EP2179141B1 - Machine thermodynamique - Google Patents

Machine thermodynamique Download PDF

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Publication number
EP2179141B1
EP2179141B1 EP08801569.8A EP08801569A EP2179141B1 EP 2179141 B1 EP2179141 B1 EP 2179141B1 EP 08801569 A EP08801569 A EP 08801569A EP 2179141 B1 EP2179141 B1 EP 2179141B1
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EP
European Patent Office
Prior art keywords
propellant gas
propellant
fuel
expansion
pressure
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EP08801569.8A
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German (de)
English (en)
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EP2179141A2 (fr
Inventor
Harald Winkler
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Winkler Maschinen-Bau GmbH
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Winkler Maschinen-Bau GmbH
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23L—SUPPLYING AIR OR NON-COMBUSTIBLE LIQUIDS OR GASES TO COMBUSTION APPARATUS IN GENERAL ; VALVES OR DAMPERS SPECIALLY ADAPTED FOR CONTROLLING AIR SUPPLY OR DRAUGHT IN COMBUSTION APPARATUS; INDUCING DRAUGHT IN COMBUSTION APPARATUS; TOPS FOR CHIMNEYS OR VENTILATING SHAFTS; TERMINALS FOR FLUES
    • F23L7/00—Supplying non-combustible liquids or gases, other than air, to the fire, e.g. oxygen, steam
    • F23L7/002—Supplying water
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups
    • F01B9/04—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft
    • F01B9/047—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft with rack and pinion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
    • F01K21/00—Steam engine plants not otherwise provided for
    • F01K21/04—Steam engine plants not otherwise provided for using mixtures of steam and gas; Plants generating or heating steam by bringing water or steam into direct contact with hot gas
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F22—STEAM GENERATION
    • F22B—METHODS OF STEAM GENERATION; STEAM BOILERS
    • F22B1/00—Methods of steam generation characterised by form of heating method
    • F22B1/02—Methods of steam generation characterised by form of heating method by exploitation of the heat content of hot heat carriers
    • F22B1/18—Methods of steam generation characterised by form of heating method by exploitation of the heat content of hot heat carriers the heat carrier being a hot gas, e.g. waste gas such as exhaust gas of internal-combustion engines
    • F22B1/1853—Methods of steam generation characterised by form of heating method by exploitation of the heat content of hot heat carriers the heat carrier being a hot gas, e.g. waste gas such as exhaust gas of internal-combustion engines coming in direct contact with water in bulk or in sprays
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23C—METHODS OR APPARATUS FOR COMBUSTION USING FLUID FUEL OR SOLID FUEL SUSPENDED IN  A CARRIER GAS OR AIR 
    • F23C6/00—Combustion apparatus characterised by the combination of two or more combustion chambers or combustion zones, e.g. for staged combustion
    • F23C6/04—Combustion apparatus characterised by the combination of two or more combustion chambers or combustion zones, e.g. for staged combustion in series connection
    • F23C6/045—Combustion apparatus characterised by the combination of two or more combustion chambers or combustion zones, e.g. for staged combustion in series connection with staged combustion in a single enclosure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23D—BURNERS
    • F23D11/00—Burners using a direct spraying action of liquid droplets or vaporised liquid into the combustion space
    • F23D11/24—Burners using a direct spraying action of liquid droplets or vaporised liquid into the combustion space by pressurisation of the fuel before a nozzle through which it is sprayed by a substantial pressure reduction into a space
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23D—BURNERS
    • F23D14/00—Burners for combustion of a gas, e.g. of a gas stored under pressure as a liquid
    • F23D14/20—Non-premix gas burners, i.e. in which gaseous fuel is mixed with combustion air on arrival at the combustion zone
    • F23D14/22—Non-premix gas burners, i.e. in which gaseous fuel is mixed with combustion air on arrival at the combustion zone with separate air and gas feed ducts, e.g. with ducts running parallel or crossing each other
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23D—BURNERS
    • F23D14/00—Burners for combustion of a gas, e.g. of a gas stored under pressure as a liquid
    • F23D14/34—Burners specially adapted for use with means for pressurising the gaseous fuel or the combustion air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23D—BURNERS
    • F23D91/00—Burners specially adapted for specific applications, not otherwise provided for
    • F23D91/02—Burners specially adapted for specific applications, not otherwise provided for for use in particular heating operations
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23C—METHODS OR APPARATUS FOR COMBUSTION USING FLUID FUEL OR SOLID FUEL SUSPENDED IN  A CARRIER GAS OR AIR 
    • F23C2900/00—Special features of, or arrangements for combustion apparatus using fluid fuels or solid fuels suspended in air; Combustion processes therefor
    • F23C2900/03005—Burners with an internal combustion chamber, e.g. for obtaining an increased heat release, a high speed jet flame or being used for starting the combustion

Definitions

  • the present invention relates to a propellant gas generating device for generating a propellant gas under pressure for performing mechanical work and a method for operating such a propellant gas generating device. Furthermore, the invention relates to a heat engine for generating a mechanical movement using a fuel comprising a propellant gas generating device and an expansion machine.
  • Heat engines are generally known. Here, heat and a propellant gas are generated at high pressure by burning a fuel. This high pressure propellant is converted into a mechanical movement.
  • the mechanical efficiencies i.e. the ratio of mechanical energy contained in the mechanical movement to the energy that Due to the combustion as heat and pressure in the propellant gas, it is relatively sluggish and is likely to maintain below 60% or above.
  • WO 2005/012818 A1 relates to a heating process, a heating device and a heating system.
  • the process described here relates to the sprinkling of a fuel. This heats water so that the steam is generated.
  • the steam and the gases generated by the combustion of the fuel are mixed and used for heating.
  • document FR 2 474 648 relates to a steam generator, in particular for a steam engine, which has a combustion chamber for burning a mixture of fuel and an oxygen carrier.
  • the generator has a heat exchanger on the heat exchange between the burned Gemiach and a coolant.
  • a steam power plant is out of the document GB 1 470 527 known.
  • the steam power plant consists of a boiler for generating high pressure steam and a drive machine which is operated by the high pressure steam.
  • the object of the present invention is therefore to solve the problems described as far as possible, or at least to reduce them.
  • the object of the present invention is to propose a heat engine which, in principle, enables better efficiency. At least an alternative machine should be pre-installed.
  • a propellant gas generating device according to claim 1 is proposed.
  • Such a propellant gas generating device comprises a propellant gas pressure container for generating the propellant gas therein, and a combustion chamber for burning a fuel for generating a fuel gas in which heat is generated by the combustion.
  • the fuel gas can then get from the combustion chamber into the propellant gas pressure container, in which secondary fuel, in particular water, is additionally added in order to absorb heat from the fuel gas.
  • secondary fuel in particular water
  • Liquid water, steam, compressed air or another suitable gas can be used as the secondary fuel.
  • the secondary fuel can also be referred to as a coolant, and the process described can be referred to as cooling, with cooling in the sense of heat dissipation from the system not taking place, but cooling by mixing.
  • the fuel gas together with the supplied secondary fuel then forms the propellant.
  • This propellant gas can then be passed on from the propellant gas generating device for further use, namely conversion into mechanical movement, in particular while maintaining a pressure, at least part of its pressure.
  • the propellant gas generating device in particular the propellant gas pressure container, has at least one propellant gas outlet.
  • the secondary fuel is thus fed directly to the fuel gas and mixed with it.
  • the secondary fuel then forms part of the propellant gas.
  • thermal energy is transferred from the fuel gas to the secondary fuel, this thermal energy transferred to the secondary fuel being retained in the propellant gas because the secondary fuel remains part of the propellant gas.
  • the propellant gas generating device has a second secondary fuel supply for supplying a further secondary fuel.
  • compressed air can be provided as a first secondary fuel and water or water vapor as a second secondary fuel.
  • the secondary fuels are intended to be fed into the propellant gas pressure vessel.
  • Sekun. Hard fuels are to be distinguished from combustion air which is introduced into the combustion chamber for burning with the fuel.
  • the secondary fuels should not take part in the combustion, but should be introduced afterwards and increase the volume of the propellant gas.
  • the introduction of further secondary fuels can also be provided.
  • the combustion chamber is preferably arranged in the propellant gas pressure container or it forms part of the propellant gas pressure container. Accordingly, in one case the combustion chamber can be designed as an essentially closed space with corresponding combustion chamber walls, which is arranged in the propellant gas pressure vessel. The chamber outer walls are then in contact with an interior in the propellant gas pressure vessel. The combustion chamber then has an opening to the interior of the LPG container so that fuel gas can flow from the combustion chamber into the LPG container. The heat of the combustion chamber can also be radiated into the LPG container through the chamber walls.
  • the combustion chamber forms part of the propellant gas pressure vessel.
  • an interior of the combustion chamber basically flows smoothly into the interior of the propellant gas pressure vessel.
  • the burner can be arranged, for example, at one end of a room and the secondary fuel supply can be arranged at a certain distance from the burner.
  • An outlet opening for passing on the propellant gas is then arranged at a further distance from the burner.
  • the combustion chamber therefore basically flows smoothly into the propellant gas pressure vessel or its interior.
  • the combustion chamber with burner have a fuel supply for supplying the fuel and an air supply for supplying air.
  • air is to be understood in general to mean a substance which, together with the fuel, leads to combustion or promotes combustion after ignition. Air is an easily available variant.
  • pure oxygen or another suitable gas, especially oxygen could also be used.
  • a liquid and / or gaseous fuel is preferably used as fuel, such as gas, such as, for example, biogas, natural gas, oil and other oil products such as diesel, gasoline or kerosene, to name just a few examples.
  • Other examples of fuels are combustible suspensions, emulsions and coal dust.
  • the burner is prepared to mix the air and the fuel, in particular to swirl it and to start combustion in the combustion chamber.
  • the propellant gas generating device preferably uses compressed air, which is thus supplied under pressure with the burner and thus the combustion chamber.
  • a compressor or air compressor is used, which generates and provides such compressed air.
  • the air compressor can be part of the propellant gas generating device or the compressed air can be provided externally by a compressed air supply.
  • An air quantity control valve is optionally provided for controlling the pressure and / or for controlling the quantity of the compressed air provided. As a result, the combustion process can be regulated by appropriately controlled addition of the compressed air.
  • a fuel pump and / or a fuel compressor is provided in order to supply fuel to the combustion chamber and / or the burner, in particular under pressure.
  • a fuel quantity control valve is preferably provided for controlling the quantity of fuel to be supplied.
  • the combustion in the combustion chamber can be controlled accordingly, in particular together with the control of the supply of air.
  • the fuel pump and / or the fuel compressor is preferably connected to a fuel pressure accumulator in order to generate a pressure supply for the fuel.
  • a secondary fuel pump in particular a water pump, is preferably provided in order to provide the secondary fuel or water at the secondary fuel supply under pressure in order to introduce it under pressure into the propellant gas pressure container.
  • a water quantity control valve can optionally be provided for controlling the quantity of secondary fuel or water to be supplied. This also makes it easier to regulate the generation of the propellant gas by regulating the amount of secondary fuel to be supplied, in particular the amount of water, in order to thereby control the process of propellant gas generation and / or the composition of the propellant gas.
  • the burner and thus also the LPG pressure vessel work under atmospheric pressure. Accordingly, the media to be supplied must be supplied with at least this pressure.
  • a control unit for controlling the propellant gas generating device, in particular for controlling the fuel supply, the air supply and / or the secondary fuel supply.
  • a control unit which can also be referred to as a measuring, control and regulating unit, evaluates relevant inputs such as operator inputs and actual values and carries out corresponding controls by preferably giving appropriate control commands to control units.
  • Preferred input values are operator input, in particular output specification, and various measured values such as temperature values, for example in the combustion chamber and / or in the pressure gas container, pressure values and, in the case of a connected expansion machine which converts the energy in the propellant gas into a rotary movement, a speed measurement.
  • the output is formed by control commands or control signals for one or more air quantity control valves, one or more fuel quantity control valves and one or more control valves for secondary fuels, in particular water quantity control valves.
  • its actuators can also be supplied with control commands or control signals. This can include a filling valve for supplying the propellant gas to the expansion machine and an outlet valve for discharging propellant gas from the expansion machine.
  • this control unit in particular the numerical, measuring, control and regulating unit, is to calculate the best possible propellant gas generation on the basis of a basic program and depending on the variable inputs and to control this accordingly.
  • the volume, pressure, temperature and environmental values are particularly important here.
  • a secondary fuel line is provided for guiding the secondary fuel to the secondary fuel supply, which runs along at least one wall of the propellant gas container in order to preheat the secondary fuel by heating the propellant gas container.
  • the supply of secondary fuel in particular water, preferably has the purpose that cooling the fuel gas leads to heating of the secondary fuel and in particular to a volume expansion of the secondary fuel.
  • a strong volume expansion of the propellant gas is sought overall. It is not essential that the secondary fuel is fed as cold as possible to the LPG tank. Rather, it has proven to be advantageous to cool the container walls in such a way that they do not suffer any thermal damage. This can be done by guiding the secondary fuel through secondary fuel lines along at least one wall of the propellant gas pressure container.
  • the wall of the propellant gas pressure vessel is thereby cooled and the secondary fuel, in particular water, is heated.
  • This heated secondary fuel, especially water can then in the heated form in the flow direction of the water after the described secondary fuel lines are introduced into the LPG container.
  • the temperature can preferably be so high that the water is already in vapor form, that is to say is supplied as water vapor. This water can then take thermal energy from the fuel gas and contribute to an increase in volume and / or pressure of the propellant gas.
  • a further preferred embodiment provides that the propellant gas pressure vessel is at least partially double-walled and that the secondary fuel and / or the air for supply to the pressure gas vessel or the combustion chamber is guided between two walls.
  • the propellant gas pressure vessel in particular if the combustion chamber forms part of it, different temperatures are to be expected at different points. The highest temperature is due to the function in the area of the burner and thus the combustion chamber and it will decrease towards the propellant gas outlet.
  • a triple wall can be provided in the area of the combustion chamber.
  • a double wall and finally, towards the propellant gas outlet a single wall can be provided, to name just one example.
  • the triple wall can be used to guide air in an area between two walls for supply to the LPG container or to the combustion chamber.
  • the secondary fuel in particular water
  • the secondary fuel can be conducted in another intermediate area and towards the double wall area of the pressure gas container.
  • a single wall can then be provided towards the propellant gas outlet.
  • Another embodiment proposes a heat exchanger for heating at least one secondary fuel from the heat of the propellant gas and / or from the heat of another medium.
  • the first, second and / or further secondary fuel is heated, so that the relevant secondary fuel can be introduced into the propellant gas pressure container in a preheated state in a simple manner.
  • Heat of the propellant gas can be used for heating by supplying propellant gas to the heat exchanger.
  • the propellant gas can be used for this purpose, for example, after leaving an expansion machine downstream of the propellant gas generating device.
  • Propellant gas which has left the propellant gas generating device immediately, or a combination can also be used.
  • Other heat-conducting media such as gas obtained geothermally, are also suitable for use in the heat exchanger.
  • a method according to claim 8 is proposed for operating a propellant gas generating device.
  • This method is thus used to generate a propellant gas under pressure that can be used to do mechanical work.
  • a propellant gas generating device which has a propellant gas pressure container, a combustion chamber and a secondary fuel supply.
  • the following steps are proposed, which are carried out essentially simultaneously, in particular continuously and thus in parallel.
  • a fuel is burned in the combustion chamber to generate a fuel gas.
  • This fuel gas has a high heat, as well as a certain overpressure, which is also due to the construction of a closed combustion chamber.
  • a closed combustion chamber is also to be understood as an open combustion chamber which is arranged in an essentially closed propellant gas pressure container.
  • the fuel gas is passed into the LPG tank. This is done, for example, by removing a propellant gas generated and continuing to operate the burner, so that fuel gas follows.
  • Secondary fuel in particular water
  • Secondary fuel is introduced into the propellant gas pressure vessel and thus into the fuel gas. This leads to cooling of the fuel gas and thereby heating of the secondary fuel, in particular the water, and consequent expansion of the secondary fuel or water.
  • the result is the propellant gas in the propellant gas pressure container, which has a correspondingly high pressure and can lead to a corresponding increase in volume of the propellant gas.
  • the secondary fuel is atomized and / or introduced as water vapor. As far as possible, the introduction takes place in such a way that the fuel gas and the secondary fuel are mixed with the propellant gas in the most favorable manner.
  • the secondary fuel is also supplied under pressure.
  • a propellant gas generating device according to the invention is preferably used in this method.
  • the fuel is burned to the fuel gas with the addition of air, and water is supplied as a secondary fuel in liquid form in such a way that it evaporates when the fuel gas is cooled and thus leads to an increase in volume or already is supplied as water vapor and / or the propellant gas has fuel gas and water vapor, in particular is a mixture of fuel gas and water vapor.
  • the combustion of the fuel is promoted by the supply of air, which here also exemplifies other additives such as oxygen, and in particular is more controllable.
  • the propellant gas is preferably generated so that the combustion takes place under excess pressure. This is a characteristic of the burner and requires appropriate precautions such as in particular the fuel and, if necessary, the air under pressure.
  • the secondary fuel is to be supplied to the pressurized gas container under pressure.
  • compressed air is supplied to the combustion chamber, which is provided by a compressed air compressor, preferably using a compressed air control valve and controlling the pressure and / or the amount of compressed air. It is also favorable to supply fuel to the combustion chamber and / or the burner by means of a fuel pump and / or a fuel compressor, a fuel quantity control valve preferably being used and the fuel quantity to be supplied being controlled.
  • a gaseous fuel monitoring of the pressure, the temperature and / or the volume and / or mass flow of the supplied fuel is proposed for controlling the fuel quantity valve.
  • water is preferably supplied as a secondary fuel to the propellant gas pressure container by means of a water pump and optionally a water control valve is used, the water is supplied under pressure and the amount of water supplied is controlled.
  • the control of the pressure and / or the amount of water can optionally be carried out directly via the water pump.
  • the supply of a gaseous secondary fuel can be carried out similarly to the supply of a gaseous fuel or the compressed air.
  • the method is preferably used as a flowable fuel, that is to say a liquid or gaseous fuel, such as in particular gas, oil, gasoline and diesel, to name just a few examples.
  • preheated water can be used as the secondary fuel and / or water can be fogged into the propellant gas pressure vessel under pressure. This makes it possible to use the water beforehand to cool the propellant gas pressure vessel or also other components of the propellant gas generating device or other components of a heat engine. The heat extracted for preheating is retained in the system by supplying the preheated water to the fuel.
  • the method is preferably carried out in such a way that the water or secondary fuel supply, the fuel supply and / or the compressed air supply takes place depending on measurements of conditions in the propellant gas generating device, in particular depending on measurements of the temperature, the volume, the pressure and / or the Composition of the propellant gas and / or depending on the temperature in the burner.
  • the quantitative ratios and / or the pressure of the compressed air, the fuel and the water are preferably controlled.
  • the method be controlled in such a way that the propellant gas leaves the propellant gas pressure vessel at a pressure of approximately 10 to 50 bar and a temperature in the range from 750 ° C. to 1200 ° C. The higher the pressure, the higher the temperature and vice versa.
  • An expansion machine for converting an expansion of propellant gas under pressure into a mechanical movement is preferably also proposed.
  • Such an expansion machine has a filling space and a propellant gas expansion space.
  • the moving body is arranged and guided in the filling space such that a pressure of the propellant gas with which the filling space was filled acts on the first pressure surface and thus pushes the moving body in a first direction and thus moves it.
  • This movement can result from an expansion of the filled propellant gas or, in combination, can take place together with the filling.
  • the moving body can be moved directly in the first direction by filling with propellant gas.
  • the moving body is also guided into the propellant gas expansion space, the second pressure surface being essentially opposite to the first pressure surface and an expansion of a propellant gas supplied to the propellant gas expansion space being moved to move the moving body in the second direction opposite to the first direction.
  • the expansion machine is essentially prepared for movement of the moving body in the second direction due to expansion of the propellant gas in the propellant gas expansion space. The effect of the propellant gas in the filling space and the propellant gas expansion space are thus opposed.
  • the expansion machine must be controlled accordingly so that the filling space is filled and the propellant gas is expanded in the expansion space one after the other, in particular alternately.
  • the first printing area is preferably smaller than the second printing area.
  • a higher pressure is therefore required in the filling space in order to exert the same force on the moving body as can be exerted in the propellant gas expansion space by a correspondingly lower propellant gas pressure.
  • the forces in the direction of the first or second direction of movement are meant in each case.
  • the filling space is designed as a cylinder space or annular gap and accordingly the first pressure surface is designed as a circular or annular surface, the moving body is designed as a piston and / or the propellant gas expansion space is designed as an annular gap or cylinder space and the second pressure surface as Ring or circular surface is formed.
  • the use of a piston as a moving body is structurally simple.
  • the first expansion part arrangement can overall be simple and essentially cylindrical.
  • the filling space is an annular gap and the first pressure surface correspondingly an annular surface and the propellant gas expansion space a cylinder space with the second pressure surface as a circular surface. In this way it is also easy to realize that the first printing area is smaller than the second printing area.
  • the division can be reversed, a larger ring area than the circular area can be achieved with a corresponding size division.
  • the filling space and the propellant gas expansion space overlap, both of which are preferably formed in a common bore.
  • a common bore can be provided as a common cylinder space in which the moving body can move, in particular as a piston, and the filling space is then formed on one side of the piston and the propellant gas expansion space on the other side.
  • parts of the bore then belong to the filling chamber or to the propellant gas expansion chamber.
  • the expansion machine preferably comprises at least one filling valve which is functionally connected to the first filling space for admitting propellant gas into the first filling space, at least one exhaust valve which is functionally connected to the propellant gas expansion space for releasing propellant gases from the propellant gas expansion space and / or at least one which is functionally connected to the filling space and the propellant gas expansion space
  • Overflow valve for opening and closing a connection between the fill space and the propellant gas expansion space to allow propellant gas to flow from the fill space to the propellant gas expansion space.
  • the filling space and the propellant gas expansion space are thus functionally connected via the at least one overflow valve.
  • this expansion sub-arrangement is thus prepared for a propellant gas to flow into the filling space via the filling valve, to cause the moving body to move in the first direction, then to flow into the propellant gas expansion space via the overflow valve, to expand there and to move the moving piston into the leads in the second direction and then - preferably after complete expansion and decrease in pressure to atmospheric pressure - leaves the propellant gas expansion space.
  • An expansion machine is preferably proposed for converting an expansion of propellant gas under pressure into a mechanical movement.
  • This expansion machine has an expansion sub-arrangement with a double function, which is especially matched to an interaction with a propellant gas generating device.
  • a propellant gas expansion space is provided which is to be filled with propellant gas and in which the propellant gas then expands in order to press the moving body in a first direction and accordingly to produce a translational movement of the moving body in this first direction.
  • This moving body is also guided into a compression space and has a compression surface in order to compress a process gas, in particular air, which can be used in the propellant gas generating device. Compression takes place through a translatory movement of the moving body in the first direction, so that a movement of the moving body caused by the expansion of the propellant gas leads to compression of the process gas into the compression space.
  • the pressure area is preferably larger than the compression area. In this way it can be achieved, on the one hand, that the same expansion pressure on the pressure surface can lead to compression with a higher compression pressure on the side of the compression surface. On the other hand, it is achieved that the expansion of the propellant gas can achieve a movement of the moving body in the first direction with high energy or force, and the compression of the process gas carried out thereby consumes only little of this energy or force.
  • a common cylinder space or a common bore is preferably provided in which the propellant gas expansion space and the compression space are formed. Basically, the moving body then moves back and forth - in particular as a piston - between the propellant gas expansion space and the compression space.
  • a jacket tube around at least one of the expansion sub-arrangements in order to guide a medium therein for temperature compensation.
  • temperature compensation between regions of different warmth of the expansion part arrangement can be achieved.
  • Thermal oils, water, gases and other media can be considered as a medium.
  • Temperature compensation can also be provided in the area of cylinder heads and the medium used can be used for heating elsewhere.
  • two expansion subassemblies ie a first and a second, are coupled to one another.
  • This coupling can be carried out both with an expansion sub-arrangement with filling space and propellant gas expansion space and with an expansion sub-arrangement with compression space and propellant gas expansion space.
  • the two expansion subassemblies are thus fundamentally coupled in a push-pull manner, so that expansion of propellant gas in the propellant gas expansion space of the first expansion subassembly leads to emptying of the expanded propellant gas from the propellant gas expansion space of the second expansion subassembly.
  • the function of the filling spaces or the compression spaces is retained as they are has already been explained in connection with a single expansion part arrangement.
  • a flywheel is preferably provided for storing and delivering kinetic energy from or to the moving body.
  • Such a flywheel mass can absorb kinetic energy in particular when the respective propellant gas expansion space that is currently expanding in the propellant gas is still small and the pressure of the propellant gas is still high.
  • An increasing expansion of the propellant gas and thus an enlargement of the propellant gas expansion space also leads to a decrease in the pressure of the propellant gas and correspondingly a decrease in the force of the moving body. At the end of the movement, this movement can be maintained by the swinging body, even if a subsequent device takes mechanical energy. This makes it possible, at least in theory, for the pressure of the propellant gas to drop to atmospheric pressure at the end of the movement.
  • a conversion mechanism which has at least one rack connected to the moving body and at least one gear means coupled to the rack, for converting a translational movement of the rack into a rotary one Movement on the gear center.
  • This device has the advantage over a construction of a wheel and crank rod that basically the same force is always converted into the same torque by the rack, because the use of the rack on the gear means permanently exerts a force at a 90 degree angle of the translatory direction of movement to the radius on which the rack engages is reached.
  • the expansion machine is characterized in that the conversion mechanism has at least one first gear means to convert a translational movement of a first direction of the moving body into a rotational movement with a first direction of rotation and has a second gear means to translate movement of a second direction of the moving body in convert a rotational movement with the first direction of rotation.
  • a translatory movement is converted into a rotary movement with one and the same direction of rotation.
  • a switch be made between the first and second gear means in such a way that a movement of the moving body is converted into a rotational movement with the first, ie only one, direction of rotation.
  • each gear means preferably has a freewheel, in particular a controlled clutch freewheel, in order in each case to be effective only in the first or the second direction of the translatory movement. Accordingly, according to one variant, no active switchover needs to be carried out and a conversion into the first rotary movement mentioned is always carried out. If a controlled clutch freewheel is used, it is possible to specifically deactivate the freewheel so that a force can be transmitted from the gear means to the moving body even in the direction of rotation mentioned. This can be advantageous if its movement is to be supported by the gear means towards an end position of the moving body.
  • the moving body can preferably be designed with two toothed racks or a double toothed rack, in that a toothed rack or part of a double toothed rack leads to a transmission for each translatory movement.
  • the expansion machine control unit is prepared to control the movement of a linear unit, which in particular comprises the piston and the piston rod, via valve positions.
  • clutch freewheels can optionally be controlled in order to suitably control a torque transmission.
  • the measurement and consideration of the state variables piston location, piston speed, direction of piston movement, generated speed on an output shaft and valve positions as well as possibly states of the clutch freewheels are provided.
  • the expansion machine control unit can be prepared to coordinate these expansion machines in their movement.
  • a central control unit can preferably be provided, which in addition to the tasks of the expansion machine control unit also takes over the control of a propellant gas generation unit.
  • a control unit for a propellant gas generation unit and an expansion machine control unit can preferably be coordinated and / or combined in one unit.
  • An arrangement of at least two expansion machines is preferably proposed, the expansion machines being coupled in such a way that they each transmit torque to a common shaft, the expansion machines in particular being prepared to be operated in a synchronized and / or coordinated manner.
  • two expansion machines can be coupled via a conversion mechanism, in that, for example, each expansion machine engages with a rack on a conversion mechanism with two gear means.
  • two or more expansion machines can transmit a torque to a common shaft, the expansion machines being arranged one behind the other in pairs or in the axial direction of the common shaft.
  • the expansion machines should be coupled in synchronism. They run at least partially out of phase, but otherwise synchronously or at the same frequency.
  • a method for operating an expansion machine with a first expansion part arrangement with a filling space and a propellant gas expansion space is described . Accordingly, the following steps are carried out: In the first step, the filling space is filled via at least one filling space operating gas, the pressure of the propellant gas acting on a first pressure surface on the moving body and pressing it in a first direction and thus moving in this direction. In the second step, the at least one filling valve is closed and then at least one overflow valve is opened, so that the propellant gas flows from the filling space into a propellant gas expansion space.
  • the at least one overflow valve can be opened a little later, ie later, when the at least one filling valve is closed, in order to prevent propellant gas from flowing directly into the filling valve and through the overflow valve.
  • a force acts on the second pressure surface on the moving body and this is thus pressed in a second direction and thus moved.
  • the second direction is opposite to the first, so that the moving body moves back in relation to step 1.
  • At least one outlet valve in the propellant gas expansion chamber is opened in order to allow the propellant gas to escape from the propellant gas expansion space.
  • the pressure of the propellant gas is optimally the same as the surrounding, i.e. atmospheric pressure.
  • step 1 the process is repeated starting with step 1, the at least one outlet valve initially remaining open.
  • step 1 the propellant gas expansion space is reduced again and the propellant gas contained can escape through the at least one opened outlet valve.
  • a method for operating an expansion machine with an expansion subassembly with a propellant gas expansion space and a compression space is described. Accordingly, in the first step the propellant gas expansion space is filled with propellant that the pressure of the propellant acts on a pressure surface on a moving body and thereby moves the moving body in a first direction. This movement in the first direction reduces the compression space and compresses the process gas contained therein. The compressed process gas can then be supplied to or used during the compression process.
  • the moving body is moved back in the second direction, the propellant gas expansion space being emptied due to at least one opened outlet valve.
  • the return movement of the moving body can be achieved, for example, by means of a flywheel or another force not caused by this first expansion part arrangement.
  • the compression space is filled with process gas. In the simplest case, this can mean that an inlet valve in the compression space is opened and air flows into the compression space by moving the moving body back.
  • step 1 is repeated, the intake valve in the compression space previously being closed, so that a desired compression pressure for the process gas can build up.
  • two expansion sub-arrangements are operated coupled with the same features.
  • the same features do not necessarily mean that the expansion subassemblies are completely identical, but that in principle they have the same structure, in particular two expansion subassemblies, each with a filling space and a propellant gas expansion space, are operated coupled, or two expansion subassemblies, each with a propellant gas expansion space and a compression space operated together.
  • the directions of movement are opposite here, the movements complementing one another in that the two expansion part arrangements have a common movement body.
  • the two expansion subassemblies will accordingly operated in such a way that they move the moving body in the same direction, so that the filling and emptying of the propellant gas expansion space of the first expansion subassembly always takes place in reverse to the filling and emptying of the propellant gas expansion space of the second expansion subassembly.
  • a heat engine for generating a mechanical movement using a fuel which comprises a propellant gas generating device according to the invention for generating a propellant gas and an expansion machine according to the invention for converting an expansion of propellant gas under pressure into a mechanical movement, in particular rotary motion, the propellant gas generating device and the Expansion machine are coupled to each other so that the propellant gas generated by the propellant gas generating device is supplied to the expansion machine, in particular is provided at least one filling valve or inlet valve in a propellant gas expansion chamber.
  • the propellant gas generating devices and the expansion machine are preferably matched to one another.
  • the propellant gas generating device essentially supplies a propellant gas with values that are as constant as possible, such as constant pressure and temperature.
  • the expansion machine is prepared to be operated essentially with a propellant gas at a constant pressure.
  • the two devices thus advantageously complement each other to form the heat engine.
  • an expansion machine with at least one expansion space, preferably two expansion spaces, is used.
  • the expansion machine can thus be operated with the propellant gas provided by the propellant gas generating device and at the same time compress a process gas and be available to the burner as compressed gas, in particular compressed air from the propellant gas generating device. This results in particularly good synergy effects.
  • a compressor for compressing a process gas, in particular air is also described.
  • Such a compressor has a first and a second compression space, each with a first and a second compression body. The two compression spaces are coupled in that the second compression space is formed in the first compression body.
  • the first compression space is prepared to compress the process gas to a volume with a first compression pressure in a first compression stage.
  • a corresponding connection valve - or more - is provided in order to then transfer the compressed process gas into the second compression space. After compression in the first compression stage, the process gas thus flows into the second compression space.
  • the second compression space is then prepared to further compress the process gas in a second compression stage, the volume being reduced accordingly and the compression pressure being increased accordingly.
  • the first compression space and the second compression body are arranged fixed to one another and the first compression body is arranged to be movable in two directions relative to the first compression space and the second compression body in such a way that its movement either reduces the first compression space or increases the second or vice versa.
  • the first compression space preferably forms a cylinder into which the first compression body is likewise guided in a cylindrical manner.
  • the second compression space is also arranged as a cylinder - correspondingly with a smaller diameter.
  • the second compression body is also guided into this second compression space as a corresponding cylinder with a smaller diameter.
  • the first compression body now moves in the first compression space in such a way that the latter reduced and the process gas is compressed. Since the first compression space and the second compression body are each fixed, the second compression space is automatically increased by the movement of the first compression body. Because of the smaller cylinder diameter, however, this second compression space is relatively small and the process gas compressed in the first compression stage can now be admitted into this second compression space without the latter losing its compression again. Due to the small second compression space, the connection valve between the first and second compression space can be opened during the first compression stage. In this first compression stage, the second compression space is enlarged while the first is reduced, it is nevertheless small in comparison to the large compression space and the volume available for the process gas is also reduced with the connecting valve open. For the second compression stage, however, the connecting valve must be closed so that when the first compression body is weighed back, which reduces the size of the second compression space, the process gas does not flow back into the first compression space.
  • connection valve can be provided as a check valve which only allows a flow from the first to the second compression space.
  • an inlet valve from the outside to the first compression space can be designed as a check valve.
  • a steam generator as a heat exchanger, in particular to use propellant gas from a propellant gas generating device as a heat source after it has passed through an expansion machine and thereby to generate steam in the heat exchanger for use as secondary fuel in the propellant gas generating device.
  • the first expansion space can also be referred to as a propellant gas filling space and the second expansion space can also be referred to as a propellant gas expansion space.
  • Fuel and / or fuel can also be referred to as fuel, but its function differs from that of secondary fuel.
  • the importance of secondary fuel must be differentiated between fuel, fuel and fuel.
  • LPG pressure vessel can also be referred to as a LPG reactor pressure vessel.
  • a control unit usually comprises a measuring, control and regulation unit.
  • a printing area can form a partial area of a total area, the pressure being on the total area, but only being effective on the printing area.
  • the term printing area refers to the area where the pressure is applied.
  • propellant gas generating device One aspect of the invention is the propellant gas generating device.
  • suitable propellant gas generation can be accomplished in a variety of ways.
  • the appropriate technology should be selected in accordance with the selected energy source (fuel).
  • fuel for solid fuels such as coal, wood, etc.
  • solid fuels such as coal, wood, etc.
  • commercially available steam boiler systems in question.
  • the propellant gas generating device according to the invention can be used for liquid fuels such as oil or for gaseous fuels such as landfill gas, biogas, natural gas etc.
  • the propellant gas generating device 2 has two propellant gas pressure vessels 4, which are basically of the same construction and can also be referred to as propellant gas reactor pressure vessels.
  • the task the propellant gas pressure vessel 4 is to produce suitable propellant gas by reaction of air, fuel and preheated water, so that it is able to do mechanical work.
  • a combustion chamber 6, each with a burner 8, is arranged in each of the two propellant gas pressure containers 4 in order to burn fuel.
  • the task of the combustion chamber 6 is to ensure the best possible combustion of a fuel-air mixture.
  • the propellant gas pressure vessel with the combustion chamber 6 forms a propellant gas reactor 5.
  • Each burner 8 is intended to start and permanently ensure optimal combustion by swirling air, fuel and their ignition.
  • the propellant gas generating device 2 comprises a central measuring, control and regulating unit 10, also referred to as MSRe or MSR 10 for short.
  • MSR 10 central measuring, control and regulating unit 10 for short.
  • Variable inputs of this MSR 10 are an input for a power specification 12, via which a user can specify a power via operator commands, as well as at least one input for a temperature measurement value 14, an input for a pressure measurement value 16 and an input for a speed measurement value of a one driven by the propellant gas generating device Mechanics.
  • the measured values of the temperature and the pressure relate to the temperature and the pressure of the propellant gas, in particular at an outlet 18 of the propellant gas pressure container 4.
  • the MSR issues 10 control commands as outputs. These include an air control output 20 for issuing a drive command to at least one air pressure control valve 22 to control air supply to the burner 8, a fuel control output 24 for issuing a drive command to at least one fuel control valve 26 to control a fuel supply, and a water control output 28 for issuing a drive command to at least one water quantity control valve 30 in order to control the supply of a quantity of water to the propellant gas pressure container.
  • the MSR 10 has a fill quantity control output 32 for issuing a control command to control a fill quantity of the propellant gas for a downstream expansion machine, and a fill quantity control output 34 for issuing a drive command in order to issue an exhaust valve for discharging the propellant gas for the downstream expansion machine To control expansion machine.
  • the MSR 10 is intended to calculate the best possible propellant gas generation on the basis of a program and depending on the inputs mentioned above and to control this by means of corresponding control commands.
  • an air compressor 36 which provides an air pressure by means of a reservoir upstream of the air pressure control valve 22, which in one embodiment is at least 43 bar.
  • the compressor 36 is driven by linear coupling from the expansion machine to ensure proportional generation of compressed air.
  • the compressor 36 provides compressed air and the task of the air pressure control valve 22 is to supply an optimum amount of air to the combustion chambers 6 of the propellant gas reactors 5 in accordance with a specification by the central MSR 10.
  • a fuel pump 38 is provided in order to ensure a fuel pressure by means of a reservoir upstream of the fuel control valve 26.
  • this fuel pressure is approximately 200 bar when using a liquid fuel.
  • the fuel control valve 26, which is also referred to as the fuel quantity control valve, is intended to supply the combustion chambers 6 of the propellant gas reactors 5 with the optimal possible quantities of fuel in accordance with the above-described specifications of the MSR 10.
  • the combustion chambers 6 have at least one injection nozzle 40.
  • a water pressure is to be provided upstream of the water quantity control valve 30, which is approximately Can be 200 bar.
  • the water quantity control valve 30 is intended to ensure a controlled supply of the water to the propellant gas pressure containers. This supply takes place in accordance with a specification of the MSR 10, the water atomizing nozzles 44 being supplied in the propellant gas pressure containers 4 of the propellant gas reactors 5, which are each arranged in the region of a container wall 46. Optimal amounts of water should be added to preheated water in order to optimize the temperature and volume of the propellant.
  • Corresponding water supply lines 48 are provided for supplying the water from the water quantity control valve 30 to the atomizing nozzles.
  • the propellant gas reactor 5 works with a non-atmospheric combustion technology, that is to say the combustion takes place under excess pressure.
  • propellant gas is generated from fuel, air and water.
  • the special task of the propellant gas reactor 5 is to produce propellant gas with the largest possible volume and moderate temperature.
  • a moderate temperature is to be understood as a temperature range which does not cause any damage to the machine constructions from the LPG reactor pressure vessel 6 and an expansion machine to which the LPG generated is supplied.
  • compressed air is fed via the air compressor 36, which can also be referred to as a compressed air generator, and the air quantity control valve 22 and a line system comprising the air lines 35 to a burner system comprising the burner 8 within the combustion chamber 6 in the LPG reactor pressure vessel 4.
  • the components of fuel such as gas, oil, etc., and compressed air, which are optimally composed in terms of quantity, are mixed intimately and ignited there, with a considerable increase in volume and temperature increase taking place in the combustion chamber 6 via the burner system.
  • the task of the combustion chamber 6 is to provide the combustion process with a sufficient protective space in which the combustion can take place as optimally as possible, that is to say at the highest possible temperatures and the necessary dwell time, in order to produce the cleanest possible combustion gas.
  • Positive features here are that an optimally optimized combustion time window can be achieved and options for optimal fuel combustion are created in order to keep any possible particulate matter risk low and to get as little NO x as possible.
  • a very warm or hot fuel gas leaves the combustion chamber 6 through openings 7 provided structurally in the combustion chamber 6 and reaches the larger propellant gas reactor pressure vessel 4.
  • This process is also regulated and controlled by the MSR, the pressurized water having previously passed through the water pump 42, the water reservoir and the water quantity control valve 30.
  • the water has possibly passed through a heat exchanger of the compressed air generator or air compressor 36, whereby it heats up considerably.
  • the MSR 10 system measures, regulates and controls the supply of previously described Fuel gas and water in such a way that the largest possible volume of propellant gas arises in a temperature range which does not thermally damage the propellant gas reactor pressure vessel 4 and a downstream expansion machine.
  • the task of the propellant gas reactor pressure vessel 4 is to bundle the propellant gases generated in it and, if necessary, to feed it to the downstream expansion machine via a pipeline system, and to withstand the pressure to be expected which results from the dynamic pressure of the expansion machine.
  • Another task of the MSRe system is to continuously measure and regulate the quantitative ratios of compressed air, fuel and water depending on the pressure, volume and temperature of the propellant gas while the WWKM is operating.
  • a particular advantage of the propellant gas reactor system that is to say the propellant gas reactor 5 with associated components, including the MSR 10, is that a direct, intimate temperature-volume conversion takes place due to the system. This means that mixing increases the volume in the same room. Efficiency losses due to temperature - solid walls separating volumes such as There are no pipes in boiler systems.
  • any pollutants present in the fuel gas are intimately mixed in the propellant gas and are bound in the condensate behind the expansion machine after the condensation and can thus be treated or disposed of in an environmentally friendly manner.
  • Figure 1 is a schematic representation that shows two propellant gas reactors 5 in a sectional view based on the basic structure, which does not represent exact proportions.
  • the MSR 10 and further elements between the two propellant gas reactors 5 are shown. This arrangement is not important, however, and in particular the MSR 10 can be arranged at basically any position.
  • FIG. 2 an expansion machine 202 according to an embodiment of the invention is explained, the expansion machine 202 being shown in an operating position to explain the individual elements. A partial sectional view was chosen for the illustration.
  • the expansion machine 202 has two cylinders 204 - according to FIG Figure 2 a right cylinder and a left cylinder - into which propellant gas can expand if the operating position is appropriate.
  • Each cylinder has a cylinder head 206 with a plurality of exhaust valves 208 through which propellant gas can flow out in the open state.
  • the exhaust valves 208 on the right cylinder 204 are shown in the open state and those on the left cylinder in the closed state.
  • an annular channel 210 with filling valves 212 is provided.
  • a closed fill valve 212 is shown for the right cylinder 204 and an open fill valve 212 for the left cylinder 204.
  • propellant gas can thus be provided on the ring channel 210 and flow into the cylinder 204 through the at least one filling valve 212 shown on the right.
  • a piston 214 is guided by means of an annular cylinder guide 216 in a cylindrical interior or a cylindrical bore in order to enable the piston 214 to move axially.
  • the cylinder guide 216 is arranged in and on the cylinder 204 and also ensures that the piston 214 is sealed against the cylinder 204.
  • the piston 214 has a piston body 220 and a piston end wall 222, which are each firmly connected to one another, this connection of the piston body 220 with the piston end wall 222 in FIG Figure 2 is not shown.
  • Each cylinder 204 has a propellant gas filling space 224.
  • the propellant gas filling chamber 224 is formed between the piston body 220, the piston end wall 222 and the cylinder 204 and changes with the position of the respective piston 214.
  • the propellant gas filling chamber 224 shown for the right cylinder 204 is thus composed of a cylindrical section and an annular gap.
  • the propellant gas filling chamber 224 is connected to a propellant gas expansion chamber 228 via a plurality of overflow valves 226.
  • the propellant gas expansion space 228 changes with the position of the piston 214 and has its largest dimension in the right cylinder 204 and its smallest dimension in the left cylinder 204.
  • the overflow valves 226 on the right cylinder 204 are closed and those on the left cylinder 204 are shown open. When the overflow valves 226 are open, propellant gas can flow from the propellant gas filling space 224 into the respective propellant gas expansion space 228.
  • Both pistons 214 are firmly connected to one another via a common piston rod 230.
  • the piston rod 230 is toothed on both sides in order to engage in two toothed rings 232 in order to convert a force of the pistons 214 into a torque.
  • Each ring gear 232 is connected to a freewheel 234, so that torque is only transmitted in one direction of rotation to the wheel hub 236 connected to the freewheel 234.
  • Arrows indicate a direction of rotation 238 in which a torque is transmitted.
  • Both freewheels 234 are selected such that a torque is always transmitted in the direction of this direction of rotation 238 from one toothed ring 232 each to the corresponding wheel hub 236.
  • the wheel hubs have sprocket teeth and are over one Chain drive 240 connected to each other to achieve synchronization of the torque.
  • An oscillating movement of the piston rod 230 can thus always be converted into a torque with the direction of rotation 238 via the choice of the freewheel 234.
  • the torque generated in this way can be extracted via output shafts 242 and used for further use.
  • the overflow valves 226, fill valves 212 and exhaust valves 208 are controlled regularly.
  • the overflow valves 226 close on the right cylinder 204, the filling valves 212 open in the right annular channel 210, and the exhaust valves 208 in the right cylinder head 206 and release a substantially expansion-free propellant gas filling of the right propellant gas filling space 224.
  • the overflow valves 226 in the left piston 214 open - likewise regularly controlled - and thus open an expansion process of the left previously filled propellant gas filling space 224.
  • the two pistons 214 thus develop their thrust or expansion forces mutually adding to the right. Controlled in line with the MSR, the filling valves 212 are closed again when the right filling chamber 224 is filled and the piston 214 has reached its extreme right position.
  • the filling creates shear forces on the piston 214, resulting from the propellant gas filling pressure multiplied by the effective circular ring area, which corresponds to an end face of the annular gap of the propellant gas filling chamber 224.
  • the propellant gas does not expand in this step.
  • the effective piston area is the size of the circular area of the end face of the piston body 220.
  • Expansion pistons acting on the left-hand piston 214 are initially very large due to the falling pressure curve, that is to say the decreasing pressure, the maximum pressure approximately corresponding to the filling pressure, and possibly decrease to zero when the pressure decreases to atmospheric pressure. In this case there are no energy outflows due to unused escaping residual pressure.
  • Figure 3 shows the expansion machine shortly before reaching the right inner direction reversal point, ie shortly before the piston end wall 222 has reached the filling valve 212 in the left cylinder 204.
  • the MSR gives the right exhaust valves 208 the closing command, as a result of which a residual propellant gas cushion builds up, which absorbs the kinetic energy from the moving linear unit, namely the piston 214 and the piston rod 230, and decelerates it to speed 0 and immediately accelerated linearly in the other direction again.
  • the expansion machine 202 is shown in an operating position at the stroke is on the left. Arrived at the left inner direction reversal point of the linear unit, namely the piston 214 and the piston rod 230, the left overflow valves 226 close, open the filling valves 212 in the left ring channel 210, as well as the exhaust valves 208 in the left cylinder head 206 and release the expansion-free propellant gas filling of the propellant gas filling chamber 224. At the same time, the overflow valves 226 also open regularly in a controlled manner as shown in FIG Figure 4 right piston 214 and thus open the expansion process of the right previously filled LPG filling space 224.
  • the two pistons 214 thus develop their thrust or expansion forces mutually adding to the left.
  • the thrust forces on the circular surface of the left piston - resulting from the propellant gas pressure times the effective circular surface - remain constant.
  • the expansion forces acting on the right-hand piston 214 are initially very large as a result of the falling pressure curve, the maximum pressure here also roughly corresponding to the filling pressure and, with complete expansion, being able to decrease to ambient pressure. A positive torque input of approx. 96% is aimed for. If the expansion pressure decreases to ambient pressure, there are no energy outflows due to unused escaping residual pressure.
  • the MSR gives the left exhaust valves 208 the closing command, as a result of which a residual propellant gas cushion builds up, which absorbs the kinetic energy from the moving linear unit, consisting of the pistons 214 and the piston rod 230, decelerating them to speed 0 and immediately accelerated linearly in the other direction again.
  • the piston rod 230 toothed on both sides has a toothing which, according to Figure 2 - Is engaged with a ring gear 232 at the top and bottom. If the piston rod 230 moves to the right, a torque rotating to the left arises in the upper ring gear 232 and a torque rotating to the right in the lower ring gear 232. If the piston rod 230 moves to the left, a right-turning torque is generated in the upper ring gear 232 and a left-turning torque in the lower ring gear 232.
  • the freewheels 234 are arranged between the two ring gears 232 and the wheel hubs 236, which have corresponding sprocket teeth.
  • the function of the freewheels 234 is to transmit the torques rotating to the left as shown here to the wheel hubs 236, or not to transmit the torques rotating in each case to the wheel hubs 236. If you want an expansion machine 202 that rotates to the right, only the direction of action of the freewheels 236 needs to be changed.
  • the tasks of the drive shafts which are connected to the wheel hubs 236 in a torque-proof manner and are mounted radially and axially, are to couple the generated torques - the generated powers of the expansion machine with further elements, or to pass them on to a power consumer.
  • the chain drive 240 is provided for synchronization of the torques on both wheel hubs, the task of which is to synchronize both output shafts 242 in a torque-proof manner and, moreover, a torque or power transfer of the total power optionally on both output shafts 242 to enable.
  • Figures 2 to 5 depict the same expansion machine 202 schematically, even if there may be some deviations in size in the illustration.
  • the Figures 2 to 5 differ in the operating states shown in each case.
  • Figure 6A illustrates the interaction of the propellant gas generating device 2 with an expansion machine 202 coupled therewith.
  • the propellant gas generating device 2 generates propellant gas in the two propellant gas reactors 5.
  • the propellant gas reactors 5 are coupled with their propellant gas pressure vessels 4 to the cylinders 204 of the expansion engine 202 in such a way that propellant gas is discharged from the outlet 18 of the propellant gas pressure vessel is supplied to the ring channels 210 and is thus provided at the filling valves 212.
  • the MSR 10 is provided for the simultaneous control of the LPG reactors 5 and the expansion machine 202. Measured values from the propellant gas reactors 5 and the expansion machine 202 can be taken into account. A measured value can be the pressure in the propellant gas filling chamber 224.
  • the direction of movement of the linear unit consisting of the piston 214 and the piston rod 230 is directed to the right as shown and leads to a force and torque transmission via the upper ring gear 232 and the direction of rotation is directed to the left.
  • the direction of movement of the linear unit is directed to the left as shown and leads to a force and torque transmission via the lower ring gear 232 and the direction of rotation is also directed to the left.
  • the torque on the wheel hubs 236 is directed to the left.
  • the two ring gears 232 rotate in opposite directions and with an alternating direction.
  • the LPG reactor 705 of the Figure 7 has a combustion chamber 706 with a burner 708.
  • the combustion chamber 706 is supplied with fuel via injection nozzles 740 and combustion air via air inlets or air nozzles 737.
  • the fuel is supplied via fuel lines 739 and the combustion air via air lines 735.
  • compressed air supply lines 750 In the vicinity of the combustion chamber 706, further compressed air is supplied via compressed air supply lines 750. This additional compressed air is provided via compressed air lines 752. This additional compressed air can also be referred to as secondary fuel, which lowers the temperature of the propellant gas and increases its volume.
  • Some of the compressed air supply lines 752 run directly outside of the combustion chamber 706 and thereby form a second wall for the combustion chamber 706. In this way, on the one hand, the combustion chamber 706 is thermally insulated from the outside, which on the other hand also leads to heating of the further compressed air supplied in this double wall. The compressed air is thus heated in the area of the compressed air supply 750 in order to promote the process in the propellant gas reactor 705.
  • Water and / or steam is fed to the propellant gas reactor 705 via feed lines 748 under pressure via feed lines 749.
  • Feeders 749 are in accordance with Figure 7 still arranged above the compressed air supply 750.
  • the water should act essentially thermally in the propellant gas generated, but not act directly on the combustion process in the combustion chamber 706.
  • Some of the feed lines 748 are guided outside the combustion chamber 706 but inside an insulation wall 745, so that a further double wall is created, which increases the insulation of the propellant gas reactor 705 to the outside and at the same time leads to heating of the water or water vapor in the feed lines 748.
  • the water or water vapor is thus supplied to the propellant gas reactor 705 in a heated state.
  • the supply of the water vapor leads to an increase in the volume of the propellant gas with a simultaneous decrease in temperature and the water or Water vapor can therefore also be referred to as another secondary fuel.
  • the term water can also include water vapor.
  • combustion chamber 706 there is thus combustion by supplying fuel via the injection nozzles 740 and combustion air via the air nozzles 737, which can be supported by the supply of further compressed air in the region of the compressed air supply 750.
  • This generates a hot propellant gas with a higher pressure and lower temperature.
  • a further increase in volume and decrease in temperature is achieved by supplying the water in the area of the water supply 749.
  • the propellant gas thus generated can finally leave the propellant gas reactor 705 through the outlet 718 and be fed to a further connection, in particular an expansion machine.
  • the LPG reactor 805 the Figure 8 has a propellant gas pressure vessel 804, the interior 803 of which directly adjoins a combustion chamber 806.
  • fuel is fed into the combustion chamber 806 via a fuel injection nozzle 840 into the combustion chamber 806.
  • Combustion air is also introduced into combustion chamber 806 via air nozzles 837. After ignition, the fuel burns with the combustion air to form a fuel gas in the combustion chamber 806 and from there it continues into the fuel gas pressure container 804.
  • the combustion chamber 806 and the interior 803 are essentially surrounded by a heat-resistant wall 860.
  • a first secondary fuel is supplied via a first secondary fuel channel 851.
  • the secondary fuel channel 851 opens into first secondary fuel feeds 850, which are formed in the heat-resistant wall 860 and enable the first secondary fuel to be fed into the propellant pressure container interior 803.
  • the combustion process is already complete or at least essentially complete.
  • the mixing of the first secondary fuel with the fuel gas leads to an increase in volume of the propellant gas produced.
  • the first secondary fuel absorbs heat from the fuel gas.
  • the first secondary fuel channel 851 is limited on the outside by a heat-resistant central wall 862. Outside of this heat-resistant middle wall 862, a second secondary fuel channel 871 is arranged, which provides a second secondary fuel to the interior 803 of the propellant gas pressure vessel 804 and thus the propellant gas reactor 805. According to the LPG 805 of the Figure 8 It is intended to supply compressed air as the first secondary fuel and to supply water vapor as the second secondary fuel.
  • the second secondary fuel channel 871 opens into second secondary fuel feeds 870, which can introduce the second secondary fuel into the interior 803.
  • the second secondary fuel is supplied to the second secondary fuel channel 871 via a second secondary fuel line 872.
  • the second secondary fuel is routed around a propellant gas outlet 818 in a plurality of turns 874 by means of the second secondary fuel line 872, so that, if necessary, the second secondary fuel can be preheated here by heat-emitting propellant.
  • steam can be generated from pressurized water in the area of these turns 874.
  • the second secondary fuel channel 871 is surrounded by an outer heat-resistant wall 864, which in turn is surrounded by a pressure-resistant housing 866, which thus essentially completely closes the combustion chamber 806 and the interior 803.
  • insulation 868 is provided around the pressure resistant housing 866. It should be noted that the insulation is particularly intended to leave heat in the system in order to avoid energy losses. Protection against overheating is in principle achieved by using existing heat to increase the volume of the propellant gas.
  • the expansion machine 902 of the Figure 9 comprises two expansion subassemblies 903.
  • Each expansion subassembly 903 has a cylinder 904 and a piston 914 guided therein.
  • a propellant gas expansion space 928 is provided in the cylinder 904 for filling with propellant gas so that it expands there and leads to a movement of the piston 914.
  • a compression space 925 is provided in the cylinder 904, which is used for compressing air.
  • the two pistons 914 are mechanically coupled to one another via a piston rod 930.
  • the piston rod 930 has teeth on two sides, with which it is in engagement with two toothed rings 932.
  • the sprockets 932 change their direction of rotation depending on the direction of movement of the piston rod 930.
  • the two expansion part arrangements 903 as right and left expansion part arrangements, the terms right and left referring to the representation according to FIG Figure 9 Respectively.
  • propellant gas is supplied to the propellant gas expansion space 928 on the left-hand side via a fill valve 912.
  • the propellant gas then expands in the propellant gas expansion space 928 and thus causes the left piston 914 to move to the right.
  • the propellant gas expansion space 928 increases, the compression space 925 shrinking and resulting in a compression of the air contained therein. Air was previously let into this left compression space 925 through the air fill valve 962 and is now compressed. After the desired compression, the compressed air can be discharged from the compression space 925 via the air outlet valve 958 and can be fed to a desired use, in particular a propellant gas generating device as secondary fuel or combustion air.
  • the movement described also leads to a movement of the Piston rod 930 to the right, which leads to a left turn of the upper ring gear 932 and a right turn of the lower ring gear 932.
  • the left rotation of the upper ring gear 932 is converted into a torque with left rotation on the upper wheel hub 936.
  • the movement in the lower ring gear 932 does not result in any torque on the wheel hub 936. Rather, the lower ring gear 932 and the lower wheel hub 936 rotate in opposite directions.
  • the expansion of propellant gas in the left propellant gas expansion space 928 also causes the right piston 914 to move to the right, so that the right propellant gas expansion space 928 is reduced.
  • the outlet valve 908 is open, so that propellant gas thereby leaves the right propellant gas expansion space 928.
  • This propellant gas is optimally at atmospheric pressure, but at the same time it is at an elevated temperature relative to the environment.
  • the propellant gas flowing out of the outlet valve 908 is thus fed to a heat exchanger 970. Heat of the propellant gas can be given off to water in the heat exchanger 970, as a result of which the water is heated and used as a further, in particular second secondary fuel, and can be fed to a propellant gas generating device.
  • the compression space 925 in the right cylinder 904 also increases and there air can flow into the compression space 925 through the air filling valve 962.
  • the two pistons 914 coupled via the piston rod 930 form a movable linear unit and these two coupled pistons 914 are also referred to as free pistons.
  • the right exhaust valve can be closed before this free piston has reached the end position, so that a residual amount of propellant gas remains in the right propellant gas expansion space 928 and forms a gas cushion.
  • a central component of the invention is a propellant gas reactor, the task of which is to generate a maximum propellant gas volume flow under high pressure using the thermal energy contained in the fuel as optimally as possible in order to feed it to a downstream machine.
  • the adaptation to different performance states of the overall machine is carried out by correspondingly changing the quantities of fuel, combustion air and SKT supplied.
  • the maximization of the propellant gas volume flow should take into account the temperature tolerance of the materials used at the outlet of the reactor - and at the inlet of the machine - by using compressed air, as combustion air, and secondary fuels (SKT) in the form of compressed air, water or water vapor.
  • compressed air as combustion air
  • secondary fuels SHT
  • the propellant gas reactor consists of a heat-insulated, pressure-resistant outer shell. In the central area, fuel and the combustion air required for combustion at elevated pressure are fed to a chamber in which the combustion process can take place completely.
  • SKTs can be fed in through additional inlets in the form of additional compressed air, water or water vapor and fed to the combustion gas as for an embodiment in Fig. 8 is shown.
  • the propellant gas generated in this way leaves the reactor through an opening in the upper region and is used to drive a machine, in particular an expansion machine.
  • these SKTs are fed in such a way that their volume flows protect the outer reactor wall against overheating. It may be necessary to use a high-temperature resistant lining for the combustion chamber.
  • FIG. 9 also illustrates that the propellant gas comes from a propellant gas generating device 900, referred to briefly as a reactor becomes.
  • This propellant gas generating device 900 is supplied with fuel and combustion air, as well as a first secondary fuel SKT1, which can be provided as compressed air through the compression space 925, and a second secondary fuel SKT2, which can be prepared and provided in the heat exchanger 970 as heated water or water vapor.
  • the heat engine 1000 of the Figures 10 to 12 comprises two propellant gas reactors 1005 that are coupled to an expansion machine 1102.
  • a propellant gas is generated in the propellant gas reactors 1005, which can each be supplied to an expansion subassembly 1103 via an outlet 1018 and a subsequent propellant gas supply 1019.
  • the propellant gas can in principle be supplied to a propellant gas expansion space 1128 via a fill valve 1112. After any expansion, the propellant can be released via an outlet valve 1108.
  • An outlet line 1109 is connected downstream of the outlet valve 1108.
  • the corresponding propellant gas expansion space 1128 increases and moves a piston 1114 via a piston end wall 1122.
  • the two pistons 1114 are mechanically coupled via a piston rod 1130 and a movement of the pistons 1114 and thus that Piston rod 1130 leads to a conversion into a torque in the conversion mechanism 1144.
  • the functioning of the conversion mechanism 1144 corresponds approximately to that in connection with the expansion machine according to FIG Figure 9 described.
  • Movement of the pistons 1114 and the piston rod 1130 - which together form a linear unit - also changes the volume of the compression spaces 1125. Moves from the Figure 10 this linear unit as shown to the right, the left compression space 1125 shrinks and leads to a compression contained therein Air that can thus be provided as compressed air. This compressed air can accordingly be taken from an air outlet valve 1158. At the same time, the right compression space 1125 increases and air can flow into the compression space 1125 through the air filling valve 1162.
  • the propellant gas reactors 1005 are operated with a fuel and combustion air.
  • the fuel is supplied by means of a fuel or fuel pump 1038 and a fuel valve 1026 for controlling the fuel or fuel supply.
  • the combustion air is provided as compressed air by the expansion machine 1102, the compressed air being provided in the area of the air outlet valves 1158 as described. This compressed air is also fed to the propellant gas reactor 1005 as the first secondary fuel outside the combustion chamber 1006 through the first secondary fuel supply 1050.
  • steam is supplied as the second secondary fuel in the second secondary fuel feeds 1070.
  • the second secondary fuel is first provided with pressure by a water pump 1042 and water quantity control valve 1030.
  • preheating is first carried out by corresponding line windings 1076 in the region of the propellant gas outlet line 1109, through which the propellant gas flows out of the propellant gas expansion space 1128.
  • a further heating of the water, in particular toward the water vapor then takes place in the case of further windings 1074 in the area of the propellant gas supply 1019, which connects to the outlet 1018 of the propellant gas reactor 1005.
  • the water heated in this way, in particular heated to water vapor is then fed to the propellant gas reactor 1005 as a second secondary fuel through the second secondary fuel feeds 1070.
  • FIGs 11 and 12 illustrate again - starting from the Figure 10 - A movement of the linear unit, which is formed from the two pistons 1114 and the piston rod 1130, to the right as shown. This is also intended to illustrate the pressure distributions.
  • propellant gas is introduced into the propellant gas expansion space 1128 on the left been. From Figure 10 about Figure 11 to Figure 12 this propellant gas now leads to an increase in volume of the left propellant gas expansion space 1128 and thus a decrease in pressure of the propellant gas contained therein. At the same time, an increase in pressure of the air contained takes place in the left compression space 1125.
  • propellant gas is expelled from the right propellant gas expansion space 1128, the pressure of the propellant gas remaining essentially the same there, namely approximately corresponding to atmospheric pressure.
  • the pressure in the compression space 1125 in the right cylinder 1104 also remains essentially constant, namely at approximately atmospheric pressure, since air flows in through the air filling valve 1162. After reaching the position according to Figure 12 the process is reversed and the linear unit will move to the left again.
  • a central measuring, regulating and control unit 1010 is shown.
  • This measuring, regulating and control unit 1010 which is abbreviated to MRS 1010, is used to control both the propellant gas generating device, that is to say the fuel pump 1038, the fuel valve 1026 and the water pump 1042 and the water regulating valve 1030, and also to control the expansion machine , in particular the valves.
  • the conversion mechanism 1144 has a controlled freewheel or clutch freewheel, which is also controlled by the central MRS 1010.
  • the central MRS 1010 can also be used to run multiple heat engines according to the Figures 10 to 12 to couple.
  • the MRS 1010 also takes over a synchronization control, so that the heat engines, in particular the expansion machines, are operated with the same frequency or with the same speed but shifted phase in relation to the resulting torque.
  • This makes it possible to avoid mechanical synchronous coupling, which makes the operation of one and, in particular, a plurality of heat engines more flexible and, in particular, more variable.
  • the 1300 heat engine Figure 13 comprises a propellant gas generating device 1301 with two propellant gas reactors 1305 and one Expansion machine 1302 with a conversion mechanism 1344.
  • This heat engine 1300 essentially corresponds to the heat engine according to FIG Figures 6A and 6B , wherein a compressor 1350 is additionally provided and is coupled to the expansion machine 1302 via the conversion mechanism 1344.
  • the compressor 1350 has two first compression spaces 1352 and two second compression spaces 1354. Every second compression space 1354 is formed in a compression body, namely compression pistons 1356, wherein the compression pistons 1356 are mechanically firmly coupled to one another via a rack section 1358 and basically form a movement body 1360. Each of the first compression spaces 1352 is formed in a cylinder jacket 1362 by the respective compression piston 1356 moving.
  • each first compression space 1352 forms a first compression level and every second compression space forms a second compression level.
  • the compression piston 1356 moves to the left, compressing air in the first compression space 1352 on the left side, which has previously flowed in through compressor inlet valves 1364. With this compression in the first compression space 1352 on the left side, air flows with increasing compression through connecting valves 1366 into the second compression space 1354.
  • the first compression stage is carried out in the left part of the compressor 1350.
  • the second compression stage according to the operating position in the Figure 13 carried out. Air that has already been compressed is located in the second compression space 1354 on this right-hand side and is further compressed by the movement of the compressor piston 1356 to the left, in that the second compression space 1354 is caused by the movement of the compressor piston 1356 is reduced.
  • the air compressed in this second stage can pass through a compressor outlet valve 1368 into a compressor outlet region 1370 and can finally be used from there.
  • the first compression space 1352 also increases in the right part and air can flow in through the compressor inlet valves 1364 in order to simultaneously prepare a first compression stage.
  • the moving body 1360 which consists of the two compression pistons 1356 and the rack section 1358, is basically the only moving part, with the exception of the moving elements of the valves.
  • the moving body 1360 thus moves relative to the cylinder jacket 1362 and the compressor outlet area 1370.
  • the latter is coupled via the rack section 1358 to the upper ring gear 1332 of the conversion mechanism 1344, the ring gear 1332 through the piston rod 1330 of the expansion machine 1302 is moved.
  • the movement of the moving body 1360 of the compressor 1350 is opposite to the movement of the piston rod 1330 of the expansion machine 1302.
  • the compressed air generated by the compressor 1350 can be used in the propellant gas reactors 1305, for example, as combustion air or also as a secondary fuel.
  • the conversion mechanics 1444 the Figure 14 has two ring gears 1432 which are rotatably mounted in a housing 1446. Between the two Sprockets 1432 is a first toothed piston rod 1430 of a first expansion machine and is in engagement with both sprockets 1432. A second piston rod 1429 of a second expansion machine is only engaged with a ring gear 1432.
  • the piston rods 1429 and 1430 move in opposite directions and as shown in FIG Figure 14 the first piston rod 1430 is shown in a position moved to the left and accordingly the second piston rod 1429 is shown in a position moved to the right.
  • the movement of the first piston rod 1430 is transmitted directly to the upper or lower ring gear 1432.
  • the movement of the second piston rod 1429 is transmitted directly to the lower ring gear 1432 and, via the lower ring gear, the first piston rod 1430 indirectly to the upper ring gear 1432, the directional information referred to being shown in FIG Figure 14 Respectively.
  • the rotational movement of the sprockets 1432 is transmitted to a torque depending on the direction through the upper or lower sprocket 1432.
  • FIG 15 illustrates that the upper piston rod 1430 can exert a force F1 with changing direction and the second piston rod 1429 can also exert a force F2 with changing direction.
  • the first piston rod 1430 - based on the representation of the Figure 15 - Force F1 directed to the right, this is transmitted to the upper ring gear 1432 in a torque M1 directed to the left, which is further transmitted to the wheel hub 1436.
  • the second piston rod 1429 exerts a force F1 directed to the left, which is transmitted to the lower ring gear 1432, from there to the first piston rod 1430 and from there to the upper ring gear 1432, where this leads to a torque M2 directed to the left .
  • the torques M1 and M2 add up.
  • the force F1 of the first piston rod 1430 is directed to the left, it is transmitted to the lower ring gear 1432 as a torque M1 directed to the left and from there to the wheel hub 1436.
  • the force F2 of the second piston rod 1429 is directed to the right and is directly on the lower one Gear ring 1432 transmitted and there leads to a torque M2 directed to the left.
  • the torques M1 and M2 add up.
  • the wheel hubs 1436 are coupled via a chain drive 1440 and corresponding torque can optionally be taken from the upper and / or lower wheel hub 1436. According to this embodiment, coupling of two expansion machines with only one conversion mechanism can be achieved in a simple manner. All that is required is a second guide for the second piston rod 1429.
  • the propellant gas reactor 1605 works with one fuel and combustion air as well as three secondary fuels, namely compressed air as the first secondary fuel SKT1, water vapor as the second secondary fuel SKT2 and water as the third secondary fuel.
  • a measuring, regulating and control unit 1610 abbreviated to MRS 1610, controls the supply of the five substances mentioned.
  • a compressor 1636 generates compressed air and also has a compressed air tank for storing compressed air. The compressed air is supplied to the MRS 1610 and there, on the one hand, is provided as combustion air for combustion in the combustion chamber 1606 and, on the other hand, is supplied to the propellant gas reactor 1605 as the secondary fuel SKT1.
  • the heating in the heat exchanger 1680 is carried out by propellant gas, which leaves the expansion machine 1602 shown. After the propellant gas has given up heat to the water in the heat exchanger 1680, the water leaves the heat exchanger 1680.
  • the combustion chamber 1606 is arranged in the propellant gas reactor 1605 and surrounded by a heat-resistant wall 1660. Outside the heat-resistant wall 1660, the water flows, which is surrounded by a central wall 1662. The first part flows outside the middle wall 1662 SKT1 secondary fuel and partly the second SKT2 secondary fuel. Finally, the propellant gas reactor, in particular the guidance of the first and second secondary fuels, is enclosed by the outer wall 1664. The first and second secondary fuels SKT1 and SKT2 are guided by means of pipes 1669 through the central wall 1662, essentially across the channel 1661 and through the heat-resistant wall 1660 to the interior 1603 of the propellant gas reactor 1605.
  • the water is first added to the propellant gas.
  • a boundary wall 1617 is basically provided in the outlet 1618.
  • the propellant gas is then fed to the expansion machine via corresponding lines.
  • the third secondary fuel is preferably fed to the propellant gas reactor in a start-up phase.
  • the second secondary fuel is preferably supplied after the start-up phase and the supply of the third secondary fuel is reduced.
  • Figure 17 shows a cylinder head 1701 of an expansion machine.
  • a jacket tube 1702 is arranged on the cylinder head 1701, in which a cylinder 1703 is in turn arranged.
  • a piston 1704 is movably guided in the cylinder 1703.
  • a so-called upsetting piston 1741 is arranged in the piston 1704 and is basically fixedly connected to the piston 1704.
  • a chamber with lubricating oil or compression damping oil 1705 is arranged in alignment with the upsetting piston 1741.
  • propellant gas flows through an inlet valve 1706 into the cylindrical space in which the piston 1704 moves and pushes the piston 1704 as shown in FIG Figure 17 to the left.
  • the inlet valve 1706 is closed and an outlet valve 1707 is open.
  • Propellant gas is then pushed out of the outlet at outlet valve 1707 by piston 1704.
  • the outlet valve 1707 can be closed by the piston 1704 before reaching the end position, so that the remaining propellant gas enters Damping cushion is formed, which cushions the piston 1704 and at the same time can accelerate in the opposite direction.
  • an emergency compression chamber 1711 is provided, into which the piston 1704 would then move. As soon as the piston has arrived at the beginning of the emergency compression chamber 1711 with an end face, this leads to the channel 1709 of the inlet valve 1706 and the channel of the outlet valve 1707 being forced to close. The piston is then cushioned in the emergency compression chamber 1711.
  • the chamber with the lubricating oil or compression damping oil 1705 is provided. Should the damping by the emergency compression chamber 1711 not be sufficient, the upsetting piston 1741 can basically detach itself from the movement of the remaining piston 1704 and can get further into the chamber with the compression damping oil 1705 and be damped there.
  • a temperature compensation chamber is provided between the casing tube 1702 and the cylinder 1703, in which there may be a thermal filling which is to achieve temperature compensation along, i.e. in the longitudinal direction of, the cylinder 1703, in particular compensation of high temperatures in the area of the cylinder head 1701 in the direction of the cylinder 1703 facing away from it.
  • the piston 1801 in the Figure 18 is equipped with a compression piston 1802, which are firmly connected to one another via shear pins 1803.
  • a compression piston 1802 Arranged in alignment with the upsetting piston 1802 is a upsetting chamber cylinder 1806, in which the upsetting piston 1802 is basically partially inserted. Sealing takes place by means of the sealing ring 1804.
  • the upsetting piston 1802 thus moves together with the piston 1801.
  • the piston 1801 is guided in a cylinder, not shown, by means of the guide rings 1805.
  • lubricating oil is supplied to the compression space 1806 via a lubricating oil supply 1808.
  • the lubricating oil reaches the outside of the piston 1801 via lubrication outlets 1809 and can lubricate it relative to a cylinder in which the piston 1801 is guided.
  • the piston ring set 1807 is provided for this purpose.
  • the shear pins 1803 can break and the force from the upsetting piston 1802 can be dampened by the lubricating oil in the upsetting space 1806, which can be further pushed out through the lubrication outlets 1809.
  • a cylinder tube 1902 In a cylinder tube 1902, propellant gas is fed into an interior space 1901 or force can be exerted on a piston (not shown).
  • An annular gap 1903 with a thermal oil filling is provided outside the cylinder tube 1902 in order to distribute or compensate for temperature along the cylinder tube 1902, particularly in the longitudinal direction.
  • the annular gap 1903 is delimited by a casing tube 1904.
  • An insulating material 1905 is arranged around the casing tube 1904, which in turn is accommodated in an outer tube 1906. Only from the outer tube 1906 to the outside does a temperature output from the system take place, with a temperature in the range of 30 ° C. being expected on the outer tube 1906.

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Claims (14)

  1. Dispositif de production de gaz propulseur (2) pour la production d'un gaz propulseur sous pression pour obtenir un travail mécanique avec
    un contenant sous pression de gaz propulseur (4, 804) pour la production du gaz propulseur dans celui-ci,
    une chambre de combustion (6, 706, 806) avec un brûleur (8, 708, 808) pour la combustion d'un combustible pour la production d'un gaz combustible, dans lequel la chambre de combustion est reliée au contenant sous pression de gaz propulseur (4, 804) de sorte que le gaz combustible parvienne dans le contenant sous pression de gaz propulseur (4, 804), caractérisé en ce que le dispositif de production de gaz propulseur (2) présente
    - une amenée de combustible secondaire (1070) pour l'introduction de vapeur d'eau comme combustible secondaire dans le contenant sous pression de gaz propulseur (4, 804) pour le refroidissement du gaz combustible, et
    - une seconde amenée de propulseur secondaire (1050) pour l'amenée d'un autre propulseur secondaire.
  2. Dispositif de production de gaz propulseur (2) selon la revendication 1, caractérisé en ce que la chambre de combustion (6, 706, 806) est agencée dans le contenant sous pression de gaz propulseur (4, 804) ou forme une partie du contenant sous pression de gaz propulseur (4, 804).
  3. Dispositif de production de gaz propulseur (2) selon l'une des revendications précédentes, caractérisé en ce que la chambre de combustion (6, 706, 806) avec brûleur présente
    - une amenée de combustible pour l'amenée du combustible et
    - une amenée d'air pour l'amenée d'air
    et le brûleur (8, 708, 808) est préparé pour le mélange, en particulier le tourbillonnement de l'air et du combustible et pour le démarrage d'une combustion dans la chambre de combustion (6, 706, 806), et le dispositif de production de gaz propulseur présente en option un compresseur d'air (36, 1636) pour la production d'air comprimé pour la mise à disposition de l'air comprimé au niveau de l'amenée d'air ou un couplage à une alimentation en air comprimé, et en option une soupape de régulation de quantité d'air (22) pour la commande de la pression et/ou de la quantité de l'air comprimé mis à disposition.
  4. Dispositif de production de gaz propulseur (2) selon l'une des revendications précédentes, comprenant en outre une pompe à combustible (38, 1038) et/ou un compresseur de combustible afin d'amener du combustible à la chambre de combustion et/ou au brûleur en particulier sous pression, et en option une soupape de réglage de quantité de combustible (26) pour la commande de la quantité de combustible à amener.
  5. Dispositif de production de gaz propulseur (2) selon l'une des revendications précédentes, comprenant en outre une pompe à propulseur secondaire, en particulier une pompe à eau (42, 1042) afin de mettre à disposition le propulseur secondaire, en particulier de l'eau, à l'amenée de propulseur secondaire sous pression pour l'introduction dans le contenant sous pression de gaz propulseur (4, 804) sous pression et en option une soupape de réglage pour du propulseur secondaire, en particulier une soupape de réglage de quantité d'eau pour la commande de la quantité d'eau ou de propulseur secondaire à amener, et/ou
    comprenant en outre une unité de commande (10, 1010) pour la commande du dispositif de production de gaz propulseur (2), en particulier de l'amenée de combustible, de l'amenée d'air et/ou de l'amenée de propulseur secondaire.
  6. Dispositif de production de gaz propulseur (2) selon l'une des revendications précédentes, caractérisé en ce qu'une conduite de propulseur secondaire (872) est prévue pour la conduite du propulseur secondaire pour l'amenée de propulseur secondaire (870) qui s'étend le long d'au moins une paroi du récipient sous pression de gaz propulseur (4, 804) afin d'atteindre un préchauffage du propulseur secondaire par la chaleur du contenant sous pression de gaz propulseur (4, 804), et/ou
    le contenant sous pression de gaz propulseur (4, 804) est réalisé au moins par section au moins à double paroi et entre deux parois le propulseur secondaire et/ou l'air est guidé pour l'amenée au contenant sous pression de gaz propulseur (4, 804) ou à la chambre de combustion (6, 706, 806).
  7. Dispositif de production de gaz propulseur (2) selon l'une des revendications précédentes, comprenant en outre un échangeur de chaleur (1680) pour le chauffage d'au moins un propulseur secondaire à partir de la chaleur du gaz propulseur et/ou de la chaleur d'un autre fluide.
  8. Procédé de production d'un gaz propulseur sous pression pour obtenir un travail mécanique en utilisant un dispositif de production de gaz propulseur (2) avec un contenant sous pression de gaz propulseur (4, 804), une chambre de combustion (6, 706, 806) reliée au contenant sous pression de gaz propulseur (4, 804) et une amenée de propulseur secondaire pour l'introduction de propulseur secondaire dans le contenant sous pression de gaz propulseur (4, 804) comprenant les étapes
    - de combustion d'un combustible dans la chambre de combustion (6, 706, 806) pour la production d'un gaz combustible,
    - de conduite du gaz combustible dans le récipient sous pression de gaz propulseur (4, 804) et
    - d'introduction de vapeur d'eau comme combustible secondaire dans le contenant sous pression de gaz propulseur (4, 804) pour le refroidissement du gaz combustible, et
    - d'introduction d'un autre propulseur secondaire dans le récipient de pression de gaz propulseur,
    afin de produire ainsi le gaz propulseur dans le récipient sous pression de gaz propulseur (4, 804) sous pression.
  9. Procédé selon la revendication 8, caractérisé en ce qu'un dispositif de production de gaz propulseur (2) est utilisé selon l'une des revendications 1 à 7.
  10. Procédé selon la revendication 8 ou 9, caractérisé en ce que
    - la combustion du combustible en gaz combustible est effectuée en amenant de l'air,
    - le gaz propulseur présente du gaz combustible et de la vapeur d'eau et/ou au moins un propulseur secondaire, en particulier un mélange de gaz combustible et de vapeur d'eau et/ou au moins un propulseur secondaire, et/ou
    la combustion a lieu sous surpression.
  11. Procédé selon l'une des revendications 8 à 10, caractérisé en ce que de l'air comprimé est mis à disposition de la chambre de combustion (6, 706, 806) par un compresseur d'air comprimé, en option en utilisant en outre une soupape de réglage d'air comprimé, et la pression et/ou la quantité de l'air comprimé est commandée, et/ou
    du combustible est amené à la chambre de combustion (6, 706, 806) et/ou au brûleur au moyen d'une pompe à combustible (38, 1038) et/ou d'un compresseur de combustible, en option en utilisant une soupape de réglage de quantité de combustible (26), en particulier sous pression, et dans lequel la quantité de combustible à amener est commandée.
  12. Procédé selon l'une des revendications 8 à 11, caractérisé en ce que comme combustible un combustible coulable est utilisé, en particulier du gaz, de l'huile, de l'essence et du gasoil, et/ou
    de l'eau préchauffée est utilisée comme combustible secondaire et/ou de l'eau est nébulisée dans le contenant sous pression de gaz propulseur (4, 804) sous pression.
  13. Procédé selon l'une des revendications 8 à 12, caractérisé en ce que l'amenée de propulseur secondaire (850), l'amenée de combustible et/ou l'amenée d'air comprimé (750) sont effectuées en fonction de mesures d'états dans le dispositif de production de gaz propulseur (2), sont effectuées en particulier en fonction de mesure de la température, du volume, de la pression et/ou de la composition du gaz propulseur et/ou en fonction de la température dans le brûleur et/ou une commande des rapports de quantité et/ou de la pression de l'air comprimé, du combustible et de l'eau est effectué, et/ou
    le procédé est commandé de sorte que le gaz propulseur quitte le contenant sous pression de gaz propulseur (4) environ avec une pression de 10 à 50 bar et une température dans la plage de 750 °C à 1 200 °C.
  14. Machine thermodynamique (1000) pour la production d'un mouvement mécanique en utilisant un combustible, comprenant
    - un dispositif de production de gaz propulseur (2) pour la production d'un gaz propulseur selon l'une des revendications 1 à 7 et
    - une machine de détente (202, 902, 1102) pour la conversion d'une détente de gaz propulseur sous pression en un mouvement mécanique, en particulier un mouvement rotatif,
    dans lequel le dispositif de production de gaz propulseur (2) et la machine de détente (202, 902, 1102) sont couplés entre eux de sorte que le gaz propulseur généré par le dispositif de production de gaz propulseur (2) soit amené à la machine de détente (202, 902, 1102), en particulier soit mis à disposition d'au moins une ou de l'au moins une soupape de remplissage ou d'une soupape d'entrée au niveau d'une chambre de détente de gaz propulseur.
EP08801569.8A 2007-08-13 2008-08-13 Machine thermodynamique Active EP2179141B1 (fr)

Priority Applications (1)

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EP08801569.8A EP2179141B1 (fr) 2007-08-13 2008-08-13 Machine thermodynamique

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EP07114230 2007-08-13
PCT/EP2008/006665 WO2009021729A2 (fr) 2007-08-13 2008-08-13 Machine thermodynamique
EP08801569.8A EP2179141B1 (fr) 2007-08-13 2008-08-13 Machine thermodynamique

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EP2179141B1 true EP2179141B1 (fr) 2020-06-17

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Publication number Priority date Publication date Assignee Title
CZ2010289A3 (cs) * 2010-04-14 2011-10-26 Cincura@Pavel Dvouválcový tepelný motor
FR2963805A1 (fr) * 2010-08-12 2012-02-17 Const Metalliques Et Mecaniques E C M M Et Dispositif de transmission d'effort pour un moteur a piston et moteur a piston comprenant un tel dispositif
CN102997239A (zh) * 2011-09-14 2013-03-27 杭鹰 氧化焰节能燃烧器
DE102012109679A1 (de) * 2012-10-11 2014-04-17 Anton Grassl Flügelzellenmaschine und Druckgaserzeugungsvorrichtung
DE102016119245A1 (de) 2016-10-10 2018-04-12 Harald Winkler Druckspeichervorrichtung und Speicherverfahren

Citations (4)

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Publication number Priority date Publication date Assignee Title
CH457973A (de) * 1966-05-06 1968-06-15 Sulzer Ag Gas-Dampfturbinenanlage
FR2183023A1 (fr) * 1972-05-01 1973-12-14 Gen Electric
EP0079736A1 (fr) * 1981-11-12 1983-05-25 Kenji Watanabe Moteur à combustion interne pour gaz hydrogène
WO2000011323A1 (fr) * 1998-08-21 2000-03-02 Alliedsignal Inc. Appareil d'injection d'eau dans une chambre de combustion

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Publication number Priority date Publication date Assignee Title
DE904653C (de) * 1943-04-25 1954-04-29 Vorkauf Heinrich Verfahren zur Regelung der Fluessigkeitseinspeisung in umlaufenden Dampferzeugern
GB1470527A (en) * 1974-10-08 1977-04-14 Lang W Steam power plant
FR2474648A1 (fr) * 1980-01-25 1981-07-31 Nachbaur Georges Generateur de vapeur a haut rendement, applicable notamment a l'alimentation d'une turbine a vapeur, au chauffage et aux etuves
DE8717848U1 (de) * 1987-03-25 1990-08-09 Lee, Sangchin, 7140 Ludwigsburg Zahntrieb zur Umsetzung einer Hin- und Herbewegung in die Drehbewegung einer Welle oder umgekehrt
SE0400269L (sv) * 2003-08-01 2005-02-02 Michael Abrahamsson Förfarande och anordning för värmning medelst ett gasformigt medium.
DE102006021624B4 (de) * 2006-05-09 2011-06-22 Artmann, Michael, 93185 Vorrichtung und Verfahren zur Erzeugung von unter Druck stehendem Heißgas

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH457973A (de) * 1966-05-06 1968-06-15 Sulzer Ag Gas-Dampfturbinenanlage
FR2183023A1 (fr) * 1972-05-01 1973-12-14 Gen Electric
EP0079736A1 (fr) * 1981-11-12 1983-05-25 Kenji Watanabe Moteur à combustion interne pour gaz hydrogène
WO2000011323A1 (fr) * 1998-08-21 2000-03-02 Alliedsignal Inc. Appareil d'injection d'eau dans une chambre de combustion

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EP2179141A2 (fr) 2010-04-28
WO2009021729A2 (fr) 2009-02-19
WO2009021729A9 (fr) 2009-07-30
WO2009021729A3 (fr) 2010-10-21

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