WO2006094324A2

WO2006094324A2 - Combustion engine with a vapour pump as compressor stage

Info

Publication number: WO2006094324A2
Application number: PCT/AT2006/000096
Authority: WO
Inventors: Edmund Nagel
Original assignee: Delunamagma Industries Gmbh
Priority date: 2005-03-11
Filing date: 2006-03-07
Publication date: 2006-09-14
Also published as: US20080202121A1; JP2008533353A; AT501418A1; WO2006094324A8; EP1841953A2; AT501418B1; WO2006094324A3

Abstract

The combustion engine comprises a burner (8), continuously operated under pressure or in a given embodiment a burner (13) operated at atmospheric pressure. In each case said burner (8/13) is provided with a subsequent exhaust turbine (38) itself subsequently provided with a recuperative heat exchanger (1), which transfers waste heat from the exhaust to all gaseous and liquid media flowing into the combustion engine to a physical maximum level. The pre-heated combustion air or exhaust gas is subsequently compressed by only the vapour pump (30) with no mechanical compressor stage. The above is achieved whereby the operating vapour is superheated by heat from the burner (8 or 13) in a vapour superheater (11 or 21) after being heated in the heat exchanger (2) and then, during the isentropic expansion in the Laval operating nozzle (22), is constantly refreshed and superheated by heat from the burner (8/13). In further embodiments of the invention, the above is suitable as replacement for conventional turbochargers and as engine for a motor vehicle with recuperative use (43) of braking energy.

Description

Combustion engine with a steam jet pump as Verdöchterstufe

The invention relates to an internal combustion engine in which the hot gas generated in the continuous combustion is expanded in an exhaust gas turbine and in which the required hot gas overpressure upstream of the exhaust gas turbine is generated at least in part by means of a steam jet pump. The exhaust gas turbine is a recuperative heat exchanger downstream, the residual heat from the effluent exhaust gas on the internal combustion engine inflowing medium transfers.

Such an internal combustion engine is known from the publication US 5,687,560 A1. This shows an exhaust gas turbine with an upstream, continuously operated combustion chamber and a two-stage exhaust gas turbine. The exhaust gas turbine, with a mechanical compressor stage is associated with a first heat exchanger, is preheated in the fuel, which then flows into the combustion chamber. In a second heat exchanger, heat is withdrawn from the exhaust gas and transferred to the combustion air previously cooled in the first heat exchanger. The compression takes place in this application without the use of a jet pump; the exhaust gas turbine therefore has a mechanical compressor stage.

From the document GB 642 118 A, an internal combustion engine is known, the heat exchangers are connected downstream, in which the combustion air is preheated for continuous combustion in the exhaust gas turbine. In addition, steam is generated in the heat exchangers for a steam generator. The burner nozzles are supplied with a mixture of oil and steam, but the compression also takes place without jet pump and therefore a mechanical compressor stage is required.

From the document GB 1 282 555 it can be seen that an external heat source for steam generation is arranged in front of the Laval nozzle. The aim of this measure is the formation of a high vacuum vacuum pump. The arrangement of an external heat source for steam generation in front of the Laval nozzle serves to achieve a higher negative pressure.

ERSÄTZBLATT (RULE 26} In principle, a large number of gas turbines with recuperative waste heat utilization are known. Likewise, applications of steam processes in such machines are known. The cited documents exemplify the prior art: DE 69528871 T2 and DE 69432191 T2 and DE 6923198 T2. However, these applications do not all use together the inventive combination of steam jet pumps in gas turbines with recuperative waste heat recovery.

The object of the invention is to provide an internal combustion engine with a continuous burnup and a physically maximum possible recuperative waste heat recovery and to accomplish the compression of the combustion air exclusively by means of a steam jet pump. It should be possible to completely dispense with a mechanical compressor stage.

The Laval nozzle of this invention will thus have to be substantially different from a conventional Laval nozzle. Their motive steam will have to have an exorbitantly increased kinetic energy at the nozzle exit compared to that of a conventional steam jet pump. This motive steam is intended to compress the combustion air or in the inventive variant, the flue gas to the same extent as a mechanical compressor stage.

If comparatively dispensed with the thus required, inventively modified steam jet pump and a conventional steam jet pump used to achieve a sufficient compression pressure of the combustion air such amounts of motive steam would be required that in the exhaust after Reku- perative heat exchanger vice versa so much irreversibly lost residual heat would be included no practically usable efficiency of the internal combustion engine would come to conditions. In addition, this amount of steam would enter so much water in the combustion chamber that an ignition of a flame would not be possible.

According to the invention, all the liquid and gaseous media which flow to the internal combustion engine are directed towards the exhaust gas in the recuperative heat exchanger and heat is removed from the exhaust gas to the maximum extent possible and transferred to the inflowing media. This countercurrent heat exchanger has to be designed with the exchange surface size so that the entire available residual heat from the exhaust gas is transferred to the fuel, the combustion air and the feed water or to the motive steam. For physical reasons, part of this condensation heat contained in the vapor of the exhaust gas is not transferable, since the inflowing feed water must have a much higher pressure than the outflowing steam. The heat of vaporization for the conversion of the incoming feedwater into steam is taken up at well above 100 ° C, while conversely, the effluent steam releases the adequate heat of condensation at atmospheric pressure and about 100 ⁰ C.

In a variant of the invention for the particular combustion of solid fuel as general cargo, an internal combustion engine of the type mentioned is also provided. Solid fuel as general cargo can naturally be burned only at at least approximately atmospheric burner pressure. For this form of combustion, an exhaust gas turbine according to the invention should be utilized. However, it should equally be applicable for gaseous and liquid fuel at also at least approximately atmospheric pressure in the burner

In a further variant of the invention, an internal combustion engine of the type mentioned is to be provided in order to use the braking energy of a car recuperatively usable and equally driving this car. It should be stored in a heat storage, the braking energy of the motor vehicle in the form of heat. This should be able to be fed back to the internal combustion engine when needed.

In a further variant of the invention, an internal combustion engine of the type mentioned above is provided to precompress the combustion air of a conventional reciprocating engine, analogous to the effect of the exhaust gas turbocharger. It should be precompressed by means of the steam jet pump according to the invention, the combustion air which flows to the reciprocating. It is replaced on the conventional mechanical turbocharger and instead the combustion air, without a moving mechanical part, pre-compressed only medium steam. The objects are achieved in that the motive steam of the steam jet pump during expansion in the Laval-Treibdüse is continuously refreshed by heat transfer from a heat reservoir located outside the steam jet pump.

In contrast to conventional Laval-driving nozzles, no isentropic expansion of the steam takes place within the inventively heated Laval-driving nozzle, but an at least approximately isothermal expansion within an externally heated Laval-driving nozzle. This polytropic (= approximately isothermal) expansion within the heated Laval-Treibdüse has the consequence that the emerging from the motive nozzle steam is not inhomogeneous partially condensed as in conventional Laval-Treibdüsen or even partially converted into ice, but as a homogeneous, overheated medium, emerges as a specific lighter superheated steam.

The superheated steam exiting the Laval Heated Heated Nozzle has a substantially increased velocity over that exuded from conventional Laval nozzles. Superheated steam exiting the Laval nozzle according to the invention has, because of its higher speed, an adequately increased momentum of movement relative to the steam leaving a conventional Laval nozzle. The thus achieved steam velocity can never reach a conventional jet nozzle physically.

The steam undergoes in the inventively heated Laval motive nozzle from inlet to outlet at constantly falling pressure and at least approximately constant temperature (by heat from outside to isothermal expansion), an increase in volume, corresponding to the falling pressure, at least constant temperature. The enthalpy of the steam thus experiences an increase during the expansion in the Laval nozzle and at the same time defective entropy jumps are avoided. In conventional divergent nozzle parts, during the expansion of the vapor, multiple impact-type condensation jumps occur in conventional divergent nozzle parts, ie multiple defective entropy jumps. The highly accelerated vapor molecules, which emerge from a heated according to the invention Laval nozzle, have so much kinetic energy that in the subsequent pulse transmission to the fluid a pressure in the mixture of propellant and fluid is achieved, the inventive single-stage gas turbine with an efficiency which corresponds at least to the efficiency of a conventional two-stage ISO standard gas turbine with recuperative waste heat recovery. This can be achieved neither with a conventional unheated Laval nozzle, nor with a conventional Laval nozzle, with only upstream steam superheater.

The motive steam, which is refreshed by heat during expansion within the Laval motive nozzles, receives this heat directly or indirectly from the burner. The walls of the Laval propulsion nozzles transfer this heat to the motive steam flowing through this nozzle. The Laval nozzle is attached directly to the burner or smoke tube. The temperature of the heat reservoir in the burner or in the flue pipe, is always some 100 ° C above the temperature of the motive steam. Thus, the motive steam, despite its expansion, remains overheated; it is constantly refreshed and also exits superheated at the motive nozzle outlet.

The motive steam is heated by the recuperative heat exchanger, which recovers heat from the exhaust gas to the exhaust gas turbine, before entering the Laval motive nozzles. Subsequently, the motive steam is overheated by the superheated steam, which absorbs heat from the burnup at the burner or at the downstream flue pipe.

The steam in the steam superheater undergoes an increase in volume at constant pressure and an irrelevant increase in its subsonic flow rate, corresponding to the increase in temperature. This form of heat supply represents an isobaric increase in enthalpy.

The materials from the burner or flue pipe, towards the Laval-Treibdüsen, have a high heat transfer coefficient. The materials are preferably made of highly heat-conductive and correspondingly temperature-resistant metal. The heat transfer for Dampfauffrischung the motive steam within the Laval nozzle and the steam superheating of the motive steam in the steam superheater, via these thermally conductive connections to the burner or through the thermally conductive connections to the downstream flue pipe.

The compression of the combustion air or the flue gas, which flows to the exhaust gas turbine takes place exclusively and solely by the steam jet pump according to the invention, without any requirement of a mechanical compressor.

In a conventional Laval nozzle, the water vapor within the Laval nozzle reaches the wet steam region and multiple burst-front condensations occur during expansion of the vapor pressure. These are small, multiple entropy jumps. In this case, the ice line of the condensate is sometimes undercut, ice crystals are formed. Overall, the imbalance effects in the steam lead to a considerable entropy increase of the motive steam in the Laval motive nozzle. Their efficiency falls far below a value that would allow the use of the Laval nozzle, instead of a mechanical compressor stage, for an exhaust gas turbine.

Conversely, by heating the Laval nozzle, the water vapor within the Laval nozzle never enters the wet steam zone and no condensation jumps occur during expansion of the vapor pressure. Imbalance effects in steam are completely eliminated. Conversely, the heating of the motive steam leads to a considerable enthalpy increase of the motive steam within the Laval motive nozzle. Their efficiency reaches a value that allows the use of the Laval nozzle, instead of a mechanical compressor stage, for an exhaust gas turbine.

The entire heat used for preheating the pumped medium is supplied to the pumped medium in the recuperative heat exchanger or in the burner, before it is compressed in the injector. The form of compression in an injector, as a pulse transmission between propellant on the pumped medium, allows heating of the conveying air before the compression. By means of this pumping action of the steam jet pump, it is possible to compress heated combustion air to that extent, as is also required for ISO standard exhaust gas turbines. Hot air can be pumped like cold air without loss of efficiency. The combustion air can be fed into the recuperative heat exchanger at atmospheric pressure and at ambient temperature in order to compact it by means of the momentum transfer, after it has absorbed maximum heat. The elevated temperature of the medium does not play any efficiency damaging role. This can be explained as follows:

In all conventional mechanical compressors arises with increased temperature of the medium to be compressed, an increased back pressure on the compressor piston. In contrast, in the steam jet pump no reaction by a back pressure occur. The motive pressure of the motive steam is completely and completely converted into the velocity of the accelerated propellant in the Laval motive nozzle. This leaves the Laval nozzle without braking, irrespective of the temperature of the medium to be compressed.

The molecules of the propulsion jet set off for a free flight into the intake manifold, where they only gradually collide, far away from their original nozzle, with molecules of the pumped liquid. Whether a so struck molecule itself seen in a strong or weak Brown ^'molecular motion is located, ie whether the pumped liquid hot or cold, does not play the slightest role. The process of compacting is thus advantageous only in the form of momentum transfer.

In formed as a countercurrent heat exchanger recuperative heat exchanger the outgoing exhaust gas mixture all the internal combustion engine incoming liquid and gaseous media, in corresponding heat exchanger parts, led. The heat capacity of the inflowing media essentially corresponds to that of the effluent exhaust gas mixture. Therefore, the influent medium in its entirety, consisting of feed water, fuel and combustion air, with the exception of the heat of condensation of the effluent vapor, absorb all the residual heat of the effluent. Because of the fact that according to the invention any medium can absorb any heat without prejudice prior to its compression, conversely the conclusion is that all recoverable waste heat can be recuperatively fed to the internal combustion engine according to the invention. With increased recycling of residual heat, the efficiency of this internal combustion engine increases adequately.

Provided that the dimensions of the heat exchange surfaces of the recuperative heat exchanger are sufficiently designed according to the invention, the temperature of the exhaust gas falls to the exhaust outlet to the condensation temperature of the vapor contained in the outflowing mixture, this is 100 ° C. Further cooling of the exhaust gas is not possible because the pressure of the effluent mixture is atmospheric, while the pressure of the feedwater must be much higher. As a result, the feed water evaporates at well above 100 ° C and therefore can not absorb the required heat of vaporization from the heat of condensation of the effluent at atmospheric pressure steam. This residual heat of condensation heat is irreversibly lost for the internal combustion engine.

The steam jet pump generates a negative pressure in the injector, which promotes the flue gas from the, operated at approximately atmospheric pressure burner in one embodiment of the invention. This flue gas is subsequently compacted in the diffuser of the injector before being transferred to the exhaust gas turbine. The compressed flue gas is subsequently expanded in the single-stage exhaust gas turbine.

Said burner according to the invention is preferably to operate with wood piece goods, especially since to date no technical device is known, which can make flue gas produced at atmospheric pressure in the combustion boiler directly usable for driving an exhaust gas turbine. Instead of wood, the burner can also be operated with liquid, gaseous or other solid fuels. In any case, the combustion air flowing into the burner is first heated in the recuperative heat exchanger. The flue gas from the burning of wood or coal must be cleaned by means of a flue gas filter connected between the combustion chamber and the exhaust gas turbine. Above all, the ash from this burn-up must remain in the combustion chamber. If ash with the exhaust gas in the heat exchanger and in the exhaust gas turbine, they would be put out of action or gradually destroyed. Therefore, the flue gas is also cleaned by a switched between the combustion chamber and the exhaust gas turbine filters of soot and fly ash and under the kiln is an ash tray installed, in which the ash trickles through a grate.

If liquid fuel is used, which can be vaporized residue-free in the recuperative heat exchanger, the fuel can be mixed with the feed water by means of a common pump as a homogeneous mixture through the recuperative heat exchanger, then through the steam superheater and then through the Laval Heated nozzle, are led into the pressure burner. Since the flow rate of the water vapor and fuel vapor mixture to the burner never falls below the burning rate of the fuel vapor, the fuel does not ignite. The mixture of water vapor and fuel vapor only reaches the ignition speed of the fuel in the diffuser of the burner.

The fuel can consequently, in the variant shown, be used together with the feed water as the propellant. As a result, to achieve a certain pressure advantageously correspondingly less feed water is required. Less feed water means that less irreversibly lost residual heat is obtained after the recuperative heat exchanger. The efficiency of the internal combustion engine increases, this variant achieves the best efficiency of all variants shown.

In the heated Laval nozzle, in the divergent nozzle part, there is the suppression of the required steam pressure, in any case supersonic speed. A gaseous medium, which flows at supersonic velocity, must not be diffracted within a Laval-type jet nozzle in the rectilinear flow axis through a curve in the flow channel, as otherwise very damaging compression shocks occur, which increase the entropy of the gas extremely bad. This results in the required solutions, according to which the heat exchange surfaces of the Laval-Treibdüsen is absolutely straightforward to construct and the possible heat exchange surface of the Laval-Treibdüse to the driving steam, compared to conventional Laval-Treibdüsen, to increase many times, as significant amounts of heat to transfer to the motive steam are. The surface of conventional Laval nozzles, which were not originally intended as a heat exchange surface, would be x times too small.

Such an enlargement of the heat exchange surface in the Laval nozzle takes place according to the invention u. a. by dividing the motive jet steam into a plurality of parallel aligned, each a part of the total steam flow receiving Laval-driving nozzles. The total gas flow is thus divided into several such Laval-Treibdüsen as partial gas streams.

A further increase in the heat exchange surface in the Laval nozzle is u. a. characterized in that the nozzle circumference with respect to a round nozzle cross-section by flattening the nozzle cross-section, with a corresponding reduction in the height thereof is increased.

A further enlargement of the heat exchange surface in the Laval-driving nozzles takes place u. a. by flattening the pitch angle of the divergent nozzle parts to less than 3 °. This leads to a corresponding extension of the longitudinal axis of the divergent nozzle parts, with consequent enlargement of the heat exchange surface. The divergent nozzle part of the Laval nozzle is thus to be flattened at an angle, so as to achieve an increase in the heat exchange surface.

In an application example according to the invention, the heated Laval motive nozzle is used for pre-compression of the charge air of a conventional reciprocating engine. It is by means of the motive steam, which was previously overheated in a steam superheater and then passed through the heated Laval nozzle, the combustion air pre-compressed before entering the conventional internal combustion engine. This function replaces the conventional exhaust turbocharger for pre-compression of the combustion air. In a further application example according to the invention, the gas stream after the heated Laval nozzle and the injector is guided through a heatable bypass heat storage. This gas flow is controllable via the control valve in the bypass to increase, decrease or shut down.

The bypass heat storage, preferably mineral, is heated by the braking energy of a motor vehicle, which is converted into electrical current in the generator. The generator in turn is powered by one or more wheels of the vehicle. It can therefore be electrically heated with an external energy source of the bypass memory. By this bypass memory is then regulated if necessary, more or less partial gas, which flows to the burner, passed. The gas mixture is thereby heated and saves to the same extent, as it can absorb heat from the bypass memory, fuel burn, so de facto fuel.

A further heat exchanger can be used for heating purposes or as process heat, a part of the residual heat after the recuperative heat exchanger, which in turn before all liquid and gaseous media, which flow to the internal combustion engine. It is not only in the recuperative heat exchanger residual heat to the maximum extent physically returned to the process, but also the unusable heat of condensation of the steam used in the exhaust gas for heating purposes.

The heat exchange surface on the inner surface of the pressure burner according to the invention or the flue pipe, with its attached steam superheater and the attached Laval-driving nozzles, is increased by these surfaces having a fracture, which is preferably in the form of longitudinal grooves.

The heat transfer coefficient increases to about the same extent as creating an increase in surface area compared to a smooth, non-fissured surface. Legend with reference numbers to the drawings:

1. Recuperative heat exchanger 30. Steam jet pump, consists of

2. Exhaust gas heat exchanger in 1 steam superheater 8 or 19, Laval-

3. Combustion air heat exchanger motive nozzles 22 and injector 31 in Fig. 1. 31. Injector

4. Feedwater heat exchanger in 1 32. Intake manifold at 31

5. Fuel heat exchanger in 1 33. Intake chamber in 31

6. Fuel / feedwater mixture 34. Conical intake manifold in 31 heat exchanger in 1 35. Mixing tube in 31

7. exhaust outlet to 2 36. mixing manifold in 31

8. Burner (overpressure) 37. Injector diffuser in 31

9. Intake diffuser in 8 38. Exhaust gas turbine

10. combustion chamber in 8 39. compressed gas inlet at 38

11. Steam superheater to burner 8 40. Exhaust gas outlet to 38

12. Thermal connection of 8 41. Overflow line to 2 or 19 to Laval drive nozzles 22 42. Drive axle to 38 and steam superheaters 12 and 21 43. Bvpass heat exchanger

13. Burner (atmospheric) 44. Control valve on 43

14. combustion chamber in 13 45. electric heating of 43

15. rust in 13 46. generator for 43

16th combustion chamber door of 13 ___ 47. Kfz drive wheel for 46

17th ash chest in 13th

18. Combustion air inlet to 13 48. Feedwater pump

19. Flue pipe to 13 49. Feedwater tank

20. Flue gas filter in 19 50. Feedwater filter

21. Steam superheater on the flue pipe 19 51. Feedwater separator

22. Laval propulsion nozzles (heated) 52. Fuel pump to 8, or to 13 53. Fuel / feedwater pump

23. Convergent nozzle parts in 22 54. Fuel tank

24. Divergent nozzle parts in 22 55th Exhaust

25. Driving steam inputs on 23 56. Heat exchanger for heating

26. Driving steam exits to 24 57. Radiator

27. Opening angle of the divergent 58. Conventional. Internal combustion engine Nozzle parts 24 59. Heat exchanger at the exhaust of 57

28. Longitudinal axis of the nozzle parts 24 60. All-round heat insulation

29. Flattened cross sections of 22 61. Fissure in 8 or 19 Further advantages and details of the invention are explained below with reference to the exemplary embodiments of the invention shown in the drawings:

Fig. 1 shows a schematic section of the internal combustion engine when using a vaporizable fuel and the subsequent use of residual heat for heating purposes. Likewise, a use of the feedwater is shown in a closed circuit in this section.

Fig. 2. shows a schematic section of the internal combustion engine when using in particular a solid fuel and atmospheric fire.

Fig. 3. shows a schematic section of the internal combustion engine with limited application, in which instead of an exhaust gas turbine 38, a conventional reciprocating motor 58 is used, which is loaded by the steam jet pump 30, analogous to a turbocharger.

Fig. 4. shows a schematic section of the internal combustion engine, when used in the vehicle with recuperative intermediate storage 43 of braking energy.

5 shows a schematic longitudinal section for enlarging the heat exchange surface in the Laval drive nozzle with the design feature of flattening the opening angle 27 of divergent nozzle parts 24.

6 shows a schematic longitudinal section for enlarging the heat exchange surface in the Laval nozzle with the structural feature of the multiplication of the Laval driving nozzles 22.

FIG. 8 shows a schematic cross-section through the surface-enlarged burner 8 or the surface-enlarged flue pipe 19 and the multiple blowing nozzles 22 on the burner 8 and the flue pipe 19. Likewise, in this illustration, the increase in the heat exchange surface of the Propelling nozzles are shown by the flattening of the passage cross-section 29 of the Laval-driving nozzles 22. 1 shows how, in this internal combustion engine, the compression takes place without any mechanical compressor stage, with only one steam jet pump 30. This type of compression by means of a steam jet pump could hitherto only be used technically as a precompressor in addition to mechanical compressors. The conventional steam jet compressor as the sole compression stage would introduce too much steam into the combustion air. It would disproportionately much, not recoverable condensation heat lost and consequently achieved very poor efficiencies. Alternatively, if the amount of motive steam were reduced to an acceptable level, the compaction pressure would drop to a technically unacceptable level, and thus would not be feasible.

According to the invention succeeds in the compression of the combustion air with sufficient pressure with minimal water entry by the steam is exorbitantly superheated, as shown, in the steam superheater 11 and 21 and then especially in the Laval-nozzle 22, during the isentropic relaxation, heated. This constant heating is effected by a, from the burner 8 and from the flue pipe 19 in the Laval-blowing nozzle 22 and the steam superheater 11 and 21 supplied, additional rich amount of heat. It is so well damaged even bad steam formation to the nozzle exit 26 completely avoided. The injector efficiency is known to fall to the same extent, as condensate content forms in the motive steam.

By the two illustrated measures 11 + 22 succeeds over conventional Laval-type nozzles in about a doubling of the velocity of the motive steam at the outlet 26 of the Laval-nozzle 22. Basically, could optionally be dispensed with the steam superheater 11 and 21, but it would have the Laval-Treibdüse 22, to transfer the required amounts of heat, with disproportionately increased effort to be built accordingly larger.

The additional heat input for heating the steam superheater 11 or 21 and the Laval nozzle 22 by removing heat from the burner 8 or 13. For this purpose, the steam superheater 11 and 21 and the Laval nozzle 22, as shown in technical next possible proximity with a sufficient thermal connection to the burner 8 and the flue pipe 19, grown. In conventional (unheated) Laval propulsion nozzles, the steam temperature drops to the nozzle exit, during the isentropic expansion in the Laval nozzle, to the condensation temperature of the motive steam and in the steam condensate also below.

In contrast, in the illustrated Laval nozzle 22, by the constant supply of heat from the burner 8 and from the flue gas in the flue pipe 19, for example, a combustion temperature of 1000 ° C, already a steam outlet temperature at the outlet nozzle 26 of reachable about 700 ° C.

The heat extracted from the burner 8 or 13 to increase the enthalpy of the steam in the motive nozzle 22 and the steam superheater 11 and 21, with consequent reduction of the entropy of the motive steam, flows through the injector 31 back into the burner 8 and 13, respectively from the burner 8 bzw.13 is thus always recirculated to the burner 8 or 13 in an inner circuit to approximately 100% again.

In other words, enthalpy from the burner 8 bzw.13 is used to increase the pressure of the pumped medium, but the enthalpy flows in an engine-internal, closed circuit to almost 100% to the starting point, the burner 8 bzw.13, back.

The recuperative heat exchanger 1 offers in the choice of guided through the countercurrent heat exchanger media and the pressures chosen here a variety of variants, which are based on the specific characteristics of the fuel used.

The illustrated Fig. 1, based on the efficiency, the best case: When using residue vaporizable fuels (alcohols, gasolines, etc.), the feed water can be mixed with the liquid fuel before the single pressure pump 63 and together, under Maximum pressure, are passed through the heat exchanger 6 and through the steam superheater 11 and through the heated Laval nozzle 22. By using the fuel as a motive steam content of the need for feed water falls. As a result of the reduced feedwater requirement, less condensation heat is emitted analogously to the outlet 7 from the heat exchanger 1 and, according to the invention, the efficiency of the internal combustion engine achieves the highest possible value of all variants shown.

After the illustrated passage of the exhaust gas through the recuperative heat exchanger 1, this has a temperature of about 100 ° C, which corresponds to the condensation temperature of the motive steam. In the condensate of the motive steam is still the bulk of the heat of condensation, which can no longer be used for the conversion into kinetic energy, it is irreversible.

This residual heat can be used as process heat or for heating purposes via a radiator 57. For this purpose, the exhaust gas is cooled in an additional heat exchanger 56 below the condensation temperature of the feedwater. The condensing water in the exhaust steam is separated after passing through the heat exchanger 2 in a water separator 51 from the exhaust gas to be subsequently freed in a filter 50 of impurities from the fuel burn-off. Thereafter, the recovered feed water flows for reuse in a feedwater tank 49. Since the combustion water is obtained with the feed water, there is an excess amount, which is discharged from the tank 49.

The conical suction tube 33 of the injector 31 is followed by a straight mixing tube 35 of constant cross-section. The tube opens into a manifold 28, which redirects the gas mixture to the burner 3. The manifold 36 is followed by another mixing tube 35.

With entry of the gas mixture in the burner diffuser 9 this is greatly slowed down. The flow rate of the fuel / steam / combustion air mixture is reduced below the burning rate. Conversely, the pressure rises to its highest possible level. Thus, in this specific embodiment, in which fuel is added to the motive steam and the combustion air, the mixture is ignited at the beginning of this diffuser 9. The flammable mixture per se could ignite neither in the suction chamber, nor in a mixing tube 35 or in the manifold 36, since the cross section of these components is always chosen so that the flow rate of the combustible gas mixture is always higher than the burning rate of the same.

Fig. 2 shows the invention when using preferably solid fuel is burned off, especially at atmospheric pressure. The burning takes place as poor as ash. In the heat exchanger 1 flows because of the switched between the burner 21 and the exhaust gas turbine 38 filter 20 of fly ash and soot liberated flue gas.

The feed water of the motive steam is pressed by the pressure pump 52 under maximum pressure by the recuperative heat exchanger 1 and by the steam superheater 21 and by the heated Laval-nozzle 22.

After the illustrated passage of the exhaust gas through the recuperative heat exchanger 1, this has a temperature of about 100 ° C, which corresponds to the condensation temperature of the motive steam. In the condensate of the motive steam is still the bulk of the heat of condensation, which can not be used for the conversion into kinetic energy. This heat is lost irreversibly.

Conversely, the combustion air and the feed water is heated to a desired maximum technical level. The preheated feed water flows into the steam superheater 21 and the preheated combustion air into the burner 13. The intake of the combustion air is effected by the suction of Injektorsaugkammer 33. In the suction chamber 33 is formed by the outflow of motive steam, a promotional negative pressure.

The residual heat in the exhaust gas, after the heat exchanger 2, can still be used as process heat or, as shown, for heating purposes via a heat exchanger 56 and radiator 57. For this purpose, the exhaust gas is cooled in the heat exchanger 2 below the condensation temperature of the feedwater. The feed water is separated after passing through the heat exchanger 2 in a water separator 51 from the exhaust gas, to be subsequently cleaned in a filter 50 of impurities from the fuel burn-off. Thereafter, the recovered feedwater flows into the feedwater tank 49 for renewed use. Since the combustion water also accumulates with the feedwater, there is an excess amount discharged from the tank 49.

The conical intake pipe 34 of the injector 31 is followed by a mixing tube 35 of constant cross-section. The mixing tube 35 opens into the diffuser 37. There, the pressure of the mixture increases to its highest possible level. After the injector 31, the steam / exhaust gas mixture flows into the exhaust gas turbine 38.

The use of solid fuel for operating the exhaust gas turbine 38 is possible by using a burner 13, in which the ash sinks and the exhaust gas flows off as low as ash. In addition, the flue gas is cleaned by means of a switched between the burner 13 and the exhaust turbine 38 filter 20 from fly ash and soot.

If the ash and the soot were present in the exhaust gas, the exhaust gas turbine 38 would be gradually destroyed by the abrasive effect of the soot particles. Fly ash would also adversely deposit in the heat exchangers 2 + 56, whereby they are reduced in their function.

The physical form of pumping a hot exhaust gas through a steam jet pump 30 differs from all other pumping forms in a very distinctive and crucial feature. In any case, a gaseous medium, regardless of its temperature, can be compressed to the same pressure with a certain, available propulsion jet kinetics.

On the other hand, for example, in piston compressors, turbo compressors, etc., the cost of pumping in relation to the rising temperature or the volume of the fluid to be increased. The molecules of the propulsion jet leave the Laval propellant nozzles 22 in free flight into the intake pipe 34, where they only gradually, far from their original nozzle 26, collide with molecules of the pumped medium in the mixing tube 35. Whether a so struck molecule itself seen in a strong or weak Brown ^'molecular motion is located, ie whether the pumped liquid hot or cold, does not matter.

The process of compacting is thus advantageous only in the form of momentum transfer. This momentum transfer between the propellant to the fluid allows a hot and widely expanded exhaust to be equally promoted as if it were a cold gas.

By means of this pumping action of the steam jet pump 30, it is possible to compress hot exhaust gas regardless of its temperature. Since the pumping takes place in the form of momentum transfer, only the mixing tube 35 needs to be extended to the same extent as the volume of the hot gas to be pumped, compared to a cold gas, is increased. By this extension of the mixing tube 35, the probability of hit of blowing molecules compared to hot conveyor molecules is the same high as compared to cold conveyor molecules.

Fig. 3 shows that the function of the exhaust gas turbine 38 by a conventional internal combustion engine 58, such as a reciprocating motor 58, can be adopted. However, since these motors 58 functionally have a mechanical compressor stage, the function of the steam jet pump 30 heated according to the invention is reduced to pre-compression of the combustion air.

The steam jet pump 30 thus replaces the conventional turbocharger, with the advantage that it has no moving parts and so higher precompression pressures can be provided. Of course, this increases the service life of the engine and it reduces the costs compared to conventional turbochargers. In the example shown, the feed water is preheated in the recuperative heat exchanger 1. 4 shows a special application of the subject invention: It can be electrically heated with an external energy source of the bypass memory 43 of mineral mass. By this bypass memory 43 is then regulated, if necessary, regulated 44, more or less partial gas, which flows to the burner 8, passed. The gas mixture is heated and saves to the same extent, as it can absorb heat from the bypass memory 43, fuel fuel value, so de facto fuel.

The external energy source represents the braking energy of the motor vehicle, which generates electrical energy for the heating 45 of the bypass reservoir 43 via the generator 46 coupled to the wheels 47. Conversely, when driving, these drive wheels are driven by the internal combustion engine according to the invention.

Really, an approximately 50 kg mineral bypass storage 43, which can be heated to temperatures up to 2000 ° C (e.g., magnesite), can absorb the total braking energy of a 30-tonne truck to a 500m altitude drop. In turn, this stored energy can be used again for driving the vehicle after passing the gradient.

4 also shows the design of a recuperative heat exchanger 1 through which all possible liquid and gaseous media are conducted in separate heat exchangers. Thus, depending on a heat exchanger part for the exhaust gas 2, for the combustion air 3, for the feed water or the motive steam 4 and for the fuel 5 is present.

Fig. 5: Due to the flattening of the opening angle 27 of divergent nozzle parts 24 of the Laval-Treibdüse 22 shown to <3 °, the Laval-Treibdüse 22 can be extended many times and their heat exchange surface to the motive steam increase equally.

Fig. 6: By dividing the total driving current of the propellant gas shown from several, correspondingly reduced Laval-driving nozzles 22, the total exchange area also increases. The more small Laval-driving nozzles 22 are used, the greater the effect of the heat exchange surface magnification. Fig. 7. This example shows that the Laval driving nozzles 22 can not only be used to convey combustion air, but also flue gas from the flue pipe 19 can be promoted. The emerging at the motive steam exits 26 motive steam flows together with the flue gas in the suction chamber 33 of the injector 31 and is subsequently, after passing through the mixing tube 35 in the exhaust gas turbine 38 downstream injector diffuser 37, compressed.

FIG. 8: Due to the flattening 34 of the conventionally round nozzle cross-sections of a Laval driving nozzle shown on a wide, but inversely reduced in height cross-section 29, the exchange surface increases to a considerable extent. The illustrated fracture of the inner surface of the flue pipe 19 and the burner 8 increases the heat exchange surface in about the same extent, as the surface is compared with a smooth surface of the burner 8 and the flue pipe 19, increased.

Claims

claims:

1. internal combustion engine in which the hot gas generated in the continuous combustion is relaxed in an exhaust gas turbine and in which the required hot gas pressure in front of the exhaust gas turbine at least partially by means of a steam jet pump and a, the exhaust gas turbine downstream recuperative heat exchanger, the residual heat from the effluent exhaust gas to inflowing medium, characterized in that the motive steam during expansion in the Laval-Treibdüse (22) is continuously refreshed by heat transfer from a heat reservoir located outside of the steam jet pump (30).

2. Internal combustion engine according to claim 1, characterized in that the motive steam during the expansion within the Laval-Treibdüsen (22) by heat from the burner (8 or 13) is refreshed and the motive steam so overheated at the motive nozzle outlet (26) exits ,

3. Internal combustion engine according to claims 1 and 2, characterized in that the compression of the exhaust gas turbine (38) inflowing gas mixture exclusively by the steam jet pump (30) according to the invention.

4. Internal combustion engine according to claims 1 to 3, characterized in that formed in the countercurrent heat exchanger recuperative heat exchanger (1) the outgoing exhaust gas mixture (2) all, the internal combustion engine incoming liquid and gaseous media in corresponding heat exchanger parts (3/4 / 5/6).

5. Internal combustion engine according to claim 4, characterized in that in the recuperative heat exchanger (1) the exhaust gas mixture is cooled to the exhaust gas outlet (7) to the condensation temperature of the vapor contained in the outflowing mixture.

6. internal combustion engine according to claims 1 to 5, characterized in that the motive steam before the Laval-Treibdüsen-entry (25) by the recuperative heat exchanger (1), the heat from the exhaust after the exhaust gas turbine (38) and optionally recovered also by the steam superheater (11 or 21), the heat from the burner (8) or on the downstream flue pipe (19) receives, is performed.

7. Internal combustion engine according to claims 1 to 6, characterized in that the heat transfer for Dampfauffrischung the motive steam within the Laval-Treibdüse (22) and for steam superheating of the motive steam in the steam superheated (11 or 21) by thermally conductive compounds (12) to the burner ( 8) or by thermally conductive connections (12) to the downstream flue pipe (19).

8. Internal combustion engine according to claims 1 to 7, characterized in that the entire heat used for preheating the medium to be conveyed in the recuperative heat exchanger (1) or in the burner (13) before its compression in the injector (31) is supplied ,

9. Internal combustion engine according to claims 1 to 8, characterized in that the steam jet pump (30) promotes flue gas from the at least approximately atmospheric pressure to be operated burner (13) and this subsequently, before the transition to the exhaust gas turbine (38), in the injector (31), condensed.

10. Internal combustion engine according to claims 1 to 9, characterized in that the combustion air and the motive steam with residual heat from the, with liquid, gaseous or solid fuel to be operated burner (13) in the recuperative heat exchanger (1) preheated (3).

11. Internal combustion engine according to claims 9 and 10, characterized in that the flue gas is cleaned by means of a medium between the combustion chamber (14) and the exhaust gas turbine (38) connected flue gas filter (20).

12. Internal combustion engine according to claims 1 to 7, characterized in that an increase in the heat exchange surface in the Laval-Treibdüse (22) u. a. is formed by dividing the motive jet steam into a plurality of parallel aligned, each part of the total steam flow receiving Laval-Treib- nozzle (22)

13. Internal combustion engine according to claims 1 to 7, characterized in that an enlargement of the heat exchange surface in the Laval-Treibdüse (22) u. a. is formed by a flattening of the passage cross-section (29).

14. Internal combustion engine according to claims 1 to 7, characterized in that an enlargement of the heat exchange surface in the Laval-driving nozzles (22) u. a. by the flattening of the opening angle (27) of the divergent nozzle parts (24) to less than 3 °, with a corresponding extension of the longitudinal axis (28) of the divergent nozzle parts (24) is formed.

15. Internal combustion engine according to claims 1 to 7, characterized in that the inventively heated Laval-driving nozzle (22) for pre-compression of the charge air for a conventional reciprocating engine (58) is applied.

16. Internal combustion engine according to claims 1 to 7, characterized in that the motive steam optionally consists of a homogeneous mixture of the feedwater and liquid fuel and this mixture through the recuperative heat exchanger (1), then through the steam superheater (11) and then through the Laval-Treibdüse (22) is guided

17. Internal combustion engine according to claims 1 to 7, characterized in that the gas stream, which flows to the burner, a heated bypass heat accumulator (43) is connected in parallel through which the gas flow medium control valve (44) can be performed in variable dimensions.

18. Internal combustion engine according to claim 17, characterized in that the bypass heat accumulator (43) by the braking energy of a motor vehicle, which converts into electric current in the generator (46) is heated and this internal combustion engine is equally used as a drive motor for the vehicle.

19. Internal combustion engine according to claims 1 to 14, characterized in that residual heat in the exhaust gas, which is still present after the recuperative heat exchanger (1), via a heat exchanger (56) for heating purposes (57) or used as process heat.

20. Internal combustion engine according to claims 1 to 19, characterized in that the burner (8) or the flue pipe (19) on its inner surface a, the surface magnifying fracture (61).