WO2002057105A1

WO2002057105A1 - Drive mechanism, particularly for a vehicle, comprising an internal combustion engine and at least one electric power generator

Info

Publication number: WO2002057105A1
Application number: PCT/DE2002/000102
Authority: WO
Inventors: Ian Faye; Frank Brenner; Michael Nau; Martin Maier; Marc Bareis; Frank Ilgner; Horst Harndorf; Rainer Saliger
Original assignee: Robert Bosch Gmbh
Priority date: 2001-01-17
Filing date: 2002-01-16
Publication date: 2002-07-25

Abstract

The invention relates to a drive mechanism, particularly for a vehicle, comprising an internal combustion engine (1) and an electric power generator (14). The aim of the invention is to produce said drive mechanism which produces a high amount of electric energy with a good degree of efficiency in a reliable manner. This is achieved by using a fuel cell (14) as an electric power generator.

Description

"Drive device, in particular for a vehicle, with an internal combustion engine and at least one electric power generator"

State of the art

The invention relates to a drive device with an internal combustion engine according to the preamble of claim 1.

Vehicle drives in which a fuel cell for generating electrical energy is used in conjunction with one or more electric motors have become known in particular in connection with the so-called zero-emission vehicle. Such vehicles are partially provided with a hydrogen tank in order to provide the fuel required for the operation of the fuel cell. In other embodiments, a system for fuel reforming is additionally provided, in which conventional fuel, which is usually in the form of hydrocarbons, is chemically split, the hydrogen required for the operation of the fuel cell being generated.

However, the majority of motor vehicles are still driven by reciprocating engines, which are also included a generator in the form of an alternator are provided to supply electrical peripheral devices with energy.

However, modern motor vehicles are increasingly being equipped with a large number of consumers in order to offer additional functions for improving the engine control of comfort and safety. This results in an increased electrical energy requirement.

Furthermore, it is disadvantageous in vehicles with a conventional internal combustion engine that the alternator is only in operation when the internal combustion engine is running. Energy consumers, such as air conditioning systems, blowers, pumps, etc., which place too great a load on the motor vehicle battery can therefore also only be used when the internal combustion engine is running.

In addition, especially in the automotive sector, they are used primarily to perform safety-related functions, such as braking, steering or springs, but also in other areas, among other things, to optimize engines, such as for valve control, etc., electrically operated systems. These systems are often operated entirely electrically and electronically controlled by means of a control unit. When supplying these additional electrical consumers, the additional power requirement of which can be approximately 5 to 10 kW, conventional electrical storage units can be used only to a limited extent, inter alia because of their low specific energy content.

In addition, physically, the efficiency in power generation is significantly restricted by the combination of an internal combustion engine with an alternator. Advantages of the invention

The object of the invention, in contrast, is to propose a drive device with an internal combustion engine, in which a high amount of electrical energy is always available even when the internal combustion engine is at a standstill, and at the same time a high degree of efficiency in the generation of the electrical energy is ensured.

This object is achieved on the basis of a device of the type mentioned in the introduction by the characterizing features of claim 1.

Advantageous designs and developments of the invention are possible through the measures mentioned in the subclaims.

Accordingly, a drive device according to the invention is characterized in that both an internal combustion engine and a fuel cell are provided.

Since the fuel cell works independently of the internal combustion engine, all electrical additional components can also be operated independently of the internal combustion engine. In a motor vehicle, for example, an air conditioning system can remain switched on even when the internal combustion engine is switched off.

In addition, the fuel cell can in particular also be used to operate the safety-relevant components or functions of a land, water or aircraft independently of the engine. This motor-independent electrical supply, for example a corresponding electrical system, is electrical, in particular in the case of safety-relevant ones controlled systems advantageous.

This can preferably ensure the safety-relevant functions, even if they are faulty or fail due to a malfunction of the internal combustion engine and / or a corresponding, generally existing electrical storage unit, such as, for example, a vehicle battery or a vehicle accumulator. A corresponding electrical emergency supply using the fuel cell is particularly advantageous, e.g. if the internal combustion engine is interrupted, the electrical storage unit is discharged too much, possibly due to a comparatively long idle time, during the start-up phase of the internal combustion engine, etc. With this measure, additional, relatively heavy electrical storage units are unnecessary for corresponding emergencies, which may result in a possibly higher fuel consumption of the vehicle being minimized is.

Due to the independent discharge of the electrical storage unit, even without load, the energy requirements of the safety-relevant components, e.g. of steering, braking and / or suspension without the fuel cell according to the invention are not covered shortly after starting. In this case, the necessary state of charge of the electrical storage unit should only be reached when the internal combustion engine is in operation before the vehicle starts to move, which could lead to comparatively long waiting times. By means of the fuel cell, in particular the electrical storage unit can be charged independently of the internal combustion engine, so that the safety-relevant components can be used right from the start and disadvantageous waiting times can thereby be reduced or eliminated.

The drive device according to the invention is preferred in Motor vehicles are used, but in particular in the case of the further developments described below, use in stationary systems which are independent of the power grid would also be conceivable.

In a development of the invention, a system for fuel reforming is provided for the fuel cell. In this way, the fuel usually used up to now for vehicles with an internal combustion engine can also be used for the operation of the fuel cell, the fuel for the fuel cell being generated in a fuel reformer. The fuel for the fuel cell in the fuel cells that can usefully be used today consists of hydrogen.

In a further particularly advantageous embodiment of the invention, a connection is provided between the fuel reforming system and the internal combustion engine. In this way, the fluid can be supplied to the internal combustion engine in certain operating phases as an intermediate or end product of the fuel reforming system. This can be, for example, pure hydrogen or a hydrogen mixture with additional substance components, for example a CO content. The addition can take place, for example, via the fuel supply, the charge air or, in the case of a carburetor engine, into the combustion mixture of the internal combustion engine. The behavior of the internal combustion engine under certain operating conditions can be sensibly improved by metered additions of hydrogen, possibly in conjunction with CO.

For example, the cold start behavior can be influenced in favor of lower pollutant emissions. If exhaust gas recirculation is provided, the exhaust gas recirculation rates can be increased by adding hydrogen, with which a greater reduction in NO _x is associated. Thanks to the excellent ignition behavior of hydrogen, it is also possible to lower the engine idling speed. In addition to the three examples listed

Possible uses - the supply of hydrogen with and without CO - enrichment from the system for reforming the fuel for the fuel cell to the internal combustion engine have other possible uses. In general terms, the option of supplying hydrogen provides another parameter for controlling the internal combustion engine.

For the addition of the intermediate or end products from the fuel reforming into the internal combustion engine, a control unit is preferably provided which controls the dosage of the addition depending on the operating state of the internal combustion engine, so that the possibilities for improving the behavior of the internal combustion engine can be fully exploited.

In a further extremely advantageous embodiment of the invention, at least one connection is made from the fuel reforming system to at least one catalytic converter for the exhaust gas purification of the internal combustion engine. This also has a number of advantages. For example, during a cold start, the catalyst can be warmed up more quickly by adding hydrogen or a hydrogen mixture. In addition, regeneration would be one

NO _x storage catalyst conceivable by adding hydrogen or a hydrogen mixture.

Furthermore, a control unit is also advantageously provided for the addition of the intermediate or end products from the fuel reforming to one or more catalysts for exhaust gas treatment of the internal combustion engine Dosage of the addition depends on the operating state of the respective catalyst controls, so that the possibilities for controlling the operation or the regeneration of such a catalyst can be fully exhausted.

Since the available fuel is not completely converted even in a fuel cell, in a further special embodiment of the invention a turbine and / or a burner, in particular a catalytically active burner, is additionally used to utilize the remaining amounts of fuel, i.e. in the case of hydrogen, provided above. In this way, the efficiency of the overall system is further improved.

Such a turbine can in turn be used in different ways. For example, the turbine can be used for charge air compression of the internal combustion engine, i.e. the turbine can be used directly as a turbocharger drive. Furthermore, there is a possibility of using this turbine for energy purposes by operating a power generator which increases the electrical power available to the entire system and thus its efficiency.

Basically, in a combination according to the invention of an internal combustion engine with a fuel cell, compression units, like all additional components, can also be driven by an electric motor. This offers the particular advantage that the compression units and the resulting pressures, for example the charge air of the internal combustion engine, can be controlled independently of the speed.

The possibility of electrical control of all motor peripheral devices accordingly results in further control parameters for the operation of the internal combustion engine. As a result, for example, an increase in engine performance and / or an improvement in exhaust gas emission compared to conventional internal combustion engines is conceivable, in particular during a cold start phase of the internal combustion engine. Such measures can also be used to change the engine characteristics. Accordingly, comparatively high environmentally relevant requirements can be met by corresponding systems or vehicles

In a further special embodiment of the invention, at least one compression unit is also used within the fuel reforming system. With this, a relatively high pressure can be applied to the fuel cell on the cathode and / or anode side in order to increase the power density of the fuel cell. In this case, the starting materials of the fuel cell, such as the air, the water and / or the fuel or intermediate and / or products of the fuel reforming, are preferably compressed to an advantageously high pressure level by means of one or more compression units. In principle, both liquid and vaporized or gaseous fuels and / or water or water vapor can be used.

Such compression can be carried out, for example, on the input and / or output side of the system or on the input side of the fuel cell. The compression can, however, also be carried out in a previous process stage or intermediate stage of the reforming, so that the respective material flow, ie the educts or intermediate products, of the fuel reforming system is already subjected to a corresponding pressure. On the one hand, this can influence the fuel reforming; on the other hand, in the event of a connection to the internal combustion engine, the intermediate or end product to be supplied from the fuel reforming is already available at elevated pressure, so that the addition to the Internal combustion engine is simplified or optimized.

Advantageously, at least one memory is provided for storing an intermediate or end product of the system and / or a substance or mixture of substances from the fuel cell. With the help of a corresponding memory, a temporally staggered storage and delivery of corresponding products, substances or substance mixtures can preferably be implemented. In this way, possible excesses, for example during a partial load phase of the fuel cell or the like, and / or defects, for example during a start or malfunction phase of a component, of these products, substances or substance mixtures can be compensated for in the corresponding operating phases.

In a special variant of the invention, the memory is designed to store a substance or mixture of substances to be fed into the internal combustion engine or the fuel cell. This preferred embodiment of the memory makes it possible, for example, for hydrogen-containing gas, in particular hydrogen-rich reformate, to be available, for example, in a cold start or fault phase of the internal combustion engine, the system for fuel reforming and / or the fuel cell.

Optionally, during a start-up phase, preferably hydrogen-rich reformate can be fed from the memory to the internal combustion engine and / or the fuel cell until the system has reached its operating temperature. Above all, by adding previously stored hydrogen-rich gas, the cold start behavior of the internal combustion engine can be improved in such a way that significantly fewer pollutants are emitted in the cold start phase. This leads to a significant reduction in environmentally relevant substances and thus to the fulfillment of relatively high environmental standards. In an advantageous variant of the invention, at least one additional power generator is provided for supplying at least safety-relevant operating units during a starting phase and / or a special operating case. As already indicated above, this measure increases the security accordingly

Drive devices or vehicles, since these increasingly include electrically operated and / or electronically controlled safety-relevant operating units such as brakes, steering or the like. Accordingly, the additional power generator ensures safe operation of these operating units, even in the event of a malfunction or failure of existing components such as an alternator, battery or the like.

The fuel cell is preferably designed as the additional power generator. As a result, the design effort is significantly reduced with a high level of security. At the same time, weight is saved compared to the use of batteries or the like as an additional power generator, which leads to an improvement in fuel consumption, particularly in vehicles.

The invention relates both to process variants in which the water supplied to the process via the tank has to be refueled as additional fuel (water balance not closed), and to variants in which sufficient water is condensed out behind the fuel cell in order to avoid refueling ( Water balance closed)

embodiment

An embodiment of the invention is shown in the drawing and is explained in more detail below with reference to the figures explained.

Show in detail

1 is a schematic diagram of a combination of internal combustion engine and fuel cell with fuel reforming,

FIG. 2 shows a representation according to FIG. 1 of a further embodiment of the invention

3 shows a schematic diagram to illustrate the regeneration of the catalyst in a vehicle according to the invention.

1 shows a reciprocating piston engine 1 with indicated cylinders 2 in the lower area of the diagram. The reciprocating piston engine 1 is supplied with fuel 4 from a tank 3. Outside air 5 is supplied to the reciprocating piston engine 1 via an engine compressor 6. The outside air 5 can alternatively be pre-compressed via an exhaust gas turbocharger 7. The exhaust gas 8 is aftertreated by an exhaust gas catalytic converter 9 and then released into the environment. This diagram therefore describes the functional principle corresponding to a conventional supercharged internal combustion engine. In addition, it should be mentioned at this point that the combination according to the invention can also be used, in deviation from this exemplary embodiment, in non-supercharged internal combustion engines.

Deviating from the conventional functional principle, four addition points 10 to 13 are shown here, at which an intermediate or end product of the fuel reforming system described below can be added. The electrical energy for the periphery of the reciprocating piston engine 1 and for other electrical components, for example a vehicle driven thereby, is generated in the present case by a fuel cell 14. The fuel cell 14 is schematically divided into the cathode area 15 and the anode area 16. The fuel cell 14 is supplied with fuel in the form of a relatively hydrogen-rich reformate 17 and oxygen or outside air 18. The hydrogen-containing reformate 17 serving as fuel is generated in a system 19 for fuel reforming. The fuel 20 is carried in a tank 21 which, under certain circumstances, can be identical to the tank 3 for the reciprocating piston engine 1. If necessary, water 22 is still provided from a water tank 23. As already indicated above, water can also be obtained by condensation from the reaction product of the fuel cell (not shown in more detail).

The outside air for the operation of the fuel cell 14 is compressed and conveyed via a compressor 24. If necessary, a preheating stage 26 for one or more starting materials supplied to the fuel cell 14 or the system for fuel reforming 19, i.e. the fuel 20, the water 22 and / or the air 27 are provided, which preferably uses the anode residual energy. Advantageously, viewed in the direction of flow after the preheating stage 26, the air 27 is supplied to a plurality of components via a branch 28.

Two heat exchangers 29, 30 are initially used for further, optional heating, in particular of all starting materials for fuel reforming, ie of fuel 20, water 22 and air 27. These starting materials 20, 22, 27 are then fed to a so-called reformer 31. There, the fuel is used in the present exemplary embodiment in FIG an exothermic reaction in a hydrogen and carbon monoxide-containing synthesis gas 25. Process variants are also conceivable in which the addition of water to the reformer 31 can be dispensed with.

After cooling in the heat exchanger 30, the hydrogen and carbon monoxide-containing synthesis gas 25 is further treated in two so-called shift stages 32, 33, with a large part of the carbon monoxide present in the synthesis gas 25 in a so-called shift reaction, preferably with the aid of additionally supplied water 22 , is converted to carbon dioxide and other hydrogen. Different shift stages 32, 33 can work at different temperature levels. During the shift reaction, heat is released again, which is also used in the heat exchanger 29 for preheating fuel 20, water 22 and air 27, as already mentioned above.

The fuel cells currently available, in particular polymer electrolyte membrane fuel cells (PEMFC), are very sensitive to so-called carbon monoxide poisoning on the anode side. A further carbon monoxide fine cleaning stage 34 is therefore often used. This fine cleaning stage 34 may be unnecessary in future fuel cells 14 or when using solid oxide fuel cells (SOFC), since these are largely insensitive to carbon onoxide in the reformate gas or will possibly be.

SOFC fuel cells preferably have ceramic membranes with a comparatively high working temperature, so that in general a heating unit (not shown in more detail) is to be provided for heating the fuel cell 14 to the working temperature.

The hydrogen-containing starting product of the system 19, the is called the reformate 17, enters the fuel cell and is largely converted to water there with the oxygen or air 18 that is supplied to the cathode region 15. This process releases electrical energy which can be used according to the invention.

However, some residual amount of hydrogen leaves the anode region 16 without performing the above reaction. A residual amount of oxygen is also contained in the cathode exhaust gas after exiting from the cathode region 15. After the combination, the residual hydrogen 35 and the residual oxygen 36 result in a detonating gas mixture 37, which can be used further energetically in a burner 38 and / or a turbine 39. The waste heat from the burner 38 or the turbine exhaust gas 40 can be used in the preheating stage 26 for preheating starting materials 20, 22, 27, as is indicated by a dashed double arrow.

According to the invention, three removal points 41, 42, 43 are provided at the plant 19 for reforming the fuel during the material flow, at which an intermediate product, e.g. the synthesis gas 25, the reformate 17 consisting of almost pure hydrogen, or else the exhaust gas containing the residual hydrogen 35 from the anode region 16 via compressors 44, 45, 46 and optionally via intermediate stores 47, 48, 49 for addition to the reciprocating piston engine 1 and / or or is provided to the catalytic converter 9. These substances can be added, for example, at the addition points 10, 11, 12, 13.

In the present exemplary embodiment, the fuel cell is operated under excess pressure, which is provided via the compressor 24. Water and fuel can be brought to the necessary pressure level in liquid, vaporized or gaseous form by means of pumps (not shown)

For this purpose, switch valves 51, 52 are arranged in the illustration according to FIG. approx. 100 bar, or for the subsequent cleaning stage (shift or fuel cell cycle) with a slight overpressure, e.g. approx. 3 bar.

For example, the pumps or pump (not shown in more detail) can primarily use the fuel 20 and the water 22 in the extraction or storage cycle with the very high overpressure of approximately 100 bar and in the shift or fuel cell cycle with low overpressure of about 3 bar.

In addition to the connection variants for hydrogen generation shown in FIGS. 1 and 2, other variants are also conceivable, e.g. a carbon monoxide purification by methanation or by metal membranes.

The sequence of the individual components of the described exemplary embodiments can vary depending on the variant. Different components can also be integrated into one or more units. Depending on the membrane used in the fuel cell, measures for moistening the cathode and / or anode feed, not shown in this figure, may be required. The corresponding components for water recovery from the anode and / or cathode residual gas are also not shown.

In the exemplary embodiment described, the electrical energy is supplied by the fuel cell and the propulsion energy of the vehicle by the reciprocating piston engine. However, the combination of features according to the invention is not limited to supercharged reciprocating piston engines, but can be implemented with all known internal combustion engines. The compressors or compressors shown for air compression in the process diagram for the reciprocating piston engine 1 or for the operation of the fuel cell 14 can also be combined, for example the turbines for expanding the respective media. For example, the compressor 24 and the engine compressor 6 can be combined as well as the exhaust gas turbocharger 7 with the turbine 39.

The expansion work obtained on the turbines can be used in a manner not shown in more detail via a generator in the form of the recovery of electrical energy. A mechanical coupling (shaft, belt, etc.) is also conceivable, e.g. is realized in the conventional exhaust gas turbocharger. Any combination between all compressors, e.g. the compressors 6, 24 are conceivable, these compressors also being driven by an electric motor in other embodiments if required. The same applies to the compressors 44, 45, 46.

The availability of Reformat 17 with a high hydrogen content offers, in addition to the advantage of the availability of electrical energy independent of the engine with significantly better efficiencies compared to an electric generator or an alternator, also interesting possibilities for improving the operation of the internal combustion engine. The fuel 4 for the reciprocating piston engine 1 and the fuel 20 for the system 19 for fuel reforming can be identical or different.

The gas composition at the three tapping points 41, 42, 43 given by way of example differs qualitatively as follows: Tapping point 41: medium hydrogen and high

Carbon monoxide content

Withdrawal point 42: high hydrogen and lower

Carbon monoxide content

Withdrawal point 43: less hydrogen and less

Carbon monoxide content.

Depending on the intended use, a different arrangement and number of tapping points can also be expedient for the operation of the reciprocating piston engine 1.

The substances removed via the removal point 41, 42, 43 can be used for engine operation as follows.

When the internal combustion engine is cold started, the shortest possible light-off times of the catalytic converter are advantageous, since the lion's share of the pollutants emitted (HC, CO, N0 _X ) is emitted in this cold start phase, while the catalytic converter has not yet reached the minimum temperature required for the chemical conversion of the pollutants. This problem is exacerbated by the fact that in order to avoid misfires during the first cold start cycles, the reciprocating engines 1 are run with a rich mixture, ie with a very high proportion of fuel, which inevitably leads to high carbon monoxide and hydrocarbon raw emissions. This cold start behavior can now be advantageous s

Embodiments of the invention can be improved as follows.

During the critical cold start phase, the catalytic converter for exhaust gas aftertreatment is heated by adding hydrogen-containing reformate at the addition points 12 or 13. In a departure from the exemplary embodiment shown, this method is also used for several exhaust gas catalysts

11 hydrogen-rich reformate can be fed. Due to the extreme reactivity of the hydrogen, the mixture enrichment for the reciprocating piston engine 1 can be reduced or avoided entirely. Even if the hydrogen is not fully converted in the internal combustion engine, only harmless hydrogen is emitted. In extreme cases, pure hydrogen operation would be conceivable during the cold start phase with the appropriate system design (size of the buffer store, pressure, gas generation capacity, etc.).

If exhaust gas recirculation is provided, advantageous further training measures are also possible. Exhaust gas recirculation is an established process for reducing raw nitrogen oxide emissions. In so-called quantity-controlled engines (throttle valve), exhaust gas recirculation can also be used to dethrottle and, consequently, to improve efficiency.

In combustion processes with internal mixture formation, the level of the exhaust gas rate is limited by the increasing particulate emissions; in particular, exhaust gas recirculation is not possible at full load. In processes with an external mixture formation, the exhaust gas recirculation rate is limited by the fact that, with an increasing exhaust gas recirculation rate, the safe charge ignition is no longer guaranteed and the risk of misfires during operation of the reciprocating piston engine 1 increases.

Here too, exhaust gas recirculation is not possible with higher loads on the reciprocating piston engine 1. The additional introduction of hydrogen-containing reformate 17 into the reciprocating piston engine, for example at the addition points 10 or 11, makes it possible to achieve higher exhaust gas recirculation rates and thus a greater reduction in nitrogen oxide due to the higher reactivity of the hydrogen in comparison with conventional fuels.

Catalyst generates a rich reducing atmosphere so that the nitrogen oxide stored as nitrate is released again and reduced to harmless nitrogen in a reducing atmosphere with the formation of carbon dioxide and / or water.

The generation of the fat phase is conceivable both internally and post-motor. In the

Direct petrol injection is currently the preferred engine variant. However, the rich combustion management is still problematic, since increased particle and hydrocarbon emissions occur. These emissions can also be reduced by adding pre-engineered, highly reactive, hydrogen-containing reformate; in extreme cases, pure hydrogen operation is also conceivable.

In diesel engines, the internal engine generation of fat phases is even more problematic than direct gasoline injection because of the even higher particle and hydrocarbon emissions. The problems mentioned can at least be mitigated if not avoided by the pre-motoric addition of hydrogen-containing reformate.

Because of the problems mentioned, the post-engine generation of fat phases is also discussed for the diesel engine. Here too, the post-motoric addition of hydrogen-containing reformate should result in advantages in regeneration.

The high reactivity of the hydrogen would be advantageous in the regeneration in full flow, since the expected shortened reaction times can reduce the additional fuel consumption which is generated indirectly by the fuel consumption for the H ₂ production by the reforming. The Increased reactivity of the hydrogen-containing reformate would therefore also be advantageous when used for regeneration of the storage catalyst in a tandem system according to FIG. 3.

In Fig. 3, the reciprocating engine 1 is two

Storage catalysts 53, 54 arranged with the interposition of a changeover valve 55. With the help of the changeover valve 55, the storage catalytic converters 53, 54 can be switched on alternately into the flow of the exhaust gas 8 or one of the extraction points 41, 42, 43 for hydrogen-containing synthesis gas 25 or reformate 17. The storage catalytic converter located in the exhaust gas stream, i.e. In the switching state shown, the storage catalytic converter 54 is used for exhaust gas purification and is loaded with nitrogen oxides, while the storage catalytic converter connected to an extraction point 41, 42, 43, i.e. in the switching state shown, the storage catalytic converter 53 is regenerated. Periodic switching with the aid of the switching valve 55 thus ensures that the exhaust gas 8 of nitrogen oxides is continuously de-riched. This arrangement can easily be used in combination with further catalytic converter units for exhaust gas purification.

Since the reformate 17 provides a highly reactive reducing agent for storage regeneration, rapid catalyst regeneration is possible even with small reformate throughputs. This leads to a reduction in the indirect fuel consumption generated by the provision of the reformate.

Any combination of the above-mentioned pre- and post-engine measures is conceivable.

The invention is not based on the connection of the material flows between the system 19 for fuel reforming and the

Inadequate supply of the electrical systems can be determined by the control unit, for example if the on-board electrical system voltage is caused by an insufficient charge state of the electrical storage unit (not shown), e.g. the generally existing vehicle battery drops. In a corresponding case, the fuel cell 14 in particular enables this electrical storage unit to be charged. For this purpose, the corresponding operating materials 17, 18 are supplied to the fuel cell 14.

Alternatively, in corresponding special operating cases, a direct supply of electrical components can also be provided by means of the fuel cell 14. Basically, the aforementioned measures with the aid of the fuel cell 14 ensure the function of an emergency system for maintaining the functionality of at least the safety-relevant systems.

Furthermore, the number of mechanical couplings between the individual units can be reduced with the combination of features according to the invention. To a certain extent, a "belt-free" motor is possible. As a result, the installation space can be reduced in size and made more flexible, the wear of such mechanical drive couplings being eliminated.

In addition, there are the above-mentioned possibilities to implement innovative combustion and exhaust gas concepts to improve the emission behavior through the availability of hydrogen-containing reformate in advantageous developments of the invention.

Claims

Expectations:

1. Drive device, in particular for vehicles, with an internal combustion engine and an electrical power generator, characterized in that a fuel cell (14) is provided.

2. Device according to claim 1, characterized in that a system (19) for fuel reforming for the fuel cell (14) is provided.

3. Device according to one of the preceding claims, characterized in that at least one connection from the system (19) for fuel reforming to the internal combustion engine (1) is provided.

4. Device according to one of the preceding claims, characterized in that a control unit for metered control of the inflow of a substance or substance mixture from the system (19) for fuel reforming into the internal combustion engine (1) is provided.

5. Device according to one of the preceding claims, characterized in that at least one connection from the system (19) for fuel reforming to at least one exhaust gas catalytic converter (9) of the internal combustion engine (1) is provided.

6. Device according to one of the preceding claims, characterized in that a control unit for metered control of the inflow of a substance or mixture of substances from the system (19) for fuel reforming in an exhaust gas catalytic converter (9) of the internal combustion engine (1) is provided.

7. Device according to one of the preceding claims, characterized in that a turbine (39) is provided for recycling residual quantities of fuel not converted in the fuel cell (14).

8. Device according to one of the preceding claims, characterized in that a burner (38) for

Residual quantity utilization of fuel not converted in the fuel cell (14) is provided.

9. Device according to one of the preceding claims, characterized in that a compression of the charge air or the combustion mixture of the internal combustion engine (1) with the turbine (39) is provided.

10. Device according to one of the preceding claims, characterized in that a current generator driven by means of the turbine (39) is provided.

11. Device according to one of the preceding claims, characterized in that an electromotive compressor (6) is provided for compressing the charge air or the combustion mixture of the internal combustion engine.

12. Device according to one of the preceding claims, characterized in that at least one compressor (24) is provided for compressing a substance or mixture of substances for the operation of the fuel cell (14).

13. Device according to one of the above claims, characterized in that at least one compressor (44, 45, 46) is provided for compressing a substance or mixture of substances for addition into the internal combustion engine (1).

14. Device according to one of the preceding claims, characterized in that at least one memory (47, 48, 49) for Storage of an intermediate product (25) or end product (17) of the system (19) and / or a substance or

Mixture of substances (35) from the fuel cell (14) is provided.

15. Device according to one of the preceding claims, characterized in that the memory (47, 48, 49) for storing a substance or substance mixture (17, 25, 35) to be fed into the internal combustion engine (1) or the fuel cell (14). is trained.

16. Device according to one of the above claims, characterized in that at least one additional power generator is provided for supplying at least safety-relevant operating units during a starting phase and / or a special operating case.

17. Device according to one of the above claims, characterized in that the fuel cell (14) is designed as the additional power generator (14).