this invention is therefore the already known compressed air drive for stationary and in particular for mobile (location-independent) engines, especially for vehicle engines so further develop that the combustion of hydrocarbons from fossil petroleum derivatives completely by the use of compressed air or compressed gases such as helium, carbon dioxide, nitrogen, Ammonia, alcohols, can be replaced as work equipment. In addition all regenerative energy sources can use ecologically and economically via the mobile and stationary Energy storage. The working fluid gas can easily handle the working capacity of a gas Store a liquid or gaseous state in corresponding tanks. Also should the Heat through controlled oxidation through state-of-the-art fuel and condensing technology with renewable energy Hydrocarbons (biomass) are generated outside a cylinder space. In addition, the system should be closed and partially closed work according to the laws of thermodynamics and technical fluid mechanics. For the Mobile use in vehicle traffic, the system converts by recovering all resulting mass forces and their effects from overrun or deceleration in kinetic and potential energies. These energies are cached as Work capacity and in the further movement immediately called as useful energy. exergy make full use of and through regeneration, recuperation and recovery of Mass inertia forces to eliminate anergy (waste + losses) as much as possible. The Environmental energy of the air and the sun uses the KLM system in the form of heat over the KLM system in the form of heat via evaporation and in the form of kinetic energy via the photovoltaic directly in the vehicle. The per se known advantages of a compressed gas engine can also be used fully. The generated torque corresponds to the necessary Starting torque and is equal to the maximum torque. So the torque is the biggest, when it is particularly in demand, when starting and accelerating. The compressed gas engine requires no starter motor and no acceleration process by a clutch. Of the Compressed gas engine has no energy-consuming idle. It is the ideal engine for the City traffic. The engine piston is about the pressure pulse of a flowing working fluid over a compression flow moves. The compression, this potential compressive force, moves the piston in a circular motor with a long lever arm and without dead center circular forward. The KLM system uses the cycle process decisively at the appropriate operating points the laws of technical fluid mechanics about nozzles and diffusers "the Expansion and compression flow. "The KLM system gains the most importance as a drive of an engine, whether stationary or as a vehicle engine (mobile), through the completely lack of direct environmental impact of the drive energy. There are no emissions the technical production of liquid gas such as air, nitrogen, helium, carbon dioxide, etc. because the KLM system works only with regenerative energy sources, indeed this system gives regeneration sources a practical and ecological sense, both economically and economically KLM system becomes important due to the existing need of mobile demand win. The concept of the KLM system is to have an energy conversion that is consistent with man and nature is - for a peaceful future -, ecological and economical for all Countries and peoples.

• dem 4,77-fachen des Otto-Dieselsystems im Stadtverkehr
• dem 4,55-fachen des Otto-Dieselsystems im Überlandverkehr
• dem 4,33-fachen des Otto-Dieselsystems im Autobahnverkehr.

The KLM system works with an effectiveness

• the 4.77 times the gasoline diesel system in city traffic
• 4.55 times the gasoline diesel system in overland traffic
• 4.33 times the gasoline diesel system in motorway traffic.

Comparison of quantity and quality of energy conversion

A 1200 kg car in city traffic 100 km
Primary Energy = Exergy + Anergy = Levels (Ox)
Effort energy = benefits + losses = CO ₂ + NOx, HC
Otto engine 90 KW = 16 KW + 74 KW = 20 kg / CO ₂
Diesel engine 79 KW = 17 KW + 62 KW = 18 kg / CO ₂
KLM system 11.38 KW = 8.87 KW + 2.51 KW = 1.7 kg / CO ₂ - regenerative
The useful energy KLM = 8,87 KW = 11,38 KW - 6,22 KW =
5.16 KW + 3.71 KW = 8.87 KW
Regeneration + Recuperation = 6,22 KW +
requested exergy = 5.16 KW +
requested thermal and
mechanical recuperation = 3.71 KW -
Anergy of the system = 2,51 KW -

The system relocates 2.8 KW external> to the power plants and liquid-gas producers of decentralized type.
In the KLM system calls 7.67 KW = 27612 kj
P _EFF = 27612 ki / 790 kj / kg = 34 kg flow
Wteff = 790 kj / kg
34 kg flow = 34 kg / 6 = 5.6 kg
= 6.2 liters of liquid air / nitrogen for 100 km city traffic.
In comparison, the combustion engine = 10.4 liters = 93 KW of primary energy and thereby generates 74 KW of anergy to greenhouse gas 20 kg / CO ₂ and 12 Nm ^{3 of} water gas poisoned.

A displacement of 2.8 KW = 6.2 liters of LPG, produced by a wind power plant, demands
Primary energy = exergy + anergy
Electricity 3.1 KW = 2.8 KW + 0.30 KW

For the production of 1 liter of liquid working fluid air / N ₂ , the large technical system requires 0.5 KW for 1 liter. PQ = V • be = 6.2 x 0.5 = 3.1 KW

Required primary energy external for 6.2 liters of liquid air / N ₂ = 3.1 KW displacement, which corresponds to a primary energy requirement of 6% of the current vehicle loader for the production of the liquid gas.

The KLM system itself calls for the expander unit 28,300 kj for the 100 km city traffic, which corresponds to a flameless oxidation of biomass 1.1 liters of ethyl alcohol 0.8 liters of vegetable oil, thereby falling about 1.7 kg CO ₂ regenerative and none Pollutants at a combustion efficiency of 94% = 60 watts of anergy. 1200 kg mass - city traffic 100 km primary energy usable anergy pollutant KLM system 14,19 KW 8.87 KW 2.76 KW 0 Otto engine 93 KW 16,7 KW 74 KW 20 kgCO ₂ Diesel engine 79 KW 17 KW 62 KW 18 kgCO ₂

The primary energy requirement 93 KW + 79 KW / 2 86 KW on average for today's vehicular traffic, resulting in 68 KW of anergy = waste and 19 kg of greenhouse gas plus 12 Nm ^{3 of} water gas, with the total sum of pollutants and waste heat changed man's climate.

The KLM system only gets 14.19 KW of primary energy and produces 2.76 externally and internally KW Anergie, there are no pollutants and no poisoned gases.

Total primary energy demand is only 16.5% of today's demand. The total quantity can be produced by all regenerative energy sources with very high quality.

Imported energy with all the risks and costs for all peoples is provided through the KLM system and its application National Energy.

From Fig. IV, the Exergiegewinn of 374 kj / kg can be seen. The KLM system cools the flow of material with the cold gas. In the cycle process, the cold gas works as a recuperator (heat exchanger, evaporator and mixing heat exchanger). The required cooling energy is fed in via Q12 with 534 kj / kg, gaining 374 kj / kg of exergy. The anergy is 160 kj / kg. The exergy of the cooled system increases at T <Tb by the heat release.
Exergy KLM = 858 kj + 374 kg = 1232 kj / kg
Wt, useful energy = 1232 kj - 160 kj = 1064 kj / kg
Material flow KLM = 1/6 × [534 + 374] = 151 kj / kg
Wt stream Klm = (858 kj x 0.9) + 151 kj = 923 kj / kg
Weff material flow Klm = WtStKLM • m • G
Weff material flow KLM = 923 • 0.93 x 0.92 = 790 kj / kg

This effective work is multiplied by the recuperation factor from mass recovery (moment of inertia and its effects) of a decelerating car.
The recuperation factor is
City traffic = 1.6 (60%)
Overland transport = 1.4 (40% (
Motorway traffic = 1.25 (25%)

Example of city traffic: 1200 kg mass has the car, it gets 12 KW kinetic energy, according to today's technology of the internal combustion engine, then the liquid air / nitrogen requirement is: square meter St = Recuperator power + combustion energy Weffstrom KLM x Recuperator factor 9936 ki - 27000 ki / 790 kj / kg x 1.60 = 36936 ki / 1264 kj / kg
Qm _St = 29 kg material flow
Q _flSt = QmSt / 6 = 29 kg / 6 = 4.8 kg
Vfl = 5.6 liters to 1.1 liters of ethyl alcohol or 0.9 liters of vegetable oil

The mechanical thermal recuperation is the technical volume work of the isothermally operating compressor 37 and the isotropically operating compressor 11. The total volume change work is by the
Δt + = 1040-151 = 889K
V = 2850 l / kg - 2250 l / kg = 600 l / kg (volume of work) and corresponds to 23% volume change work of the KLM system. This low value allows the system to work optimally in a partially open or closed cycle process.

The volume change work is 4.77 times more effective than the gasoline engine and 4.55 times more effective as that of the diesel engine.

In Fig. I the quality of the primary energy for the KLM system is shown. Electricity is generated via the regenerative energy sources, which are then sent to decentralized gas liquefaction plants for conversion into the fuel liquefied petroleum gas with very little exergy losses, stored there in tanks and transported to the filling stations via container tanks at the shortest possible distance. The liquid air / nitrogen does not contaminate air, water and the earth (soil), also there is no danger of explosion of the inert gases. The technology is known and the logistics are very economical. In addition, five different energies can be generated from the energy store via the KLM system, as shown schematically in FIG. 1. electricity 100 regenerative energy converters Second Heat (heating) 102 biomass Third Movement (engine) 105 energy storage 4th Cold (air conditioners) 106 solar power 5th fuel 107 Oxidation 108 Compressed gas

These energies can be controlled at the same time but also economically, individually or as needed eg movement (engine) with heating or air conditioning. For this purpose, the system can generate heat with a heat efficiency of 94 - 102% as a by-product of power generation, kinetic energy and air conditioning. The liquefaction of the gases generates about 50% of heat, which is an economic advantage for the decentralized liquefaction plants, because in urban areas this heat is sold through the pipeline networks. The KLM system will change the entire air conditioning technology innovatively, because today's air conditioning technology is harmful to the environment, consumes too much primary energy, is technically complex and poses dangers to the health of working people in all enclosed spaces. Through mixed cooling, the system achieves clean, effective cold gas, air / nitrogen / oxygen regulated by biofilters, constantly renewed, healthy breathing air that is germ-free, because the liquefied gas is absolutely clean, chemically pure. The KLM system now gives controlled O ₂ N ₂ temperature and humidity. Also, the KLM system will give the self-sufficient energy supply for single-family to high-rise buildings, factories, authorities, etc. just to an economic sense. 5 energies in one energy converter, in addition to being flexible and environmentally friendly and made of unlimited, renewable raw materials and energy sources. The energy forms are: Electricity 1., heat 2., fuel 3., refrigeration 4., motion technology 5. Now the KLM system can be used ecologically and economically via the compressed air technology for peak load, emergency power generation. The ratio of the specific power of engine and compressor / Recuperator has an efficiency
= PspM / PspV = 96%

All regenerative energy converters have a big disadvantage that the energy conversion high fluctuations from natural conditions is exposed. So have in the background of the wind power plants the fossil power plants to 80% power plant energy as control reserves drive, this control energy is not used, then this energy evaporates with all the Greenhouse gases that should actually be saved.

According to the scheme Fg. I can now with the KLM system, the wind power plants, solar power plants etc. operate independently via the compressed air reservoir or the liquefaction plant, because they drive into memory, then generates the storage medium via the KLM system Fuel or electricity under constant operating conditions. Wind power plants can also directly over the compression very economically liquid nitrogen, liquid air, liquid carbon dioxide, make and store liquid argon, liquid oxygen and liquid neon, helium these gases in high-pressure accumulator or in the liquid aggregate state in corresponding Tanks. This company can produce its quality products at any time, without the forces of nature Being directly dependent on offering logistics on the market.

The specific power efficiency is = 93%.
PspKraftw. / PsVerd. = 0.93

The application of the KLM system frees humanity from the stranglehold of oil reserves, furthermore, no greenhouse gases, no ozone hole, no poisoning of our breathing air, none Contamination of water and earth, no waste of our resource reserves like Petroleum, natural gas, platinum, rhodium, gold.

2. Wie in Fg. II und Fg. III schematisch gezeichnet. Den Kreislaufprozess nenne ich KLM-System: Kaltluftmotor-System. Vom Tank 1 geht das flüssige Arbeitsmittel geregelt 2 in den Verdampfer 3, der in der Expansionseinheit 4 eingeschlossen ist und hier die Wärme Q des Stoffstroms absenkt. Das nun verdampfte Arbeitsmedium unter 24 bar Arbeitsdruck wird nun geregelt 5 über die Entspannungsdüse 6 auf 10 bar in die Mischkühlung der Expansionseinheit 4 gefahren. Hierbei kühlt der Stoffstrom auf 210 K ab. Gleichzeitig erhöht die Entspannung die Exergie des Arbeitsmediums 19 kj/kg Stoffstrom. Mit der Regelstrecke 7 und der Regelstrecke 8 werden der Druck im Tank 1 und der Expansionseinheit 4 über die Expansionsdüse 9 geregelt, dabei wird Kälte von 160 kj/kg erzeugt. Das ist ein zusätzlicher Exergiegewinn von 27 kj/kg Stoffstrom für das System. Über die Leitung 10 saugt der Verdichter 11 einen Stoffstrom von 210 K und 10 bar an und verdichtet diesen auf 36 - 46 bar geregelt über die Regelstrecken 12 in den Abgas-Wärmetauscher 15, danach in den Wärmetauscher 16 der Expandereinheit 17. Über die Rohrleitung 18 und der Regeleinheit 12 fährt das Arbeitsmedium über die Diffusorströmung 19 und Druckverteiler 20 in die Expandereinheit 17. Hier fällt ein Arbeitsdruck durch Verdichtungsstoß und Wärmezufuhr von bis zu 55 bar an, dazu erreicht das Arbeitsmittel 547 K. Die Brennstoffeinheit 21 erhöht die kinetische Energie über die Expandereinheit 17 sowie gleicht den Druckenergieverlust von dem Diffuser 19 aus, die Arbeitsmitteltemperatur steigt auf jetzt 857 K. Q 43 ist 215 kj/kg. Das Arbeitsmedium wird in der Regeleinheit 22 auf einen konstanten Arbeitsdruck geregelt gefahren. In der Einheit 23 wird das Volumen geregelt bestimmt und in der Impulseinheit 24 wird die Zeit des Impulses nach abgerufenem Leistungsbedarf gesteuert. Der Stoffstrom wird über den Verteiler 25 in die Diffusoreinheiten (zwei - zwölft Einheiten) 26 über den kugelförmigen Druckverteiler 27, der fest mit dem Motorzylinder verbunden ist, als Impulsgegenstrom - Energie gefahren. Dabei entsteht ein Verdichtungsstoß, dem 1,3²-fachen der kinetischen Energie (Strömungsenergie). Der Druck erhöht sich in Sekundenbruchteilen auf 88 bar, die Temperatur auf 1040 K. Der Kreiskolbenmotor 34 des KLM-Systems bietet ein Expansionsvolumen vom 1 bis 90-fachen des Eingangsvolumens an, damit nutzt das System im besten Maße die Expansionsarbeit eines vorgespannten Gases. In diesem Fall entspannt das Arbeitsmedium von 88 bar auf 0,97 bar. Die Temperatur fällt von 1040 K auf 289 K. Anschließend schieben die Kolben 29, 30 das Gas über die Düse 36 in die Saugseite des Verdichters 37. Das Arbeitsmittel hat jetzt auf der Saugseite 2,0 bar und 240 K. Alles über 2,0 bar geht über die Abgas- und Schalldämpfereinheit 35 ins Freie, das ist 1/6 bis 1/10 des Arbeitsstroms mit einer Temperatur von ca. 280 K, also ohne Anergie und Schadstoffe. Der Verdichter 37 ist ein Rotationskolbenverdichter mit keilförmigen ausgebildeten Kolben, der mit hoher Effektivität isotherm das Arbeitsgas von 2,0 bar auf 12 bar verdichtet. Über die Düse 39 strömt das Arbeitsmittel mit 240 K und 9 bar in die Expansionseinheit 4. Der Verdichter 37 wird im Prozess vom Regelkreis 38 gekühlt, die Leitung führt dann die Wärme zur Brenneinheit 21 und wärmt diese vor. Der Verdichter 37 sitzt auf der Motorwelle 31, 32 und arbeitet mit diesem im gleichen Takt. Der Verdichter 11 wird aus dem mechanisch kinetischen Kraftteil 60, 61 über Riementrieb unter Ausnutzung der Massenträgheitsmomente und seine Wirkungen angetrieben.

3. Der Speicher 14 ist der Energiespeicher der mechanischen und thermischen kinetischen Recuperationen des Arbeitsmediums in Druckgas. Der Verdichter 11 fährt und verdrängt das Arbeitsmedium über die Regeleinheit 13, den Überschuss oder Recuperationsanteil in den Druckgasspeicherkessel 14. Auch die Expandereinheit 17 verdrängt den Überdruck von 55 bar über die Regeleinheit 46 in denselben Speicher. Bei einer Talfahrt eines Autos oder Verzögerung durch Schubbetrieb wird die zurückgewonnene Energie als Arbeitsvermögen des Gases im Speicher 14 gefahren. So entsteht keine Anergie. Dabei fallen keine Energiekosten an und auch die Umwelt wird nicht belastet.Bei sehr langen Talfahrten, wenn die Einheit 4 leergefahren ist, öffnet sich die Einheit 68 und der Verdichter 11 saugt Luft aus der Atmosphäre und speichert im Druckkessel 14 das Arbeitsmedium als Arbeitsvermögen. Die Einheit 69 befreit das Arbeitsmittel von Wasser und Schadstoffen. Aus dem Speicher 14 fährt das System geregelt laufend über die Regeleinheit 45 das Arbeitsmittel in die Expansionseinheit 4, dabei gewinnt das System über die Expansionsdüse 45 130 kj/kg Stoffstrom an Kälte. Das ist eine Exergieerhöhung von 97 kj/kg.

4. Das KLM-System setzt nicht nur indirekt, sondern auch direkt die regenerativen Energiequellen ein. Eine Photovoltaikanlage montiert auf das Dach, die Haube im Einklang vom Dessin (Form) des Autos oder Hauses ergibt eine nutzbare Energiewandlung. Der Wechselrichter 55 wird gespeist aus einer der vielen regenerativen Quellen. In der Batterie 56 wird die Energie chemisch gespeichert und von dort über den Wechselrichter 57 geregelt der Motor 58 mit Strom von 220 Volt gespeist. Der Motor 58 treibt den Verdichter 47 an. Über die mechanische Kupplung 59 kann der Motor 58 auch den Verdichter 11 antreiben. Die Kupplung 60 kann eine Verbindung bis zum Motor 58 über 59 schließen, z.B. bei langer Talfahrt eines Autos. Dann wird das ganze System über den Schubbetrieb versorgt und gewinnt Exergie aus den Massenkräften, bevor diese zur Anergie werden und das ohne Kosten und ohne die Umwelt zu belasten. Über die Leitung 70 saugt der Verdichter 47 das Arbeitsmittel von 36 bar und verdichtet es auf 80 bar und drückt dann das Arbeitsmedium über die Regelstrecke 48 in den Wärmetauscher 49. Der Verdichter 47 wird durch die Atmosphäre vorgekühlt, trotzdem erreicht das Arbeitsmittel 340 K. Mit dem Kühlwasser aus der Einheit 41 wird das Arbeitsmedium vorgekühlt und eine Wärme von 85 kj/kg recupiert. Das vorgekühlte Arbeitsmedium wird durch den Gegenströmer 50 gefahren, dabei vom Rücklauf 52 der Gasverflüssigung auf 110 K abgekühlt. Das auf 110 K abgekühlte Arbeitsmedium wird in der Expansionseinheit 51 zum Teil verflüssigt und in dem Tank 1 gespeichert. Der Überschuss an kaltem Arbeitsmittel wird über die Rücklaufleitung 53 und der Regelstrecke 8 in die Expansionseinheit 9 und 5 geregelt gefahren. Dieser Kreislauf gewinnt 97 kj/kg Stoffstrom an Exergie. Als Alternative für Energiespeicherung ohne die Kosten und die Masse der Apparate 49 bis 53 bleibt die Rückführung über die Regelstrecke 54, denn über Regelstrecke 45 gibt es einen erheblichen schnellen Exergiegewinn.

5. Der mechanische Antriebsteil 61 besteht aus dem Freilauf 62, der den Motor 34 vom Getriebe und der Schwungscheibe 63 bei Schubbetrieb trennt. Die Schwungscheibe 63 sorgt für gleichmäßigen Rundlauf und dynamischen Antrieb. Die Einheit 63 ist direkt verbunden über einen Freilauf mit der mechanischen Recuperationseinheit 65, diese besteht aus einer Kupplung 64 mit Getriebe und einer oder mehreren Spiralfedern. Diese Spiralfeder speichert potentielle Energie zu 99 % und wandelt über das Getriebe 66 die Energie in Drehbewegung, also in Fortbewegung um. Ein Wechselgetriebe 67 sorgt für Vorlauf oder Rücklauf. Die mechanische Recuperation ist von hoher Qualität für die Energiewandlung und bringt einen Exergiegewinn für ein mobiles Fahrzeug
   60 % im Stadtverkehr
   40 % im Überlandverkehr
   25 % im Autobahnverkehr
   In Berg- und Talfahrt ist der Exergiegewinn 95 %.Dieser Exergiegewinn erfolgt ohne Kosten und ohne die Umwelt zu belasten. Eine Mechanische Überlastung wird über die Einheit 64 vermieden. Bei Dauerlast über die Speicherkapazität wird über die Einheit 60 der thermische Recuperationskreislauf in Betrieb gesetzt, denn auch dieser hat einen hohen spezifischen Leistungsrückgewinn von 92 % in der Recuperation bei sofortiger Nutzung.

6. Das KLM-System arbeitet mit den umweltfreundlichen Arbeitsmitteln Luft und Stickstoff in einem teilgeschlossenen Kreislaufprozess. Wird der Motor 34 über die Einheit 35 geschlossen und die Expansionseinheit 4 von Mischkühlung auf zwei getrennte Systeme gefahren, so kann jetzt ein Arbeitsmittel in einen geschlossenen Kreislaufprozess gefahren werden. Bei Anfall von viel Wärme aus der Energiewandlung und Produktionsprozessen mit Abgas- oder Abwärmetemperaturen über 100°C oder in sehr warmen und sonnenreichen Ländern bietet sich als Arbeitsmittel das Helium, das Kohlendioxyd, Wasser, Ammoniak, Alkohole und organische Kältemittel an. Der Kältekreislaufprozess ist mit den Arbeitsgasen Luft und Stickstoff als offener Prozess zu fahren. Das Arbeitsmittel fährt dann über die Einheit 44 oder 41 in die Atmosphäre. Auch der Kältekreislaufprozess kann geschlossen als Kältemaschinenprozess Fg V und FA gefahren werden. In FigA wirkt der Recuperator 15 als Kondensator und die Expandereinheit 4 als Verdampfer. Ein Gasverdichter hält den Kreislauf über den Motor 58 aufrecht. In Fig V führt die Expandereinheit 17 Wärme zu, die über den Recuperator 15 mit genutzt wird, in der Expansionseinheit 4 wird der Rücklauf vom KLM-System Arbeitsmittel gekühlt, die Exergie erhöht, in einem weiteren Kondensator wird das Kältemittel vollständig über die Drosseleinrichtung 79 kondensiert, eine Pumpe 80 befördert das flüssige Arbeitsmittel zurück in die Expandereinheit.

7. Wie in Fg. II und III gezeichnet der Regelkreis B. Über diesen Regelkreis kann das System autonom über die Photovoltaik flüssige Luft oder flüssigen Stickstoff herstellen. Natürlich kann auch aus Nachtstrom oder einer Brennstoffzelle flüssiges Gas hergestellt werden, z.B. wenn ein Auto in der Garage abgestellt ist. Dieser Zusatz Regelkreis B ist aber auch ein Speicher des Arbeitsvermögens (Exergie) bei einer Talfahrt eines Autos. Im Schubbetrieb erzeugt das System über die Einheit B flüssige Luft zu 15 % und zu 85 % kalte Druckluft und speichert es im Tank 1. Wenn ein Auto bergauf fährt und dabei 3 KW Leistung aufgenommen hat, gewinnt das System über die Recuperation und die Einheit B 2,1 KW als Arbeitsvermögen bei der Talfahrt zurück. Damit fährt das Auto bei gleichmäßiger Bewegung 60/70 km/h 21 km Strecke. Hat das Auto eine 1 KW Photovoltaik-Anlage, so speichert das System 8 Liter flüssige Luft bei einer Sonneneinstrahlung von 10 Stunden, damit ergibt sich eine zusätzliche Fahrleistung von 110 km für 1 Tag. Rechnet man nach den statistischen Einstrahlungszeiten für Mittel-Europa, so ergibt sich eine zusätzliche Jahresfahrleistung für ein 1200 kg Auto von 5526 km, für Süd-Europa von 9730 km ohne Rohstoffe abzurufen, ohne die Umwelt zu belasten, das dazu noch im Stadtverkehr. Das System ruft nur noch Biomasse über die Expandereinheit von 0,8 bis 1,5 Liter pro 100 km ab.

8. Über die Diffuserdüsen 26 und den kugelförmigen Druckverteiler 27 erhält das kompremible Arbeitsmedium einen hohen Verdichtungsstoß. Druck und Temperatur steigen. Es ist nach der Strömungslehre ein physikalischer Vorgang, den die Einheiten 23 und 24 kontrolliert. Dieser Verdichtungsstoß ist potentielle Druckenergie, die von den Kolben 29, 30 aufgefangen und über einen langen Hebelarm auf die Motorwellen 31, 32 ohne Todpunkt übertragen werden, denn der Motor hat eine rechts- und eine linksdrehende Welle, die oszillierend arbeiten. So sind auch die Kolben mittig, senkrecht geteilt und bieten zwei Arbeitsflächen an, dazu je eine Expansionsund eine Verschiebefläche. Durch die Halbkugelfläche vergrößert sich die Arbeitsfläche um 1,5 mal die angebotenen rechteckigen Planfläche des Raumes, so dass nicht nur eine verdoppelte Arbeitsfläche zur Verfügung steht, sondern diese noch beidseitig um 1,5 mal vergrößert wird. Ein Motor kann eine beliebige Anzahl an Kolbenpaaren haben. Hat der Motor zwei Kolbenpaare 29, 30 je einer rechteckigen Fläche A, so bieten sich (2 x 2) x 1,5 Arbeitsfläche an auf der Expansionsseite. Das ist eine hohe Energienutzung und verringert den Volumenstrom des Arbeitsmediums um 90 %.
   F   =   AK·2×2×1,5·p
   p   =   88 bar AK 5 cm2
   F   =   5·2·2×1,5×5 bar
   F   =   26400 N
   Fimpuls   =   F · ti t = 0,1 Sekunde
   Fi   =   2640 Ns
   Motordurchmesser 20 cm ist das Drehmoment ab erster Umdrehung Mmax
   Mmax =   528 NmDazu bietet die Expansionskammer ein Expansionsvolumen von bis zum 90-fachen des Eingangsimpulsvolumens an.Ein Anschlag mit mehreren Dauer-Magneten 33 hält die Kolbenpaare 29 immer wieder nach dem Arbeitstakt am selben Punkt bis zum Lavaldruck des Diffusors 26 fest zusammen. Kommt der Verdichtungsstoß, so baut sich eine kinetische und potentielle Druckkraft auf, über dem Lavaldruck fliegen die Kolben in einer Kreisbahn auseinander. Die Magneten 33 ziehen die Kolben beim Verschiebungstakt wieder zusammen und die Haltearbeit wird zurückgewonnen. Als Alternative kann das KLM-System bereits entwickelte Kreiskolbenmotore so auch Flügelzellenmotore fahren. Hier bieten sich besonders Kolbenmotore und Verdichter an. Auch Hubkolbenmotore, wenn diese das KLM-System haben, eignen sich. Der Wirkungsgrad fällt dann um 20 bis 30 %.

9. Die Wirkungsgrade des teilgeschlossenen Kreislaufprozesses mit isobarer Kühlung des Arbeitsmediums Luft/Stickstoff sind in Fg. IV als Schaubild gezeichnet. Kühlung isobar in der Einheit 4
Primärenergie =   Exergie + Anergie
1392 kj/kg =   1232 kj/kg + 160 kj/kg
Wtmax=   W□ + Eq   =   1232 kj/kg
W□ =   cp (Tmax - Tab)   =   858 kj/kg
Bq   =   QStr. - Eq
Eq (+) =   Tab (S₂ - S₁)   =   374 kj/kg
Exergie =   e   = 694 kj/kg der flüssigen Luft.
QStr. =   Carnot Exergie fl. Luft   =   534 kj/kg
Wirkungsgrad der Primärenergie
   thp   =    Wtmax / Primärenergie   =    Nutzen / Aufwand =
   thp   =    1232 kj/kg / 1382 kg/kj   =   0,9 = 90 %
   thKLM   =   1 - T₄ - T₁ / T₃ - T₂   =   1 - 289-210 / 1040-287   =    79 K / 753
   tnKLM   =   90 % theoretischer Wirkungsgrad
   thCarnot   =   1 T_K / T₃    =    151 K / 1040 K
   thCarnot   =   86 % Arbeitsmittel
   thKLM   =   1   -    Q_B1 / Q_A3   =    80 kj / 759 kj
   thKLM   =   90 % Arbeitsmittel
   GKLM   =    W_Kr / Wid   =    923 kj / 1009 kj   =   0,92
   GKLM   =   92 %   =   Gütegrad
   m   =    W_id - W_R / Wid- 1009-80 kj / 1009 kj    =   0,93
   m   =   93 % mechanischer Wirkungsgrad
   KLM_Eff.   =    Weff_KLM / WtKLM   =    790 kj / 923 kj = 86
   KLMEff. = 86 %Der effektive Wirkungsgrad des KLM-Systems ist gleich dem theoretischen Wirkungsgrad nach Carnot.Der praktische Wirkungsgrad des KLM-Systems wird durch die Rückgewinnung der Massenkräfte bei der Verzögerung durch den Schubbetrieb um den Recuperatorfaktor erhöht. Der Recuperatorfaktor ist für
      den Stadtverkehr   1,6
      den Überlandverkehr   1,4
      den Autobahnverkehr   1,25Die Verdichterarbeit der Verdichter 11 und 37 ist 23 % der Volumenänderungsarbeit plus der mechanischen Reibungsarbeit.
W_Re =    Wt · 0,23 / m   =    923 kj · 0,23 / 0,93
WReKLM   =   228 kj/kg StoffstromDamit ergibt sich ein praktischer Nutzen für den Stadtverkehr
Nutzgr. KLM   =    (Weff_KLM - WRe_KLM) x Recuperaturfaktor / Aufwand
   =    (790 kj - 228 kj) x 1,6 / 736 kj
Nutzgr. KLM   =    899 kj / 736 kj   =   1,22
Nutzgr. KLM   =   122 % mehr als der effektive WirkungsgradDer praktische Nutzen des KLM-Systems ist im Vergleich zum praktischen Wirkungsgrad des Verbrennungsmotors
Nutzungsgrad_Eff.   = Ng_KLM / PrOtto-Motor   =    1,22 / 0,18   =   6,77-fach effektiver6,77 mal besser in der Ausnutzung der Primärenergie als der Otto-Motor und 5,55 mal besser als der Dieselmotor. Der mittlere Primärenergie-Wirkungsgrad von der Quelle/Förderwelle zum Autorad ist 12,6 % für den Verbrennungsmotor und 83,5 % für das KLM-System. Es gibt kein Energiewandel-System, das diesen effizienten Nutzen der wertvollen Primärenergie hat. Dazu nach regenerativ und umweltfreundlich.

10. Wie in Fg. II, III und V gezeichnet.
Die Expandereinheit 17 wird über die Brennstoffeinheit 21 mit Wärmeenergie versorgt. Die Oxydation von der Biomasse (Alkohole und Pflanzenöle) erfolgt nach modemster Brennwert- und Brennstofftechnik geregelt und kontrolliert ohne Schadstoffe, regenerativ. Zusätzlich wird die Verbrennung effektiver mit angereichertem vorgewärmten sauerstoffreichen Arbeitsmitteln über den Regelkreis 40 versorgt. Der Recuperator 15 wärmt das Arbeitsmedium vor und kühlt die Abgase auf 290 K ab. Über die Regelstrecke 42 wird die Einheit 41 mit Wärmeenergie versorgt und somit können Fahrgastraum oder ganze Häuser geheizt werden. Gleichzeitig kann die Einheit 17 auch zur Kälteerzeugung wie nach Fg. V eingesetzt werden. In der Einheit 17 wird das Arbeitsmittel bis zum 4-fachen seines Eintrittsvolumens gestreckt. Über die Regelstrecke 42 wird der gekühlte Energiestrom zur Einheit 4 zurückgefahren. Ein großer Vorteil ist, dass die Heizleistung bereits vor der Abfahrt geregelt ca. 10 Minuten, ohne dass der Antriebsmotor laufen muss, abgerufen werden kann. Die Heizleistung ist bei einer Nennleistung des Antriebsmotors/der Kraftmaschine von 15 KW, 480 kj/kg pro kg Stoffstrom.

11. Aus der Expansionseinheit 4 versorgt der Regelkreis 43 über das Expansionsventil EV die Klimaeinheit 44 mit kaltem Arbeitsmittel, diese gibt nun über die Regeleinheit 71 kaltes Gas in den Fahrgastraum, Mischraum oder andere Räumlichkeiten ab. Durch die Strömungsgesetze ergibt sich ein Kältegewinn ohne technische Arbeit abzurufen. Durch die Expansion von 10 - 1,1 bar ergibt sich eine Kälteleistung von 150 kj/kg Stoffstrom. Ein Arbeitsmittelstrom von 6,25 kg = 8 m³/h klimatisiert einen Fahrgastraum eines Mittelklasseautos bei einem Δt von 24°C, ohne dass die technische Arbeit einer Klimaanlage anfällt. Das trifft natürlich auf alle anderen Räumlichkeiten auch zu. Der Anteil der flüssigen Luft ist 1 kg Masse. Ein sehr großer Vorteil ist, dass die Klimatisierung des Fahrgastraumes geregelt in einem Zeitraum von 10 Minuten vor der Abfahrt bereits beginnt, ohne dass der Antriebsmotor laufen muss. Die Gesamtkälteleistung des KLM-Systems ist bei einer Nennleistung des Antriebes von 15 KW, 419 kj/kg Stoffstrom.

The system and its technology are of the utmost value to humans, animals and nature. It is the highest level of technology.

2. Drawn schematically as in figures II and III. The cycle process I call the KLM system: cold air motor system. From the tank 1, the liquid working fluid is controlled 2 in the evaporator 3, which is included in the expansion unit 4 and here lowers the heat Q of the material flow. The now evaporated working fluid under 24 bar working pressure is now regulated 5 driven via the expansion nozzle 6 to 10 bar in the mixing cooling of the expansion unit 4. Here, the material flow cools to 210 K. At the same time, the relaxation increases the exergy of the working medium 19 kj / kg of material flow. With the controlled system 7 and the controlled system 8, the pressure in the tank 1 and the expansion unit 4 are controlled via the expansion nozzle 9, while cold of 160 kj / kg is generated. This is an additional exergy gain of 27 kJ / kg of material flow for the system. Via the line 10, the compressor 11 sucks a flow of 210 K and 10 bar and compresses it to 36 - 46 bar regulated via the control lines 12 in the exhaust gas heat exchanger 15, then in the heat exchanger 16 of the expander unit 17. About the pipe 18th and the control unit 12 moves the working fluid through the diffuser flow 19 and pressure manifold 20 in the expander unit 17. Here falls a working pressure by compression shock and heat of up to 55 bar, to reach the working fluid 547 K. The fuel unit 21 increases the kinetic energy over the Expander unit 17 and equalizes the pressure energy loss from the diffuser 19, the working fluid temperature rises to now 857 K. Q 43 is 215 kj / kg. The working medium is driven regulated in the control unit 22 to a constant working pressure. In the unit 23, the volume is determined regulated and in the pulse unit 24, the time of the pulse is controlled by the demanded power. The material stream is driven via the distributor 25 into the diffuser units (two-twelfth units) 26 via the spherical pressure distributor 27, which is fixedly connected to the engine cylinder, as impulse countercurrent energy. This results in a compression shock, 1.3 ² times the kinetic energy (flow energy). The pressure increases in fractions of a second to 88 bar, the temperature to 1040 K. The rotary piston engine 34 of the KLM system offers an expansion volume of 1 to 90 times the input volume, so that the system makes the best use of the expansion work of a prestressed gas. In this case, the working fluid expands from 88 bar to 0.97 bar. The temperature drops from 1040 K to 289 K. Subsequently, the pistons 29, 30 push the gas through the nozzle 36 into the suction side of the compressor 37. The working fluid now has on the suction side 2.0 bar and 240 K. Everything over 2.0 bar goes through the exhaust and muffler unit 35 into the open, which is 1/6 to 1/10 of the working stream with a temperature of about 280 K, ie without anergy and pollutants. The compressor 37 is a rotary piston compressor with a wedge-shaped piston, which densifies the working gas from 2.0 bar to 12 bar with high efficiency isothermally. Via the nozzle 39, the working fluid flows into the expansion unit 4 at 240 K and 9 bar. The compressor 37 is cooled in the process by the control circuit 38, the line then supplies the heat to the firing unit 21 and pre-heats it. The compressor 37 sits on the motor shaft 31, 32 and works with this in the same cycle. The compressor 11 is driven from the mechanical kinetic force part 60, 61 via belt drive by utilizing the moment of inertia and its effects.

3. The memory 14 is the energy storage of the mechanical and thermal kinetic recuperation of the working fluid in compressed gas. The compressor 11 moves and displaces the working fluid via the control unit 13, the excess or Recuperationsanteil in the compressed gas storage tank 14. The expander unit 17 displaces the pressure of 55 bar via the control unit 46 in the same memory. During a downhill of a car or delay by overrun operation, the recovered energy as working capacity of the gas in the memory 14 is driven. So no anergy arises. In this case, no energy costs and also the environment is not charged. For very long descents, when the unit 4 is empty, the unit opens 68 and the compressor 11 sucks air from the atmosphere and stores in the pressure vessel 14, the working fluid as working capacity. The unit 69 frees the working fluid from water and pollutants. From the memory 14, the system runs regulated continuously via the control unit 45, the working fluid in the expansion unit 4, while the system wins over the expansion 45 45 kj / kg flow of cold. This is an exergy increase of 97 kJ / kg.

4. The KLM system does not only use the regenerative energy sources indirectly, but also directly. A photovoltaic system mounted on the roof, the hood in accordance with the design (shape) of the car or house results in a usable energy conversion. Inverter 55 is powered from one of the many regenerative sources. In the battery 56, the energy is chemically stored and regulated from there via the inverter 57, the motor 58 is supplied with power of 220 volts. The motor 58 drives the compressor 47. About the mechanical clutch 59, the motor 58 and the compressor 11 drive. The clutch 60 may close a connection to the motor 58 through 59, for example, on a long descent of a car. Then the whole system is supplied with overrun fuel and gains exergy from the inertial forces before they become anergy, without any costs and without burdening the environment. Via the line 70, the compressor 47 sucks the working fluid of 36 bar and compresses it to 80 bar and then presses the working fluid via the controlled system 48 in the heat exchanger 49. The compressor 47 is precooled by the atmosphere, nevertheless, the working fluid reaches 340 K. Mit the cooling water from the unit 41, the working medium is pre-cooled and a heat of 85 kj / kg recuped. The precooled working medium is moved through the countercurrent 50, thereby cooled by the return 52 of the gas liquefaction to 110 K. The cooled to 110 K working fluid is partially liquefied in the expansion unit 51 and stored in the tank 1. The excess of cold working fluid is controlled via the return line 53 and the controlled system 8 in the expansion unit 9 and 5 regulated. This cycle recovers 97 kJ / kg of material flow to exergy. As an alternative for energy storage without the costs and the mass of the apparatuses 49 to 53, the feedback via the controlled system 54 remains, because over controlled system 45, there is a considerable rapid exergy gain.

5. The mechanical drive part 61 consists of the freewheel 62, which separates the motor 34 from the transmission and the flywheel 63 in overrun operation. The flywheel 63 ensures smooth concentricity and dynamic drive. The unit 63 is directly connected via a freewheel with the mechanical recuperation unit 65, this consists of a clutch 64 with gear and one or more coil springs. This spiral spring stores potential energy to 99% and converts the energy in the rotary motion, ie in locomotion via the gear 66. A change gear 67 provides flow or return. The mechanical recuperation is of high quality for the energy conversion and brings an exergy gain for a mobile vehicle
60% in city traffic
40% in overland transport
25% in the motorway traffic
In the ascent and descent, the Exergiegewinn is 95% .This Exergiegewinn done without costs and without polluting the environment. A mechanical overload is avoided via the unit 64. In the case of continuous load via the storage capacity, the thermal recuperation cycle is put into operation via the unit 60, since this unit also has a high specific power recovery of 92% in the recuperation with immediate use.

6. The KLM system works with the environmentally friendly working fluids air and nitrogen in a partially closed cycle process. If the motor 34 is closed via the unit 35 and the expansion unit 4 is moved from mixed cooling to two separate systems, then a working medium can now be moved into a closed circulation process. When there is a lot of heat from the energy conversion and production processes with exhaust or waste heat temperatures above 100 ° C or in very warm and sunny countries, helium, carbon dioxide, water, ammonia, alcohols and organic refrigerants can be used. The refrigeration cycle process is to run with the working gases air and nitrogen as an open process. The working fluid then moves via the unit 44 or 41 into the atmosphere. Also, the refrigeration cycle process can be run closed as the refrigerator process Fg V and FA. In FigA, the Recuperator 15 acts as a condenser and the expander unit 4 as an evaporator. A gas compressor maintains the circuit via the motor 58. In FIG. 4, the expander unit 17 supplies heat, which is utilized by the recuperator 15; in the expansion unit 4, the return flow from the KLM system cools working fluid, the exergy increases; in another condenser, the refrigerant is completely condensed via the throttle device 79 A pump 80 conveys the liquid working fluid back into the expander unit.

7. Control circuit B is drawn as in figures II and III. The system can autonomously produce liquid air or liquid nitrogen via the photovoltaic system. Of course, from night stream or a fuel cell liquid gas can be produced, for example, when a car is parked in the garage. This addition loop B is also a memory of the working capacity (exergy) in a descent of a car. In overrun mode, the system generates 15% of liquid air and 85% of cold compressed air via unit B and stores it in tank 1. If a car is driving uphill and has taken up 3 KW of power, the system wins over recuperation and unit B 2.1 KW as working capacity on the descent back. Thus, the car drives 60/70 km / h 21 km route with even movement. If the car has a 1 KW photovoltaic system, the system stores 8 liters of liquid air with 10 hours of sunshine, resulting in an additional driving distance of 110 km for 1 day. Calculating the statistical irradiation times for Central Europe, this results in an additional annual mileage for a 1200 kg car of 5526 km, for South Europe of 9730 km without raw materials, without polluting the environment, plus in urban traffic. The system only extracts biomass via the expander unit from 0.8 to 1.5 liters per 100 km.

8. Via the diffuser nozzles 26 and the spherical pressure distributor 27 receives the compremible working fluid a high compression shock. Pressure and temperature rise. It is, according to fluid mechanics, a physical process that controls units 23 and 24. This compression shock is potential pressure energy, which are collected by the pistons 29, 30 and transmitted via a long lever arm on the motor shafts 31, 32 without dead center, because the motor has a right and a left-handed shaft, which operate oscillating. Thus, the pistons are centered, vertically divided and offer two work surfaces, each with an expansion and a displacement surface. Due to the hemisphere surface, the work surface increases by 1.5 times the offered rectangular plan area of the room, so that not only a doubled work surface is available, but this still on both sides is increased by 1.5 times. An engine can have any number of piston pairs. If the engine has two pairs of pistons 29, 30 each with a rectangular area A, then (2 x 2) x 1.5 working area is available on the expansion side. This is a high energy consumption and reduces the volume flow of the working medium by 90%.
F = AK × 2 × 2 × 1.5 × p
p = 88 bar AK 5 cm2
F = 5 x 2 x 2 x 1.5 x 5 bar
F = 26400 N
Fimpuls = Ft t = 0.1 second
Fi = 2640 Ns
Motor diameter 20 cm is the torque from the first turn Mmax
Mmax = 528 Nm In addition, the expansion chamber offers an expansion volume of up to 90 times the input pulse volume. A stopper with a plurality of permanent magnets 33 holds the piston pairs 29 together again and again after the power stroke at the same point to the lava pressure of the diffuser 26. Comes the compression shock, so a kinetic and potential compressive force builds up above the lava pressure the pistons fly apart in a circular path. The magnets 33 retract the pistons during the displacement stroke and the work of holding is recovered. As an alternative, the KLM system can drive already developed rotary piston engines as well as vane motors. Piston motors and compressors are particularly suitable here. Reciprocating engines, if they have the KLM system, are also suitable. The efficiency then drops by 20 to 30%.

9. The efficiencies of the partially closed cycle process with isobaric cooling of the working medium air / nitrogen are shown in Figure IV as a graph. Cooling isobar in unit 4
Primary energy = exergy + anergy
1392 kj / kg = 1232 kj / kg + 160 kj / kg
Wtmax = W □ + Eq = 1232 kj / kg
W □ = cp (Tmax - Tab) = 858 kj / kg
Bq = QStr. - Eq
Eq (+) = Tab (S ₂ -S ₁ ) = 374 kj / kg
Exergy = e = 694 kj / kg of liquid air.
SCNTR. = Carnot exergy fl. Air = 534 kj / kg
Efficiency of primary energy
thp = Wtmax / primary energy = benefit / expense
thp = 1232 kj / kg / 1382 kg / kj = 0.9 = 90%
thKLM = 1 - T ₄ - T ₁ / T ₃ - T ₂ = 1 - 289-210 / 1040-287 = 79 K / 753
tnKLM = 90% theoretical efficiency
thCarnot = 1 T _K / T ₃ = 151 K / 1040 K.
thCarnot = 86% work equipment
thKLM = 1 - Q _B1 / Q _A3 = 80 kj / 759 kj
thKLM = 90% work equipment
GKLM = W _Kr / Wid = 923 kj / 1009 kj = 0.92
GKLM = 92% = grade
m = W _id - W _R / Wid 1009-80 kj / 1009 kj = 0.93
m = 93% mechanical efficiency
KLM _Eff . = Weff _KLM / WtKLM = 790 kj / 923 kj = 86
KLMEff. = 86% The effective efficiency of the KLM system is equal to the theoretical efficiency according to Carnot. The practical efficiency of the KLM system is increased by the recuperator factor by recovering the mass forces in the deceleration delay. The recuperator factor is for
city traffic 1.6
overland transport 1.4
highway traffic 1,25The compressor work of compressors 11 and 37 is 23% of the volume change work plus the mechanical friction work.
W _Re = Wt x 0.23 / m = 923 kj x 0.23 / 0.93
WReKLM = 228 kj / kg StoffstromThis results in a practical benefit for city traffic
Nutzgr. KLM = (Weff _KLM - WRe _KLM ) x Recuperation factor / effort
= (790 kj - 228 kj) x 1.6 / 736 kj
Nutzgr. KLM = 899 kj / 736 kj = 1.22
Nutzgr. KLM = 122% more than the effective efficiencyThe practical benefits of the KLM system are compared to the practical efficiency of the internal combustion engine
_{Efficiency Eff.} = Ng _KLM / PrOtto engine = 1.22 / 0.18 = 6.77 times more effective 6.77 times better in the use of primary energy than the gasoline engine and 5.55 times better than the diesel engine. The mean primary energy efficiency from the source / conveyor shaft to the car wheel is 12.6% for the internal combustion engine and 83.5% for the KLM system. There is no energy transition system that has this efficient use of valuable primary energy. In addition to regenerative and environmentally friendly.

10. As shown in figures II, III and V.
The expander unit 17 is supplied with heat energy via the fuel unit 21. The oxidation of the biomass (alcohols and vegetable oils) is controlled according to the latest condensing and fuel technology and controlled without pollutants, regenerative. In addition, the combustion is supplied more effectively with enriched preheated oxygen-rich working fluid via the control circuit 40. The Recuperator 15 pre-heats the working fluid and cools the exhaust gases to 290 K. About the controlled system 42, the unit 41 is supplied with heat energy and thus passenger compartment or whole houses can be heated. At the same time, the unit 17 can also be used for cooling as shown in FIG. In the unit 17, the working fluid is stretched to 4 times its entry volume. About the controlled system 42, the cooled energy flow to the unit 4 is reduced. A big advantage is that the heating power can already be controlled for about 10 minutes before departure, without having to run the drive motor. The heating power is at a rated power of the drive motor / the engine of 15 KW, 480 kj / kg per kg of material flow.

11. From the expansion unit 4, the control circuit 43 supplies via the expansion valve EV, the air conditioning unit 44 with cold working fluid, these are now on the control unit 71 cold gas into the passenger compartment, mixing room or other premises. By the flow laws results in a cold gain without technical work retrieve. The expansion from 10 to 1.1 bar results in a cooling capacity of 150 kj / kg material flow. A working fluid flow of 6.25 kg = 8 m ³ / h air-conditioned a passenger compartment of a mid-range car at a Δt of 24 ° C, without the technical work of an air conditioning system. Of course this applies to all other rooms too. The proportion of liquid air is 1 kg mass. A very big advantage is that the air conditioning of the passenger compartment begins in a period of 10 minutes before departure already begins without the drive motor has to run. The total cooling capacity of the KLM system is at a nominal power of the drive of 15 KW, 419 kj / kg material flow.

Claims (27)

Compressed-gas circulating piston engine (34), characterized in that the energy carrier is stored in the cold liquid state in a cold-insulated tank (1) (Fig. II, III C) before being fed into the working cycle. The environmental heat generated via the evaporation of the working fluid in the tank (1) a gas pressure, which is adjusted via the control unit (8) as the operating pressure. The liquid working fluid is controlled by this operating pressure via the controlled system (2) into the evaporator (3), which is system-tightly integrated in the expansion unit (4) (FIG. III C). The gaseous working medium is forced out of the evaporator (3) via the pressure and volume control unit (7, 5) through the (one) nozzle with a pressure distributor (6) into the mixing cooling of the expansion unit (4). The suction line (10) (Fig. II, III C) connects the compressor (11) via the four-way and pressure control unit (12) with the Recuperatoren (15, 16). The working gas flows countercurrently through the exhaust gas heat exchanger (15) of the firing unit (21), after which it cools the outer walls of the heater of the expander unit (17) (FIG. III D). A parallel line with the pressure control unit (13), consisting of non-return valve and pressure control valve, connects the compressor (11) with the compressed gas storage tank (14) (Figure II, III D). The pipeline (18) is connected via the pressure control unit (12) to the diffuser unit (19), the pressure intensifier (20) and the heater of the expander unit (17) (FIG. III D). By this application, a controlled forced flow in the form of Impulsierender compression shocks of the working gas in the expander unit (17). Working pressure and operating temperature rise in the expander unit (17). At the same time, the firing unit (21) heats the working medium via the heater of the expander unit (17), while the working gas isochoric expands by a multiple of volume. The expander unit (17) is followed directly by the control units for pressure (22), volume (23) and time (24) (FIG. III D). This controlled system is connected via a pipe to the distributor (25). The distributor (25) is connected to the diffuser units (26), which in turn directly opposite the expansion chambers of the motor (34) (Fig. III D). From the distributor, the working medium is moved into the diffuser units (26) via the spherical pressure distributor (27) in impulse reverse flow into the expansion space of the engine (34). The countercurrent flow of the working medium via the pressure distributor (27) generates a physical compression shock, 1.3 ² times the kinetic, the thermal and potential energy of the working pressure of the diffuser unit (26). The rotary piston pairs (29, 30) are fixedly connected to the motor shafts (31, 32) (FIG. III D). The spherical pressure distributor (27) is fixedly connected to the engine cylinder (28). The motor shafts (31, 32) run gas-tight under the pressure manifold and absorb the energy of expansion and convert all the energy of the working medium, which were taken up by the pairs of pistons (29, 30) into mechanical energy without dead center with a large lever arm. The nozzle valve unit (36) connects the expansion chamber of the motor (34) with the parallel on the same shafts (31, 32) running wedge-shaped rotary piston of the compressor (37) and characterized in that the working gas from the piston pairs (29, 30) of the Motors (34) is pushed onto the suction side of the wedge-shaped rotary piston of the compressor (37). The compressor (37) presses the prestressed working gas via the nozzle valve unit (39) into the mixing cooling of the expansion unit (4). With this operation, the process cycle of the pressurized gas piston engine is closed (Fig II, III CD). The circulation process is also characterized in that it is driven via the exhaust unit (35) as a partially closed cycle process when sufficient working gas is stored in the system and the displacement pressure on the suction side of the compressor (37) rises above 2 bar. Compressed-gas rotary piston engine according to claim 1 to 2, characterized in that the working pistons are divided vertically and consist of pairs of pistons (29, 30). Thus, a working piston offers the double working surface (AK) for the working medium on the expansion side. Pressure gas piston motor according to claims 1 to 3, characterized in that the piston pairs (29, 30) are hemispherical in shape and match the fit with the pressure distributor (27) and are constructed on the basis of the physical flow technique. The work surface AK increases by 1.5 times a plan work surface. Compressed-gas rotary piston engine according to claims 1 to 4, characterized in that several permanent magnets or electromagnets (33) hold the piston pairs (29, 30) tightly and firmly together until the lava pressure in the diffuser unit (26) (FIG. III D) is reached. The magnets (33) pull the piston pairs (29, 30) together again during the displacement stroke and the holding work is recovered. Compressed-gas rotary piston engine according to claims 1 to 5, characterized in that a rotary piston engine 2 to 12 pairs of pistons (29, 30) in an expansion stage and the corresponding number of piston pairs (29, 30) of the second stage, third stage may have. To a pair of pistons (29, 30) two pressure distributor (27) must be arranged. Compressed-gas rotary piston engine according to claims 1 to 6, characterized in that the rotary piston pairs (29, 30) operate in an oscillating manner and with a transmission technology (61) having a direction of rotation converter (62 to 65), then performs a working direction of rotation. Pressure gas piston motor according to claims 1 to 7, characterized in that the gaseous working medium via the control valve (5) (Fig. III C) is driven to 1/8 to 1/6 proportion of the volume flow in the mixing cooling of the expansion unit (4). Pressure gas piston engine according to claim 8, characterized in that the compressed gas storage boiler (14) (Fig. III D) is an energy storage in which the mechanical recovered inertia forces from the push operation, braking operation and from the delay of rotating inertial forces of a vehicle or work machine via the drive technology ( 61) are converted into pressure energy via the compressor (11) and moved to the intermediate storage in the memory (14). In addition, the thermal and kinetic energies are also deposited from the expander unit (17) via the controlled system (46) (FIG. III D) as working capacity; before the mechanical and thermal exergy becomes anergy. Pressure gas piston engine according to claims 8 to 9, characterized in that the compressed gas storage boiler (14) via the controlled system EV (45) with the mixed cooling of the expansion unit (4) is connected and also characterized in that the expander unit (17) via the pressure control unit (46) with the compressed gas storage boiler (14) (Fig II, III D) is connected. In addition, the pipeline (70) from the reservoir (14) is connected to the high pressure compressor (47) (Figure III C). Pressure gas piston engine according to claims 8 to 10, characterized in that by storing the pressure energy of the working gas in the energy store (14) of the motor (34) can operate dynamically and flexibly. Compressed-gas rotary piston engine according to claims 1 to 11, characterized in that the gaseous working medium in the tank (1) is moved via the control unit (8) and the expansion valve (9) into the mixed cooling of the expansion unit (4) (Figure III C). Compressed-gas rotary piston engine according to claim 12, characterized in that the drive mechanism (61) with a flywheel (63), a coupling unit (64), a freewheel (62) and one or more coil springs (65) is provided and thus able to all accumulating To store temporarily occurring inertia forces in a delay as exergy and to give it back as needed 99% (Fig. III D). Druckgaskreiskolbenmotor according to claims 12 to 13, characterized in that the drive technology (61) via the coupling unit (60, 59), the compressors (11, 47) mechanically drives and thereby converts the resulting moments of inertia and its effects in thermal and potential energies and on the Motor (34) converts again into useful energy before these energies become anergy. Pressure gas piston engine according to claim 14, characterized in that the motor (34) is equipped with a freewheeling technology (62) and has no idling. Pressure gas piston engine according to claim 15, characterized in that the expander unit (4) Fig. II, III CD) via the control unit (43) through the expansion valve EV, the working gas in the mixing cooling of the air conditioning (44) moves without the motor (34) work must, because the pressure equalization comes from tank (1) or from the pressure storage boiler (14), so rooms can be air conditioned via the control unit (71). Pressure gas piston engine according to claims 15 to 16, characterized in that the liquid working medium stored in the tank (1) with O _{2 is} transported via the pipeline (40) into the evaporator of the air conditioning system (44). The vaporized working medium is introduced from the evaporator into the cooling circuit (38) of the compressor (37), from there preheated into the firing unit (21) for enriched combustion (FIG. III CD) (FIG. II). Compressed-gas circulating-piston engine according to claim 17, characterized in that the expander unit (17) is connected to the heating device (41) via the controlled system (42) (FIG. III D). Thus, rooms can be heated via the heater (41) without the motor (34) working. Characterized in that the high pressure compressor (47) (Fig. II, III c) via the control unit (48) with a gas liquefaction plant (49, 50, 51 and 52) is connected. Pressure gas piston engine according to claim 19, characterized in that the electric motor (58) with the photovoltaic system via the control units and electrical technical equipment (57, 56, 55) (Fig. III C) is connected and equipped. Pressure gas piston engine according to claim 20, characterized in that the electric motor (58) via the coupling unit (59) with the compressor (11) is coupled. Pressure gas piston motor according to claim 21, characterized in that the cooling of the working medium in the flow in the expansion unit (4) by mixed cooling and isobar occurs and thus increases the exergy of the working medium (Fig. IV). Compressed-gas rotary piston engine according to claim 22, characterized in that the exergy of the working medium is increased by the flow technology of the diffuser units (19 and 26), so that a high Λ p and Λ t occurs. Pressure gas piston engine according to claim 23, characterized in that the gaseous working fluid can be liquefied with regenerative energy sources, and then in energy storage (storage tanks) is driven. For this energy storage of the compressed gas piston engine 5 generates energy in the form of electricity, heating, cooling, fuel and kinetic energy (Fig. I). Compressed-gas rotary piston engine according to claim 24, characterized in that on the control unit (68) and the compressor (11) air from the atmosphere is biased and is stored in the pressure storage tank (14) as a working capacity. Compressed-gas-circulating-piston engine according to claim 25, characterized in that the compressor (47) can be driven via the coupling units (59, 60) and thereby stores working capacity of the working medium via the liquefaction plant (50, 51) into the tank (1) (FIG. III CBA) , Pressure gas piston engine according to claim 26, characterized in that the circulation process of the motor (34) can also be operated as a closed cycle process with separate flow processes and systems and the working circuit system-tight separates from the refrigeration cycle (Fig. V). Compressed-gas piston engine according to claim 27, characterized in that as the working medium except air and nitrogen and, but only in a closed circuit, gases and vapors such as helium, carbon dioxide, water, ammonia, alcohols and organic refrigerants can be used (Fig. V).

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