DE2544015A1 - DELAYED EXPANDING DRIVE MACHINE - Google Patents

Description

= »ATENTANWÄLTE ZENZ & HELBER · D 43OO ESSEK 1 · AM RUHRSTEIN 1 ■ TEL .: (0201) 4126 Page C 45

Howard R. Chapman Hidden Hills, California, V.St.A

Delayed expanding prime mover

Since the conception of the first internal combustion engine through Reverand W. Cecil .. (1821), at the experimental stage .. still a mixture of hydrogen and air was made to explode, internal combustion engines are developing rapidly run through, up to the useful, every mechanical complicated today's education. In the course of further development for car drives and other applications the internal combustion engine was currently the most widely used source of energy.

This development is extraordinarily useful for mankind However, it has not remained without serious problems. As the number of engines increased, so did the need for higher ones Output power · It is quite common today for motor vehicles to have an output of more than 300 hp. With increasing Performance also increased the mechanical complexity of the machine. This resulted in higher maintenance requirements, the need for better materials and considerably higher ones. roduktioTis and maintenance costs.

More serious than the mechanical complexity and cost of such machines, however, is the loss of performance and the resulting multiplication of harmful emissions. Over the past few decades, the

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sharp increase in the number of internal combustion engines in operation with their low energy yield another problem has become the focus of interest, namely atmospheric pollution. This atmospheric pollution from known internal combustion engines has been increasing a threat to public health in the world. Furthermore— This is due to the increasing demand for energy, especially with regard to the poor efficiency of the prime movers rapidly to an undesirable depletion of oil supplies in the world. The oil consumption in 1960 was about 120 million St. For the year 1990 an oil consumption of about 600 million hl is expected. It is therefore a matter of conservation of the world's oil reserves. There are three main options for this: (a) New energy sources must be used being found; (b) the efficiency of oil fuels using Machines must be improved considerably; or (c) energy consumption must be drastically reduced.

The assumption of a reduction in the consumption of energy is · none realistic possibility; although the development of new energy sources, e.g. nuclear or solar energy, is a possibility, is the manufacture of prime movers operating with such energies for general use in the near future unlikely. The most practical and most promising way of saving energy is therefore to improve the The efficiency of the "oil fuel" machines.

It is important to note that the efficiency of Brennteftmaschinen based on the percentage of braking power is directly related to the pollution properties of the machine in question. It is therefore to be expected that an improvement in engine efficiency will also lead to corresponding reductions in atmospheric pollution. '■ *

A machine with high efficiency actually results in less atmospheric pollution than one with lower efficiency because less fuel is used for the same

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made available power is consumed ..

The invention therefore addresses the framework task, the Improve the efficiency of fossil fuel powered prime movers.

Poor efficiencies also result from utilization of available thermal energy. This has contributed to almost all of the current practice heat generated in the machine with the exception of the thermal energy used to partially expand the combustion gases, is derived unused. In the invention, this, previously unused part of the generated heat is intended to increase the efficiency can be used.

Another cause of the poor efficiency of conventional Internal combustion engines lies in incomplete combustion. To increase the efficiency should therefore drive machine according to the invention be designed so that the fuel is burned as largely as possible, irodemdurch direct contact between fuel and air molecules

burn

throughout- '. / ungsprocess a blowing off, partially unburned hydrocarbons is avoided. Away- , gases such as sulfur dioxide, lead compounds and nitrogen oxides are directly linked to the problem of air pollution. The nitrogen oxides represent a particular problem. In the system according to the invention, the structural and functional characteristics provided so that the nitrogen oxide emission is reduced into the atmosphere. In order to understand the invention it is important to note: that Nitric oxide is very poorly soluble in water. On the other hand, when nitrogen ipsmact is brought into contact with water it breaks down into an aqueous solution of nitrate Acid and nitric acid.

The full meaning of this fact in relation to the present Invention arises after knowledge of the structure and the

Functioning of the system according to the invention. First of all, suffice it to say that the invention has made these facts can be used to largely eliminate harmful exhaust gases from the system.

The invention also makes it possible to provide a drive system "in which the properties with respect to pollutant emissions are controllable or controllable ..

In addition, the thermal efficiency and the yield of the available fuel energy should be compared to conventional Gasoline and diesel internal combustion engines are significantly improved. According to the invention there is a prime mover Proposed with the expansion retarding properties, in which one or more expansion chambers next to and separately are arranged by the combustion gas expansion chambers, from whose location the useful work derived from the combustion gases will. The combustion is initiated and completed in these relatively distant combustion chambers, which has hitherto been the case Systeney of a comparable kind, unattainable combustion— Efficiencies can be achieved.

The combustion chamber and the valves are cooled with water or another suitable coolant in a cooling jacket surrounding the combustion chamber. That used in this way Coolant, which is referred to as water in the following, is transferred from the machine parts and the combustion chamber housing to a Heated temperature sufficient to turn the water into steam turn over when it is introduced into a water jacket surrounding the combustion chamber. Another cooling the combustion chamber overheats the steam.

The combustion gases and the superheated steam are removed from the combustion chamber or the water jacket by means of suitable valve arrangements passed into a first or primary expansion chamber, in which the steam / fuel com ination for obtaining the first stage

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a usable output power is expanded.

After the initial expansion of the steam / fuel combination in the primary expansion chamber, the remaining partially expanded mixture in two secondary expansion chambers conducted, which are arranged on both sides of the primary expansion chamber. In these secondary expansion chambers is the gas mixture continues to expand in order to gain a high percentage of the available energy by almost total expansion of these gases. One the primary and secondary expansion chambers interconnecting common The output shaft forms the output for the power or energy thus obtained.

In the overall system according to the invention, there are two drive sources of the type described above, namely a primary drive source as the main drive and a secondary drive source intended to support the primary machine in driving the load and / or for certain auxiliary equipment. These Power sources are suitably provided with a heat exchanger system and a device for collecting contaminants connected and are available with a sterter, an overcompressor, a pump, feeders and other devices in connection that are required for the functions of the overall system.

With the help of this drive system, which works with delayed expansion, a significantly increased power output and thus an improved degree of efficiency is achieved and the connection of exhaust gas control devices is made superfluous. The system according to the invention can be implemented with a compact design and is suitable for use instead of conventional internal combustion engines in motor vehicles, aircraft and ships, in particular where the size, weight and high output torque e are of great importance. With the system according to the invention , complicated ignition systems are avoided. The system has excellent acceleration properties; included

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are the relative speeds of neighboring moving parts in comparison to usually «permissible speeds small amount. The fuel is burned in a specially designed combustion chamber before utilizing the combustion products in the production of usable energy.

A rotary machine is preferably used as the drive source, but reciprocating piston devices can be used can also be used in the overall system.

The invention is explained in more detail in the following description in conjunction with the drawing. Show it:

Figure 1 is a schematic view of the basic system of the invention;

Fig. 2 is a schematic view with reciprocating Power components (pistons);

Fig. 3 is a perspective view of a

Rotary machine assembly according to the invention ;

FIG. 4 is an exploded view of the rotary machine assembly of FIG. 3;

5 is a sectional view of the rotary machine assembly taken along section line 5-5 of FIG Fig. 3;

6 is a longitudinal section of the rotary machine assembly taken along section line 6-6 of FIG. 3 with part broken away;

FIG. 7 shows a cross-sectional view through a valve plate along the section line 7-7 in FIG. 6, wherein Parts are broken away to show a second valve plate;

Figure 8 is a cross-sectional view of a typical valve from Fig. 7;

Fig. 9 is an enlarged partial sectional view through a Rotor and blade arrangement corresponding to circle 9 in FIG. 5;

10 shows a view of a blade or a wing along the section line 10-10 in FIG. 9 after rotation through 90 ° and with parts broken away to require ^^ gl ^ gtyuijig ^ r training;

11 is a plan view of a wing according to

10 in the direction of arrows 11-11 with a part broken away;

Figure 12 is a sectional view of a portion of the wing taken along line 12-12 in Figure 10;

Figure 13 is a view taken along line 13-13 of Figure 10;

14 is a perspective view of the shoe carrying the shovel;

Fig. 15 is an enlarged view, partially in section, taken along line 15-15 in Fig. 9;

FIG. 16 shows a further enlarged sectional view of the zone denoted by the arrow 16 in FIG. 15; FIG.

17 is a top plan view of a typical combustion chamber of the invention with parts broken away;

18 shows a sectional view of the combustion chamber according to FIG. 17;

19 shows a plan view of the combustion chamber in the direction of FIG Arrows 19-19 of FIG. 17 with parts broken away;

20 shows a schematic representation of the entire drive system according to the invention including the rotary machine parts;

21 shows a view of a heat exchanger used according to the invention;

22 is an enlarged section through a flail area;

Figures 23 and 24 are fuel energy distribution diagrams of internal combustion engines; and

Fig. 25 is a fuel energy distribution diagram of the machine system according to the invention.

In the following, the invention will be described in connection with a particular system which includes a plurality of selectively combined components. The various components in their system-related arrangement to one another, which will be described below, can be modified or changed to a wider extent within the scope of the inventive concept. Above all in the sense that the system is tailored to specific applications .

The combustion chamber working with delayed expansion is that

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Heart of the system according to the invention. The construction and the function of the combustion chamber ensure the desired complete Combustion of the fuels in the drive engine system and thereby solves the problem on which the invention is based.

1 shows the basic diagram of the combustion chamber operating with delayed expansion in combination with its cooling system, connected to the power consumption and conversion section of the system. The scheme represents a typical valve system for Connect the combustion chamber to the prime mover unit. The overall system is denoted by reference numeral 10, the combustion chamber section designated by 12 and the prime mover section by 14. The combustion chamber and engine sections are through the broken line 16 divided.

The combustion chamber 18 is the unit in which the combustion of the fuel / air mixture is not only initiated, but is terminated. The fuel is introduced into the combustion chamber 18 via a supply line 24. Pressurized hot Air from the expansion chambers, which are described below is introduced via air lines 26 and 27. The burn begins due to the heat of compression upon insertion the fuel / air mixture, supported to the necessary extent, especially during the starting periods, by a glow plug (Not shown).

Preheated water is in a combustion chamber 18 surrounding it Water space 22 passed. The space 22 forming the water jacket is delimited on the outside by a wall 20. The water gets through a line 28 into the water space 22 and there is jerky to steam. Transferred from the combustion chamber 18 into the water chamber 22 additional heat causes the steam to overheat.

As soon as the combustion process in the combustion chamber 18 has ended and the steam in the water jacket 22 is overheated, both transfer the combustion gases as well as the steam from their respective chambers via lines 30, 31, 32 and 33. Control

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valves 34 and 35 are in lines 32 and 33, respectively and valves 36 and 37 arranged in the opening lines 38 and 39 for controlling the steam and fuel gas flow. The resulting gas / vapor mixture is then introduced into a primary expansion chamber 40 for pre-expansion takes place. The output power obtained from this expansion can be taken from the crankshaft 42.

The gases are in the drive unit 40 as far as possible

-ion-expanded and then into the secondary ei expansion chambers or Drive units 48 and 50 passed via lines 44 and 45 and control valves 46 and 47. The crankshafts of the Secondary drive units 48 and 50 are integral with the crankshaft 42 driven by the drive unit 40 or connected, so that the output powers of the three drive units are additively superimposed. To this end are the output devices within the drive units 48 and 50 opposite the output device of the drive unit 40 out of phase by 180 °.

The expanded combustion gases and steam in the propulsion units 48 and 50 are diverted through valves 56 and 57. While these valves are open, fresh air comes in from the supercharger via control valves 63 and 64, displaces the exhaust gases from the drive units 48 and 50 and provides for an introduction of fresh air during the compression stroke of the drive units 48 and 50 Via the lines 26 and 27 and the control valves 54 and 55 into the combustion chamber 18. The compression of the fresh air generates heat increases the temperature of the air inside the combustion chamber to such an extent that combustion is initiated, as soon as fuel is injected, i.e. the compression is driven until the ignition temperature is reached. This is done in a similar way to the diesel engine.

Because of the excess air in the combustion chamber and because of the oxygen Any excess that supports the combustion increases the efficiency of the system.

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Although it is desirable that the air introduced into the combustion chamber is at least relatively free of exhaust materials, it is important that there is an excess of oxygen in the Exhaust gases reaching the heat exchanger is present. Therefore, in the system described, part of the remainder becomes

via the hot gases from the drive units 48 and 50 lines 52 or 53 and control valves 54 and 55 are introduced into the lines 26 and 27 in order to be used as a compressed air source in the combustion chamber 18 to be returned. The excess exhaust materials are discharged via lines 56 and 57 as well as via the associated control valves 58 and 59 derived. As will be explained in more detail below, supported the excess oxygen causes the conversion of nitrogen oxide to nitrogen dioxide for subsequent absorption the water.

Overpressure valves 60 and 61 are provided in bypass lines 26a and 27a, which protect the combustion chamber 18 from overpressure. Control valves 62 and 63 are arranged in the lines 64 and 65, which lead to the drive units 48 and 50 and are connected to a supercharging compressor, not shown in the drawing, to compressed air into the secondary chambers to introduce. As a result, the drive units 48 and 50 are cleaned of exhaust gases, while the valves

58 and 59 are open and there is fresh air via lines 26 and 27 during the compression stroke of the drive units passed into the combustion chamber 18 when the valves 58 and

59 are closed.

An essential feature of this working with delayed expansion chamber system is that the in the combustion chamber 18 taking place combustion process can be carried out under real constant volume conditions to the end and during no gas expansion is allowed in this combustion phase. This is where the system described differs contrary to the combustion cycle in a conventional one Internal combustion engine in which the expansion of the gases to be burned begins immediately after their ignition and during the

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entire combustion process is continued.

Indeed, the combustion process can take place in such a

fich e from the presence

of unburned hydrocarbons and carbon monoxides results in the exhaust gases from internal combustion engines. The reason for the presence of such unburned products becomes clear when one takes into account that during the expansion of gases, so during the combustion process with a conventional internal combustion engine, the temperature drops while the temperature would increase ^ if the gases constant volume during the combustion process would be held. Such a decrease in temperature is unfavorable for the combustion process. Also be the oxygen and fuel molecules further separated and can during such expansion unite worse than in the case of the YYES of constant volume ratios. In fact, many molecules do not combine at all and therefore do it is impossible to complete an optimal combustion process.

In contrast, in the invention, the volume of the combustion chamber 18 is never changed. Hence it takes place in this constant Chamber volume a complete combustion takes place, wähaaid the expansion device in the machine part of the system makes a rotation of approximately 180 °. It can therefore be said that the expansion of the burning gases is retarded over such a cycle. These gases are only released after this delay and passed into the expansion chamber after complete combustion.

This leads to a combustion process in which the temperature and the pressure in the combustion chamber begin to rise immediately after the combustion is initiated. This in turn leads to a Rise in temperature and pressure of increased intensity. This intensity of the combustion phenomena increases continuously

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with increasing temperature, and the oxygen and fuel molecules come closer to each other because of the higher pressure, increasing the likelihood of their Association grows in the course of the combustion process. The time lag during this process leads to another Advantageous factor, which is that the fuel molecules sufficient time is available to combine with the excess oxygen molecules, whereby a complete combustion and an emission of combustion product! without unburned hydrocarbons or carbon monoxides is guaranteed.

The nitrogen oxides formed in spite of complete combustion are eliminated in a further part of the system, which is described below. The combustion chamber working with delayed expansion thus leads to a drastic one. Improvement of the combustion efficiency and the fuel utilization and represents a machine system that works practically without pollution. As will be described in more detail below, the delayed compression system also creates the possibility of further utilizing part of the heat conducted past the combustion chamber walls. This type of heat is normally lost in internal combustion engines. The heat losses under such circumstances are usually about 30 % of the fuel energy and this energy is consumed in the cooling system. In the present system, the heat in the water jacket 22 is utilized due to the conversion of the water into steam under high pressure. The energy obtained in this way is then used to support the machine drive. Approximately 50 % of the heat obtained in this way is converted into energy that can be used by the primary machine. Another 20% is used in the additional machine. This significantly improves the efficiency of the overall system.

It should be pointed out that the basic principles of

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written systems for both RotafcLon machines and can be used in piston engines. Although the system described is preferably applied to rotary machines and the invention is also described in more detail below with reference to rotary machines, this is shown in Pig. 2 The schematic system shown shows a typical application of the invention to a piston engine.

The system designated as a whole with 70 has a combustion chamber 72 on. The only for the sake of clarity of that. Combustion chamber 72 surrounds separately shown water jacket 74 per se the combustion chamber essentially in the manner shown in FIG. Similar to the operation of the In the system of FIG. 1, combustion chamber 72 receives fuel through line 76 and air through lines 78 and 79. The air flow is controlled by the valves 80 and 81. A valve 84 is arranged in an outlet line 82, which controls the outlet of combustion gases from the combustion chamber 72 to a primary cylinder 86.

The water jacket 74 is fed via a line 88, and the superheated steam leaves the water jacket 74 through an exhaust line 90 and a valve 92. A pressure relief valve 91 is in a line 93 between the combustion chamber 72 and the water jacket 74 turned on, and pressure relief valves 94 and 95 are arranged so that they. In the overpressure state Can conduct gases via lines 96 and 97 to two secondary cylinders 98 and 100.

Two fresh air supply lines 102 and 103 have control valves 104 and 105, which control the supply of fresh air to the secondary cylinders 98 and 100.

Channels 106 and 107 in / to the primary and secondary cylinder accommodating housing 108 lead from the primary cylinder 86 to the secondary cylinder 98 and 100 · in the channels 106 and 107, control valves 111 are installed hound. Exhaust ducts and 113 from the secondary cylinders 98 and 100 are through

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two valves 114 or 115 controlled

A primary piston 116 is slidably mounted in the primary cylinder 86 on a crankshaft 117. Two secondary flasks 118 and 119 and respectively ^ en secondary cylinders 98 and 100 displaceably arranged. They are also mounted on the crankshaft 117 and drive them in cooperation with the rotational forces derived from the piston 116.

In the BeteLeb, fresh air is supplied by a supercharger Secondary cylinders 98 and 100 via lines 102 and fed as pistons 118 and 119 approach are in their bottom dead center position. As the pistons move upwards, the air is compiled and transported through the control valves arranged in lines 78 and 79 81 and 81 driven into combustion chamber 72. Fuel is injected into combustion chamber 72 through line 76, and the The air / fuel mixture is combined with the high temperature resulting from the compression of the air ignited a catalytic material lining the combustion chamber 72 and a glow plug (not shown). Since that Valve 84 is closed at this point, the Combustion ceases completely without a change in volume, essentially as described with reference to FIG. 1 has been.

Water is supplied to water jacket 74 via line 88; this water cools the outside of the combustion chamber and is converted into high-pressure steam on contact with it.

The air / fuel mixture is in the. ι Combustion chamber 72 ignited ^when the piston 116 is approximately in the bottom dead center position. The combustion is continued until the piston approximately reaches its top dead center position, whereby a piston movement of 180 ° takes place during the combustion process. The valve 84 is then opened and allows the high pressure gases to escape into the cylinder 86

the gas expansion is driven downwards. When the pressure in the combustion chamber 72 drops, the pressure of the im exceeds Water jacket 74, the force holding the control valve 92 normally closed, whereby the Valve 92 is opened. This allows the steam to pass through the

Outlet line 90 and escape via control valve 92, empties the combustion chamber and passes via line 82 and valve 84 into cylinder 86, whereby the downward pressing of piston 116 is supported. Via this, the combustion gases are expelled from the combustion chamber by the steam, which prepares the reception of a new fresh air charge. When the piston 116 has reached the bottom dead center position, the secondary pistons 118 and 119 are in their top dead center position, and the exhaust gases in the cylinders 98 and 100 are expelled through the exhaust gas ducts 112 and 113 and the valves 114 and 115 installed there. Relatively fresh air is fed into the combustion chamber 72 via the lines 78 and 79 in accordance with the setting of the control valves 80 and 81. At this point in time, the valves 110 and 111 are open and allow the gases pre-expanded in the primary cylinder 86 to escape via the channels 106 and 107 into the secondary cylinders 98 and 100. This will force the pistons 12 and 119 downward according to the pressure of the gases in the associated cylinders. The piston 116 simultaneously moves upward and completely expels the gases from the cylinder 86.

The valve 84 is closed during the discharge stroke of the cylinder. In conjunction with the combustion-dependent pressure increase in the combustion chamber 72, this prevents the gases from flowing back into the combustion chamber. As soon as the pistons 118 and 119 reach the bottom dead center position, the valves 114 and 115 are opened and release the gases which are now practically completely relaxed . Since the secondary cylinders are significantly larger than the primary cylinder, only part of their volume is required to compress the gases entering the combustion chamber 72. Therefore ^we <* approximate the first half of the corapression

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takts to expel the exhaust gases from the cylinders and _t the remaining stroke is used for compression purposes. Valves 114 and 115 are closed at an appropriate time to enable this process.

With this arrangement, each downward stroke of each of the pistons is a drive stroke. A V-6 arrangement with two rows of Three-cylinder groups of the type described above produce the same performance as a conventional V-8 internal combustion engine, but with significantly higher efficiency.

This system can also be adapted to a four-stroke engine, in which the valve arrangement is changed so that a delay of 360 ° takes place in the combustion chamber before the expansion phase is initiated. In such circumstances, the usual intake, work, discharge and compression strokes are used. It may also be desirable that only a secondary piston and cylinder is used together with the primary piston-cylinder unit. In this case the Secondary cylinder - approximately twice the size of that shown in Fig. 2 shown secondary unit with the same size of the primary unit.

The machine part of the system according to the invention is shown in detail in FIGS. 3 to 19, the overall machine being shown in FIGS. 3 and 4 and denoted by 120. The engine has three main sections, a central or primary main rotor and combustion chamber section 122 and two secondary rotor sections 124 and 126 flanking the main rotor section on either side. Since the two secondary rotor sections 124 and 126 are usually identical with the exception that one is left-hand and the other is right-hand, only one such section will be described below. Accordingly, the reference symbols and information apply in the same way to both sections. It may still be desirable that only one secondary rotor section be used with one primary rotor section. In this case, the secondary rotor section should be larger

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than the rotor section shown in FIG. In this case, the end face of the opposite the secondary rotor section is Primary rotor housing 128 almost closed.

The main rotor combustion chamber section 122 has the above-mentioned cylindrical housing 128, which is broken away in FIG Parts is shown to show the associated components. In an inner surface 129 of the housing (Fig. 5) are eight axially extending Channels 130 formed.

In the cylindrical housing 128 there is a rotor 132 on a crankshaft 134 mounted or held in an oscillating manner. The crank 136 of the crankshaft 134 extends axially through the rotor 132.

Eight vanes 138 and 138 a to g, which can be moved to and fro with respect to the rotor 132, are mounted in the rotor 132. The rotor and the vanes are shown in Fig. 4 in a shortened perspective. Of course they extend the full length of the housing 128 for relative movement therein.

In addition, in the rotor 132 there are several, in the present case 8, thin cranks 140, each with a crankshaft 142, two Offsets 144 and a crank portion 146 arranged. This construction is best seen in FIG.

Between the housing 128, the rotor 132 and the associated vanes 138, several expansion chambers 150 and 150a to g are formed, the volume of which changes when the rotor 132 moves along the orbital path on the crankshaft 14 2 according to the setting of the small cranks 140.

The blades 138 and rotor 132 are shown in greater detail in FIGS. 9-14. Typical blades 138 and 138h are shown in FIG. They are movably mounted in the cylinder housing 128 , the rotor 132 being moveable relative to them . Each wing has a plurality of relatively movable parts.

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A central portion 152 (Fig. 10) has grooves 154 and 156 in the associated cards and edge regions 158 and 160, respectively; A tongue 162 with sloped edges 164 and 166 extends from a third side of the central portion 152 (Fig. 13). Edges, such as that at 168, extend outward from the bottom of the grooves 154 and 156 at the same angles- ' each other like the two sides of the middle section 152.

Close to the edges 158 and 160 of the central section 152 two side sections 170 and 172 adjoin, which together define a groove l ^ g at their outer ends; this groove has a semicircular curvature, can be seen in Fig. 13, the blade or the wing 138 ends at the marginal edges 174a and 174b shortly before contact is made with the inner surface of housing 128.

In addition to a section of the groove 174, the side section 170 also has a tongue-shaped component 176, which is supported by its Inner edge 178 extends and slidably engages in groove 156 of central section 152. Similarly, the Side portion 172 has a tongue 180 which extends from an edge 182 and slides into the groove 154 of the central portion 152 borders.

At the lower end of the wing 138 is a U-shaped wing support shoe 184 arranged. It has a web part 186 connecting two sides 188 and 190, wherein between the a groove 192 g & Lldet is on both sides. The groove 192 takes the Tongue 162 of the middle section 152 in full sliding position.

A pair of wedges 194 and 196 are arranged in the groove 192 between the web portion 186 and the edge 164 of the tongue 162. Extending outwardly from the ends of the wing support shoe 184 are projections 198 and 200, each of which has two convex curved surfaces 202 and 203 with a threaded hole 204 communicating between the outer end of the associated projections and the groove 192

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is received in each of the threaded holes 204. Each of the Compression springs press against the corresponding wedge 194 and 196 and are compressed by a spring 208. The wedges are thereby pushed inwardly causing the central wing portion 152 to move up and away from the web portion 186 of the carrier shoe 184 moved away. This happens because of the cam action between the wedge 194 and the tongue edge 164. By this action, the side sections 170 and 172 of the wing upwards and under the action of the angled sides of the wing sections lying one on top of the other pushed outwards.

The lugs 198 and 200 lie in two annular grooves 210 and 212 which are formed in the side walls, and are in these Grooves held by two support shoes 214 and 216 (the latter not shown).

Each wing support shoe (Fig. 14) has a concavely curved Surface 218 which is adapted to the curvature of the inside of the groove and runs on this in a sliding fit. The opposite Side 220 is also concave in shape and hugs the curved surface 203 of the projection 198 or 200 that it supports. One end 222 of the bearing shoe or 216 abuts against the bottom surface of the groove 110 or 112, while the opposite end 222 abuts against the adjacent shoulder 223 or 224 of the bearing shoe 184. If the Rotor 132 sliding the blades back and forth support the carrier shoes moving back and forth in grooves 210 and 212 214 and 216 the wing 138 over the lugs 198 and 200 with the shoes moving back and forth and the lugs move appropriately in the shoes in the manner shown in FIG.

In the groove 174 at the outer end of each wing 138 there is a sealing lip 225, one surface of which is »semicircular. molded and slidably held in groove 174. The other surface 227 of the sealing lip is curved for sliding movement and sealing engagement with the inner surface 129 of the

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cylindrical housing 128 to facilitate »The curvature of the sealing surface 227 has a Radius equal to half the length of the wing 138. Also, the curved lower surfaces 203 of the lugs 198 and 200 with the curved mating surfaces 220 of the wing hinge shoes 214 and 216 have this radius.

As can best be seen in FIGS. 10 and 11, each sealing lip 225 is of conventional design, but not more necessary Way, provided with an adjustment device having a sector seal, the first section 228 is provided with a groove 230 and a cavity 232. A second section 234 has an extension 236, slidably disposed in groove 230 and including a cavity 238 aligned with cavity 232. A compression spring 240 is inserted into aligned cavities 232 and 238, which is normally the two Seeks to push sealing sections apart and thereby create a seal between the corresponding ends 242 and 244 of the Sealing lip 222 and the adjacent chamber walls causes.

The wings 138 are therefore adjustable in all respects, whereby the wiping and sealing properties at the contact points can be improved with the housing surfaces.

The rotor 132, as best seen in FIGS. 5, 9 and 15, has a head 246, an annular plate 248 and a central. Hub section 250 on. A separate storage part 252 is seated with a press fit in the hub part 250 and is pushed onto the crank 136 of the crankshaft 134. The rotor 132 has T-shaped recesses 254 for the attachment of the wings 138 and the wing carrier to be described below. The ring plate 248 is also with eight holes 256 for The crankings of the small crank parts 140 are accommodated.

Basically, to minimize hot gas and

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Steam leaks from the expansion chambers 150 through the chamber seals seal effectively. It must therefore be paid special attention to the execution of seals that are able to prevent leakage currents between the rotor, the blades and the side walls of the expansion chamber. Wing seals and sidewall seals are among these Purposes. The surfaces of such seals and - as far as possible - the corresponding mating surfaces should lapped before use. In addition, the sealing corners should not be chamfered. Of concern to the Sealing properties of this system is the fact that no wing at any time has a sealing surface that is touched by another wing. The mating surfaces become increasingly smoother during operation due to wear, whereby the sealing properties are improved.

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Each section of the motor head 246 faces between corresponding ones Recesses 254 several grooves 258 - in this case three - on each. Each of these grooves 258 has one in the longitudinal direction arranged wave spring 260, which is arranged on the groove bottom. A sidewall seal 262 in each Groove is firmly in contact with the wave spring 260, its outer edge being exposed to rest against the side wall of the expansion chamber. These sidewall seals are shaped to that they fit snugly and tightly into the grooves 258. They can be made of any suitable sealing material, e.g. Graphite, graphite-containing metals, or other materials with suitable lubrication and ability properties will. The seals 262 extend beyond the T-shaped recesses 254 on both sides and are constantly pressed against the expansion chamber walls by the wave springs 260 (FIGS. 9 and 15).

In the outer region of each T-shaped recess 254 and wedged between the rotor head 246 and the adjacent one Wing 138 is a wing cover support block 264-arranged, the three section with a central section 264a and two side sections 264b and 264c, which are also referred to below as the left and right portion are designated. The middle section 264a is shown in FIG. 15 as a wedge with two inclined surfaces educated. The sloping surfaces 266 and 267 of each section 264 are the left and right sections 264b and 264c adapted so that when a force is applied radially inward on the central portion 264a, the side portion 264b and 264c due to the wedge action of the middle section 264a against the side walls of the housing and against the side of the adjacent wing 138.

Each portion of the wing seal support block 264 has a plurality of grooves 270 in its surface 268. Each of these grooves includes a wave spring portion 272 and a sealing segment 274. The wave spring portion and the sealing segment are shaped so that they are within the associated support block ab-

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Cut to fit into the groove · Although the grooves 270 in the different Block sections are precisely aligned during installation, which can result in wear and tear on the parts and adjustment a device to be described sometimes leads to misalignment to lead. In this case, the block portions of springs and seals simply slide along surfaces 266 and on top of each other and remain in sealing mutual engagement

In either case, the wave spring sections 27 are 2 and the sealing segments 274 formed in the same groove, in principle, as in connection with the springs 260 and the side seals 262 has been described within the rotor head grooves 258 is. The shaft seals 272 press with a constant force against the seal 274 and cause it to abut strongly the wings 138.

It can be seen that the left and right support blocks 264b and 264c three additional grooves 276 on their side surfaces contained in rotor block 132. Thus, the seals 262, which are located in the grooves 258, extend over the edge of the T-section 254 out and into the grooves 276, the ends 278 of the seal 262 being concave so that they fit onto the convexly curved ends 280 of the sealing segments. The entire rotor head is through this sealing arrangement 246 along with wing seal support blocks 264 completely surrounded by a series of spring loaded seals. This creates a full perimeter seal for the rotor head is created, which is used to seal the seal formed between the rotor head, the blades and the cylinder housing 128 Chambers 150 contributes.

Extending from the edge of the rotor head 246 at each of the T-shaped recesses is a circumferential lip 282, which the Retains blade seal support blocks 264 and prevents movement of the same outwardly beyond the rotor head.

In addition, the wing seal support blocks 264 are provided with a

S 0 9 8 1 5/0

Provided adjusting device that facilitates their ^E instellung in the radial direction. This adjustment device is formed by an adjustable wedge assembly 284 which is arranged in two channels. As shown in FIG. 16, a first channel 286 extends at right angles inward from one side of the ring plate 248 toward the rotor centerline and terminates within the head 246. At the inboard end of the channel it meets a second section, the is designated 288 and is perpendicular to the channel 286. The channel 288 is open at the edge of the head 246 and is aligned with a funnel-shaped recess 290 within the wing seal support block 264a. A short pin with tapered ends 292a and 292b is arranged in the channel 288. A second short pin 294 with a tapering end 294a is arranged in the channel 286, the tapered ends of the two pins 292 and 294 engaging one another in a wedge shape. A compression spring 296 presses against the pin side opposite the pointed end of the pin 294 and is compressed by a screw 298 screwed into the channel 286.

With this adjustable wedge arrangement, the pin 292 in the channel 288 can be moved outwards into Direction of the seal carrier block 264a can be adjusted. The pointed end 292a of the pin 292 extends into the Recess 290 and presses against an inner part of the outwardly expanded wall. This will create the wing seal carrier block 264 loaded radially inwards. This movement of the middle section 264a urges the left section 264b and the right Section 264c outwards, making a good seal associated sealing surfaces is achieved · One such adjustable wedge assembly 284 is for adjusting each of the sixteen Seal carrier blocks provided.

A plurality of combustion chamber and steam generating arrangements, which were previously provided with the reference number 122, are attached to the circumference of the housing 128. Since all arrangements 122 are identical

609815 / 04U

are formed, only one is described below. In the illustrated embodiment, eight arrangements of this type are provided, one arrangement in connection acts with each of the expansion chambers 150-15Og. Therefore, these assemblies 122 are on the outer surface of the Rotor housing 128 attached, one of these arrangements each being located radially outside of one of the expansion chambers, so that the gas passages between the combustion chambers and the expansion chambers have a minimum length.

Each combustor and steam generator assembly 122 has a center section 300 and cover or valve housing sections 302 and 304 (see FIGS. 3 to 5 and 17 to 19). The assembly 122 is made up of at least one, but usually three bolts 306 held together. The end portions 302 and 304 are by means of radially extending bolts 308 is screwed to the cylindrical housing 128.

The middle section 300 has a cylindrical outer housing 310 which is comparable to the wall 20 of the water jacket in FIG. 1 is, and a cylindrical inner housing or a combustion chamber wall 312, the latter with the combustion chamber 18 in Fig. 1 is comparable. The outer and inner housings 310 and 312 define a water or steam jacket therebetween 314, which is comparable to the water jacket 22 according to FIG. 1. Since the steam jacket 314 is used to accommodate superheated steam

2 a pressure of approximately 70 kg / cm and temperatures of approximately 290 ° C must be suitable,. It is necessary that the material and thickness of the outer cylinder jacket 310 withstand such environmental conditions. Corrosion-resistant steel can be used, for example, for this housing part.

The combustion chamber 312 is provided with a combustion chamber lining 316. This lining can consist of a porous, ceramic material, similar to pyroceram. The inside of the liner has a plurality of irregular protrusions 318 disposed along the inner circumference of the liner

609815/0444

are. The resulting irregular surface creates turbulence when fuels are fed into the combustion chamber which supports the complete mixing of the fuels. In addition, pressure waves are generated from the projections broken, which otherwise have destructive effects in the combustion chamber, especially under resonance conditions and lead to losses in combustion efficiency. The randomly irregular surfaces / defuse the pressure waves or their effect in that they reflect and scatter the energy in vMe directions and the build-up of Prevent pressure waves in one direction.

The combustor liner 316 is covered with a catalyst, e.g. B, soaked in platinum or another suitable material, to ensure that the combustion of gases in the chamber is already initiated at a relatively low temperature will. The ceramic material itself, which has a low heat conduction or heat transfer coefficient, ensures that the temperature of the liner 316 is kept high from one combustion cycle to the next remain. This helps ensure that combustion is initiated promptly in each successive cycle. Once this material has been heated during a combustion process, it conducts; a constant flow of heat from the combustion chamber 320 to the inner cylinder housing or to the combustion chamber wall 312.

The combustion chamber wall 312 is made of a strong, tough material, e.g. B. a WoIfram-Cobalt alloy, which has relatively good thermal conductivity and thereby facilitates the transfer of heat from the combustion chamber into the steam jacket 314.

The lid sections 302 and 304 serve a dual purpose. On the one hand they form closures for the steam jacket 314 and the combustion chamber 320 and secondly a housing for receiving valves and cannulas for supply and discharge of steam, air, fuel and exhaust gases ·

609815/0444

The cover sections 302 and 304 have annular grooves 322 or 324 into which the two front ends of the outer housing 310 are used. Circular recesses 326 and 328 are also provided in them, into which the ends of the combustion chamber wall and the combustion chamber liner 312 and 316 are inserted. A cylinder head gasket 330 is in each annular groove 322 and 324 and seals the ends of the housing 310. Also in the circular recesses 326 and 328 a cylinder head gasket 332 is provided for sealing the shell 314 and the liner 316.

The inner surfaces 334 and 335 of the cover sections 302 and 304 are curved so that they exactly meet the outer surface 128a of the central rotor housing 128 fit. Grooves 33 and 337 are in associated surfaces 334 and 335 educated; they receive seals 337a and 337b which tightly connect to housings 124 and 126 of the secondary rotor section when the entire rotary machine is assembled in the manner shown in FIG is.

Inside the end pieces 302 and 304 are continuous chambers 338 and 340 which receive water or steam for introduction into the steam jacket 314. A series of channels 342 leads from the interior of the steam jacket 314 to the chamber 338. In the illustrated embodiment (FIG. 19) there are eight channels 342 provided. Identical channels 344 also lead from the steam jacket 314 to the chamber 340. In addition, there are more valves in the end pieces or cover sections 302 and 304 and connecting channels are formed which allow the entry and exit of water or steam into and out of the. Steam jacket

314 allow air to be introduced into the combustion chamber 320 and exhaust gases from the combustion chamber to the expansion chambers.

Two of these valves are in channels 346 and 348 (Fig. 18 and 19) built in from surfaces 334 and 335 via through-channels in the secondary rotor sections 124 and 126

60 9 8 15/0444

and which will be discussed in more detail below. Control valves 350 and 352 are in channels 346 and 348 built-in. They control the supply of preheated water and / or steam from secondary rotor housings 124 and 126 to the Chambers and 338 and 340 or via channels 342 and 344 to steam jacket 314, where the water or steam to about 290 ° C

2 is heated and a vapor pressure of approximately 70 kg / cm evokes. When the pressure in the combustion chamber 320 drops, it opens preheated, high pressure steam a conventional valve, e.g. B. a spring-loaded control valve 354 in a channel 356 (FIG. 18), the chamber 338 connects to the combustion chamber 320. The steam flowing into the combustion chamber 320 through the control valve 354 cleans the latter of the products of combustion. The steam then follows the combustion products into the expansion spaces of the first expansion chamber 40. Each of the aforementioned control valves is operated by differential pressure. Heat is through the combustion chamber wall 312 transferred to the steam located in the steam jacket 314, whereby the latter is further heated. If the reducing vapor pressure reaches the value that initially caused valves 350 and 352 to open, exceed the forces of the compression springs in these control valves the residual pressure in channels 346 and 348 and cause these valves to close. The control valve 354 works in a similar way.

A channel 360 with an opening 358 to the combustion chamber 320 (FIGS. 19 and 20) is provided in the two end pieces 302 and 304, which has a side branch 362 in which a pressure relief valve 364 (FIGS. 17 and 18) for protection against excess pressure is provided during the combustion process. Channel 316 also faces surface 334 of the valve housing in connection. In the channel 360, a snore valve seat 366 is arranged near the surface 334, which is the seat for a Forms snore valve 368, the head of which rests on the seat 366. When opening the

$ 098-16 / 0444

The snore valve allows combustion products (exhaust gases) and steam from the combustion chamber 320 into one of the expansion chambers 150 formed in the primary rotary drive machine unit 120 can be introduced.

Air is introduced into the combustion chamber 320 from air ducts 370 and 37 2 which are connected to the combustion chamber 320 by an or both associated surfaces 334 or 335 of the valve housings 302 and 304 communicate. In every such A control valve 374 is installed in duct 370. The control or Control valve 374 remains during the combustion process closed and opens due to a differential pressure when the pressure on the combustion chamber side drops when valve 368 is opened.

"Approximately in the center of the valve housing 304 is a fuel injector 376 arranged, which emits a finely atomized jet. This will initiate the combustion immediately supports that the injector 376 is arranged in the combustion chamber protruding and the fuel against the wall 316 directs under maximum atomization. The nozzle 376 is conventionally exposed to housing heat through a suitable Material (not shown) isolated.

As best seen in Figures 3 and 5, a manifold 378 connects the various fuel injectors 376. Appropriate control means, both conventional and specialized, act on the Nozzles 376 in such a way that the correct injection sequence is maintained.

A glow plug lead 382, agitate end, a glow plug 384 is connected, is on the opposite of the injection nozzle 376 Side carried out through the valve housing 304 into the combustion chamber 320. Insulation material 386 surrounds the. Line 382. The line is connected to an energy source, not shown in the drawing, via which the glow plug 384 is kept glowing continuously during operation. This will ensure the safety of the ignition of the fuel and the complete Combustion increases · fin'flgifi / flZiÄ

Reference is again made to FIGS. 3 to 6. The secondary rotor sections 124 and 126 each have secondary rotor housings 390 and 392, which are usually identically formed left and right sections. the Housings 390 and 392 each have ring flanges 394 (not shown) and 396 at the inner ends that into grooves 336 and 337 in the ends of the combustion chamber assembly 122 border. These annular flanges 394 and 396 abut against the valve plates 398 and 400 when installed. The valve plates for their part are sealingly applied to the opposite ends of the primary rotor housing 128.

Two end or valve plates 402 and 404 are sealing against the outer end faces of the associated secondary housing 124 and 126 attached. On the outer surfaces of which there are end plates two transmission housing plates 406 and 408 placed tightly, each containing an oil seal housing 410 and 412, respectively.

In the two secondary rotor housings and the two end plates assigned to them, two secondary chambers 314 and 316 of the same diameter but greater length than the chamber formed in the primary rotor housing 128 are formed. Each of these chambers has a door arrangement which, except for the length, is the same as that described above. Has primary rotor assembly. As a rule, however, these secondary rotor arrangements 418 and 420 are arranged on crankshaft sections 422 and 424 which are offset by 180 ° with respect to the crankshaft section 134 in the primary rotor section. The crankshaft sections are rotatably supported in conventional crankshaft bearings 425, 428, 430 and 432 in the corresponding valve plates. The crank arms 427 and 429, which are led out of the bearings 426 and 428, connect and hold the secondary crank linkage 420. Similarly, the crank arms 431 and 433 connect the bearing sections. 428 and 430 with the crank head 134. A third pair of "crank arms 435 and 437 connect the bearing sections 430 and 432 to the head section 424. The output shafts 434 and 437

809815 / 0UA

of the crankshaft are each connected to the outer ends of the crankshaft bearing sections 426 and 432 and serve with their outwardly protruding sections as output shafts.

Each of the valve plates 398 and 400, which are each designed as oppositely identical components, has grooves 442 and 444 on ^{the opposite one.}

Cams 446 and 448 attached to crank arms 429 and 431, respectively are, engage in the annular grooves 442 and 444 in the plate 398 and open the arranged in the valve plate 398 Valves depending on the rotational position of the crankshaft. The valve plate 400 has identical cams on the arms 433 and 435 are attached and engage in the annular grooves 442 and 444. Similarly, each valve plate 402 or "404 is provided with an annular groove 450 on its inside. In this: the annular groove engages a thumb or cam 452, which with is connected to the adjacent crank arm.

The valve plates 398 and 400 have identical double rows of valves for the inlet and outlet of pressurized and exhaust gases on. Each valve is arranged approximately radially in the plate. As best seen in FIG. 6, for example the valve plate 398 has eight inlet valves 368. As further shown in Fig. 18, the valve heads are in that of the Adjacent combustion chamber outgoing exhaust channel 360 is arranged, and the valve rods end in the annular groove 444. Similarly, a second series of valves 454 are disposed entirely within valve plate 398. The heads these valves close the channels or accesses 456, which from an expansion chamber in the primary rotor section 128 lead to an adjacent expansion chamber in the secondary rotor 124. In this way the gas flow can can be controlled between these two chambers.

As mentioned above, the valve plate 400 contains identical directional and arranged valves and channels.

Each of the valve plates 402 and 404 has similarly directed,

6 0 9 8 1 S / (H U

however, double-acting valves 458, the heads of which are in the corresponding expansion chambers of the secondary housing 124 and 126 with inlet ring chambers 462 connecting channels 460 are arranged. The inlet chambers 462 are of outlet ring chambers 466 separated by walls 464. An inlet channel 463 leads to each annular chamber 462 and a channel serves as an outlet to the combustion chambers 122. Optionally, separate inlet and outlet valves can double the Acting valves 458 replace.

In the cavity 468 of the gear housing 406 and 408 (Fig. 4 and 6) several planetary gears 470 are arranged, the are each connected to the shaft of a small crank component 140 and control this. Each planetary gear 170 is driven via an intermediate gear 17 2 by a gear 474 on the corresponding crankshaft bearing section 426 or 432 is seated.

A preferred embodiment of a specially designed pilot valve is shown in FIG. With this one The valve can be the previously described valve 368 between the combustion chamber 122 and the primary expansion chamber connected to it Act.

Since the pressure in the combustion chamber is relatively high, considerable force would be required to open a conventional valve against this pressure. Therefore, an actuating cam would be required that applies the required force, but both the cam and the valve lifter are worn to a considerable extent. It is therefore advisable to use the pilot valve described below. When this pilot valve is used, a small opening cross-section is first released, over which the pressure gradient can be reduced, which makes it easier to open the main part of the valve and reduces the signs of wear and tear.

8098-15 / 0444

254AÖ15

In the exemplary embodiment described, there is a valve sleeve 476 in its associated holder, e.g. the body of the valve plate 398. This sleeve has the required pressure and oil seals. In the present In this case, a sliding fit with a narrow tolerance should be sufficient. In the sleeve 476 is a primary axially Pipe valve 478 is used, which is a tubular component with a head 480 at one end and a flat side 482 at the other end is formed. The head 480 has a plurality of channels 484 leading from the bottom of the head to one guide conical valve seat 486.

A pilot valve 488 is arranged coaxially in the primary pipe valve 478 so as to be axially displaceable. The latter has a conical Head 490 which fits onto the conical valve seat surface 486 and its conical surface when pressed against the seat surface 486 the channels 484 closes. The opposite end 492 of tubular valve 488 is normally flat with a cam on it for actuation of the valve mechanism can attack.

A retaining ring 496 is fastened to the pipe valve 488 via a locking component 494. The retaining ring forms with a frustoconical Section 497 is an abutment for an internal compression spring 498, which is located between the end face 482 of the primary valve 478 and the retaining ring is braced. The retaining ring 496 also forms with an enlarged flange part the abutment for a larger compression spring 500, which the frustoconical portion 497 of the retaining ring, the smaller spring 498 and coaxially surrounds the end portions of the primary and pilot valves. She presses against one of the Valve plate 398 appropriately provided area to.

When a cam presses against the end 492 of the pipe or snore valve 488, the pipe or pilot valve will oppose it pushed up by the loads from the spring 500 and 482 and against the pressure above the pipe valve. at its upward movement the channels 484 are opened,

609815/0444

whereby a pressure equalization can take place. As soon as the pressure is equalized, the smaller spring 498 acting constantly against the primary valve 478 pushes the primary valve upwards, opens the valve completely and allows the entire volume of the pressurized gas above the valve head 480 to flow out into the expansion chamber. It can be seen that very little force is required to open the valve once the pressure across the valve head 480 is balanced.

609815/04

The drive system operating with delayed expansion according to the invention is seen in its primary configuration. shown schematically in FIG. It should be noted that the above-described, working with delayed expansion Machine is a primary component of the usual systeretic configuration of FIG. 2 that the use However, this machine is not absolutely necessary for the system to function properly. For example, a conventional internal combustion engine can be used in the according to the system can be used without losing the advantages described in detail.

The machine system has two drive machines, namely a primary machine and an auxiliary machine, which are mutually exclusive add to. They are suitably connected to one another and to the peripheral components of the auxiliary equipment. the Overall combination of these and other system elements works together and forms a fully functional, with high Efficiency of working and harmful exhaust substances free drive system.

The efficiency of the primary machine, if it is designed as a machine with delayed expansion in the manner described above, is higher than that of conventional internal combustion diesel or steam engines. This is due to the fact that (a) the retarded expansion engine utilizes a higher percentage of the fuel energy because of the complete combustion achieved in the engine, and (b) operates in compound mode, which makes more efficient use of the combustion gases during its expansion cycle can. In addition, the primary machine typically uses heat absorbed in the cooling water of an internal combustion engine or a diesel engine to generate steam that helps drive the system. This special combination increases the efficiency of the machine system described to at least 50%, under ideal conditions even to 70 %

6 0 9 8 15/044 *

a significant improvement over the 10-15 % efficiency of conventional internal combustion engine systems.

A considerable part of the thermal energy goes during the conventional combustion process lost; in fact, far more heat energy is lost than actually at the Warming up the air and the combustion gases during pressure build-up is required in the combustion chambers. Such excess heat is normally transferred and carried away by the cooling water.

In contrast, in the system according to the invention, this heat energy is used to generate high-pressure steam, which in the water jacket surrounding the combustion chamber is introduced, which means that almost all of the available thermal energy is used can be used effectively.

Even with the present system, where one half of the Fuel energy from the primary engine system at its Delayed expansion is exploited, the remaining half of the fuel energy is in the exhaust gases, in the oil and in the Metal of the primary machine are used up. With the aid of the system according to the invention which increases the efficiency however, the heat energy transferred into the oil and metal, which would otherwise be lost, is passed on to the water, before it is injected into the machine. This significantly increases the overall efficiency of the machine. In the Thermal energy contained in the exhaust gases is also used effectively. This is done by converting them into liquid Freon contained in a heat exchanger. This freon liquid is evaporated with the help of this thermal energy, converted into a high-pressure gas that is used to drive an additional machine serves. The steam generated in the system is condensed in water after its heat has been given off and expelled from the machine. This water is collected for re-injection into the machine, converted back into steam and used to cool the machine

609815/0444

Machine used in a continuous rotation sequence.

Since water vapor is a product of combustion and is ultimately collected in the manner described above, is always an excess of water is present in the system for cooling purposes. It

it is therefore unnecessary to supply water to the system according to the invention.

The following describes the overall system which is denoted by reference numeral 510 in the drawing. The central one The drive power unit of the system is of course the primary machine 512, which is preferably used in the previously described Way is designed as working with delayed expansion machine. Of course, it can be used as a prime mover an internal combustion engine or a steam engine of conventional design are also used.

The ignition of the fuel / air mixtures in the system is triggered by Closing of an electrical switch 514 initiated, which acts as an operating current switch of a glow plug 518 or another Ignition device in a rail 512 connects to the battery 516.

After a short time delay of a few seconds, for example, a second electrical switch 520 is closed, which connects a starter motor 522 to the battery 516. The starter motor 522 is connected to a drive shaft 524 via a Belt system 526 connected. The switches 514 and 520 can also be used in a similar manner to a conventional vehicle starter switch be combined in a double switch.

On shaft 524 are a torque converter 528 and a automatic gearbox 530 mounted in a rotationally fixed manner. The automatic transmission is connected to a one-way clutch 532. the The clutch is connected to the auxiliary machine 534 via a belt drive 536 and a drive shaft 437. An output shaft 538 that is on the opposite side of the primary machine 512 protrudes outwards, drives a water injection

6098 1 5/0444

pump 540, a fuel injection pump 542, an air blower 544, which acts as a supercharger for the primary engine 512 acts, a drive system 546 for the electric generator 548 and a ventilation compressor 550 as well as one Cooler fan 552 which draws air through an adjacent freon compressor 554.

An electrical line 556 connects the battery 516 to the switches 514 and 520 and ends each time on the occasion. motor 522, glow plug 518 and generator 548 and provides the operating power for these elements. In a similar way These components are connected to the other pole of the battery 516 via a further electrical line 558. This line is connected to the ground of the machine 512.

The water injection pump 540 pushes water into the primary machine 512 through a line 559. The water flow is through a temperature control valve 560 is controlled. The fuel supply to the primary machine 512 takes place from the fuel injection pump 542 in accordance with the setting of a fuel supply valve (Accelerator pedal) 564 via a fuel supply line 562.

Compressed air is supplied via a supercharger compressor 544 incoming line 566 is fed into inlet chambers 466 on either side of primary machine 512. The air gets through suitable directional plates, which are shown schematically in FIG. 20 by the reference numeral 568, from the propeller 552 sucked by compressor 554 to boost compressor 544.

A water cooling coil runs through the boost compressor 544 570, which comes from a heat exchanger 57 2 through a water filter 571. After passing through the heat exchanger 57 2, the filter 571 and the supercharging compressor 544, the water contained in the coil 570 is directed to the water pump 540 and from there injected into the primary machine 512.

609815/04 4 4

The fuel pump 542 is fed from a primary fuel tank 574 via a fuel line 576. A second Line 578 carries fuel from tank 574 to a small catalytic / heating device 580 located below the Heat exchanger 572 is arranged and provides frost protection, especially at low ambient temperatures. The usage this component is arbitrary and depends on the working conditions of the system.

A coolant condenser 554, which may be of conventional design, has a coolant-carrying cooling coil 582 on. The coolant arrives from the auxiliary machine 534 via a line 584 to the condenser 554. There it is fed in the vapor phase, condensed in the condenser 554 and fed to a dryer 586. The liquid coolant from The dryer 586 is then fed via a line 588 to a pump 590, which is usually designed as a screw pump, and From there it reaches the heat exchanger 574 via a control valve.

The refrigerants preferably used in this system are those of the Freon group, usually Freon 11 or Freon 12. Due to their incombustibility, their excellent chemical and thermal stability, their high density, their low boiling point, their low viscosity and their low surface tension are particularly favorable.

The Freon pump 590 is controlled by a special control box 594 as a function of the temperature of the heat exchanger 574 and the freon vapor in the freon lines of the heat exchanger controlled according to a thermostat 596. The thermostat 596 is connected to the control box 594 via an electrical line 598 connected. The controller 594 also receives the Freon pressure measured by a pressure sensor 600 in a line 602 in the line 598 on the downstream side of the control button 592 supplied as a measured variable.

Through a steam line 604 and from the primary engine 512

609815/0446

Incoming supply lines will steam to heat exchanger 574 fed.

The liquid freon supplied to heat exchanger 574 via line 588 is in a series of coils 606 in the.

Heat exchanger evaporates and in a freon collecting tank 608 collected at about 120 ° C and 42 kg / cm vapor pressure. It is then used to drive the auxiliary machine 534, its supply being controlled by a mechanical (614) actuated throttle valve 564 takes place through line 610. Once the freon is drained into machine 534, can expand it at a ratio of 4 or 5 to 1, with the energy contained in the freon serving to drive the machine. The degree of permitted expansion depends on the time in which the inlet valves (not shown) are kept open will. The machine 534 may be of the type described in US Pat. No. 3,743,457 or the like one of the secondary sections 124 or 126 of the present invention, the drive power being simple is obtained in that several of the expansion chambers are acted upon with the pressurized gas.

A drain valve 616 can optionally be used to drain the condensate from the heat exchanger 572 may be provided.

A collection container 618 for impurities is replaceable or renewable and catches the condensed water from the heat exchanger 474, through which the exhaust gases from the primary machine are discharged from an exhaust line before they are discharged 620 are directed.

For a better understanding, the heat exchanger 572 and the contamination separator 618 are described in more detail below, in conjunction with FIGS. 22 and 23.

Gases from the primary machine 512 exit at a temperature of approximately 120 ° C. As it goes directly to the heat exchanger

609815/0444

reach via a relatively short exhaust gas line 604, they also have approximately this temperature when entering the heat exchanger 57 2. Hence there is a considerable amount of thermal energy available which has to do work in this »system, whereby however, an effective subsystem for the extraction and utilization of this heat is required.

In a preferred embodiment, the heat exchanger 572 a plurality of semi-independent sections arranged in the manner shown. The various depicted Sections are referred to below as sections A, B, C and D from top to bottom.

Section A has a housing 622 with a freon collector. container 623 on. The collecting container 622, which can form the collecting container 608 in FIG. 20, is simple as having a relatively large volume Formed reservoir. If necessary, it can also be designed as a line 606 with a correspondingly enlarged diameter be. A coil 606 and an outlet conduit 610 are connected to the lower and upper ends of the container, respectively 623 connected. The coil 606 exiting section B near the top thereof enters the housing 622 relatively far down a. Typically, the section of the serpentine 606 located in section A has a larger diameter than those in Sections B, C, and D.

A plurality of holes 624 are formed in the bottom of section A, into which a corresponding number of tubes 626 are inserted are. These tubes are secured in holes 624 and extend down into section B. until just above its bottom wall.

Similar to section A, section B also has a wall 628; Section C has a wall 630 and Section D has one Wall 632. In several holes 634 in the bottom wall of section B pipes 636 are attached, which extend from the wall to extend above uncJtmten. They reach close to the wall

609815/0444

622 of section A and down also to the Near the bottom wall 630 of section C.

Section C is also equipped with several pipes 638, which extends up and down through holes 640 in the wall

630 extend and terminate near wall 628 of section B and wall 632 of section D, respectively.

The freon coil 606 is arranged in the respective sections in close proximity to the aforementioned tubes. The tubes 626, 636 and 638 are soldered, welded or otherwise connected to the associated bottom walls. Their diameters are not critical per se, but their dimensions must be chosen so that they are unimpeded. Allow exhaust gases and condensate to flow without excessive back pressure in the system.

A typical device for connecting the various container sections is shown in FIG. The tank wall 622 of section A has, for example, a flange portion 642 that mates with a similar flange 644 on the upper periphery the container wall 628 of section B is screwed. One conventional seal 646 may be provided on one or both of the flanges 64 2 and 644.

A drain line 648 is located at the bottom portion of wall 628 of section B through which upon opening of a valve 650 the tank section can be completely emptied. This drain line is used together with the control valve to Transfer of the condensate collected in tank section B to machine 512 if this proves necessary should. A branch line 652 extends from line 648 and serpentines through tank section C. This Branch 652 enters tank section D at bottom wall 630, becoming serpentine through this section as well and exits through wall 632 of section D. A control valve 654 is provided at the end of this line.

609815/0444

Separate drain lines 656 and 658 closed by valves 660 and 662 are also provided to tank sections C. As shown in FIG and D. After the valves 650 and 654, the lines 648 and 652 are usually brought together to to facilitate the transfer of the condensate to the machine.

A working cycle of the machine contains exhaust gases and condensate in the various tank sections. Liquid Freon enters the heat exchanger via line 588 and enters via coil 606 with a condensate and the exhaust gases into a heat exchange relationship. During the passage through the queue 606, the liquid freon becomes a absorbs a considerable amount of heat, causing the freon liquid to evaporate.

Most of the energy of the exhaust gases reaching heat exchanger 572 via line 604 is in the water vapor section contained in the form of heat of vaporization. The temperature in section A remains almost constant, although Freon is at least pre-evaporated in this section. The freon in queues 606 gets a vapor pressure of approximately 43 kg / cm when the Freon temperature is 120 ° C. Approximately 6 kg of Freon 12 can be vaporized with 0.45 kg of water vapor when the water is at a given temperature condensed. Approximately two units of volume of freon are condensed with a single unit volume of Water is formed in this heat exchange process.

When the engine exhaust enters section A of the heat exchanger, it comes with both Freon canister 624 and also contact the portion of the freon coil 606 which is relatively large in diameter. During the warmth During the exchange process, a large part of the energy contained in the exhaust gas is released, as does the water vapor contained in the exhaust gas condensed from the 'exhaust products. The condensed water is collected in the bottom area of section A and over the pipes 626 transferred to section B. This condensate

809815/0444

2 5 4 4 6 T 5

then builds up in section B until it reaches the level defined by the upper ends of the tubes 634. It then flows down these pipes into section C, where the process described above is repeated. The condensate so also rises in section C until it passes over the upper ends of the tubes 640 into the section below D flows and also fills this section to an outlet 664 near the ceiling of section D.

The exhaust gases, which are partially cooled down in section A, are also conducted downwards via the pipes 626. You pearl then through the condensate collected in section B upwards, where they in turn give off their heat to the condensate. Although the temperature in section B is almost the same as that in section A, most of it is already there the heat energy at this point in the condensate, making an exceptionally effective heat transfer medium for the liquid freon contained in the snakes 606 in this section is formed.

The heat transfer process continues, with the remaining Exhaust gases with the overflowing condensate pass from section B through pipes 634 into section C. In In this section they bead up again through the condensate and from there they pass through the pipes 638 section D.

Since a considerable part of the heat from the exhaust gases is transferred to the condensate in section B, it remains in the section C only a correspondingly smaller part for the heat transfer. Therefore, the temperature in section C is essential lower than in section B. For the same reason, the temperature of the condensate in section D is again lower.

609815/044 * '

As was explained in connection with the rotary machine according to FIGS. 3 to 20, the improve in the combustion chamber. pre-called high temperatures the combustion and contribute to the high thermal efficiency of the machine. In general, the higher the combustion temperature, the greater the thermal efficiency. However, this high temperature resulted in a significant percentage production of nitric oxide (NO) when the temperature exceeded 600 ° C because of the nitrogen and oxygen content of the air mixture. At approx. 1480 ° C, about 0.5% nitrogen monoxide is produced. This percentage rises rapidly to about 4% at 2760 ⁰ C.

For this reason, the exhaust gases reaching the heat exchanger from the machine according to the invention contain a considerable proportion of nitrogen monoxide. When the exhaust gases come into contact with the condensed water and are collected in the corresponding heat exchanger sections, the nitrogen monoxide is ^{cooled down to its formation temperature of 600 °} C. in the presence of oxygen. This results in the conversion to nitrogen dioxide (2NOp) with the following reaction:

2NO ₂ + O ₂ ΞΞ 2NO ₂

It also gets sulfur dioxide (SOp) and other chemical compounds generated. It is. Note that nitric oxide is only slightly soluble in water, while nitrogen dioxide is by water to form an aqueous solution of nitrous acid and nitric acid in the following reaction decomposes wfrd:

2NO ₂ + H ₂ O ^ U HNO ₂ + HNO ₃ If nitrogen monoxide, which is formed during combustion,

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is released into the atmosphere at a temperature of about 600 ^° C. before it is used. If oxygen has reacted in the machine to form nitrogen dioxide, this reaction takes place in the atmosphere. Because nitrogen dioxide is brown, it creates a state of the atmosphere commonly referred to as • smog ¹ . Since the exhaust gases in conventional internal combustion engines ^{are emitted at temperatures of more than 600 °} C., the large amounts of nitrogen monoxide and smog ^{1 result} .

The nitrogen dioxide, the sulfur dioxide and to a lesser extent other exhaust gases of the machine system described are in particular in section C of the heat exchanger through the water absorbed, forming an aqueous solution of nitrous acid and nitric acid and of the sulfur dioxide sulphurous acid is formed. Nitric oxide formed during the combustion process, which remains until it is reached of section C is converted into nitrogen dioxide, reacts with the sulphurous acid to form nitric oxide and dilute sulfuric acid. Since the nitrogen oxide formed is more soluble in water than sulfur monoxide, supports this reaction in turn results in the absorption of impurities.

In other words, in the system according to the invention, the exhaust gases are cooled ^{to a temperature of approximately 120 ° C. by water injection and double expansion.} Then they are mixed with air, the water vapor is condensed and the nitrogen oxides and the sulfur dioxide are absorbed. The remaining gases are cleaned with water before they are released into the atmosphere. In addition, part of the nitrogen monoxide contained in the exhaust gas can be converted into NpO in the presence of sulphurous acid in the cleaning water. If sulfur is present in the fuel, the sulfur is converted into sulfur dioxide during the combustion

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Process implemented. Sulfur dioxide reacts with water under Formation of sulphurous acid, which in turn reacts with sulfur monoxide as follows:

S ₊ O ₂ = SO ₂

SO ₂ + H ₂ O = H ₂ S0_

2NO + H ₂ SO ₃ = N ₂ O + H ₂ SO ₄

Since SO ₂ and N ₀ O are easily soluble in water, the wash water in this stage is composed of aqueous solutions of nitrous acid, sulfuric acid, nitric acid and sulphurous acid.

Because of this acidity, it is advisable to temporarily neutralize the acids absorbed in the water. Hence can a suitable inlet 663 may be located in section C through which a suitable amount of ammonium hydroxide or sodium hydroxide can be introduced. A Texl of the riyaroxids is converted into a carbonate by the carbon dioxide contained in the exhaust gas. The carbonate then reacts with the salt. tertiary acids with the formation of a nitrite, which can optionally be further processed into a fertilizer.

The condensate withdrawn from the heat exchanger section D via an outlet 664 is transferred to a separator container 666 which forms part of the impurity separator 618% This separator tank 666 is in the form of a elongated tanks and it has a centrally located baffle plate 668. The separator container 666 is attached to the stationary Part of the separator screwed on or releasably fastened in some other way to allow it in due course can be emptied.

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An overflow 674 connects the separator container 666 with a condenser tank 676, cooling fins 678 and a drain valve 680 at its lower end. This condenser container 676 is usually in the cooling air flow of the machine fan arranged.

At this point in time, the exhaust gas from the primary machine has been freed of both thermal energy and impurities. It However, it still contains a large amount of water vapor, as it is in the saturation state after rising through the condensate located in the heat exchanger. Most of this water vapor is made up of the saturated gases in the condenser— tank 676 removed. The substantially dry exhaust gases are then passed through the exhaust pipe 682 at the top of the Condenser tanks 676 drained.

As already mentioned above, in the system according to the invention, because of the large amount of condensed water obtained from the exhaust gases, it is unnecessary to supply additional water to the system. The water condensed or generated in the heat exchanger 572 can be removed from the heat exchanger in a suitable manner, returned to the primary machine and used there both as a coolant and as injection water for the combustion chamber. This is done without the risk of. Corrosion, since the water can be drawn off via the lines 646 from section B of the heat exchanger and / or via the line 652, that is to say before the acids are formed. This water is usually at a temperature of approximately 120 ⁰ C. The via line 6S2 taken in section D of water is approximated in sections C and D cooled down to ambient temperature. By suitably setting the valves 650 and 654, the proportion of water withdrawn from the individual zones of the heat exchanger can be set, as can the temperature of the water.

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Also of importance is the fact that the water used in the machine is due to the removal of water from Section B only has a minimal proportion of exhaust gas pollutants, e.g. nitrogen oxide, carbon dioxide and sulfur dioxide, as these gases are not absorbed in boiling water and the water in section B is at a temperature close to the boiling point. This does another filtering of the water is superfluous before it is returned.

The considerable improvements that the invention achieves, in particular with regard to the operating efficiency, emerge particularly clearly when comparing FIGS. 24, 25 and 26. FIG. 24 shows the poor utilization of 20% of the fuel energy in a conventional internal combustion engine. The remaining 80 % is used for the cooling system (35%), friction (10%) and exhaust gases (35%). As can be seen in FIG. 25, this efficiency is still worsened by the installation of exhaust gas cleaning devices, some of which are now legally required. This reduces the total amount of usable energy to 10%.

In contrast, the invention reduces the exhaust gas losses to 10% and the heat losses to 10%, while the friction losses naturally remain at 10%. The resulting 70% energy available at the output is 50% attributable to the primary machine and 20 % to the other improvements in the system. Since the system does not lead to atmospheric pollution, exhaust gas cleaning devices would be superfluous. .

Details of the previously described embodiment of the system according to the invention are also essential to the invention to watch.

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Claims (23)

Claims Delayed expansion propulsion system characterized by pressurized gases receiving and partially expanding primary expansion device (40), one connected to the primary expansion device, the pre-expanded gases absorbing and further expanding secondary expansion device (48,50), a downforce 1 All expansion devices accommodating the primary and secondary expansion devices with one another connecting output device (42) and a compressed gas' generating device (12,18) connected to the primary expansion device (40) and the pressurized gases feeds into the primary expansion device. 2. Drive system according to claim 1, characterized in that the primary and secondary expansion devices are rotary machines are trained. 3. Drive system · according to claim 1, characterized in that the primary and secondary expansion devices as a hub piston engines are formed. 4. Drive system 'according to claim 1, characterized in that the primary expansion device by a single power-generating Unit and the secondary expansion device are formed by two power-generating units. 5. Drive system according to claim 1, characterized in that that the compressed gas generating device has a combustion chamber, from which the combustion products to the primary expansion device 6-0 9815/044 * are transferred, and a water surrounding the combustion chamber receiving chamber (22), wherein the Wasseraufnahraekammer is adapted to dispense heated water into the combustion chamber as soon as the combustion products enter the primary expansion device be discharged. 6. Drive system according to claim 5, characterized in that between the water receiving chamber and the secondary expansion device (48,50) a pressure relief valve (60,61) is arranged. 7. Drive system according to claim 5, characterized in that a pressure-controlled valve and a pressure relief valve between the water receiving chamber and the combustion chamber are arranged, the water inlet and outlet between these chambers control and reduce an overpressure in the combustion chamber. 8. Drive system according to claim 1, characterized in that a valve device in the connecting path between the secondary expansion device and the gas generating device for controlling the supply of combustible gas from the secondary expansion device to the gas generating device is provided. 9. Drive system according to claim 8, characterized in that a Aufladeverdi-chte.r (554) with the secondary expansion— device is connected, the air into the secondary expansion device and from there via the valve device into the Combustion chamber drives. 10. Drive system according to claim 2, characterized in that the primary rotary machine has a cylinder chamber, a 609815 / 0U4 axially arranged output shaft with an eccentric crank, one concentrically arranged on the crank Rotor, several radial blades that are in sliding contact with the cylinder chamber, several between the blades, the rotor and the expansion chambers formed by the cylinder chamber and a separate one disposed adjacent to each of the gas expansion chambers Has gas generating device which supplies the associated expansion chamber with pressurized gas. 11. Drive system according to claim 1, characterized in that the primary expansion device by a cylinder with reciprocating piston is formed, to which an output shaft is connected on both sides, that the secondary expansion Device by a pair of piston-cylinder devices each formed with reciprocating pistons, with one on each side of the primary expansion device Secondary expansion unit is arranged and all three units are connected to one another by a common output shaft at which the output power of the drive system it is available that the compressed gas generating device has a central combustion chamber, fuel and oxygen supply Devices for fuel supply, a water jacket surrounding the combustion chamber for the supply of superheated water, a water feed-in device connected to the water jacket Direction for feeding preheated water, the water jacket with the combustion chamber connecting channels, one in the Valve device arranged in channels for controllable feeding of superheated water into the combustion chamber, a compressed gas control device for the successive transfer of the combustion products and the superheated water from the Combustion chamber into the primary expansion device, an air charging device that connects to the secondary expansion devices is connected, sucks gases from these and forms a source of compressed air for supplying air into the combustion chamber, and 609815/0444 a connecting the secondary expansion device to the combustion chamber Has control device for the controllable introduction of gases into the pressure chamber. 12. Drive system according to claim 1, characterized in that that the primary expansion device is designed as a rotary machine is that the secondary expansion device consists of two rotating machines, one on each Face of the primary machine is attached, with all rotary machines are connected to one another by a common output shaft that the compressed gas generating device consists of several individual combustion chambers, which are attached to the primary rotary engine, that also has a fuel and air feed device provided for the combustion chambers is that the combustion chambers are each covered by a water resp. Steam jacket are surrounded, in which steam can be generated that a device for introducing water into the water jacket it is provided that connecting paths between the water jacket and the combustion chamber which can be closed by valves Primary expansion device are provided that the introduction of pre-expanded in the primary expansion device Gases in the secondary expansion device can be controlled by a control device and that a device for removing of the further expanded gases from the secondary expansion before direction is provided. 13. Drive system according to claim 12, characterized in that the primary and secondary expansion devices are cylindrical Housing and a rotor, wherein in each rotor several, with the inner walls of the housing in constant Sealing contact standing wings are stored that several expansion chambers between the wings, the rotor and the side walls are formed and that a control device for the selective introduction of gases from the corresponding 609815/0444 corresponding combustion chamber is provided in the expansion chambers, which sets the rotor and the output shaft in rotary motion. 14. Drive system according to claim 13, characterized in that each wing during «
and makes movement, that each wing moves through 360 ° during the rotor movement 15. Drive system according to claim 12, characterized in that the cylindrical housing of the secondary expansion device Lines have substantially the same diameter but greater lengths than the housing of the primary expansion device and that a valve device receiving valve plate on each end face of each housing for controlling the Gas flow is arranged in and out of the housings. 16. Drive system according to claim 15, characterized in that each wing has a plurality of slidably interlocking segments and an actuator which engages at least one of the segments and all of the segments in sealing Contact with the cylinder wall is pressing. 17. Drive system according to one of claims 1 to 16, characterized in that a heat exchanger with the primary and secondary prime mover is operatively connected and is designed so that it is the exhaust gases of the prime mover used to drive the secondary drive machine. 18. Drive system according to claim 17, characterized in that a compressor with the secondary drive machine and the Heat exchanger is connected, for receiving heated gases from the secondary drive machine, for their compression and is designed to condense these gases in a suitable manner, the condensate being passed to the heat exchanger. 609 815 / CU4 19. Drive system according to one of claims 1 to 18, characterized in that a controllable snoring or Pipe valve between the primary expansion device and the Compressed gas generating device is arranged. 20. Drive system according to claim 19, characterized in that the snoring or pipe valve has a primary valve and a in and coaxially to this arranged pilot valve (Fig. 8). 21. Drive system according to one of claims 1 to 20, characterized in that the heat exchanger has a container with a heat exchange fluid, a pipe coil guided through the container in a sealed manner for transferring and heating the coolant and an exhaust gas control device, which exhaust gases the machine picks up and directs it into the liquid contained in the container. 22. Drive system according to claim 21, characterized in that the container is divided into several sections arranged one above the other is subdivided so that adjacent sections are connected to one another by pipes through which the overpass the liquid and the exhaust gas takes place between the individual container sections, and that the exhaust gases first may be introduced into an upper portion of the canister by the exhaust control device. 23. Drive system according to one of claims 1 to 22, characterized in that the exhaust gas outlet of the heat exchanger a dirt trap is connected. 609815/0444