DE102008046184A1 - Heat engine e.g. petrol engine, for e.g. passenger car, has pressure storage with porous burner having oxidation surface for combustion of fuel, and compressor-expander pair acting on shaft, where pair is supplied with fuel from storage - Google Patents

Abstract

The engine has a pressure storage (2) with a porous burner having a large oxidation surface for continuous long term combustion of a fuel e.g. propellant gas. An expander (3) has the fuel, which is expanded for expanding a volume of the expander against a compressor (1). The pressure storage and the expander are thermally insulated. The compressor-expander pair acts on a common shaft (W) and is supplied with the fuel from the pressure storage. A heat exchanger is heated for heating the fuel in the pressure storage.

Description

Summary

Displacer heat engine loud 1 consisting of separate and in the displacement ratio independent compressor and expander units in cylinder-reciprocating technology and a separate combustion chamber with accumulator ("pressure cell") for an internal, running in the same space long-term combustion of the supplied fuel. The three functional units differ due to their fixed allocation to "cold" or "hot" process tasks by cooling or insulation against heat loss.

As in 2 shown, the fuel combustion is continuously in the air-charged pressure cell ( 2 ), which serves as an energy supplier and accumulator for operating a piston engine, each consisting of at least one compressor ( 1 ) and a working cylinder ( 3 ) including the reciprocating pistons and their associated crank mechanisms.

Based on the patent DE 43 04 423 , (see there short explanation to "cellular") and to the patent application filed on June 23, 2006 in the DPA 10 2006 028 807.6 (our mark PT1001, Applicant No. 115664066 Initiativkreis pressure cell engine e.) Is there a desire for protection an alternative version with reciprocating piston. The synchronized in the cellular wheel design cells with their corresponding, decreasing and increasing spaces of the concentrating and expanding cells are, as in 2 shown replaced by also equal space preserving synchronized compression and expansion reciprocating.

The time here substantially longer compared to conventional gasoline or diesel engines of fuel combustion not only leads to better fuel efficiency, but also opens up a softening of the fuel specifications in the direction of a problem-free multi-fuel operation. The separate compression and expansion units together with the so-called pressure cell for combined fuel combustion and pressure storage, as in 3 shown and described, a new process control with in principle higher thermal efficiency.

Further description in reference to 2 :
The loader side ( 1 ) sucks and compresses exclusively pure air, without any admixture of fuel. The one with ( 1 ) characterized compressor piston assumes the position V12 so that in the compression end space, the temperature T12 and the pressure p12 prevail. Here opens the inlet valve ( 4 ) to the pressure cell ( 2 ), which is charged much higher with given temperature T2 and pressure p2. At the speed of sound, a pressure equalization takes place according to V12, which, while compressing the entrained gas volume in position V12 further to V12 ', leaves its gas mass (Δmv). In the pressure cell, therefore, only a slight pressure drop occurs due to the volume balance of V12 in V12 'with the mass (Δma). The piston rushing to the top dead center now pushes the gas masses (Δmv) + (Δma) into the pressure cell from V12 to V12 '. 2 ). Since (Δma) and (Δmv) approximately correspond, the transport of the gas mass (Δmv) takes place, as it were, in the first backward and then forward "pilgrim step". This air mass (Δmv) is injected into the pore combustion chamber ( 6 ) within the pressure cell ( 2 ) is heated to the combustion of the fuel and thus heats up to the predetermined temperature T2 at a pressure p2, which are defined as setpoints of two, connected control loops. The control process sets by appropriate supply of fuel - depending on the heat value - the required pressure cell in the level of pressure or temperature.

The temperature of the compressor ( 1 ) compressed air T12 is increased to the temperature T12 'by the second compression from the pressure cell. This passes through an antechamber of the combustion chamber, which encloses the fuel supplying tubes into the interior of the pore combustion chamber and thus additionally supports the combustion due to high heating of the evaporating fuel.

The Residence time of the heated propellant gas in the pressure chamber of the pressure cell depends on the requested quantity.

At the same moment that the inlet valve ( 4 ) the connection to the pressure cell ( 2 ) also opens the inlet valve ( 5 ) to the working cylinder ( 3 ), which is at its top dead center OT. (The TDC is structurally arranged as close as possible to the cylinder head plateau.)
In the same sense as the compressor piston ( 1 ) hurries to its TDC, the expander piston ( 3 ) from the OT. The space V3 fills with the propellant gas T3 and p3 and corresponds to the space V1. About the bow V1 to V3 is maintained in the sum of a volume constancy of the pressure cell, thus avoiding space change work. Once the valve ( 5 ), an expansion process begins in the z. B. 1.5 times structurally above the compression volume set expansion volume V4. This increased expansion volume results in a higher efficiency of the work process.

The valves ( 4 ) and ( 5 ) for rapid control of the gas exchange process require short control angles, since the gas exchange accepts sound velocity.

While the compression work by good cooling of the compressor is reduced, are pressure cell and working cylinder against heat loss thermally well insulated. A thermal energy loss through useless Waste heat from z. B. 10% or more, is avoided and the Implementation fed into mechanical work.

During the expansion phase of the working cylinder ( 3 ), the compression cylinder sucks ( 1 ) again pure air and compressed as described, while the working cylinder ( 3 ) then in UT begins to release the exhaust.

A Exhaust gas aftertreatment is unnecessary, because in the under excess air standing pressure cell for a sufficiently long time for a good and complete fuel combustion without soot, Carbon monoxide and below the formation temperature of nitrogen oxides is available. Depending on the choice of pressure cell size results in a ten to a hundred times longer burning time compared to today's usual fuel "deflagration" Petrol and diesel engines. The method chosen here is longer lasting Fuel combustion prevents the formation of said pollutants in the exhaust, so they do not have to be with later high expenditure and energy loss are eliminated.

Around also be able to use low-calorie fuels, is a particularly extensive distribution of the supplied fuels on the large oxidation surface of the pore body made in the high-pressure pore combustion chamber.

To use the waste gas residual heat of 200 to 300 ° C is located to the outside thermally highly isolated pressure cell ( 2 ) in the exhaust sump, which is closed only at standstill.

Together with the likewise patent-pending membrane injection system can the pressure cell with largely all flammable Supply fluids.

An elaborate soundproofing of the exhaust system (see also "Gegenschall expresses exhaust noise, VDI news from 15.09.07" ) is not necessary because of the low exhaust gas sound pressure.

In order to achieve a good concentricity of the machine, an arrangement of at least two cylinder groups is recommended. The engine (expander) works at every stroke, ie once per revolution and per cylinder group, ie every 4 cylinder groups every 90 °. In the case of a sufficiently high number of cylinders (4 and higher) can be approached directly from a stand, with complete absence of a standby idling operation (as in principle in the cellular wheel version). In order to generate a sufficiently high tightening torque, the double cylinder gas charge is - as in a steam locomotive - for example, to double the torque by a correspondingly longer opening arc of valve ( 5 ) offered. The frequency of this measure depends on the capacity (size, fuel injection, oxidation surface, etc.) of the pressure cell and the maximum permissible temperature T3 ⁺ .

Of the The course of the torque over the speed is approximate constant, the amount depends on the dimensions of the Pistons, crank mechanisms and cylinder number.

State of the art

• a) Die Brenngeschwindigkeit des Brenngases steigt mit seiner Temperatur. Die Verbrennung läuft also bei höherer Temperatur „etwas vollständiger” ab.
• b) Die hohe Brenntemperatur vergrößert zwar auch den relativ geringen Wirkungsgrad von Otto- und Dieselmotoren etwas, führt jedoch zu vermehrter Bildung ultraheißer Brennkerne im Flammenbereich. In diesen ultraheißen, weit über 1400 K annehmenden Brennkernen der inhomogenen Flamme verbinden sich die Luftbestandteile Sauerstoff und Stickstoff vermehrt zu schädlichen Stickoxiden.

The burning time of the fuel during its combustion is in gasoline and diesel reciprocating engines - depending on the speed - in the range between a few milliseconds and tenths of it. This short burning time is not enough for complete combustion, as Christian Eigenbrod <eigen@zarm10.zarm.uni-bremen.de> has proven by burning experiments in the drop tower of the University of Bremen. The current thermal drive technology is thus characterized by incomplete short-term combustion or "deflagration" of precisely specified fuels at high temperatures, but in which significant amounts of nitric oxide are already formed from the highly heated combustion air. The Brenn temperature is chosen to be as high as possible for the following two reasons, such as the materials used and the required life of the engine and the properties of the fuel:

• a) The burning rate of the fuel gas increases with its temperature. The combustion thus takes place at a higher temperature "somewhat more completely".
• b) Although the high firing temperature also somewhat increases the relatively low efficiency of gasoline and diesel engines, it leads to increased formation of ultra-hot firing cores in the flame region. In these ultra-hot, well over 1400 K assuming fuel cores of the inhomogeneous flame, the air components oxygen and nitrogen increasingly combined to harmful nitrogen oxides.

Another characteristic of gasoline and diesel engines is the sequential flow of all cold and hot process cycles in each cylinder and a cooling of the entire machine to protect the materials used. So one and the same cylinder is housed in turn in constant repetition all single acts of the gasoline or diesel process. The cylinder volume ratio for the compression process is not necessarily different from that of the expansion process. This results in a relatively high, unused residual pressure of the exhaust gas when opening the exhaust valve at the end of the power stroke. The (too) high exhaust energy is therefore often used to drive a downstream small turbine to partially compensate for the exhaust gas loss due to intake and pre-compression of charge air for the intake cycle again. The high level of acoustic emissions associated with the relatively high-energy emission of exhaust gas must be achieved with complex, multi-stage silencers or - as is currently the case in the trade press ( VD news from 15.09.2007 ) - even with electronically generated counter sound to be mitigated to a tolerable level.

• a) Ursächliche Maßnahmen gegen die Kurzzeitverbrennung, insbesondere zur Beschleunigung der Verbrennung: • Zeitlich und räumlich modulierte Hochdruck-Einspritzung des vorgewärmten Dieselkraftstoffs über mehrere Einspritzdüsen pro Zylinder, in feinster Zerstäubung. (Einsatz von Elektronik und schnell modulierbaren Einspritzventilen in Piezo- und Magnettechnik) • Das „FSI-Verfahren” (Fuel Stratified Injection = Geschichtete Kraftstoff-Einspritzung): Eine Schichtladung ist ein Verfahren der Ottomotortechnik, bei der der Kraftstoff (z. B. Benzin) so aufbereitet wird, dass im Bereich der Zündkerze ein zündfähiges Gemisch (Lambda = 0,5 bis 1,0) besteht, während der übrige Brennraum ein sehr mageres, schwer zündfähiges Gemisch (Lambda = 1,5 bis 3,0) aufweist. Das Gesamtluftverhältnis liegt bei Viertaktmotoren etwa zwischen 1,2 und 1,6. Erst nach der Zündung des fetten Teils des Gemisches ergeben sich Verhältnisse, die auch das restliche Gemisch entzünden. Bei dem sogenannten Schichtladungsverfahren werden heute vorrangig die Direkteinspritzung in den Zylinder und eine qualitative Regelung (ähnlich wie beim Dieselmotor) angewendet. • Elektronisches Motormanagement bei Otto- und Dieselmotoren. Schnelles, elektronisches Regelungssystem, das Eingangsparameter (Luft- und Kraftstoffmenge, div. Außen- und Innentemperaturen) und Betriebs- und Lastzustand des Motors erfasst und daraus Steuergrößen für den optimalen Zünd- bzw. Einspritzzeitpunkt und Ablauf sowie die Ventilstellungen ableitet und mit dem Ziel einer etwas effizienteren Kraftstoffverbrennung praktisch in Echtzeit an die entsprechenden Stellglieder weitergibt.
• b) Symptomatische Maßnahmen gegen die Folgen der Kurzzeitverbrennung durch Abgas-Nachbehandlungs-Systeme: Bei der allgemein üblichen Abgasnachbehandlung wird in der Regel verschwiegen, dass dabei Exergie in Anergie wechselt, also Energie verschwendet wird. Verwendbares Energiepotenzial, das eigentlich in mechanische Nutzenergie gewandelt werden könnte, wird aufgrund genannter Ursache im „Verpuffungsmotor” außerhalb des thermodynamischen Arbeitsprozesses verbraucht. • Katalysatoren und Rußfilter Bei dem heute gebräuchlichen Drei-Wege-Katalysator finden die Oxidation von CO und H_mC_n sowie die Reduktion von NO_x parallel zueinander statt: Es werden H_mC_n mit O₂ zu CO₂ und H₂O oxidiert, CO mit C₂ zu CO₂ oxidiert und NO_x mit CO zu N₂ und O₂ reduziert. Die katalytischen Reaktionen finden an den fein auf großer Kontakt-Oberfläche (Keramik- oder Metall-Träger) aufgebrachten Schichten aus Platin, Rhodium und Palladium statt. Der Drei-Wege-Katalysator kann nur bei Fahrzeugen mit Ottomotor und Lambdaregelung eingesetzt werden, wobei ein konstantes Luft-Kraftstoff-Gemisch im stöchiometrischen Verhältnis (λ = 1) von 14,7 Gramm Luft pro Gramm Benzin-Kraftstoff einzuhalten ist. Neuere Magermixmotoren (λ > 1) benötigen wegen des höheren Anfalls von Stickoxiden sogenannte Speicherkatalysatoren mit zusätzlichen chemischen Elementen, die eine Speicherung von Stickoxiden ermöglichen. Um die zukünftigen Abgasnormen einzuhalten, werden Diesel-Pkw mit solchen NO_x-Speicherkatalysatoren ausgerüstet. Ist die NO_x-Aufnahmekapazität des Katalysators erschöpft, so wird seitens der Motorelektronik kurzzeitig ein fettes, reduzierendes Abgasgemisch eingestellt (circa zwei Sekunden). In diesem kurzen, fetten Zyklus werden die im Katalysator zwischengespeicherten Stickoxide zu Stickstoff reduziert und damit der Katalysator für den nächsten Speicherzyklus vorbereitet. Durch dieses Vorgehen ist es nun möglich, die Schadstoffemissionen sparsamer Magermixmotoren zu senken und gültige Grenzwerte einzuhalten. Die Aufnahmekapazität des NO_x-Speichers wird durch einen NO_x-Sensor überwacht. Partikelfilter absorbieren Rußpartikel ab einer bestimmten Minimalgröße aus dem Abgas von Dieselmotoren. Der Filter besteht aus einem keramischen oder sintermetallischen Körper mit wechselseitig geschlossenen Kanälen, durch die das Abgas strömt. Sobald die Kanäle soweit mit Rußpartikeln zugesetzt sind, dass der Kraftstoffverbrauch des Motors durch erhöhten Abgasdruck nennenswert ansteigt, muss der Filter regeneriert werden. Elektronisch gesteuert läuft dann ein Regenerationsprozess ab, bei dem die im Filter gespeicherten Rußpartikel (Kohlenstoff) zu Kohlendioxid und Wasserdampf verbrannt werden. Der entstehende kleine Aschenanteil verbleibt im Filter und muss nach längerer Nutzungsdauer in einer Servicewerkstatt entfernt werden. • „BlueTec” ist ein Abgasnachbehandlungskonzept von Mercedes-Benz für Diesel-Pkw- und -Nutzfahrzeugmotoren, das modular aufgebaut ist. Es wird in zwei Versionen angeboten und dient der Minderung von Stickoxiden (NO_x). Im Pkw-Bereich werden Oxidations-Katalysator und Partikelfilter, mit einem NO_x-Speicher sowie einem zusätzlichen SCR-Katalysator kombiniert. Im Nutzfahrzeugbereich wird zusätzlich noch eine als AdBlue bezeichnete wässerige Lösung auf Ammoniak-Basis verwendet. Diese wässerige Harnstofflösung wird bedarfsorientiert über ein Dosierventil pneumatisch in das Abgas eingedüst, so dass sich eine gleichmäßige Verteilung von AdBlue im Abgas ergibt. Dadurch wird Ammoniak freigesetzt, das im nachgeschalteten SCR-Katalysator bis zu 80% der Stickoxide reduziert. In Nutzfahrzeugen, in denen AdBlue-Tanks mit ca. 100 Liter Volumen eingebaut werden, ergeben sich damit Reichweiten von etwa 10.000 km. Voraussetzung für diese Technik ist, dass der Schwefelgehalt im Dieselkraftstoff kleiner als 15 ppm ist. Dieser schwefelarme Kraftstoff ist in Europa und USA flächendeckend eingeführt.

To mitigate the numerous negative consequences of short-term combustion ("deflagration"), both the causes and the symptoms are now being influenced with relatively high technical effort with modest benefits. The most essential measures according to the current state of the art - without claim to completeness - are:

• a) Causal measures against short-term combustion, in particular for the acceleration of combustion: • Time and space modulated high-pressure injection of preheated diesel fuel through several injectors per cylinder, in fine atomization. (Use of electronics and quick-modulating injection valves in piezo and magnetic technology) • The "FSI process" (Fuel Stratified Injection): A stratified charge is a process of gasoline engine technology in which the fuel (eg gasoline ) is processed in such a way that in the area of the spark plug an ignitable mixture (lambda = 0.5 to 1.0) exists, while the remaining combustion chamber has a very lean, hardly ignitable mixture (lambda = 1.5 to 3.0). The total air ratio is approximately between 1.2 and 1.6 in four-stroke engines. Only after the ignition of the rich part of the mixture, conditions arise that ignite the rest of the mixture. In the so-called stratified charge method, priority is now given to direct injection into the cylinder and to qualitative control (similar to the diesel engine). • Electronic engine management for petrol and diesel engines. Fast, electronic control system, the input parameters (air and fuel, div. Outside and inside temperatures) and operating and load condition of the engine detected and derived therefrom control variables for the optimal ignition or injection timing and sequence and the valve positions and with the aim of Delivering more efficient fuel combustion virtually in real time to the appropriate actuators.
• b) Symptomatic measures against the consequences of short-term combustion by exhaust aftertreatment systems: In the generally customary exhaust aftertreatment is generally concealed that while exergy changes into anergy, so energy is wasted. Usable energy potential, which could actually be converted into mechanical useful energy, is consumed because of the stated cause in the "deflagration engine" outside the thermodynamic working process. • Catalysts and soot filters In today's three-way catalyst, the oxidation of CO and H _m C _n as well as the reduction of NO _x take place parallel to one another: H _m C _{n are} oxidized with O ₂ to CO ₂ and H ₂ O. , CO oxidized with CO ₂ to CO ₂ and reduced NO _x with CO to N ₂ and O ₂ . The catalytic reactions take place on the layers of platinum, rhodium and palladium deposited finely on a large contact surface (ceramic or metal support). The three-way catalytic converter can only be used on vehicles with gasoline engine and lambda control, whereby a constant air-fuel mixture in the stoichiometric ratio (λ = 1) of 14.7 grams of air per gram of gasoline fuel must be maintained. Newer lean-burn engines (λ> 1) require so-called feed because of the higher accumulation of nitrogen oxides catalysed with additional chemical elements that allow storage of nitrogen oxides. To comply with future emission standards, diesel cars are equipped with such NO _x storage catalytic converters. If the NO _x absorption capacity of the catalyst is exhausted, the engine electronics temporarily set a rich, reducing exhaust gas mixture (about two seconds). In this short, fat cycle, the nitrogen oxides cached in the catalytic converter are reduced to nitrogen, thus preparing the catalyst for the next storage cycle. This procedure now makes it possible to reduce the pollutant emissions of lean-burn engines and to comply with valid limit values. The intake capacity of the NO _x storage is monitored by a NO _x sensor. Particulate filters absorb soot particles from a certain minimum size from the exhaust gas of diesel engines. The filter consists of a ceramic or sintered metal body with mutually closed channels, through which the exhaust gas flows. As soon as the channels are so far added with soot particles that the fuel consumption of the engine increases significantly by increased exhaust gas pressure, the filter must be regenerated. Electronically controlled then runs off a regeneration process, in which the soot particles stored in the filter (carbon) are burned to carbon dioxide and water vapor. The resulting small ash content remains in the filter and must be removed after a long service life in a service workshop. • "BlueTec" is an exhaust aftertreatment concept from Mercedes-Benz for diesel car and commercial vehicle engines, which has a modular design. It is available in two versions and serves to reduce nitrogen oxides (NO _x ). In the passenger car sector, the oxidation catalytic converter and particulate filter are combined with a NO _x reservoir and an additional SCR catalytic converter. In the commercial vehicle sector, an ammonia-based aqueous solution known as AdBlue is also used. This aqueous urea solution is pneumatically injected into the exhaust gas as required via a metering valve, so that there is a uniform distribution of AdBlue in the exhaust gas. As a result, ammonia is released, which reduces up to 80% of the nitrogen oxides in the downstream SCR catalytic converter. In commercial vehicles in which AdBlue tanks with a volume of approx. 100 liters are installed, this results in ranges of around 10,000 km. The prerequisite for this technique is that the sulfur content in diesel fuel is less than 15 ppm. This low-sulfur fuel has been introduced nationwide in Europe and the USA.

Further Measures also indicate the current state of Technology, such as B. the previously mentioned exhaust-driven Charging turbine or the directly driven by the engine charging compressor, by additional suction and pre-compression of combustion air mainly to improve the thermodynamic engine efficiency contribute. Also the use of electrical valves and electrical Cooling water pumps contribute by reducing the mechanical Towing power to increase the efficiency of the engines.

After all is the today generally very high and constant mechanical Manufacturing precision even more irregular Shape geometries of functionally selected homogeneous, coated, sintered or surface-tempered Emphasize materials. This rich palette of different Materials and largely automated and special machining capabilities lead to high quality engines, reliability and durability at relatively low weight and favorable Production costs. In particular, that is also for the Pressure cell engine important, excellent gas-tight closure between Cylinder treads, piston rings and pistons, as well the valves, because just this property is a low-loss Control of high gas pressures ensured.

Description of the inventive Task and its solution

• • Die erforderlichen Druck- und Temperaturniveaus werden verlustarm in hinreichend gasdichtem Kompressor und Expander in Hubkolbentechnik in Zusammenwirkung mit der Druckzelle erzeugt, gespeichert bzw. in mechanische Arbeit umgesetzt.
• • Innere Langzeitverbrennung gibt dem Kraftstoff genügend Zeit für eine vollständige Verbrennung und hält die thermodynamische Energie unmittelbar im Treibgas.
• • Verbrennung unter Luftüberschuss verhindert vor allem eine Bildung von CO-Anteilen.
• • Verbrennung des jeweiligen Kraftstoffs im Gleichraum bzw. im annähernden Gleichraum. Diese Energie sparende Bedingung wird durch synchronen Lauf von Kompressor und Expander, deren Geometrie einschließlich der zugehörigen Kurbeltriebe sowie durch eine geeignete Auslegung der elektronischen oder mechanischen Ventilsteuerung erreicht. Der Kompressor ist über eine gemeinsame Welle und Trennkupplung mit dem Expander verbunden, um zwischen beiden Synchronität herstellen zu können. Der synchrone Lauf von Kompressor und Expander dient, wie oben erwähnt, der Herstellung von Gleichraumbedingungen in der Druckzelle während der Auslassöffnung am Kompressor und der Einlassöffnung am Expander. Abweichungen davon erlaubt die Trennkupplung z. B. für den Anlassvorgang.
• • Zuordnung der thermodynamischen Prozesstakte auf die drei speziellen, voneinander getrennten, simultan arbeitenden Funktionseinheiten (siehe auch 3 Prozessdiagramm): (1) Kompressor, der Luft ansaugt, verdichtet und der Druckzelle zuführt; (2) die Druckzelle mit integriertem Porenbrenner. Dem Porenbrenner mit seiner sehr großen Oberfläche wird über eine universelle Pumpe Kraftstoff solange zur Verbrennung zugeführt, bis Druck und Temperatur des Treibgases in dem verbundenen Speicherraum ihre Sollwerte erreicht haben. Die entsprechenden Regelkreise sind in 4 dargestellt. (3) der Expander, der den Druck des heißen Treibgases durch Volumenausdehnung in mechanische Drehenergie umsetzt.
• • Eine Druckregelung nach 4 gewährt die Bereitstellung des Treibgases aus der Druckzelle für den Expander unter annähernd konstantem Druck, bei allen praktischen Betriebszuständen des Motors.
• • Die Teilung des Druckzellen-Motors in drei Funktionseinheiten beschert eine Reihe von Konstruktions-Freiheitsgraden, die herkömmlichen Otto- und Dieselmotoren verschlossen sind. Dazu gehört die Vergrößerung des UT-OT-Volumen verhältnisses beim Expander (größerer Hub oder/und Kolbendurchmesser) über das des Kompressors hinaus. Das vergrößerte Arbeitsvolumen des Expanders wandelt mehr von der im Treibgas enthaltenen Energie in mechanische Nutzenergie um und senkt entsprechend die Abgasverluste und damit auch die Schallemission.
• • Weitere Nutzeffekte der Auftrennung in drei Funktionseinheiten sind zusätzlich optimierende, den Gesamtwirkungsgrad unterstützende Maßnahmen, insbesondere die in 1 ersichtliche Kühlung des Kompressors und die Isolierung des Expanders und der Druckzelle gegen Wärmeverluste.

Due to the beginning of shortages of fossil fuel resources, a significant reduction in the fuel consumption of the new heat engine while opening up to alternative pure or blended vegetable oils, alcohols, biogas and hydrogen gas, is at the forefront. This objective is implemented with a bundle of efficiency-enhancing measures:

• • The required pressure and temperature levels are generated with low loss in a sufficiently gas-tight compressor and expander in reciprocating piston technology in cooperation with the pressure cell, stored or converted into mechanical work.
• • Long-term internal combustion gives the fuel enough time for complete combustion and keeps the thermodynamic energy directly in the propellant gas.
• • Excessive combustion prevents, above all, the formation of CO fractions.
• • Combustion of the respective fuel in the space or in the approximate equal space. This energy-saving condition is achieved by synchronous running of the compressor and expander, whose geometry is one finally achieved the associated crank mechanisms and by a suitable design of the electronic or mechanical valve control. The compressor is connected to the expander via a common shaft and disconnect clutch to make synchronism between both. The synchronous running of the compressor and expander, as mentioned above, serves to establish equalization conditions in the pressure cell during the outlet opening on the compressor and the inlet opening on the expander. Deviations from this allowed the separating clutch z. B. for the starting process.
• • Assignment of the thermodynamic process cycles to the three special, separate, simultaneously operating functional units (see also 3 Process diagram): (1) compressor that sucks in air, compresses and supplies to the pressure cell; (2) the pressure cell with integrated pore burner. The pore burner with its very large surface fuel is supplied via a universal pump for combustion until the pressure and temperature of the propellant gas in the connected storage space have reached their nominal values. The corresponding control circuits are in 4 shown. (3) the expander, which converts the pressure of the hot propellant gas by volume expansion into mechanical rotational energy.
• • One pressure control after 4 provides the supply of the propellant gas from the pressure cell for the expander under approximately constant pressure, in all practical operating conditions of the engine.
• • The division of the pressure cell motor into three functional units provides a range of design degrees of freedom, which are closed to conventional gasoline and diesel engines. This includes increasing the UT-OT volume ratio on the expander (larger stroke and / or piston diameter) beyond that of the compressor. The increased working volume of the expander converts more of the energy contained in the propellant gas into mechanical useful energy and accordingly reduces the exhaust gas losses and thus also the noise emission.
• • Further benefits of separation into three functional units are additional optimizing measures that support the overall efficiency, in particular those in 1 apparent cooling of the compressor and the insulation of the expander and the pressure cell against heat loss.

• • Die Versorgung des Expanders mit Treibgas aus der Druck geregelten Druckzelle hat einen (annähernd) gleichbleibend hohen Energie-Wirkungsgrad in allen Betriebszuständen des Motors, also von einer Teil- bis zur Volllast zur Folge.
• • Weiter bewirkt die Druck geregelte Druckzelle, dass der Expander über den gesamten Drehzahlbereich ein konstantes Drehmoment erzeugt, das z. B. auch für den Start aus dem Stand und bei Beschleunigung zur Verfügung steht. Gegebenenfalls kann dem Expander durch eine bedarfsmäßig verlängerte Öffnungszeit seines Einlassventils mehr Treibgas zum temporären Überhöhen des Drehmoments zugeführt werden.
• • Die Druck geregelte Druckzelle gestattet auch den Verzicht auf Energie verschwendenden Leerlaufbetrieb, weil das konstante Drehmoment bereits bei Drehzahl null für den Anlauf der Maschine zur Verfügung steht

While the measures described above, above all, reduce fuel consumption and allow direct operation with alternative fuels, as well as a "clean" combustion without the formation of soot, CO, C _m H _n , NO _x and a reduced noise emission, ...
... the following solution measures are aimed primarily at a more favorable operating behavior of the pressure cell engine in partial load operation, during starting, acceleration and no idling:

• • Supplying the expander with propellant gas from the pressure-controlled pressure cell results in (almost) consistently high energy efficiency in all operating states of the engine, ie from partial to full load.
• • Furthermore, the pressure-controlled pressure cell causes the expander to generate a constant torque over the entire speed range. B. is also available for starting from a standstill and acceleration. Optionally, the expander can be supplied by a need-extended opening time of its inlet valve more propellant gas for temporary overshoot of the torque.
• • The pressure-controlled pressure cell also eliminates the need for energy wasted idling operation, because the constant torque is already available at zero speed for the start of the machine

Application for a patent "PISTON PRESSURE CELL MOTOR"

Short hints to the pictures and tables:

1 : Principle of the pressure cell motor
The three functional units of the pressure cell motor are:
(1) The compressor, cooled (k)
Clock 1: suck in air (a)
Clock 2: compacting
(2) The pressure cell, thermally insulated (i)
Burn fuel (f), generate pressure and save
(3) The expander, thermally insulated (i)
Step 3: Convert pressure into mechanical (rotary) energy. Synchronous drive of the compressor via common shaft (W). Short separation by a coupling (c) z. B. when starting
Step 4: Eject exhaust gas (s)

2 : The pressure cell engine with piston compressor and expander
Hub piston technology with valves ( 4 ; 5 ; 6 ; 7 ) and crank mechanism ( 8th ) for compressor ( 1 ) and expander ( 3 ), as well as the pressure cell ( 2 ) with pore burner ( 6 ).

3 : PV diagram ("Reitz-Müller-Process") of the pressure cell motor
The abscissa represents the dimension of the volume V and the ordinate represents the pressure P.
The Reitz-Müller process extends the classic Otto or also Seiliger processes according to two marked directions. This increases the total enclosed PV area and thus corresponding to the efficiency of the pressure cell motor:
• Area (4-4'-1):
• Greater expansion ratio, regardless of the compression ratio, is an integral part of the Reitz-Müller process.
• From gasoline and diesel engine only z. B. accessible by additional turbo-charger.
• Area (2-2'-3):
• Interaction of the compressor with the pressure cell as a special feature of the pressure cell motor!
• Usual processes of piston engines after Otto and diesel or gas turbines can not do this!

4 : Control of temperature T or pressure P in the pressure cell ( 2 )
The measured variables for the pressure P and the temperature T generated by the measuring sensors P and T are compared after preparation with the maximum permissible equivalence values T _max and P _max . Current overshoots trigger a control signal (q), the dosage (Q) of the fuel injection from the injection pump (I) in the pressure cell ( 2 ) throttles until the maximum values of pressure P and temperature T are met again.
Priority on P or T and their reference values are selectable.

Tab. 1: Tabular summary of the inventive tasks and Solutions Self-explanatory.

Tab. 1

QUOTES INCLUDE IN THE DESCRIPTION

This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Cited patent literature

• - DE 4304423 [0003]

Cited non-patent literature

• - "Gegenschall expresses exhaust noise, VDI news from 15.09.07" [0016]
• - VD news from 15.09.2007 [0020]

Claims (2)

Heat engine 1 and 2 based on the patent 43 04 423 and patent application 10 2006 028 807.6 (our mark: PT1001DE, Applicants No. 115664066), consisting of three continuously operating functional units "compressor ( 1 ) "," Pressure Cell ( 2 ) And Expander ( 3 ) Characterized in that - the compressor function and the expander function are each governed by arrangements of valve-controlled ( 4 ; 5 ; 6 ; 7 ) Reciprocating piston ( 1 ; 3 ), Cylinders and crank drives ( 8th ) being represented. - The structure of the machine in three functional units constructive degrees of freedom to optimize the individual functions and thus their efficiency opens up (see also 3 ). - That the machine can be extended by more, acting on a common shaft compressor-expander pairs, which are also supplied from propellant gas from common, if necessary adapted pressure cell. Heat engine 1 and 2 according to claim 1, characterized in that - in the pore burner ( 6 ) of the pressure cell ( 2 ) runs an internal, continuous long-term combustion of the respective fuel. - The internal propellant gas is heated alternatively via continuously-long-term heated heat exchanger. - The internal combustion of the respective fuel or an external heating of the internal propellant takes place under space conditions. - Gleichraumbedingen in internal or external fuel combustion by synchronization of compressor ( 1 ) and expander ( 3 ) with mutually opposing piston movements, adapted crank mechanism and the valve control for ( 4 ) and ( 5 ) getting produced. In the inner fuel long-term combustion with the help of the large oxidation surface of the pore burner ( 6 ) and the excess air, a formation of soot, carbon monoxide and hydrocarbons is prevented and they are missing due to the complete combustion in the propellant gas or in the exhaust gas. The internal fuel long-term combustion in connection with the large oxidation surface of the pore burner ( 6 ) and the excess air direct multi-fuel operation z. B. also allows calorific value poor alcohols. - the maximum combustion temperature and the maximum pressure in the pressure cell ( 2 ) are held by regulation ( 4 ). The combustion temperature in the pressure cell ( 2 ) is regulated to a maximum value of, for example, 1400 K ( 4 ), which prevents a significant formation of harmful nitrogen oxides in the propellant gas or exhaust gas, which certainly falls short of the current official limit specification and the application of a reduction catalyst is unnecessary. Combustion temperature and pressure in the pressure cell ( 2 ) be driven to a correspondingly higher level for reasons of higher engine power and further increase in efficiency, while applying innovative materials in terms of temperature and strength and use of exhaust aftertreatment for the reduction of nitrogen oxides. - The stroke volumes of the synchronized compressor and Expanderpaares are independent of each other, so that in the expander especially against the compressor enlarged and thus more efficient volume for use and effect (also 3 ). - Propellant gas expansion in the expander ( 3 ) one opposite the compressor ( 1 ) Increased volume is available, which lowers the thermal and acoustic emission when ejecting the exhaust gas accordingly. By prolonged opening of the inlet valve ( 5 ) on the expander ( 3 ) in the working cycle, taking into account the maximum permitted combustion temperature in the pressure cell ( 2 ), the otherwise constant working torque can be temporarily increased. The efficiency of the machine by storing pressure energy in the pressure cell ( 2 ) is raised in excess heat and in overrun operation and their needs-based use. - the efficiency of air compression by cooling the compressor ( 1 ) and correspondingly benefits the overall efficiency. - the thermal losses due to thermal insulation of the pressure cell ( 2 ) and the expander ( 3 ) and thus the efficiency of the work process is maintained.