DE19635861A1 - Fuelling system for diesel engine - Google Patents

Abstract

The diesel engine receives a hydroxyl formation 49 that is injected into an evaporator 35 that is heated by recirculated exhaust gas after it has been passed through turbo charger 50 that deliver compressed air through a path 37 via an air cooling system 51. The exhaust gas is discharged via the exhaust converter 53. The air -hydroxyl mix is introduced to the engine combustion chamber 82 together with the fuel from the injector 83. The pressure in the pump (21) is sensed by a pressure sensor (22) and its signal is then amplified by a differential amplifier (24), Similarly ,the under- or over-pressure in the induction (suction) channel is sensed a further pressure sensor (23)and the amplified by differential amplifier (25).

Description

The invention relates to a diesel combustion engine, wherein the diesel fuel from the fuel tank using a Fuel pump gets into the combustion chamber and there with air that enters the combustion chamber via an air duct, burns.

The diesel combustion machines described above have a very wide range of applications. They are considered a force  machines, for example as diesel engines, in traffic or for used the generation of energy. Furthermore, these ver combustion machines also in heat generation, for example in Heating systems, use. With all of these diesel combustion the diesel fuel is processed using air burns and the energy difference between the liquid force substance and the combustion products, usually exhaust gases, utilized. When using diesel combustion machines, for example as diesel engines, the combustion chamber is formed a cylinder in which a piston slide up and down can and the thermal energy generated in mechanically usable Energy implemented.

It is be for the supply of the diesel combustion machines knows to provide fuel pumps that run out of fuel convey a fuel tank to the combustion chamber. When arranging the diesel combustion machine in cogeneration plants can do this be a simple feed pump when using the diesel internal combustion engine as a diesel engine, this can also be the one injection pump of the diesel engine. Nevertheless, that too Gravity effective as a fuel pump when appropriate Orders are made.

The air necessary for the combustion process is supplied via a Air duct sucked in. In this air duct can accordingly the aforementioned uses of the diesel engine a variety of other elements can be arranged for the game air filter, turbocharger, supercharger or the like. The air duct covers the entire area in which the air from the Intake duct is routed to the combustion chamber.

The combustion process in diesel combustion machines, that is Combustion of diesel fuel is extremely complex. To the To burn diesel fuel optimally, the Ver  the correct stoichiometric ratio between the Diesel fuel and oxygen are observed.

It is known that the combustion of diesel, in particular for example in diesel engines, but also in the same heated heating systems, is in principle an inhomogeneous combustion. This means that unburnt residues always remain in the exhaust gas and undesirable by-products such as soot (C _y ) or nitrogen oxides (NO _x ) are formed during combustion.

The dangers of soot emission and nitrogen oxides are gone well known. There are a variety of trials under taken, especially to clean the exhaust gases. This is it known, soot filter or other exhaust gas purification devices to use. However, such means are only suitable for Exhaust gases generated during combustion to be cleaned. Is too been recognized that by better mixing of the zer dusted diesel fuel with the air the burn up of the Diesel fuel take more complete and so does the emission of unwanted products, such as reputation or nitrogen oxides, re can be reduced. In this context are direct injection systems, the injection with the finest atomization of the Fuel, turbulence of the mixture, special shape against the combustion chamber or the piston, use of antechambers or exhaust gas recirculation for partial post-combustion ' call.

But even these processes are not optimal in the result, because still intolerable proportions of soot and nitrogen oxides in the Exhaust gas are included.

The present invention is therefore ge task makes the combustion process in diesel combustion machines, as explained at the beginning, more economically and ecologically harmless  licher design, especially the emission of nitrogen oxides and reduce soot to a minimum.

To achieve this object, the invention is based on diesel internal combustion engines, as described at the beginning, and strikes before that hydroxyl formers are provided in the combustion chamber, which Catalytically support combustion of the diesel fuel.

As described at the beginning, the combustion of Diesel fuel in diesel combustion machines is very complicated graces. In particular the combustion of diesel fuel in Diesel engines are subject to extreme constraints, as these only within certain zones in the area of the finely divided injected droplets and only within a very short period of time. With the burning of the Diesel fuel is also associated with pressure release that the Piston in the cylinder presses down and so the mechanical Generates energy. The burning of the diesel fuel can only occur during the downward movement of the piston.

It is known that diesel fuel consists of CH chains of different lengths and, in principle, satisfies the general formula C _n H _{2n + 2} . The combustion of the diesel fuel takes place via a radical chain reaction, ie the relatively long "diesel molecules" break apart, form radicals, which then react with the oxygen (Q₂) in the air. The formation of the radicals takes place in conventional diesel engines through the use of high pressures and temperatures, especially during the self-ignition of the injected diesel fuel in the air, which is strongly heated by the compression process. The following principle equation I thus suffices for the burning of the diesel fuel.

C _n H _{2n + 2} + O₂ → CO₂ + H₂O I.

But air does not consist of 100% oxygen (O₂), but has a proportion of nitrogen (N₂). The above Principle equation would have to be around the proportion of nitrogen be supplemented.

C _n H _{2n + 2} + O₂ + N₂ → CO₂ + H₂O + NO _x II.

It is particularly important to note that the nitrogen content (N₂) 77% and the oxygen content is only about 20%. On due to the high temperatures in the combustion chamber (at least 1,400 ° C in diesel engines) becomes the reaction shown in Equation II Influenced that nitrogen oxides are formed, whereby the Oxygen not only for the formation of CO₂ Available. The result is in the following equation III indicated.

C _n H _{2n + 2} + O₂ + N₂ → CO₂ + H₂O + NO _x + C _y III.

It is particularly important to note that due to the stick concentration of substances in the air and high combustion Temperatures are formed in the combustion chamber are undesirable, but also carbon or the broken CH chains of the diesel fuel can oxidize completely with oxygen, since this z. T. with reacted to the nitrogen, therefore no longer for combustion is available so that free CH molecules as well as free C- Molecules in the form of soot remain.

By using hydroxyl formers according to the invention, an almost ideal burn-off according to equation I is achieved. Hydroxyl formers are substances that have a free or a quasi-free electron and thus have a certain ability to react. Here, it is not necessary that hydroxyl formers, such as hydroxyl ions OH ^- are present, for example, it is sufficient even a local concentration of these molecules in the vicinity of the CH-chains to participate as Kata lyst in the combustion. The effect of the hydro xyl former is now a cleavage of the "diesel molecules", and indeed without the high temperatures and pressures otherwise required.

The result is an increased reactivity of the split diesel molecules, even before the maximum pressure and thus the maximum temperature, for example in the diesel engine, are reached. The high temperatures or the high pressures that were necessary for the cleavage of the diesel molecules are therefore no longer necessary, and the time interval in which the combustion can take place, for example, in the work cycle, is thereby extended. At the same time, there is a greater degree of mixing between the dissociated diesel moles, on the one hand, and the air, in particular oxygen, moles, on the other hand. As a result, the high temperatures are no longer reached in this combustion process, the production of the harmful nitrogen oxides (NO _x ) is greatly reduced, if not eliminated. Since the nitrogen oxides can no longer compete with the combustion of oxygen, the carbon can also be completely oxidized, so that no soot (C _y ) remains.

The embodiment of the invention has the additional advantage part that the diesel fuel will be fully implemented can do what the known methods deliberately do not achieve becomes. This results in a more rational use of the force substance or an increase in efficiency according to the invention equipped diesel combustion machines.

But there are still further advantages of the invention Design achieved such. B. a significant reduction in Noise emission due to the softer combustion process.  

As shown, the tax times, especially for the Burning of the diesel fuel can be extended, creating a continuous combustion is possible and a reduction the noise emission is achieved. This makes it possible to To forego or reduce noise protection cladding, which ent a weight advantage, especially in vehicles stands.

Furthermore, performance-reducing, costly Exhaust gas cleaning devices such as soot filters or exhaust gas return guides are waived.

Peroxides (for example as H₂O₂), ozone (O₃), atomic oxygen, alcohols, to Example monovalent ones like ethanol, propanol etc. as well as more high quality such as glycol, etc. are available. Furthermore, as Hydroxyl former hydroxylamine (H₂N-OH) or peracids for example, perchloric acid (HClO₄) are used.

It is convenient to have a storage tank for the hydroxyl former is provided, which is connected to the combustion chamber. Under It may not be favorable to use the hydroxyl former with the Mix diesel fuel. First, the fabrics separate in the tank again, the heavier component is deposited on the bottom , whereby a desired mixing ratio is not certain is posed.

Nevertheless, it is also possible to use the fuel tank as a storage tank to use and for example a mixer in the force provide a tank to avoid segregation. In particular special it is also possible to have a particularly intense and fine to provide distributed mixing by means of ultrasound. This Mixing and emulsification can take place both in the inflow of the Hydroxyl former / fuel emulsion for the engine injection pump  as well as within a common storage tank for the Hy droxyl formers and the diesel fuel take place.

Furthermore, the invention provides that in the combustion chamber downstream, exhaust area a condenser for the back extraction of the hydroxyl former from the exhaust gas is provided. Due to the catalytic effect of the hydroxyl former decreases this part of the combustion of diesel fuel is not changed chemically. To open a cycle build, it is advantageous, for example, the evaporated Separate hydroxyl formers from the exhaust gases again, which leads to Example can be done with a condenser.

By using a condenser, this can also be used the storage tank are connected, which then a ge closed circuit arises and a refueling of the Hydroxyl former is dispensable.

Furthermore, it is advantageous if a controller, in particular in particular a microprocessor-monitored control is provided which detects the parameters of the diesel engine and from this the required amount of hydroxyl former is determined. The amount of hydroxyl former to be used is metered for example via an electronic control, which the Parameters engine speed, spray adjustment, load conditions and engine temperature and, for example another ver with an empirically determined characteristic see parameter input. The control can be both mechanical and electronic work, both a realization with analog and digital modules as well as with microprocessor-monitored Control is possible. Furthermore, as parameters for the Control the flow rates of diesel fuel and Hydroxyl former of interest, as well as the temperature of the Exhaust gas or the temperature of the air just before the combustion chamber.  

It is also advantageous if the ratio of diesel power Substance and hydroxyl former during stationary operation of the diesel internal combustion engine is a constant. With one There is an arrangement between the quantity converted over time a direct proportion of diesel fuel and hydroxyl formers functionality. There is a stationary, normal operating state for example when the diesel engine, so the diesel engine or the diesel heating system, the normal loading drive temperature has reached.

Furthermore, it is favorable if the control is appropriate the operating conditions, especially when starting and starting switch the diesel engine, the constant in time changes.

For a safe start of the diesel engine is in usually pure diesel fuel is required. Especially the hydroxyl formers can have corrosion properties, and when the machine is switched off, these Residues in the injection system or the combustion chamber cause damage lead.

It is also advantageous if a hydroxyl former mixer is provided is seen, which is connected to the storage tank and the Hydroxyl formers added to the air or diesel fuel or introduces the hydroxyl former directly into the combustion chamber. Of the Hydroxyl former mixer interacts with the control and mixes the hydroxyl in accordance with the control system one or both combustion media (diesel fuel or air) too. Another way of realizing the Hydroxyl former mixer consists of this at the one bring the hydroxyl former into the combustion chamber.

It is also advantageous if the hydroxyl former mixer passes through a return line is connected to the storage tank. over  this return line can excess hydroxyl formers of recycled to the hydroxyl former mixer and reused will. The return line is also vented Supply possible.

It is particularly advantageous if as a hydroxyl former Water is provided. It can be provided that the Water is used as demineralized water. water is characterized by its relative lack of reaction and thus forms an optimal catalyst. To the area of application of diesel combustion machines, especially diesel engines in motor vehicles, even in the cold seasons ensure it is possible to add more hydroxyl to the fuel formers, in particular to reduce the freezing temperature of the Lower hydroxyl formers water. This can be done, for example Alcohol, isopropanol or glycol can be used. It can but other substances can also be used.

In the example list below is the outstanding effect represented by water as a hydroxyl former.

Operation according to the old procedure

Operation according to the new procedure: (average values)

DK here means diesel fuel, H₂O water, ppm parts per million, the soot number was calculated as the blackening number (SZ) according to Bosch specified.

Furthermore, it is also advantageous if as a hydroxyl former Mixer an evaporator is provided with waste heat Source of the diesel combustion machine is connected and the Hydroxyl formers are added to the air as a gaseous vapor. It is possible, for example, in a Zer to atomize the dust nozzle, i.e. to distribute it finely, or else to use an evaporator that functions as a heat exchanger nated and generates a gaseous vapor as a hydroxyl former.

Here, the invention sees in an advantageous embodiment tion that the exhaust system of the diesel as a heat source combustion engine is used and the air through one evaporator heated by the exhaust system flows. As further Ab Heat sources can include the engine cooling, the engine block or electrically powered heaters are used. In particular, the use of the exhaust gas area is advantageous since the gases flowing out here have a very high temperature (above 200 ° C) and otherwise no more usable energy hold. With such a configuration, the evaporation enthalpy be removed from the healing exhaust gas and does not need for example, by mechanical work when compressing the Pistons are used. This results in another Increase in efficiency.

Furthermore, it is advantageous if the evaporator with the con cooperates. The evaporator does the job Useful heat to evaporate the hydroxyl former available put. The condenser is intended to be in gaseous form in the exhaust gas filter out the contained hydroxyl former. The place here heat transfers can be mutually exploited,  the functions of these two elements conveniently in an assembly can be summarized.

It is also beneficial if a temperature control for the one air is drawn in on the outlet side, which is based on a by fitting device acts depending on the temperature the exhaust gases bypassed the evaporator. The air sucked in flows through the evaporator. The air becomes at the same time warmed up, with excessive preheating of the intake air a reduction in the cylinder charge and thus performance min would cause the warmed air to expand and proportionately lighter. A regulated bypass is when errei chen a maximum permissible evaporator temperature, which over the temperature control is determined, opened, and part the sucked-in air no longer flows through the hot Ver Steam boat.

It is advantageous if in the hydroxyl former feed lines or a flow sensor is provided for the diesel fuel supply lines which feeds the determined values to the controller. Here This enables the control system to use the exact ones required Determine hydroxyl former amounts and this Notify hydroxyl former mixer accordingly.

It is also advantageous if the controller has a logic element indicates that when starting the diesel engine in The mixture constant depends on the engine temperature Determined diesel fuel / hydroxyl former. As described above it is advantageous if when starting the Diesel combustion engine no hydroxyl former is used. With increasing engine temperature it is possible to do so the hydroxyl formers, for example water and / or others Substances, which are then due to the heated Diesel engine not on the air duct walls  condense more. This will "swallow" the engine avoided.

The use of a diesel engine is of great advantage Diesel combustion machine, being called diesel combustion machines can also be used for combined heat and power plants.

It has been found that it is beneficial if 1 mol of diesel fuel between 0.01 and 2 mol of hydroxyl former added becomes. Mol here means molecular masses. This can Mix ratio exist in the fuel or from the tax tion implemented in the combustion chamber using the hydroxyl former mixer will.

It has also been found that good results are achieved if the volume ratio between the hydroxyl former water and the diesel fuel in a range of 1:10 to 1.5: 1 lies. This mixture ratio in the fuel exist or from the control over the hydroxyl former mixer be provided in the combustion chamber.

In a preferred embodiment of the method for Operation of the diesel combustion engine, as initially described dert, it is proposed that the hydroxyl former in the air duct is introduced into the intake air. Conveniently, can do this with an atomizer nozzle, which is called the hydroxyl image In the intake duct of the air duct, the hydroxyl former is mixed injects continuously. The atomizer nozzle splashes here the amount of hydroxyl former specified by the control in the sucked in air. For an optimal distribution of the hydroxyl bildner in the subsequent combustion chamber is the injected Fog, for example due to compression or due to heat overpass, evaporated on healthy surfaces.

In a further embodiment according to the invention, it is provided  see that the output side of the diesel engine Exhaust gas turbocharger for the compression of the intake air is provided and the hydroxyl former directly on the input side is mixed in before the air enters the combustion chamber. The addition of the hydroxyl former can be, for example through an atomizing nozzle or through an evaporator. Especially when using exhaust gas turbochargers is also the use of intercoolers is provided. Do this cooling the compressed air. The one in front of the intercooler introduced and evaporated hydroxyl former would in the The intercooler condenses and is extracted from the intake air will.

Furthermore, it is favorable if the exhaust gases after the exhaust gas turbocharger flow through the evaporator and the intake and compressed air directly in front of the combustion chamber the evaporator flows through. It is also possible that a mechanical Compressor is used. In this way the energy is the exhaust gas from the diesel combustion engine is optimal uses. The high-energy exhaust gas is first in the turbo The loader is relaxed and then part of it in the evaporator to withdraw the remaining amount of heat.

In a preferred embodiment of the invention is provided see that the hydroxyl former is added to the diesel fuel and the emulsion thus produced from an injection pump into the Combustion chamber is injected. After the injection pump, the excess emulsion via a return line to a diesel led fuel-water separator, there the emulsion ge separates and the diesel fuel back into the fuel tank and the hydroxyl former is returned to the storage tank.

It is also advantageous if the hydroxyl former up to 10% isopropanol is added. This addition has one  emulsifying effect and also serves as an antifreeze to to prevent the water additive from freezing.

The invention is shown schematically in the drawings. Show it:

Fig. 1 is a block diagram of the machine elec tronic control for a modern diesel combustion OF INVENTION dung,

Fig. 2 shows the functional representation of an injection system ne of modern fiction, Dieselverbrennungsmaschi,

Fig. 3, a sectional view of the evaporator of the diesel internal combustion engine according to the invention

Fig. 4 shows a further embodiment of the evaporator of the diesel internal combustion engine according to the invention,

Fig. 5 is a sectional view accordingly the line VV in Fig. 4,

Fig. 6 is a bypass device for the evaporator of a diesel internal combustion engine according to the invention,

Fig. 7 illustrates another embodiment of the machine of the evaporator to other elements of a diesel combustion OF INVENTION to the invention,

Fig. 8 shows the functional representation of an injection system with a further design from the diesel internal combustion engine according to the invention,

Fig. 9 in a section an embodiment of the hydroxyl former mixer of the diesel combustion engine according to the invention.

Fig. 10 is a block diagram of a further electronic controller for a hydroxyl bildner-fuel mixture of the present invention Dieselverbren drying machine,

Fig. 11, 12, 13, various embodiments of injection of Hydroxylbildners with the fuel into the combustion space of an inventive The selverbrennungsmaschine,

Fig. 14, 15, 16, the functional representation of the one injection system further Substituted refinements of the diesel internal combustion engine according to the invention,

Fig. 17 is a performance diagram with further details of a diesel engine without the inventive device and device

Fig. 18 is a diagram corresponding to Fig. 17, wherein the diesel engine has the inventive design on.

In Fig. 17 and Fig. 18 best the effect of the solution to the invention OF INVENTION is indicated. In Figs. 17 and 18, the power development, the soot (SZ) and the emission of nitrogen oxides (NO _x) in dependence on the engine speed (abscissa with the unit 1 per minute) are in each case a diagram is Darge.

The ordinate axes are labeled. Here be indicate kw kilowatts, i.e. the power of the engine, SZ the reputation number as blackening number according to Bosch and on the right side ppm parts-per-million shares (= number of particles per 1 Million) of nitrogen oxides.

The two diagrams presented in FIGS. 17 and 18 impressively confirm the advantages of the solution according to the invention. On the same engine using the solution according to the invention ( FIG. 18), both a significant increase in performance and a significant reduction in the number of soot were determined. The emission of nitrogen oxides was also impressively reduced.

Below are 5 examples of a diesel hydroxylating agent spraying system shown. As a hydroxyl former in these play water without using the protection area on the Want to limit the use of water.  

example 1 Spray the hydroxyl former or water in the air supply

This example is described in particular in FIGS. 1, 2, 3, 4, 5, 6, 7.

This process is responsible for hydroxyl formation literal water using a fine atomizing nozzle bar injected into the intake tract of the air supply, namely continuous, similar to the known methods for continuous fuel injection in gasoline engines.

During the subsequent compression of the intake air evaporates this injected water, so that it in the Close to OT, i.e. at the actual diesel fuel spray, evenly distributed in the shape of the combustion chamber Steam is available as a hydroxyl former and Ver controls the combustion process in a catalytic manner.

The dosage of the injected water or hydroxyl formers quantity takes place via an electronic control which controls the Parameters engine speed, spray adjustment (DK) and engine temperature recorded and also one with empirical has a parameter input to be defined.

All input parameters mentioned are in the electronic Control multiplied together and result in a setpoint for the amount of water to be injected, which is among the respective current operating conditions quantity is proportional.

A temperature sensor is used if the engine temperature is insufficient ratur, d. H. usually during the warm-up phase, the turned on splashed water and hydroxyl formers to reduce and their  To completely prevent injection when the engine is cold. The Control thus causes the constants to change. To this The purpose is also to switch off the water or Hydroxyl former injection is provided when the engine is cold shutdown in the pumps for operational safety reasons circuit intervenes.

The above setpoint now controls a subsequent one electronic controller, which controls the actuator Voltage for the feed pump for water or hydroxyl formers injection generated. Because the time from the atomizer nozzle amount of water injected within wide limits with very good approximation is proportional to the water pressure, it is sufficient for the application of this principle, which the För the pressure built up to make the pump proportional to the setpoint.

Two pressure sensors are used for this purpose Water or hydroxyl former pressure, on the other hand the Air duct prevailing negative pressure or boost pressure - provided that Diesel engine has turbocharger or supercharger - measure and report back to the electronic controller as actual value.

Together with the controller, these two sensors ensure that the pressure difference between pump pressure (water or hydroxyl formers) and air pressure in the intake tract always the above Setpoint corresponds because the injected water or hydroxyl picture not just the water pressure, but the pressure difference between water pressure and air pressure in the air duct depends and must therefore be independent of the latter.

If all parameters are set correctly, the time is on sprayed water or hydroxyl former amount of the corresponding Amount of fuel proportional.

The representation acc. Fig. 1 shows an electronic controller in an analog design, which is relatively easy and inexpensive to implement with modern technology. In the same way, without any fundamental changes, it is conceivable to use digital technology with microprocessor control, which is also already being used on a large scale in automotive engineering today.

The functioning of the solution shown in FIG. 1 is described in detail as follows:

The engine speed is detected by an arrangement which is composed of functional elements 1 to 9 as follows:

1 denotes an element which is connected to the crankshaft of the engine. This can be the flywheel 1 , for example. On this flywheel 1 , a transmitter 2 is provided which, together with a corresponding receiver 3, functions as an upper dead center (TDC) sensor.

This transmitter is usually a magnet and the receiver is a magnet Induction coil, but it is also the combination magnet / Hall Element and optoelectronic devices for detecting the Crankshaft movement possible.

The signal detected by the OT sensor is amplified via a differential amplifier 4 . The signal 5 obtained on the output side consists of a succession of narrow pulses, the frequency of which is proportional to the engine speed. The difference ver more downstream are a comparator 6 , a pulse shaper 7 and a low-pass filter 8 .

As a result, with this arrangement a voltage signal U _{n is} generated which is proportional to the speed n. This voltage U _n is in a range from 0 to 10 volts and is fed via line 9 to the analog multiplier 10 .

Further analog signals are fed to this analog multiplier 10 , as explained below:

A sensor 11 is also provided on the injection adjuster, which controls the flow of diesel fuel based on the position of the accelerator pedal. This can be configured, for example, as an adjustable potentiometer. It is followed by a differential amplifier with an integrated low-pass filter, which is identified by 12 . The output signal obtained therefrom is also in a voltage range from 0 to 10 volts, is identified as UE and goes to the next input of the analog multiplier 10 .

Furthermore, an input for the mixture constant water or hydroxyl former / diesel fuel is provided on the analog multiplier 10 . Its input signal U _{HB / DK} , also an analog voltage in the range from 0 to 10 volts, originates, for example, from a potentiometer 13 or another controller that detects various motor parameters and is connected to a further input of the analog multiplier 10 via the buffer amplifier 14 .

For the information on the temperature T 1 of the motor is just provided if an input of the analog multiplier 10 . A warm-up sensor 15 is used to detect it, the output signal of which is likewise amplified via a buffer amplifier 97 and is subsequently fed via line 16 to the analog multiplier in the form of a voltage U _T1 between 0 and 10 volts.

The input _{parameters mentioned, i.e.} the speed of the engine, the fuel injection adjustment, the hydroxyl former / fuel mixture constant given by the control and the operating condition of the engine as a function of the engine temperature are multiplied together (analog multiplier 10 ) and result in a setpoint U _psoll for the _injection Water or amount of hydroxyl former HB, which is present on the output side at the analog multiplier 10 . This setpoint U _psoll controls the setpoint / actual value comparison stage 17 , a proportional integral (PI) controller 18 and an actuator 19, the feed pump 21 of the injection system of water or hydroxyl former.

A switch 20 with priority actuation is provided between the actuator 19 and the feed pump 21 . This switch is interrupted when the warm-up sensor 15 reports an excessively low temperature via the buffer amplifier 97 and the threshold value comparator 99 . This connection is identified by A at the output of the threshold comparator 99 and the corresponding input switch 20 . This prevents the admixture of the water or hydroxyl former with the fuel or into the combustion chamber if the engine temperature is too low. In addition to an on / off function of the switch 20 , a stepless control can also be provided.

The pressure p _ist the pump 21 is recorded by a pressure sensor 22 and the signal is amplified via a differential amplifier 24 . In the same way, the prevailing negative pressure or positive pressure p _o (depending on the embodiment of the engine as a pure naturally aspirated engine or with (exhaust gas turbo) charging) is recorded by a further pressure sensor 23 and amplified via a further differential amplifier 25 .

The difference p _ist - p _{o is then formed} in the form of a further voltage in the range from 0 to 10 volts by means of a downstream difference generator 26 from the two pressure signals received by the amplifiers 24 and 25 , and the setpoint / Actual value comparison stage 17 is fed back for the PI controller 18 . The difference generator 26 also contains an adjusting element for determining the correct gain value and for zeroing in the feedback branch of the control loop.

As a result, with the through the functional elements 17, 18, 19, 21, 22, 23, 24, 25 arrangement illustrated and 26, a pressure difference _p between Hydroxylbildnerdruck and air intake pressure p _o constructed that _psoll proportional to the applied set point control voltage U is. The two sensors 22 and 23 provide somites stage, together with the setpoint / actual value comparison 17 and the controller 18 that the pressure difference between pump pressure _is p (the pump 21) and air intake pressure p _o (the boost pressure sensor 23) are always the above- _Specified setpoint U _psoll corresponds, because the injected amount of hydroxyl former depends not only on the hydroxyl former pressure, but on the pressure difference between the hydroxyl former pressure and air pressure in the intake tract and must therefore be independent of the latter.

Since the time converted from the Hydroxylbildnermischer Hy droxylbildnermenge the prevailing pressure in the Hydroxylbildnerzu turn within wide limits with a very good approximation line is proportional, it is sufficient for the application of this principle, the pressure difference between the built-up by the feed pump 21 pressure _is p and the intake - Make air pressure p _o proportional to the setpoint U _psoll .

The warm-up sensor 15 is used to reduce the injected amount of hydroxyl former and to prevent the injection of a cold engine if the engine temperature is insufficient, that is to say usually during the warm-up phase. For this purpose, a switch 20 is additionally provided for switching off the hydroxyl former injection, which switches off when the engine is cold for operational safety reasons in the pump circuit.

In Fig. 2 the arrangement of the pump, line system and storage tank of this diesel hydroxyl former injection system is shown schematically. Water is used as the hydroxyl former in this example. The water comes from a storage tank 27 and is fed to the hydroxyl former mixer 31 via a feed line 28 , in which a fine filter 29 is located, via the feed pump 21 and a return valve 30 . The hydroxyl former mixer 31 is designed, for example, as a spray nozzle 32 and is located in the air duct 33 .

On the return valve 30 , a return line 34 is additionally provided which returns excess hydroxyl formers to the reservoir tank 27 . The return valve 30 has a pressure-proportional characteristic.

Due to this pressure-proportional characteristic, the pressure at the outlet of pump 21 increases proportionally with the time flow, which in turn depends on the pump motor voltage applied. If dimensioned correctly, the pressure at the pump outlet and thus the amount of water injected into the intake tract are, to a good approximation, proportional to the motor voltage of the pump 21 .

The return flow is necessary, on the one hand, to vent the lines after the water or hydroxyl former tank 27 has become empty, on the other hand to ensure a minimum flow of the feed pump 21 , without which it cannot function properly.

In Figs. 3, 4 and 5 further Substituted invention are shown staltungen how the Hydroxylbildner or the water of the sucked air in the form of non-saturated steam is supplied. The steam is generated in evaporators 35 , as indicated, for example, in FIGS. 3 and 4. As a heat source for the evaporator, the healing exhaust gases of the diesel combustion machine are provided, which flow through the evaporator in the exhaust area 36 . The direction of flow of the air drawn in is marked with 37 .

Evaporation of the hydroxyl former makes the necessary Enthalpy of vaporization not the mechanical energy of the Taken from the diesel engine, but the waste heat of the exhaust gas. This leads to an increase in efficiency.

In the example shown in Fig. 3 embodiment of the hydro xylbildner is injected via an injection nozzle 38 on an evaporator plate 39. This evaporator plate is in direct contact with the hot exhaust gases from the exhaust area 36 , and the hydroxyl former that strikes it evaporates thereupon immediately.

The process described has due to the high exhaust gas temperature has the further advantage that it is also a problem go ahead in connection with turbochargers or other superchargers can use directions that he the air pressure in the intake pipe heights. At a boost pressure of conventional compressors of around 0.8 bar the required evaporation temperature is not even 120 ° C. This is far below that usually Exhaust gas temperatures arising during operation.

In Figs. 4 and 5 is selected of the evaporator, a rotationally symmetrical arrangement. A tube, through which the hot exhaust gases flow, is used as the evaporator plate 39 , the injection nozzles 38 being evenly distributed in the tube walls of the air duct 33 .

The evaporator is immediately in front of the intake manifold the cylinder is installed and therefore also behind the charge air cooler of machines with charging. At the same time it must be approved dimensioning or additional devices such as one controlled or regulated bypass for the evaporator flowing exhaust gases can be achieved that the sucked Air in the evaporator is not excessively heated.

Strong pre-heating of the intake air would reduce the effect of the Intercooler destroy and reduce the  Cylinder filling and thus performance reduction, because the warmed air expands.

In the simplest case, a regulated bypass sees a bypass Channel with throttle valve in front, which - similar to the devices to limit the boost pressure - when a maximum perm evaporator temperature via temperature switch and actuator is opened. In more sophisticated versions are in inventive design of course also here electronic controller to limit the temperature of the evaporator conceivable.

Such a bypass device 40 is indicated in FIG. 6. A branch 41 is provided in the exhaust area 36 before the hot exhaust gases flow through the evaporator 35 . In this sub-branch, which does not open into the evaporator 35 , a bypass valve 42 is provided, which opens the bypass line 43 when necessary and thus a part of the exhaust gas bypasses it to the evaporator 35 .

A throttle 44 is provided behind the evaporator 35 before it merges with the bypass line 43 . It serves to ensure the pressure conditions required for the bypass device 40 to function properly within this arrangement.

For the regulation of the bypass 40 , the evaporator 35 has a temperature sensor 45 , which acts on a bypass control 46 and, when a certain temperature is exceeded, for example on the evaporator plate 39 or in the air flowing past, opens the bypass valve 42 via an actuator 47 and thus prevents excessive heating of the air flowing through the evaporator.

The bypass control 46 is usually designed as an electronic control, but there are also others, such as mechanical or thermal-hydraulic controls, for example. The actuator 47 can be configured as an electromagnetic actuation element, but also as a hydraulic or purely mechanical actuation device.

In Fig. 7, an advantageous arrangement of these additional units is specified for the diesel engine. The inlet line for the diesel fuel is identified by 48 . This is injected into the combustion chamber 82 by means of pumps, not shown, etc., via an injection nozzle 83 . The air necessary for the combustion is sucked in via the air duct 33 . In the intake tract, a turbocharger 50 and a charge air cooler 51 are provided before the intake air flows through the evaporator 35 and the evaporated hydroxyl former, which is passed via the feed line 49 into the evaporator 35 , takes up in vapor form.

After the combustion process, the exhaust gases in the exhaust line 52 are first sent through the turbocharger 50 , where the high-energy exhaust gas relaxes and drives the turbocharger 50 , which compresses the air on the other side in the intake tract (air duct) 33 . The relaxed exhaust gas is then passed through the evaporator 35 to serve as a heat source for the evaporation of the hydroxyl former, for example water. The exhaust system is indicated at 53 .

The electronic control used in Fig. 1 can be used in a slightly modified form completely for the version with evaporators. The only difference is the different use of the warm-up sensor:
This is not coupled with the engine temperature, but measures the temperature of the evaporator. From a minimum temperature that ensures the safe evaporation of the injected water - for example 150 ° C - the water or hydroxyl former injection is released.

Example 2 Supply of the hydroxyl former or water together with the injected fuel in the Combustion chamber

This example is described in particular in FIGS. 8, 9, 10 be.

In this embodiment, the hydroxyl former or the water is mixed with the fuel before the injection and then injected together with the fuel via the normal fuel injection into the combustion chamber. This also requires a controlled or regulated metering of water or hydroxyl former / fuel, which is shown in FIG. 8 as a further embodiment of the invention. As described above, it is possible to introduce the hydroxyl former into the intake air as well as to mix it with the diesel fuel, which results in a diesel fuel / hydroxyl former emulsion.

In FIG. 8, the two tanks, the fuel tank 54 and the storage tank Hydroxylbildner are 27 are shown. The direction of delivery of the diesel fuel is marked 55 . The fuel tank 54 is connected to the injection pump 62 with the interposition of a number of further radio function elements. These are - in the order from the fuel tank to the injection pump - a pump 56 , which serves as a feed pump for the diesel fuel, a throttle valve 57 , a flow sensor 58 , an electromagnetic shut-off valve 59 , the hydroxylator mixer 31 , which is designed here as a T-type connector , and the swirler 60 . The flow sensor 58 and the shut-off valve 59 are connected to the electronic control.

The feed line of the hydroxyl former opens into the second inlet of the T-piece or hydroxyl former mixer 31 . The swirler 60 provided after the hydroxyl former mixer brings about an optimal mixing of the emulsion. A precise illustration of the swirler 60 is shown in FIG. 9.

The hydroxyl former, for example water, is located in the hydroxyl former storage tank 27 . The conveying direction of the hydro xyl former is marked 63 . Another pump 64 , which serves as a feed pump for the hydroxyl former, conveys it through an electromagnetic control valve 65 , a flow sensor 66 and an electromagnetic shutoff valve 67 to the hydroxyl former inlet of the T-type connector or hydroxyl former mixer 31 . The control valve 65 , the flow sensor 66 and the shut-off valve 67 are also connected to the control.

The output of the swirler 60 opens into the feed line of the injection pump 62 . The return flow of the injection pump 62 would normally be connected directly to the fuel tank 54 . However, since a fuel / water or hydroxyl former emulsion is used, the emulsion must first be split up again into its constituents before being returned to the before tank 27 or 54 , which is done by means of a hydroxyl former or water separator 68 which is used for Example is designed as a centrifugal separator. The task of the water or hydroxyl former 68 is to separate the unused emulsion behind the injection pump 62 into the two components, ie fuel and hydroxyl former, and to feed them to the respective tanks 54 and 27 . As a result, an excessive concentration of the hydroxyl former, in particular water, in the fuel tank 54 is reliably avoided.

In Fig. 9, an advantageous embodiment of the swirler 60 is illustrated. At the same time, the T-piece 31 is also realized in this element. In the exemplary embodiment shown here, the diesel fuel is introduced from above and the hydroxyl former, for example the water, from below. Due to the pressure difference between the two input channels 70 and 71 and the output channel 72, the emulsion thus formed flows rightward in the channel 72 through the swirl nozzle 73rd

The swirling nozzle 73 is formed on the inlet side (see arrow 74 ) by a conical base 75 and a narrower passage 76 . An undercut 77 is provided on the output side behind the swirling nozzle 73 and can be produced, for example, by an end mill inserted in the channel 72 . The locking screw 78 seals the production-related borehole 79 , which is not necessary for the function as a swirler. The swirler nozzle 73 is formed in the outlet channel 72 , after the confluence of the hydroxyl former and diesel fuel (arrow 74 ) through a small passage 76 in the conical base 75 , the undercut 77 connecting on the outlet side.

The feed pumps 56 (diesel fuel) and 64 (hydroxyl former) shown schematically in FIG. 8 can be implemented in the most varied of configurations without impairing the claims according to the invention.

For both pumps 56 and 64, an embodiment according to FIG. 2 with respective fine filters and return valve is conceivable.

Also, in the embodiment according to the invention, the motors of the feed pumps 56 and 64 can be connected to the electronic control and, by regulating their operating voltages, additionally or exclusively contribute to the desired formation of the mixture ratio of diesel fuel / hydroxyl former.

Also, both valves 57 and 65 can be designed in the form of the invention as control valves and connected to the control, the formation of the mixture ratio of diesel fuel / hydroxyl former working on the principle of a differential control.

The same control principle applies to the control of the pumps 56 and 64 when their operating voltages are also regulated in a manner described.

It is also conceivable to dispense with either the pumps 56 and 64 or the valves 57 and 65 in each case entirely and to realize the formation of the mixture ratio of diesel fuel / hydroxyl former exclusively by controlling the pumps 56 and 64 or else the valves 57 and 65 .

Finally, a bypass 61 between the supply and return lines of the engine injection pump 62 is also conceivable, which ensures safe and uniform preparation of the emulsion with a low fuel delivery quantity.

The function of the feed pumps 56 and 64 is primarily to build up sufficient pressure in the feed lines to prevent gas bubbles from forming before, during or after the emulsion mixture.

These pumps are not required for the pure fuel or emulsion delivery, since this is done to a greater than sufficient extent by the injection pump 62 .

If the pressure conditions in the feed lines reliably exclude the formation of gas bubbles, it is therefore also possible to dispense with the feed pumps 56 and 64 .

FIG. 10 shows the electronic control for the injection according to FIG. 8. Here, the output of the fuel flow sensor 58 , which supplies a control voltage U _QDK corresponding to the fuel _flow , is connected via a buffer amplifier 96 to an input of the analog multiplier 10 . Furthermore, an input is provided for the water or hydroxyl former / diesel fuel mixture constant. This value originates, for example, from a potentiometer or another control that records various motor parameters and is characterized by the corresponding control voltage U _{HB / DK} (see also FIG. 1).

Furthermore, the output of a warm-up sensor 15 , which detects the engine temperature, is connected via a corresponding buffer amplifier 97 to a further input of the analog multiplier 10 .

From these three input voltages, a control voltage U _{Qsoll is} generated via the analog multiplier 10 , which represents the setpoint for the amount of hydroxyl former to be mixed. This setpoint controls the setpoint / actual value comparison stage 17 for a subsequent PI controller 18 , which is connected to the control valve 65 via the subsequent actuator 19 . According to Fig. 8, this valve 65 controls the flow and thus the admixture of the Hydroxylbildners or water to the fuel. The temporal amount of the added agent is Hydroxylbild Fig invention. Detects the flow rate sensor 8 with 66 and the actual value input of the comparator 17 leads in the form of the voltage U = U _{QHB Qist} supplied via a further buffer amplifier 98th The controller 18 now regulates via the actuator 19 and the control valve 65, the added amount of water or hydroxyl image such that it corresponds to the setpoint U _Qsoll .

The output of the buffer amplifier 97 , at which the signal is present via the engine temperature T 1, is finally connected via the threshold comparator 99 and the driver stage 100 to the switching valve 67 . Like Fig. 8, this valve in the supply line of the Hydroxylbildners and serves to prevent the admixture to controlled fuel.

In connection with the warm-up sensor 15 , the described arrangement switches off the hydroxyl generator injection if the engine temperature is too low.

Because a safe start of the diesel engine is pure Requires fuel and also when the diesel is turned off Combustion machine residues of hydroxyl in the injection System and can lead to corrosion in the combustion chamber is additional Lich a sequential control is provided, which the admixture of Water or hydroxyl formers when starting and when switching off of the diesel engine in the following Wise controls:

In the event of a cold start, the warm-up sensor 15 , which measures the engine temperature T 1, primarily prevents the addition of hydroxyl former or water to the fuel in the manner described above.

The starter switch 101 , which is connected to the starter switch of the ignition lock, is used to start and stop the diesel combustion engine.

When starting, a holding member 102 is activated via the starter switch 101 , the output of which is also connected to the driver stage 100 and the shutoff valve for the hydroxyl former ( 67 ) and thereby interrupts the admixture of the hydro xyl former. At the same time, the start signal activates a timer 103 which, after the internal delay time t 1, resets the holding member 102 again, that is, deactivates it, and thus releases the water or hydroxyling agent admixture by the shut-off valve 67 being opened again.

The fuel supply, on the other hand, is switched on or off via a further holding member 105 , a driver stage 106 and the shutoff valve 59 . When starting, the holding member 105 is also set, ie activated, via the starter switch 101, as a result of which it opens the shut-off valve 59 via the driver stage 106 and thus releases the fuel supply to the engine.

When the machine is switched off, the holding member 102 is likewise activated via the starter switch 101 and the hydroxyl former admixing is thus immediately interrupted. At the same time, a further timing element 104 is activated, which only interrupts the fuel supply to the engine after the internal delay time t 2 has elapsed by resetting the holding element 105 and thus deactivating the driver 106 and valve 59 . In this way, the engine will continue to run for a while after being switched off, using pure diesel fuel. If the delay time t₂ has elapsed, the fuel supply is finally switched off via the switching valve 59 , and the engine comes to a standstill.

The parking delay must be such that during the Overrun time of all the force in the injection system Substance / hydroxyl former mixture replaced by pure fuel and corrosion is excluded.

The restart then always takes place with pure force fabric, which makes the engine start easily and condensate problems are switched off.

In the embodiment according to the invention, the shut-off valve 59 can also be the fuel shut-off valve on the injection pump or elsewhere, which is generally present in today's diesel engines, which are started and switched off by means of an ignition lock, without any restriction of the invention Expectations.

Also, the controller shown in Fig. 10, the principle of which is embodied here in analog and digital technology, can be implemented in a timely manner with digital signal processing and microprocessor technology without the claims of the invention in any form being affected thereby.

Example 3 Feed the hydroxyl former or water into the Combustion chamber via separate injection

This example is described in particular in FIGS. 11, 12, 13, 14 be.

In this embodiment, the hydroxyl former or the water through a separate injection pump connected to the Fuel injection pump is coupled into the combustion chamber sprayed. Through the common drive via the crankshaft are both injection pumps synchronized with each other, so that only the spray adjustment of the water or hydroxyl bildner injection pump with that of the fuel injection pump must be coupled.

The injection adjustment of the fuel injection pump - in the fol lowing injection pump I or E _I - is usually done mechanically via a linkage connected to the accelerator pedal and is also influenced by parameters such as speed.

The spray adjustment of the water or hydroxyl former injection pump - in the following injection pump II or E _II - is now coupled with that of injection pump I mechanically, pneumatically, hydraulically or by position sensor and electromagnetic actuators, in such a way that they are "parallel" to adjust injection pump I is running.

This coupling also takes into account - also on mechanical, pneumatic or other way or through  Use of electronics - the engine temperature as well as the adjustable admixing factor water or hydroxyl former / Fuel with the result that these are the same Functional conditions for the hydroxyl former to Fuel as in the other embodiments mentioned surrender.

In Fig. 14, this example of the supply of the hydroxyl former in the combustion chamber via separate injections is shown in the form of a block diagram. The fuel is in the fuel tank 54 and is conveyed by a feed pump, not shown here, etc. via the inlet into an injection pump E _I ( 90 ). The same arrangement is also provided for the supply of the hydroxyl former from the storage tank 27 into the corresponding injection pump E _II ( 91 ). Returns are provided on both injection pumps 90 and 91 , which return excess fuel or hydroxyl formers to the respective tanks 54 and 27 . The injection pumps E _I and E _II direct the diesel fuel or the hydroxyl former to the cylinders Z₁ to Z₆.

A coupling 92 is provided between the two injection pumps 90 and 91 .

The injection adjustment of the fuel injection pump 90 generally takes place mechanically via a linkage connected to the accelerator pedal and, as mentioned, is also influenced by parameters such as speed or the like. The entrance of this spray adjustment is marked with 93 .

The injection adjustment of injection pump E _II ( 91 ) is now, as also mentioned, coupled with that of injection pump E _I ( 90 ), for example mechanically, pneumatically, hydraulically or by position sensor and electromagnetic actuators. The coupling takes place here in such a way that it takes place "parallel" to the position on the injection pump I ( 90 ).

In addition, this coupling 92 , as mentioned, takes into account - also by mechanical, pneumatic, electronic or other means - the engine temperature T 1 and the adjustable constant k for the mixing ratio between hydroxyl former and diesel fuel. The corresponding inputs on the coupling are marked 94 and 95 .

The variants of the injection of fuel and water or hydroxyl formers into the combustion chamber according to the invention are shown in FIGS. 11, 12 and 13.

The piston 80 moves up and down in the cylinder 81 . The upper area above the piston 80 forms the combustion chamber 82 . The combustible diesel fuel / hydroxyl former mixture is injected into the combustion chamber 82 when there is excess air. For this purpose, an injection nozzle 83 or 86 is provided. In the exemplary embodiment shown in FIG. 11, the injector 83 has two separate orifices 84 and 85 , each for the diesel fuel and the hydroxyl former. The control causes the two media to be injected simultaneously.

In Fig. 12, the hydroxylator mixer 31 is again formed by a T-piece. The emulsion formed after this T-piece is injected through a single orifice 87 into the combustion chamber. Here, too, a swirler 60 can be provided after the T-piece 31 . DK is the inflow of diesel fuel, HB is the inflow of hydroxyl formers, especially water.

In FIG. 13 separate injection nozzles 88 and 89 are provided for the injection of the diesel fuel (DK) and for the injection of the hydroxyl former (HB).

In a preferred embodiment of the invention is before seen that the injection pumps for the diesel fuel and for the hydroxyl former in an integrated double injection pump are trained. A common pump drive works both pumps in one housing. The diesel fuel and the hydroxyl former are integrated by this double injection pump separately injected into the combustion chamber. Through the Integrated design of the double injection pump is the Optimally used pump drive. The pump drive can be here at by an electric motor or via the crankshaft or the Camshaft be designed with a toothed belt.

The idea of the invention is not only applicable to the Realization of the diesel combustion machines described above, such as diesel engines or fuel oil combustion plants for heating or converting energy, but is also in connection with the production of fuel for the Diesel combustion engine interesting. Here is found been that it is advantageous if the diesel fuel is a Hydroxyl former is added. It has also been found that it is favorable if 1 mol of diesel fuel is between 0.01 and 2 mol of hydroxyl former is added. Is advantageous also been found when water was used as the hydroxyl former that has the properties described above. Out Outstanding results were achieved when the volume ratio between water and diesel fuel in a range between 1:10 to 1.5: 1. To improve the corrosion properties or lowering the freezing point is considered favorable were found, the hydroxyl former up to 10% isopropanol to add.

Example 4 Inject one of fuel and hydroxyl formers mixed by ultrasound and in a common tank of emulsion fuel in the combustion chamber

This example will be described with particular reference to FIG. 15.

In this embodiment, the hydroxyl is provided together with the fuel in a common tank to stock up. The ratio of hydroxyl formers to power The material is made according to the requirements for stationary Operation selected and appropriate by refueling Amounts of fuel and hydroxyl formers ensured.

For starting and stopping the diesel engine Another tank with pure diesel fuel is planned. Since this is only for starting and stopping the machine needed, it can be small.

In Fig. 15 a corresponding Ausgestal device according to the invention is shown. The corresponding proportions of diesel fuel and hydroxyl formers, eg. B. water, existing emulsion fuel is in the storage tank 110 . There, diesel fuel and hydroxyl formers are stored in the optimal mixing ratio for stationary operation of the diesel combustion machine, for example in a volume ratio of 1: 1.

This mixing ratio is such. B. by refueling, each equal amounts of diesel fuel and hydroxyl former, e.g. B. Water, ensured. Slight deviations from the optimal Mixing ratio in the range of a few percent are un considerably and for the unfolding of the action of the hydroxyl of minor importance.

Since no emulsion fuel is produced by refueling the corresponding quantities of diesel fuel and hydroxyl former alone, a mixing device consisting of the circulation pump 113 and the ultrasonic emulsifier 114 is also provided. The circulation pump 113 conveys the fuel / hydroxyl former mixture from the storage tank 110 into the ultrasonic emulsifier 114 , in which the two components are mixed in a particularly finely divided manner.

The ultrasonic emulsifier 114 is designed, for example, as a separate assembly or, for example, is integrated with the swirler or hydroxyl former mixer after the merging of diesel fuel HB.

The mixing and emulsification using ultrasound has the particular advantage that the resulting Emulsion fuel can no longer separate independently, because mixing takes place at the molecular level. Here are due to the different surface tension of the both emulsion partners full of the diesel fuel molecules constantly surrounded by hydroxyl forming molecules so that they subsequently remain included in this network, not can step out and the emulsion remains stable, even at low temperatures.

The output of the ultrasound emulsifier flows through a T-piece 115 back into the return of the storage tank 110 , so that the fuel / hydroxyl former mixture is pumped in a circle through the storage tank and is further mixed step by step until finally the entire tank content is uniform finely divided emulsified emulsion fuel is filled.

An optical turbidity sensor 111 , which is provided in the riser in front of the circulation pump 113 , monitors the degree of mixing and the homogeneity of the emulsion fuel that has now been achieved, based on the turbidity of the fuel / hydroxyl former mixture that is drawn in.

Between the turbidity sensor 111 and the circulation pump 113 there is a T-shaped branch 112 , which is connected to the inflow of the injection pump 62 via a three-way control valve 116 and a shutoff valve 125 . Furthermore, a second storage tank 54 is provided for the storage of pure diesel fuel, the output of which is connected via a feed line 122 to the second input of the three-way valve 116 .

The three-way valve 116 can thus, depending on the position, supply the injection pump 62 with either emulsion fuel or pure diesel fuel.

The electrical output signal TS₁ of the turbidity sensor 111 , which monitors the degree of mixing of the emulsion fuel, is processed by a controller 120 , which in turn acts on the output side on the three-way valve 116 . The controller 120 processes the engine temperature T 1 (input 94 ), the respective start and stop command (SSS) of the starter switch 101 and the output signal TS 2 of a further turbidity sensor 118 described below as further input signals. On the output side, the control also acts on the shutoff valve 125 .

At the return of the injection pump 62 , which returns the unused fuel back to the corresponding storage tanks 110 and 54 , there is another optical turbidity sensor 118 and behind it another three-way control valve 117 , which connects to the return lines of these two storage tanks 54 and 110 communicates.

The electrical output signal of the turbidity sensor 118 is connected to the controller 120 and simultaneously acts on an actuator 119 , which in turn influences the position of the three-way valve 117 .

Finally, there is a water or hydroxyl former 68 in the return line to the diesel fuel tank 54 , which filters out any residual water or hydroxyl former from the flowing diesel fuel and feeds it back to the emulsion fuel tank 110 via a line 121 .

Thus, this recirculated from the separator 68 in the emulsion fuel tank 110 Hydroxylbildner device back into the circuit of the above-described mixing and emulsifying and is then again mixed thoroughly with the existing in the storage tank 110 fuel portion, so that ultimately again a uniform emulsion is available.

In addition, there are two check valves 123 and 124 in the return lines to the emulsion fuel tank 110 , which prevent emulsion fuel via line 121 or three-way valve 117 , injection pump 62 , three-way valve 116 and line 122 can get into the diesel fuel tank 54 .

The arrangement described above now works as follows:

To start and stop the machine is, as already, different Widely mentioned, pure diesel fuel is required to get one to ensure safe starting on the one hand and on the other hand Corrosion problems due to residues of hydroxyl formers in the one to avoid spray system.

When starting the diesel engine via the starter switch 101 , the controller first opens the shutoff valve 125 and thus the general fuel supply to the injection pump 62nd

At the same time control the three-way valve 116 is activated such that the inflow is connected via line 122 to the diesel fuel tank 54 and thus operate the machine first with pure diesel fuel.

The unused diesel fuel flowing from the return of the injection pump 62 is monitored by the turbidity sensor 118 , which now detects no turbidity and thus produces the return flow to the diesel fuel tank 54 via the actuator 119 and the further three-way valve 117 .

With the start signal, the controller activates a time element which, after an internal delay time t 1, now switches the three-way valve 116 to the supply of emulsion fuel to the injection pump 62 . A prerequisite for this, however, is that the turbidity sensor 111 , the output signal of which, as mentioned, is also connected to the control system, reports sufficient mixing of the emulsion.

If this is not the case, the switch to the supply of emulsion fuel is omitted and the engine continues to run on pure diesel fuel until sufficient emulsion mixture of the fuel coming from the storage tank 110 is reported. This state can occur, for example, when the machine is in operation immediately after the refueling of the storage tank 110 , ie if the refueled components, parts of the diesel fuel and hydroxyl former, have not yet been mixed with one another or have not been mixed sufficiently.

The precaution described prevents the Machine with insufficiently mixed emulsion fuel is operated and thereby possibly begins to "stutter" or even stops.

Stationary operation: Assume that the switchover time t 1 after the start of the machine has expired and the turbidity sensor 111 reports sufficient mixing of the emulsion, then the injection pump 62 is fed via the three-way valve 116 emulsion fuel, and the machine continues to run. However, the return flow of the injection pump 62 is still connected to the diesel fuel tank 54 via the three-way valve 117 , corresponding to the starting condition for operation with pure diesel fuel.

As the machine continues to run, the injection pump 62 now fills up increasingly with emulsion fuel, the excess diesel fuel still present in it emerging from its return flow. As soon as the diesel fuel is completely replaced by emulsion fuel and thus also arrives at the return of the injection pump 62 , the turbidity sensor 118 registers this and now connects the return to the emulsion fuel tank 110 via the actuator 119 and the three-way valve 117 , so that Now the unused emulsion from the injection pump is consequently returned to the emulsion fuel tank.

Thus, during stationary operation, the injection pump 62 delivers pure emulsion fuel from the storage tank and also returns it to the circuit.

Switching off: With the switch-off signal, which reaches the control via the starter switch 101 , this causes the three-way valve 116 to switch immediately from emulsion fuel to diesel fuel, so that the injection pump 62 is now supplied with pure diesel fuel via the supply line 122 again .

At the same time, the emulsion fuel still present in the injection pump 62 continues to flow via the return line and the three-way valve 117 back to the corresponding storage tank 110 .

As soon as the injection pump 62 is completely filled with diesel fuel and this also appears on its return, the turbidity sensor 118 reports this change to the controller 120 , which is now t₂ after a further short time, which is sufficient to also the line between Fill turbidity sensor 118 and three-way valve 117 with pure diesel fuel, the latter switches over.

Now the return to the diesel fuel tank 54 is closed again, the control interrupts the fuel supply via the shutoff valve 125 , and the engine comes to a standstill.

Starting and stopping are always done with pure Diesel fuel, which makes the machine start easily and Corrosion problems are switched off.

The controller 120 also processes the motor temperature T 1 reported via the input 94 in all operating states. If this is too low, so that hydroxyl former residues can precipitate on cold parts of the machine, the switchover to operation with emulsion fuel is also prevented until the engine temperature is sufficient.

Example 5 Inject one of fuel and hydroxyl formers mixed by ultrasound and in a special tank of emulsion burner into the combustion chamber

This example will be described with particular reference to FIG. 16.

In this embodiment, the hydroxyl former becomes together with the fuel required for stationary operation ratio (for example, the constant k) in promoted a special tank, ver there to an emulsion mixes and then fed to the injection.  

The amount of hydroxyl former / fuel is metered through an electronically controlled mixing device, the prin partial relationship with the mixing device from example 2 having. Fuel and hydroxyl formers come along, example 2 following, from two separate storage tanks. The mixing of Fuel and hydroxyl formers, for example water, for the Emul ion fuel is also carried out according to Example 4 Ultrasound help.

In Fig. 16 a corresponding Ausgestal device according to the invention is shown. The hydroxyl former is for example in a storage tank 27 , the diesel fuel in a further storage tank 54 . Behind the outputs of these two storage tanks, the mixing device for the hydroxyl former / diesel fuel ratio is shown, consisting of the feed pump 56 for diesel fuel, the throttle valve 57 and the flow sensor 58 and the feed pump 64 for the hydro xyl former, the control valve 65 , the flow sensor 66 and finally the hydroxylator mixer 31 , which is also designed here as a T-shaped connector.

The control valve 65 , the motors of the feed pumps 56 and 64 and the electrical outputs of the two flow sensors 58 and 66 are connected to a controller 128 which functions both of the controller shown in Example 2, Fig. 10, and the controller according to Example 4 , Fig. 15.

Of the two feed pumps 56 and 64 , diesel fuel and hydroxyl former, for example water, are conveyed from the corresponding storage tanks via the valves 57 and 65 and the flow sensors 58 and 66 into the hydroxyl former 31 . The throttle valve 57 , in cooperation with the delivery capacity of pump 56, specifies the time delivery rate of diesel fuel when the fuel / hydroxyl former mixture is formed.

As in Example 2, this is measured with the flow sensor 58 and the measured value U _{QDK obtained is passed} on to the controller 128 , which determines the associated control _value for the control valve 65 and controls it accordingly. As shown in Example 2, this control process can be carried out with the aid of a controller with PI characteristics, but also in another way.

At the exit of the hydroxyl former mixer 31 , diesel fuel and hydroxyl former are now brought together in the optimal mixture dosage for stationary operation. This mixture reaches ge as a result of the delivery pressure of the pumps 56 and 64 via the feed line 129 into the emulsion storage tank 130 . This before tank is provided with an electrical level measuring device 127 , the signal output U _{FS is} also connected to the controller 128 and thus reports the level in the emulsion storage tank 130 to the controller.

If a maximum level is reached, the control causes throttling or the shutdown of the feed pumps 56 and 64 so that no further fuel / hydroxyl former mixture can be delivered beyond the maximum level.

Instead of simply switching off the feed pumps 56 and 64 , a continuous control is also conceivable which, in conjunction with the evaluation of the signals from the two flow sensors 58 and 66 and a constant level indicator 127, controls the pump output continuously and as required.

It is provided that, for example, with a high instantaneous fuel consumption, for example full throttle, the pumps 56 and 64 work more strongly than with a low instantaneous consumption and that the time quantity of the mixture of DK (diesel fuel) and HB (hydroxyl former) is adapted to the current average fuel consumption .

It is also conceivable to perform the throttle valve 57 also as a control valve, which is activated by the controller 128 , and to use the additional control possibility thus obtained in the manner described above.

Furthermore, when mixing diesel fuel and Hydroxyl formers all variants mentioned in example 19361 00070 552 001000280000000200012000285911925000040 0002019635861 00004 192422 are conceivable, without limiting the claims according to the invention.

Since, by bringing together the diesel fuel DK and the hydroxyl former HB in the correct proportions, no emulsion fuel is produced, an emulsifying device, consisting of the circulation pump 113 , the cooler 126 and the ultrasonic emulsifier 114 , is also provided - example 4 below.

Analogously to Example 4, the circulation pump 113 conveys the fuel / hydroxyl former mixture in a circle from the emulsion storage tank 130 via the turbidity sensor 111 , which is also present, the T-piece 112 , the cooler 126 , the ultrasound emulsifier 114 and the further T Piece 115 back into the tank 130 , the ultrasonic emulsifier 114 ensuring the finely divided emulsification described in Example 4. The cooler 126 serves to cool the emulsion fuel heated as a result of the cyclical passage through the injection pump 52 (see below) when it circulates through the emulsifying device, since it is hardly possible to cool down appreciably in the storage tank 130 simply because of its small size.

As in Example 4, the degree of mixing of the emulsion fuel conveyed out of the tank 130 is monitored with the turbidity sensor 111 , the electrical output of which is also connected to the controller 128 . The controller 128 also activates the three-way control valves 116 and 117 and the shutoff valve 125 .

Between the turbidity sensor 111 and the circulation pump 113 there is the T-shaped branch 112 , via which emulsion fuel can get into the injection pump 62 through the three-way control valve 116 and the shut-off valve 125 . The return flow of an injection pump, which serves to return excess fuel to the corresponding storage tank, is connected again to the emulsion storage tank 130 via the second three-way valve 117 , a check valve 123 and the T-piece 115 .

The second input of the three-way valve 116 has a connection to the diesel fuel tank 54 via the feed line 122 . There is also a return line from the second outlet of the three-way valve 117 to the diesel fuel tank 54 .

According to the positions of the three-way control valves 116 and 117 , it is possible - as in Example 4 - to supply the injection pump 62 with either emulsion fuel from the storage tank 130 or pure diesel fuel from the storage tank 54 and excess fuel also into the corresponding tanks 130 and 54 attributed.

For these two circuits, the controller 128 basically performs the same functions as in example 4. At the same time, the controller in accordance with example 4 processes the engine temperature T 1 (input 94 ), the constant k for the mixing ratio of hydroxyl former / diesel fuel (input 95 ) as further input signals. and the respective start and stop command SSS of the starter switch 101 . On the output side, the connecting lines are indicated on the controller 128, the reference numbers given indicating the corresponding connected elements.

The check valve 123 prevents - as in Example 4 - that the emulsion fuel injection pump via the three-way valve 117, the A 62, the cutoff valve 125 and the three-way valve can come into the diesel fuel tank 54 116th

The arrangement described now works as follows:

To start and stop the machine is, as already, different Widely mentioned, pure diesel fuel is required to get one to ensure safe starting on the one hand and on the other hand Corrosion problems due to residues of hydroxyl formers in the one to avoid spray system.

When starting the diesel engine via the starter switch 101 , the controller first opens the shutoff valve 125 and thus the general fuel supply to the injection pump 62nd

At the same time control the three-way valve 116 is activated such that the inflow is connected via line 122 to the diesel fuel tank 54 and thus the machine is initially operated with pure diesel fuel. The three-way valve 117 is activated by the control so that the return of the unused fuel also leads into the diesel fuel tank 54 .

With the start signal, the control simultaneously activates a time element which, after an internal delay time t 1, switches the three-way valve 116 to the supply of emulsion fuel to the injection pump 62 . The prerequisite for this is that the turbidity sensor 111 reports sufficient mixing of the emulsion.

If this is not the case, the switch to supply of emulsion fuel is omitted, and the engine continues to run on pure diesel fuel until sufficient emulsion mixing of the fuel coming from the storage tank 130 is reported.

Stationary operation:
Assume that the switchover time t 1 after the machine has started and the turbidity sensor 111 reports that the emulsion has been mixed thoroughly, then the injection pump 62 is fed through the three-way valve 116 to the emulsion fuel, and the machine continues to run. In the injection pump 62 , however, there is initially still pure diesel fuel, which must first be returned to the corresponding storage tank 54 before the second three-way valve 117 can also be switched to fuel return in the emulsion fuel tank 130 .

In order to achieve this, the valve 117 is only switched after a further delay time t 2, which is sufficient to replace the diesel fuel still present in the pump and the injection lines with emulsion fuel and, at the same time, to cause an undesired enrichment of the emulsion storage tank 130 to avoid diesel fuel returning from the injection pump.

After this delay time t₂, the three-way valve 117 is now switched over, and the excess emulsion fuel flowing back from the injection pump flows again via the valves 117 and 123 into the emulsion storage tank 130 .

Thus, during stationary operation, the injection pump 62 conveys pure emulsion fuel from the storage tank 130 and also returns it to the circuit.

Off:
With the shutdown signal, which reaches the controller 128 via the starter switch 101 , this causes the immediate switching of the three-way valve 116 from emulsion fuel to diesel fuel, so that the injection pump 62 is now supplied with pure diesel fuel via the feed line 122 again.

However, the three-way valve 117 initially remains in its existing position in order to return the emulsion fuel to the corresponding storage tank from the injection pump.

Only after a further delay time t 3, which is sufficient to replace all the emulsions fuel still present in the injection pump with pure diesel fuel, is the valve 117 switched over again, and the diesel fuel flowing back flees into the corresponding before tank 54 .

Now the return to the diesel fuel tank 54 is closed again, the control interrupts the fuel supply via the shutoff valve 125 , and the engine comes to a standstill.

Starting and stopping are always done with pure Diesel fuel, which makes the machine start easily and Corrosion problems are switched off.

The controller 128 additionally processes the motor temperature T 1 reported via the input 94 in all operating states. If this is too low, so that hydroxyl former residues can precipitate on cold parts of the machine, the switchover to operation with emulsion fuel is also prevented until the engine temperature is sufficient.

In principle, it applies to all of the aforementioned Examples 1 to 5 that each control described in an example in analogous changed form is also conceivable for the other examples, without limiting the claims according to the invention.

For example, it is conceivable that the control shown in Example 1 for the metering of hydroxyl formers not only - as described - by evaluating the engine speed and spray position, but also by processing the temporal flow of flowing diesel fuel according to Example 2, Fig. 8, using of the flow sensor 58 .

The claims now filed with the application and later are attempts to formulate without prejudice to achieve further protection.

The backward relationships mentioned in the dependent claims point to the further training of the subject of the main claim by the features of the respective sub-claim there. However, these are not considered a waiver of achievement an independent objective protection for the characteristics to understand the related subclaims.

Features previously only disclosed in the description can in the course of the process as of essential to the invention Significance, for example to differentiate it from the prior art, be claimed.

Reference list

1 element (oscillating disc), Fig. 1
2 sensors, Fig. 1
3 receivers, Fig. 1
4 differential amplifiers , Fig. 1
5 signal (output side), FIG. 1
6 comparator, Fig. 1
7 pulse shaper, Fig. 1
8 low-pass filter, Fig. 1
9 line, Fig. 1
10 analog multipliers Fig. 1, 10
11 Sensor for injection adjuster, Fig. 1
12 low pass, Fig. 1
13 potentiometers, Fig. 1
14 buffer amplifier, FIG. 1
15 warm-up sensor, FIGS. 1, 10
16 line, Fig. 1
17 target-actual comparison stage, FIGS. 1, 10
18 PI controller, Fig. 1, 10
19 actuator, Fig. 1, 10
20 switches, Fig. 1
21 pump, Fig. 1, 2
22 pressure sensor, Fig. 1
23 Pressure sensor → Po, Fig. 1
24 differential amplifier , Fig. 1
25 differential amplifier , FIG. 1
26 difference formers , Fig. 1
27 storage tank, Fig. 2, 16
28 supply line, Fig. 2
29 fine filter, Fig. 2
30 return valve, Fig. 2
31 hydroxyl former mixer, Fig. 8, 9, 16
33 air duct (intake tract), Fig. 2, 3, 4, 6, 7
34 return line, Fig. 2
35 evaporators, Fig. 3, 4, 6, 7
36 exhaust area, Fig. 3, 4, 5, 6
37 flow direction, FIGS. 3, 4, 6, 7
38 injection nozzle, Fig. 3, 4, 5, 6, 7
39 evaporator plate, Fig. 3, 4, 5, 6
40 bypass device, FIG. 6
41 branch, FIG. 6
42 bypass valve, Fig. 6
43 bypass line, Fig. 6
44 choke, Fig. 6
45 temperature sensor, Fig. 6
46 Bypass control, Fig. 6
47 actuator, Fig. 6
48 Diesel fuel inflow line, Fig. 7
49 inflow line hydroxyl former, Fig. 7
50 turbocharger, Fig. 7
51 intercooler, Fig. 7
52 exhaust pipe, Fig. 7
53 exhaust system, Fig. 7
54 fuel tank, Fig. 8, 14, 15, 16
55 Direction of delivery (diesel fuel), Fig. 8
56 pump, Fig. 8, 16
57 throttle valve, Fig. 8, 16
58 flow sensor, Fig. 8, 16
59 shut-off valve, Fig. 8, 10
60 swirler, Fig. 8, 9
61 Bypass, Fig. 8
62 injection pump, Fig. 8, 15
63 Hydroxylbildner conveying direction, Fig. 8
64 feed pump, Fig. 8, 16
65 control valve, Fig. 8, 10, 16
66 flow sensor, Fig. 8, 16
67 shut-off valve, Fig. 8, 10
68 separators for hydroxyl formers, Fig. 8, 15
70 input channel, Fig. 9
71 input channel, Fig. 9
72 output channel , Fig. 9
73 Swirl nozzle, Fig. 9
74 arrow (input side), Fig. 9
75 conical bottom, Fig. 9
76 passage, Fig. 9
77 undercut, Fig. 9
78 Locking screw, Fig. 9
79 borehole, Fig. 9
80 pistons, Fig. 11, 12, 13
81 cylinders, Fig. 11, 12, 13
82 burner chamber, Fig. 7, 11, 12, 13
83 Injector, Fig. 7
84 mouth (in 83 ) for diesel fuel, Fig. 12
85 mouth (in 83 ) for hydroxyl formers, Fig. 12
86 Injector, Fig. 12
87 mouth, Fig. 12
88 Injector, Fig. 13
89 Injector, Fig. 13
90 Injection pump E _I , Fig. 14
91 Injection pump E _II , Fig. 14
92 coupling, Fig. 14
93 Spray adjustment input, Fig. 14
94 input T 1, FIG. 14
95 input k, Fig. 14
96 buffer amplifier, FIG. 10
97 buffer amplifier, Fig. 1, 10
98 buffer amplifier, Fig. 10
99 threshold comparator, FIGS. 1, 10
100 drivers, Fig. 10
101 starter switch, Fig. 10
102 holding member, Fig. 10
103 timer, Fig. 10
105 holding member, Fig. 10
106 driver stage, FIG. 10
110 emulsion fuel storage tank, Fig. 15
111 Turbidity sensor emulsion mixing, Fig. 15
112 junction, T-shaped, Fig. 15
113 Circulation pump, Fig. 13
114 Ultrasonic emulsifier, Fig. 15
115 T-piece, Fig. 15
116 three-way control valve, Fig. 15
117 Three-way control valve, Fig. 15
118 Turbidity sensor, injection pump return, Fig. 15
119 actuator, Fig. 15
120 controller, Fig. 15
121 line, Fig. 15
122 line, Fig. 15
123 check valve, Fig. 15
124 check valve, Fig. 15
125 shut-off valve, Fig. 15
128 controller, Fig. 16
129 supply line, Fig. 16
130 tank for emulsion, Fig. 16
140 Diesel fuel return, Fig. 14
141 Return of hydroxyl former, Fig. 14
A line from element 99 to switch 20 , Fig. 1
DK diesel fuel
E _I injection pump I, Fig. 14
E _II injection pump II, Fig. 14
HB hydroxyl former
k constant between DK / HB, Fig. 14
n speed, Fig. 1
P _{is the} pressure of the HB pump 21 , FIG. 1
Po charging / vacuum in the air duct
SSS start-stop signal from 101 , Fig. 15, 10
t₁ delay time of the timer 103 for constant HB / DK, Fig. 10, 16th
t₂ delay time at DK on timer 105 , Fig. 10, 16th
t₃, Fig. 16th
TS₁ turbidity sensor signal 1 ( 111 ), Fig. 15th
U _n voltage signal from crankshaft, Fig. 1st
U _E voltage signal from DK injection, Fig. 1
U _{HB / DK} voltage signal from ratio HB to DK, Fig. 1
U _psoll output signal of the analog multiplier, FIG. 10
U _QDK flow DK sensor _output , Fig. 8, 10, 16
U _QHB flow HB sensor _output , Fig. 8, 10, 16
U _QIST U _QIST = U _QHB , Fig. 10
U _FS signal level measurement ( 130 ), Fig. 16
Z₁. . . Z₆ cylinder 1 to cylinder 6, Fig. 14

Claims (43)

1. Diesel combustion engine, the diesel fuel coming from the fuel tank into the combustion chamber with the aid of a fuel pump and burning there with air that enters the combustion chamber via an air duct, characterized in that hydroxyl formers (HB) are provided in the combustion chamber ( 82 ), that catalytically support the combustion of diesel fuel (DK). 2. Diesel combustion machine according to claim 1, characterized in that a storage tank ( 27 ) for the hydroxyl former (HB) is provided, which is connected to the combustion chamber ( 82 ). 3. Diesel combustion engine according to one or both of the preceding claims, characterized in that in the exhaust gas downstream of the combustion chamber, a condenser sizer for the production of the hydroxyl former from the Exhaust gas is provided. 4. Diesel engine according to one or more of the  preceding claims, characterized in that the Condenser is connected to the storage tank. 5. Diesel combustion engine according to one or more of the preceding claims, characterized in that a controller, especially a microprocessor monitored control is provided which the parameters of the Diesel combustion engine detected and from it he required amount of hydroxyl former determined. 6. Diesel engine according to one or more of the preceding claims, characterized in that the Ratio (k) of diesel fuel and hydroxyl former with stationary operation of the internal combustion engine Is constant. 7 Diesel combustion machine according to one or more of the preceding claims, characterized in that the Control according to the operating conditions, esp especially when starting and switching off the diesel engine internal combustion engine, this constant changes over time. 8. Diesel combustion machine according to one or more of the preceding claims, characterized in that a hydroxyl former mixer ( 31 ) is provided which is connected to the storage tank ( 27 ) and admixes the hydroxyl former with the air or the diesel fuel or introduces the hydroxyl former directly into the combustion chamber. 9. Diesel combustion engine according to one or more of the preceding claims, characterized in that the Hydroxyl former at the same time as the diesel fuel reaches the combustion chamber.   10. Diesel combustion engine according to one or more of the preceding claims, characterized in that the Hydroxyl former mixer through a return line with the Storage tank is connected. 11. Diesel combustion engine according to one or more of the preceding claims, characterized in that as Hydroxyl former water is provided. 12. Diesel combustion machine according to one or more of the preceding claims, characterized in that an evaporator ( 35 ) is provided as the hydroxyl former mixer ( 31 ), which is connected to a waste heat source of the diesel combustion engine and admixes the hydroxyl former as the unsaturated vapor of the air. 13. Diesel combustion machine according to one or more of the preceding claims, characterized in that the exhaust system ( 36 ) of the diesel combustion engine is provided as waste heat source and the intake air flows through an evaporator ( 35 ) heated by the exhaust system ( 36 ). 14. Diesel combustion engine according to one or more of the preceding claims, characterized in that the Evaporator interacts with a condenser. 15. Diesel combustion machine according to one or more of the preceding claims, characterized in that a temperature control ( 46 ) is provided for the intake air, which acts on a bypass device ( 40 ) which, depending on the air temperature, the exhaust gases on the evaporator ( 35 ) passed. 16. Diesel combustion machine according to one or more of the preceding claims, characterized in that in the hydroxyl former supply lines or the diesel fuel supply lines are each provided in a flow sensor ( 58 , 66 ) which supplies the determined data to the controller. 17. Diesel combustion engine according to one or more of the preceding claims, characterized in that the Control when starting and switching off the diesel engine internal combustion engine causes no hydroxyl former in reaches the combustion chamber. 18. Diesel combustion engine according to one or more of the preceding claims, characterized in that the Control has a timer (t₁) which when starting the diesel combustion engine depending on the Engine temperature (T₁) the mixture constant (k) Determined diesel fuel / hydroxyl former. 19. Diesel engine according to one or more of the preceding claims, characterized in that the Diesel combustion engine designed as a diesel engine is. 20. Diesel combustion machine according to one or more of the preceding claims, characterized in that a compressor, in particular an exhaust gas turbocharger ( 50 ) is provided in the intake area of the diesel combustion machine. 21. Diesel combustion engine according to one or more of the preceding claims, characterized in that the Control a mix ratio between the diesel fuel and the hydroxyl former of 1 mol diesel power Forms to 0.01 to 2 mol of hydroxyl former.   22. Diesel combustion engine according to one or more of the preceding claims, characterized in that the Control a volume ratio of hydroxyl formers too Diesel fuel in a range from 1:10 to 1.5: 1 forms. 23. Diesel combustion machine according to one or more of the preceding claims, characterized in that an injection pump ( 91 , 62 ) injects the hydroxyl former into the combustion chamber. 24. Diesel combustion engine according to one or more of the preceding claims, characterized in that one injection pump ( 90 , 91 ) is provided for the hydroxyl former and the diesel fuel, respectively, and the two injection pumps ( 90 , 91 ) are coupled to one another ( 92 ). 25. Diesel combustion engine according to one or more of the preceding claims, characterized in that an integrated double injection pump is provided, the injection pump ( 90 ) for the diesel fuel and the injection pump ( 91 ) for the hydroxyl former being provided in a common housing and a common drive is provided for both injection pumps. 26. Diesel combustion machine according to one or more of the preceding claims, characterized in that for the mixing of the diesel fuel with the hydroxyl former, a swirler ( 60 ) is provided as a hydroxyl former mixer ( 31 ), the swirler ( 60 ) each having an input ( 70 , 71 ) for the diesel fuel and the hydroxyl former and an outlet ( 72 ) for the mixture, and that a mixing zone, in particular a mixing nozzle ( 73 ), is provided before the outlet for the mixture. 27. Diesel combustion machine according to one or more of the preceding claims, characterized in that after the hydroxyl former mixer ( 31 ) an emulsifying device having at least one ultrasonic emulsifier ( 114 ) is provided. 28. Diesel combustion machine according to one or more of the preceding claims, characterized in that a storage tank ( 110 ) for emulsified hydroxyl former / diesel fuel is provided, and the emulsion provided is continuously mixed, with a turbidity sensor ( 111 ) monitoring the mixing. 29. Diesel combustion machine according to one or more of the preceding claims, characterized in that in addition to the storage tank ( 54 , 27 ) for diesel fuel and / or hydroxyl former, a storage tank ( 110 ) is provided for the emulsion. 30. Diesel combustion machine according to one or more of the preceding claims, characterized in that an ultrasonic emulsifier ( 114 ) is provided as the hydroxyl former mixer ( 31 ). 31. Fuel for diesel combustion engines, thereby characterized in that the diesel fuel is a hydroxyl is included. 32. Fuel according to claim 31, characterized in that water is provided as the hydroxyl former. 33. Fuel according to one or both of claims 31 and 32, characterized in that 1 mol of diesel fuel  between 0.01 and 2 mol of hydroxyl former is added. 34. Fuel according to one or more of claims 31 to 33, characterized in that the volume ratio between water and diesel fuel in one area is between 1:10 to 1.5: 1. 35. Fuel according to one or more of claims 31 to 34, characterized in that the hydroxyl is added up to 10% isopropanol. 36. method for operating a diesel combustion engine, in particular according to one or more of claims 1 to 30, the diesel fuel with a hydroxyl former is burned, characterized in that the hydroxyl formers introduced into the air in the air supply duct becomes. 37. The method according to claim 36, characterized in that an atomizer nozzle in the intake as a hydroxyl former mixer tracts the hydroxyl former in the air duct continuously injected. 38. The method according to one or both of claims 36 and 37, characterized in that the diesel output internal combustion engine a loader, e.g. B. an exhaust gas turbocharger intended for the compression of the intake air is and the input of the hydroxyl former directly in front the entry of the compressed air into the combustion chamber is added. 39. The method according to one or more of claims 36 to 38, characterized in that the exhaust gases after the Ab gas turbocharger flow through the evaporator and sucked and compressed air directly in front of the combustion chamber flows through the steamer.   40. The method according to one or more of claims 36 to 39, characterized in that the hydroxyl former Diesel fuel is added and the so produced Emulsion from an injection pump into the combustion chamber is injected, after after the injection pump shot emulsion via a return line to a diesel Fuel hydroxyl former separator is passed Emulsion is separated and diesel fuel the power fuel tank and the hydroxyl former to the storage tank is leading. 41. The method according to one or more of claims 36 to 40, characterized in that a controller, wherein this from the parameters engine speed, injection quantity of the diesel fuel, engine or exhaust gas temperature one Setpoint for the amount of hydroxyl former to be injected determined, and this setpoint a subsequent electronic controller that controls the feed pump of the Hydroxyl former or diesel fuel influenced. 42. The method according to one or more of claims 36 to 41, characterized in that pressure sensors that the Pressure in the line of the hydroxyl former and / or in Take up the negative pressure or boost pressure prevailing in the air duct and to the controller, especially the controller give. 43. The method according to one or more of claims 36 to 42, characterized in that the amount of hydroxyl former on the pressure difference between the amount of hydroxyl former and Air pressure depends.