EP2456956B1 - Axial-piston motor - Google Patents

Description

The invention relates on the one hand to an axial piston motor. On the other hand, the invention relates to a method for operating an axial piston motor and to a method for producing a heat exchanger of an axial piston motor.

Axial piston engines are well known in the art and are characterized as energy converting machines which provide on the output side mechanical rotational energy with the aid of at least one piston, wherein the piston performs a linear oscillating motion whose orientation is oriented substantially coaxially to the axis of rotation of the rotational energy.

In addition to axial piston motors, which are operated for example only with compressed air, axial piston motors are also known, to which fuel is supplied. This fuel can be multi-component, for example, from a fuel and from air, be formed, wherein the components are supplied together or separately to one or more combustion chambers. In the present case, therefore, the term "fuel" means any material that participates in the combustion or is carried along with the components participating in the combustion and flows through the axial piston motor. The fuel then comprises at least fuel or fuel, wherein the term "fuel" in the present context fuel so any material describes which reacts exothermally via a chemical or other reaction, in particular via a redox reaction. The combustor may further include components, such as air, that provide materials for the reaction of the fuel.

In particular, axial piston motors can also be operated under the principle of internal continuous combustion (ikV), according to which fuel, that is, for example, fuel and air, continuously fed to a combustion chamber or more combustion chambers.

Axial piston motors can also work on the one hand with rotating piston, and correspondingly rotating cylinders, which are successively guided past a combustion chamber. On the other hand, axial piston motors may comprise stationary cylinders, the working medium then being distributed successively to the cylinders in accordance with the desired load order.

For example, such stationary cylinder having ikV axial piston from the EP 1 035 310 A2 and the WO 2009/062473 A2 known, wherein in the EP 1 035 310 A2 an axial-piston engine is disclosed in which the fuel supply and the exhaust gas discharge are coupled heat exchanging with each other.

The in the EP 1 035 310 A2 and the WO 2009/062473 A2 disclosed axial piston engines also have a separation between working cylinders and the corresponding working piston and compressor cylinders and the corresponding compressor piston, wherein the compressor cylinders are provided on the side facing away from the working cylinders of the axial piston motor. In this respect, such axial piston motors can be assigned to a compressor and a working side.

It is understood that the terms "working cylinder", "working piston" and "working side" are used interchangeably with the terms "expansion cylinder", "expansion piston" and "expansion side" or "expander cylinder", "expander piston" and "expander side" and the terms "expansion stage" and "expander stage", wherein an "expander stage" or "expansion stage" denotes the totality of all "expansion cylinders" or "expander cylinders" located therein.

It is an object of the present invention to improve the efficiency of an axial piston engine.

The object of the invention is achieved by an axial piston motor with at least one compressor cylinder, with at least one working cylinder and at least one pressure line through which compressed fuel from the compressor cylinder via a combustion chamber to the working cylinder, wherein the fuel flow from the combustion chamber to the working cylinder is controlled by at least one control piston, which is driven by a control drive, and wherein the axial piston motor characterized thereby, the control piston, in addition to the force applied by the control drive, is acted upon on its side facing away from the combustion chamber by a compensation force directed counter to the combustion chamber pressure.

Advantageously, a seal with respect to the control piston can be substantially improved at the combustion chamber by means of such an additional compression force, wherein for sealing to the combustion chamber or towards a firing channel leading to the fuel stream then ideally only a pure oil stripping is sufficient, so that one of the international patent application WO 2009/062473 A2 known in this respect sealing is much easier.

At this point it should be noted that especially the timing drive can be designed versatile.

It is particularly advantageous that the force applied by the control drive is different from the compensating force opposing the combustion chamber pressure according to the invention.

In general, the entire timing gear can be made much more compact, since it essentially has to accommodate only executives. Beyond required forces can be applied according to the invention of the compensation force, so that the control drive is not burdened by forces for sealing the control piston or only to a negligible extent. In particular, this compensation force allows shorter control times, since both the control piston and the control drive can be constructed much easier, since they are less loaded.

It is understood that such a compensating force can be applied constructively in various ways. A preferred embodiment provides for this purpose that the compensation force is applied mechanically, for example via springs, as a mechanical arrangement can be structurally very easily implemented on the axial piston motor.

Alternatively or cumulatively, it is advantageous if the compensation force is applied hydraulically, for example via an oil pressure. Such oil pressure can, for example be provided via an oil pump, in particular via a separate oil pump. The required oil pressure can be selected such that an oil pressure normally present on the axial piston engine is sufficient to generate the compensation force and can be used for this purpose. However, a separate oil pump can also be provided.

With regard to a further embodiment, it is provided that the compensation force is applied cumulatively or alternatively pneumatically, in particular via the compressor pressure. This pneumatic variant has the particular advantage that the pressure for generating the compensation force is present anyway on the axial piston motor and also advantageously corresponds approximately to the combustion chamber pressure, since the actual work for generating the pressure is already carried out in the working piston. In this respect, only a small seal needs to be provided, which only needs to seal a slight pressure difference. In addition to this, an oil pump can produce a corresponding oil film, which then advantageously leads the oil in a separate circuit, so that this oil pump is only exposed to a particularly low back pressure. In this respect, the oil pump then does not need to work against the compressor pressure, which will be explained in detail below.

Advantageously, the pneumatically generated compensation force can be generated by means of an intended fuel pressure of about 30 bar. For this purpose, in particular the control chamber should be sealed in accordance with the atmosphere or against the remaining spaces of the axial piston motor, so that only a Ölabstreifung for sealing between the combustion chamber or a corresponding firing channel and the control chamber is required. Possibly. can still be provided a supplementary, but correspondingly weakly dimensioned additional seal.

In this respect, a further solution of the present task provides an axial piston motor with at least one compressor cylinder, with at least one working cylinder and with at least one pressure line through which compressed fuel is passed from the compressor cylinder via a combustion chamber to the working cylinder, wherein the fuel stream from the combustion chamber to the Working cylinder is controlled by at least one control piston, which is driven by a timing drive and wherein the axial piston motor is characterized in that the control piston is arranged in a pressure chamber. This can be implemented in particular in that the control chamber or the control chamber, ie the room, in in which the control piston and at least one part, preferably the essential parts, of the assemblies of the control drive are arranged, is designed as a pressure chamber.

In this context, the term "pressure chamber" refers to any enclosed space of the axial piston motor, which has a significant overpressure, preferably of at least 10 bar, relative to the surroundings.

Due to the fact that the control piston is arranged in itself in a pressure chamber, advantageously no complex sealing is required, so that it is possible to work with fewer losses on the axial piston motor, which in turn can improve the efficiency of the axial piston motor. From the prior art, it is only known that the combustion chamber side is provided in a pressure chamber, but not the control piston.

In addition, the object of the invention is also achieved by an axial piston motor with at least one compressor cylinder, with at least one working cylinder and at least one pressure line through which compressed fuel from the compressor cylinder via a combustion chamber to the working cylinder, wherein the fuel stream from the combustion chamber is controlled to the working cylinder via at least one control piston, which is driven by a timing drive, and wherein the axial piston motor is particularly characterized in that the control drive comprises a control shaft which drives the control piston and cooperates with a shaft seal, which is acted upon on the one hand with compressor pressure.

If the shaft seal is acted upon on the one hand by compressor pressure, ideally no further sealing is required, and the axial piston motor can advantageously be operated with a smaller loss. The shaft seal then preferably serves as a seal for a pressure chamber of the axial piston motor, which may in particular have the compressor pressure.

However, in the case of a correspondingly configured shaft seal, it is also possible to work with atmospheric pressure or with another engine pressure which is lower than the compressor pressure.

Furthermore, the object of the invention of an axial piston motor with at least one compressor cylinder, with at least one working cylinder and at least one pressure line, is passed through which compressed fuel from the compressor cylinder via a combustion chamber to the working cylinder, wherein the fuel flow from the combustion chamber to the working cylinder is controlled by at least one control piston, which is driven by a timing drive, and wherein the axial piston motor is characterized in that the control piston wetted with oil and the control piston wetting oil is guided in a separate oil circuit.

Although two oil pumps are required to run the control piston wetting oil in a separate oil circuit can. However, the oil pumps can work against different pressures. In this respect, they can be operated very low loss.

The term "separately" in the present context means that at least one further oil circuit exists for further components and / or component groups on the axial piston motor.

In this respect, it is advantageous if the axial piston motor comprises a main oil circuit for lubrication and / or cooling of assemblies of the axial piston motor, which is separated from the separate oil circuit.

In order to be able to carry out an adjustment or a check of the oil levels of the two oil circuits in a comfortable and precise manner, it is advantageous if the axial piston motor is distinguished by an openable and closable connection between the main oil circuit and the separate oil circuit.

Depending on the specific implementation of the present invention, the separate oil circuit and the compressor pressure can be matched to one another in such a way that they jointly provide the compensation pressure described above for establishing the compensating force.

The axial piston motor can still be operated with less loss if the control piston is injection-cooled. As a result, the efficiency of the axial piston motor can be further improved.

A cooling, in particular of the control piston succeeds perfectly even at extremely high operating temperatures, when the spray cooling is done via oil.

In order to prevent a critical loss of oil on the control piston, it is advantageous if an oil scraper is provided on the control piston. In particular, this can prevent the migration of oil into the weft channels and into the working cylinders.

Furthermore, in order to achieve the object of the invention, alternatively or cumulatively, an axial piston motor with a compressor stage comprising at least one cylinder, with an expander stage comprising at least one cylinder, with at least one combustion chamber between the compressor stage and the expander stage, with at least one pressurized with combustion chamber pressure Component and proposed with an oil circuit for lubrication, wherein the oil circuit has a motor oil circuit and a pressure oil circuit with a different pressure level from the engine oil circuit. In this way, also in accordance with the above-described solutions to the object of the invention, implemented the advantage that in a respective oil circuit with a different pressure level, the oil pump of this circuit, such as a pressure oil pump of the pressure oil circuit, only apply the back pressure required to promote the oil and the In order to achieve a higher pressure which may be required in this circuit for other reasons than that required to convey the oil, it is not necessary for the pressure oil pump to apply it.

Because the pressure oil circuit can have components which work against a combustion chamber pressure located in the combustion chamber, it is correspondingly advantageous if the pressure level of the pressure oil circuit corresponds to the combustion chamber pressure. Alternatively or cumulatively, it may also be advantageous that the pressure level of the pressure oil circuit corresponds to a compressor pressure. By means of a pressure level of the pressure oil circuit corresponding to the combustion chamber pressure or the compressor pressure, a gas force acting on a component subjected to combustion chamber pressure, for example on a control piston, can be largely pneumatically compensated to a large extent. The task of further improving an axial piston motor with regard to its efficiency is achieved insofar as minimizing a piston work acting on the control piston and thus maximizing the work or power delivered to the axial piston motor with the same fuel input.

It should be noted in this connection that the term "the pressure level corresponds to a pressure" also permits a pressure difference of up to 40% between the pressure level and the pressure, be it the compressor pressure or the combustion chamber pressure. Preferably, however, should a pressure difference of a maximum of 7 bar by the name, "the pressure level corresponds to a pressure" are detected. Such pressure differences can still be intercepted without excessive losses of efficiency of seals that can withstand higher temperatures.

In order not to oppose this efficiency-improving advantage at a variable power output of the axial piston motor, it is further proposed that the pressure oil circuit at a full load of the axial piston motor has a pressure level greater than 20 bar. Cumulatively or alternatively, it is proposed that the pressure oil circuit at a partial load of the axial piston motor has a pressure level between 5 bar and 20 bar. This guarantees a balanced pressure ratio in a large part of all operating situations, which optimizes the efficiency. Alternatively or cumulatively, it is further proposed that the pressure oil circuit at an idling of the axial piston and / or at a standstill of the axial piston motor has a pressure level below 5 bar. This allows, in particular in these operating conditions, a low load of the corresponding seals, so that in particular any leakage currents that could be effective over a longer period, have no significant disturbing influences. The maintenance of a pressure in the pressure oil circuit may be particularly advantageous when a stop-start system causes a momentary stoppage of the axial piston and thus after starting the axial piston motor pressure in the pressure oil circuit does not need to be rebuilt, as this pressure is maintained even at a short-term standstill can be obtained. In a load-dependent and transient operation of the axial piston motor can be implemented by the measures described above in particular the advantage that a compensation of the combustion chamber pressure at a pressurized with combustion chamber component component always corresponds to the combustion chamber pressure or the load point of the axial piston motor. An optimized under different operating conditions efficiency is ensured by the need to compensate for the combustion chamber pressure gas force is provided as needed at the acted upon combustion chamber pressure components. A constantly higher gas force may possibly lead to an overcompensation of the combustion chamber pressure, which in turn would be a non-performance or low-efficiency compressor power to generate the compensation pressure at the compressor stage would be retrieved.

By "idling" is meant at this point the operating state, in which the indicated power of the axial piston motor essentially corresponds to the friction power of the axial piston motor, ie the effective power is zero.

The object of the invention to improve an axial piston engine in terms of its efficiency by the separation of the oil circuit in a motor oil circuit and a pressure oil circuit, is in particular complemented by the fact that the engine oil circuit has a motor oil sump and an engine oil pump and the pressure oil circuit has a pressure oil sump and a pressure oil pump , This has the efficiency-enhancing advantage that the engine oil pump and the pressure oil pump can provide an oil volume flow independent of the engine oil circuit and the pressure oil circuit, and thus the power demand of the engine oil pump and the pressure oil pump meets the requirements of the engine oil circuit and the pressure oil circuit.

In order to ensure the wetting of the components subject to combustion chamber pressure, such as, for example, the control piston and other components interacting with the control piston, it is also proposed that the pressure oil sump have means for detecting an oil level. Advantageously, these means for detecting an oil level are characterized in that the determined by the means for detecting an oil level oil level of the pressure oil sump is a minimum and / or a maximum oil level. This advantage helps prevent not only a lack of lubrication reliable operation but also that overfilling the pressure oil circuit and associated effects such as oil, oil or otherwise undesirable oil leakage from the pressure oil circuit can be prevented.

Furthermore, it is proposed that at least one pressure chamber formed as a control chamber is part of the pressure oil circuit. The advantage of this arrangement results from the fact that the control chamber, which is formed on the side facing away from the combustion chamber of the control piston, the combustion chamber pressure acting on the control piston, by the Combustion pressure level corresponding pressure level of the pressure oil circuit, can compensate.

With "control chamber" in this case a corresponding cavity is described, which is arranged on a side facing away from the combustion chamber of the control piston or the control piston. The side facing away from the combustion chamber is additionally defined by the direction of movement of the control piston. Thus, the side facing away from the combustion chamber of the side of the control piston corresponds to which an applied gas pressure in its resultant opposes the combustion chamber pressure acting on the control piston. In the control chamber and other assemblies that interact with the or the control piston, such as controlling effective cams or bearing assemblies may be provided. In this respect, the pressure oil circuit of the oil circuit possibly also includes parts of the control piston or, wherein the circulating oil for lubrication of the control piston flow after wetting the located on the control piston friction pairings in this control chamber and can be collected from here in an oil sump.

In order to implement the efficiency-optimizing advantage of the compensation of a combustion chamber pressure acting on different components, it is further proposed that the pressure oil circuit is connected via a charge line to at least one cylinder of the compressor stage. The use of such a charging line has the advantage that always a pressure level in the pressurized oil circuit can be provided reliable and easy needs-based, which is present at a similar level in the combustion chamber. Expediently and advantageously, an operating point-dependent controlled or regulated pressure build-up is made available via this charging line.

In order to meet the requirements of changing load points of the axial piston motor, it is proposed that a charging valve is arranged between at least one cylinder of the compressor stage and the pressure oil circuit in order to provide an operating point-dependent controlled or regulated pressure build-up. This charging valve can be provided in particular in the charging line already described above.

The control engineering effort, the charging valve is preferably justified by the fact that the charging valve is designed to be switchable, in particular by the fact that the charging valve is performed switchable over the compressor pressure. For this purpose, the charging valve can be operatively connected to the compressor stage and have a corresponding control device with means for switching.

In a suitable embodiment, the charging valve may be, for example, an electrically or electronically actuated or else a pneumatically actuated valve. Thus, the charging valve can be actuated indirectly by a control unit or by the control device or else directly by the voltage applied to the valve compressor pressure. For example, if the compressor pressure exceeds a certain value, the charging valve may open and the compressor stage may be connected to the pressurized oil circuit, resulting in a charge of the pressurized oil circuit with compressed air or other medium present in the compressor stage.

According to the load points present in the operation of the axial piston motor, the charging valve is advantageously characterized in that the charging valve switches at a boost pressure of 5 bar, more preferably at 10 bar, most preferably at 30 bar. This has the advantage that in the pressure oil circuit, a pressure can be provided which is required to compensate for acting on a component combustion chamber pressure or this largely corresponds. Furthermore, the discharge valve described above effectively prevents the pressure from the pressure oil circuit from escaping, provided that the compressor pressure falls below a pressure level present in the pressure oil circuit. Advantageously, a charging valve can be designed as a pneumatic, pressure-controlled multiway valve, so that an active control of the charging valve is possible.

It is also conceivable that the charging valve is a check valve, in particular a pressure-controlled check valve. This allows a structurally particularly simple circuit of the charging valve, without further measures are necessary.

The use of a pressure provided by a compressor stage to the axial piston engine, wherein an air or a supplied fuel provided for application of this pressure generally has a temperature level above the ambient conditions when compressed from ambient conditions, can result in a pressure drop after one Throttle, as it represents a valve, or a cooling a wall of the charging line may cause a condensation of a fluid. As a further embodiment of the pressure oil circuit is therefore proposed that an oil separator is arranged between the charging valve and the pressure oil circuit.

Since an oil deposited on this oil separator is already at a high pressure level, it is further proposed that a drain of the oil separator be connected to the pressure oil sump.

Furthermore, it is proposed that a water separator is arranged between the loading valve and the pressure oil circuit. As a result, water vapor possibly contained in the compressed air can be excreted effectively even before this compressed air is introduced, so that condensing out of the steam in the pressure oil circuit is prevented and the service life of the axial piston motor is not limited by the occurrence of corrosion. Also, in the event of backflow from the pressure oil line to the compressor stage, loss of oil from the pressure oil circuit can be effectively prevented if, as suggested, an oil separator is used and drainage of the oil separator re-supplies the separated oil to the pressure oil circuit. By means of the oil separator, in particular damage to the axial piston motor can be prevented, which could be caused in the compressor stage by self-ignition of oily air.

An efficient use of a relation to the engine oil circuit higher pressure levels in the pressure oil circuit can lead to a higher oil leakage from the pressure oil circuit in the engine oil circuit through the existing pressure gradient. In order to maintain the efficiency-enhancing advantage of a pressure oil circuit permanently during the entire operation of the axial piston engine, it is therefore expedient that an equalizing valve is arranged between the pressure oil sump and the pressure oil pump and between the engine oil sump or the engine oil pump and the pressure oil pump. This has the advantage that falling below a minimum necessary oil level in the pressure oil sump can be prevented by the fact that the pressure oil pump oil from the engine oil sump, until the oil level of the pressure oil sump reaches a maximum, but at least exceeds a minimum. This Effektgraderhaltende embodiment of the oil circuit is further implemented by the fact that the compensation valve is operatively connected to the means for detecting an oil level.

Furthermore, it is proposed that the balancing valve is operatively connected to a control device. Such a control device may be, for example, a control unit of the axial piston motor, in which maps or algorithms are stored, according to which also a connection of the pressure oil circuit with the engine oil circuit should take place in order to achieve a balance of the oil level in the pressure oil circuit. Consequently, the compensation valve can be connected directly to the means for detecting an oil level or indirectly via a control device with the means for detecting an oil level.

It is also conceivable that the control device actuates the equalizing valve not only via the oil level in the pressure oil circuit but also via the temperature or another parameter, such as an emergency signal or a maintenance signal, in order, for example, to replace the oil present in the pressure oil circuit.

The use of a relative to the engine oil circuit higher pressure levels in the pressure oil circuit is energetically particularly advantageous when the compensation valve preferably connects the pressure oil sump in a first operating condition with the pressure oil pump and connects the engine oil sump or the engine oil pump with the pressure oil pump in a second operating state. This has the advantage of ensuring the efficiency by using the pressure oil circuit to the effect that only at low pressure differences between the engine oil circuit and the pressure oil circuit, these two partial circuits are connected, so that the power consumption of the pressure oil pump does not lead to loss of efficiency by overcoming a high pressure difference.

For an efficacy-preserving design of the compensation valve, it is cumulatively proposed that the first operating state corresponds to the partial load and / or the full load of the axial-piston engine and the second operating state corresponds to the idling and / or a standstill of the axial-piston engine. This embodiment of the compensation valve ensures that the compensation valve is switched only at low pressure differences between the engine oil circuit and the pressure oil circuit to effectively prevent a return of the oil from the pressure oil circuit in the engine oil circuit due to a negative pressure gradient. An emptying of the pressure oil circuit could possibly worsen considerably by lack of lubrication, the efficiency of the axial piston motor.

Alternatively or cumulatively, therefore, it is also proposed that a return valve designed as a check valve be arranged between the engine oil sump and the compensation valve or between the engine oil pump and the compensation valve. By means of this return valve can continue to be advantageously prevented unintentional emptying of the pressure oil circuit in case of malfunction of the compensation valve.

In particular, it is accordingly proposed that the return valve has a flow direction from the engine oil circuit to the pressure oil circuit.

The safety function of the check valve is advantageously implemented in this arrangement in that thereby a further filling of the pressure oil circuit at a positive pressure drop is possible, emptying at negative pressure drop is prevented, however.

Accordingly, for the implementation of an efficiency-improved axial-piston engine, a method is proposed for operating an axial-piston engine with a compressor stage comprising at least one cylinder, with an expander stage comprising at least one cylinder and with at least one combustion chamber between the compressor stage and the expander stage, with a combustion medium flow from the combustion chamber below Combustion chamber pressure to the cylinder of the expander stage is controlled by at least one control piston and the axial piston motor has an oil circuit for lubrication and wherein the method is characterized in that the oil circuit is divided into a motor oil circuit and a pressure oil circuit and lubricated with combustion chamber pressure components of the axial piston motor lubricated by the pressure oil circuit become.

In addition thereto, it is proposed that the combustion chamber pressure acting on the control piston is compensated by a pressure level existing in a control chamber and corresponding to the combustion chamber pressure.

These proposed methods for an axial piston motor in turn contribute to an improvement in the efficiency of the axial piston engine by, on the one hand, the two subcircuits of the oil circuit each taken at a minimum required pressure level and thus the power consumption of these subcircuits located oil pumps needs, minimal and thus optimized efficiency. On the other hand is through the compensation of a combustion chamber pressure at the components acted upon with combustion chamber pressure, in particular at the piston acted upon with combustion chamber pressure prevents or minimizes piston work on the control piston that does not serve the efficiency of the circular process, so that the thermodynamic efficiency of the axial piston engine is maximized.

Advantageously, the pressure level corresponding to the combustion chamber pressure can be provided in the control chamber through the compressor stage. This has the advantage that an additional unit or an additional assembly for generating a corresponding pressure level is not required and further this has the advantage that the pressure provided by the compressor stage or the pressure level is also of an order of magnitude which corresponds to the one to be compensated Combustion chamber pressure corresponds.

Preferably, when falling below a minimum oil level in a pressure oil sump, the pressure oil circuit is filled with oil from the engine oil circuit. This has the advantage that there is always sufficient oil for lubrication of the acted upon by combustion chamber pressure components is available by replaced by the increased pressure from the pressure oil circuit escaping oil by oil from the engine oil circuit. For this purpose, the pressure oil circuit can be connected to the engine oil circuit in particular at idle and / or at standstill of the axial piston motor, since then the pressure differences are relatively low. A high, to be bridged pressure difference between the pressure oil circuit and the engine oil circuit can be advantageously bypassed by this proposed method by the removal of oil from the engine oil circuit especially when the pressure difference between the engine oil circuit and the pressure oil circuit is minimal, so that through this Pressure difference caused power consumption of the two pressure oil pumps is minimal and over this the overall efficiency of the axial piston motor is maximized.

Alternatively or in addition to the latter method, the pressure oil circuit may be connected to the engine oil circuit at a pressure differential of less than 5 bar between the pressure oil circuit and the engine oil circuit. This approach has the advantage that the pressure oil circuit can be filled with oil from the engine oil circuit when a pressure difference between the engine oil circuit and the pressure oil circuit, regardless of the speed of the axial piston engine, has assumed a value at which the overcoming required for filling the pressure oil circuit pressure difference requires a minimum power consumption of the oil pump used for this purpose. Thus, the pressure oil circuit can be filled reliably during operation of the axial piston motor at low efficiencies.

Further advantages, objects and characteristics of the present invention will be explained with reference to the following description of the appended drawing, in which different axial piston motors and their components are shown by way of example.

Figur 1

eine schematische Schnittdarstellung eines ersten Axialkolbenmotors zur Erläuterung des allgemeinen technologischen Hintergrunds der Erfindung;

Figur 2

eine schematische Aufsicht auf den Axialkolbenmotor nach Fig. 1;

Figur 3

eine schematische Aufsicht auf einen zweiten Axialkolbenmotor in ähnlicher Darstellung wie Fig. 2 zur Erläuterung des allgemeinen technologischen Hintergrunds der Erfindung;

Figur 4

eine schematische Schnittdarstellung eines dritten Axialkolbenmotors in ähnlicher Darstellung wie Fig. 1 zur Erläuterung des allgemeinen technologischen Hintergrunds der Erfindung;

Figur 5

eine schematische Schnittdarstellung eines weiteren Axialkolbenmotors mit einem Vorbrennertemperatursensor und zwei Abgastemperatursensoren zur Erläuterung des allgemeinen technologischen Hintergrunds der Erfindung;

Figur 6

eine schematische Schnittdarstellung eines weiteren Axialkolbenmotors mit einer als Druckraum ausgebildeten Steuerkammer, einem Ausschnitt des Ölkreislaufes und eine alternative Ausgestaltung der Steuerkolben;

Figur 7

eine schematische Schnittdarstellung eines weiteren Axialkolbenmotors mit einer als Druckraum ausgebildeten Steuerkammer, einem Ausschnitt des Ölkreislaufes und eine alternative Ausgestaltung der Steuerkolben;

Figur 8

eine schematische Darstellung eines Ölkreislaufes für einen Axialkolbenmotor mit einem Druckölkreislauf;

Figur 9

eine schematische Darstellung eines Flansches für einen Wärmeübertrager mit einer hierin angeordneten Matrize zur Aufnahme für Rohre eines Wärmeübertragers;

Figur 10

eine schematische Schnittdarstellung eines Gaswechselventils mit einer Ventilfeder und einer Prallfeder; und

Figur 11

eine weitere schematische Schnittdarstellung eines Gaswechselventils mit einer Ventilfeder und einer Prallfeder.

Show it:

FIG. 1

a schematic sectional view of a first axial piston motor for explaining the general technological background of the invention;

FIG. 2

a schematic plan view of the axial piston according to Fig. 1 ;

FIG. 3

a schematic plan view of a second axial piston motor in a similar representation as Fig. 2 to explain the general technological background of the invention;

FIG. 4

a schematic sectional view of a third axial piston engine in a similar representation as Fig. 1 to explain the general technological background of the invention;

FIG. 5

a schematic sectional view of another axial piston motor with a pre-burner temperature sensor and two exhaust gas temperature sensors for explaining the general technological background of the invention;

FIG. 6

a schematic sectional view of another axial piston motor with a pressure chamber designed as a control chamber, a section of the oil circuit and an alternative embodiment of the control piston;

FIG. 7

a schematic sectional view of another axial piston motor with a pressure chamber designed as a control chamber, a section of the oil circuit and an alternative embodiment of the control piston;

FIG. 8

a schematic representation of an oil circuit for an axial piston motor with a pressure oil circuit;

FIG. 9

a schematic representation of a flange for a heat exchanger with a die arranged therein for receiving tubes of a heat exchanger;

FIG. 10

a schematic sectional view of a gas exchange valve with a valve spring and a bounce spring; and

FIG. 11

a further schematic sectional view of a gas exchange valve with a valve spring and a bounce spring.

The in Figures 1 and 2 illustrated axial piston motor 201 has a continuously operating combustion chamber 210, from which successive working medium via shot channels 215 (exemplified) working cylinders 220 (exemplified numbered) is supplied.

Combustion chamber 210 has two mutually different combustion air inlets (not shown here) in order to be able to vary and adjust the distribution of combustion air into combustion chamber 210 particularly well. In particular, this makes it possible to adjust the lambda value extremely well on the axial piston motor 201, as a result of which the combustion within the combustion chamber 210 can be adapted very precisely and quickly to real-time power requirements of the axial piston motor 201. Advantageously, differently tempered combustion air can be introduced into the combustion chamber 210 via the two combustion air inputs, whereby the combustion can be controlled more easily.

A working medium flow or combustion medium flow within one of the shot channels 215 from the combustion chamber 210 to the respective working cylinder 220 is controlled by means of a control piston (not explicitly shown here) which is driven by a control drive (not explicitly shown here).

Advantageously, in addition to the force applied by the control drive, the control piston is additionally acted upon by a compensation force directed against a combustion chamber pressure, so that the control drive can be designed particularly simply. The compensation force can be generated pneumatically on the basis of the present compressor cylinder pressure constructively with very little effort.

In particular, the seal on the respective control piston can be made exceptionally simple when the control piston is in a pressure chamber in which similar pressure conditions are present as in the combustion chamber 210. Ideally, a sufficient tightness is already achieved by means of a pure Ölabstreifung.

The control piston is also always wetted with oil, whereby it is lubricated and cooled at the same time, the control piston is preferably spray-cooled in this case. To strip the oil, the control piston is provided with an oil scraper not shown here, by means of which the oil can be returned to a separate oil circuit.

In order to be able to advantageously reduce the moving masses also with regard to the present control piston, the control piston is made of aluminum at least with regard to its piston shaft. In the area of the piston crown, however, the control piston on the combustion chamber side consists of an iron alloy in order to be able to withstand even very high combustion medium temperatures better.

Alternatively, the control piston may also be made of a steel alloy, so that problems of strength and / or rigidity as well as thermal difficulties can occur even more unlikely than with respect to an aluminum alloy.

In the working cylinders 220 each working piston 230 (exemplified figured) is arranged, which is realized via a rectilinear connecting rod 235 on the one hand with an output, which in this embodiment as a curved track 240 carrying, arranged on an output shaft 241 spacer 242, and on the other hand with a Compressor piston 250 are connected, which in each case in the manner explained in more detail below in the compressor cylinder 260 runs.

After the working medium has done its work in the working cylinder 220 and has loaded the working piston 230 accordingly, the working medium is expelled from the working cylinder 220 via exhaust ducts 225. At the exhaust ducts 225, not shown, temperature sensors are provided which measure the temperature of the exhaust gas.

The exhaust channels 225 each open into heat exchanger 270 and then leave the axial piston motor 201 at corresponding outlets 227 in a conventional manner. In particular, the outlets 227 can in turn be connected to an annular channel, not shown, so that the exhaust gas ultimately leaves the motor 201 only at one or two points. Depending on the specific embodiment, in particular the heat exchanger 270 may optionally be dispensed with a muffler, since the heat exchanger 270 itself already have a sound-absorbing effect.

The heat exchangers 270 are used to preheat fuel, which is compressed in the compressor cylinders 260 by the compressor piston 250 and passed through a pressure line 255 to the combustion chamber 210. The compression takes place in a manner known per se, by intake air via supply lines 257 (exemplified numbered) sucked by the compressor piston 250 and compressed in the compressor cylinders 260. For this purpose, known and readily usable valve systems are used.

As immediately out FIG. 2 As can be seen, the axial piston motor 201 has two heat exchangers 270, which are each arranged axially with respect to the axial piston motor 201. By means of this arrangement, the paths which the exhaust gas has to pass through the exhaust ducts 225 through to the heat exchangers 270 can be considerably reduced in comparison with axial piston motors of the prior art. This has the consequence that ultimately reaches the exhaust gas at a much higher temperature, the respective heat exchanger 270, so that ultimately the fuel can be preheated to correspondingly higher temperatures. In practice it has been found that at least 20% fuel can be saved by such a configuration. It is assumed that optimized design even allows savings of up to 30% or more.

In this context, it is understood that the efficiency of the axial piston motor 201 can be increased by further measures. Thus, the fuel can be used, for example, in a conventional manner for cooling or thermal insulation of the combustion chamber 210, whereby it can be further increased in its temperature before it enters the combustion chamber 210. It should be emphasized that the corresponding temperature control on the one hand can be limited only to components of the fuel, as is the case in the present embodiment with respect to combustion air. It is also conceivable to give off water to the combustion air before or during the compression, but this is also possible without further ado, for example in the pressure line 255.

Particularly preferably, the task of water in the compressor cylinder 260 during a suction stroke of the corresponding compressor piston 250, which causes an isothermal compression or a isothermal compression as close as possible compression occurs. As can be readily seen, a duty cycle of the compressor piston 250 includes a suction stroke and a compression stroke, respectively, wherein fuel is injected into the compressor cylinder during the suction stroke 260 passes, which then compressed during the compression stroke, so compressed, and is conveyed into the pressure line 255. By the abandonment of water during the suction stroke, a uniform distribution of the water can be ensured in an operationally simple manner.

It is also conceivable to temper the fuel accordingly, although this is not absolutely necessary, since the fuel quantity with respect to the combustion air is generally relatively small and can thus be brought to high temperatures very quickly.

Likewise, the task of water in this embodiment can be done in the pressure line 255, wherein within the heat exchanger by a clever deflection of the flow, the water evenly mixed with the fuel. Also, the exhaust passage 225 may be selected for the discharge of water or other fluid, such as fuel or exhaust aftertreatment means, to ensure homogeneous mixing within the heat exchanger 270. The design of the heat exchanger 270 shown further allows the aftertreatment of the exhaust gas in the heat exchanger itself, wherein heat released by the aftertreatment is supplied directly to the combustion medium located in the pressure line 255. In the outlet 227 an unillustrated water separator is arranged, which returns the condensed water located in the exhaust gas to the axial piston motor 201 for a new task. The water separator can be designed in conjunction with a condenser. Furthermore, the use in similarly designed axial piston motors is possible, the other advantageous features on the axial piston motor 201 or on similar axial piston motors also without use of a water separator in the outlet 227 are advantageous.

The in FIG. 3 shown axial piston motor 301 corresponds in its construction and in its operation substantially to the axial piston motor 201 after Figures 1 and 2 , For this reason, a detailed description is omitted, in FIG. 3 similarly acting assemblies are also provided with similar reference numerals and differ only in the first digit. The axial piston motor 301 also has a central combustion chamber 310 from which working fluid in the working cylinder 320 can be guided in accordance with the sequence of operation of the axial piston motor 301 via shot channels 315 (numbered as an example). The Working medium is, after it has done its job, supplied via exhaust ducts 325 each heat exchangers 370.

In this case, the axial piston motor 301 in deviation from the axial piston motor 201 depending on a heat exchanger 370 for exactly two working cylinder 320, whereby the length of the channels 325 can be reduced to a minimum. As is readily apparent, in this embodiment, the heat exchangers 370 are partially embedded in the housing body 305 of the axial piston motor 301, resulting in an even more compact construction than the construction of the axial piston motor 201 Figures 1 and 2 leads. In this case, the extent to which the heat exchangers 370 can be let into the housing body 305 is limited by the possibility of arranging further assemblies, such as, for example, water cooling for the working cylinders 220.

Also the in FIG. 4 shown axial piston motor 401 substantially corresponds to the axial piston motors 201 and 301 after FIGS. 1 to 3 , Accordingly, identical or similar components are similarly numbered and differ only by the first digit. Incidentally, accordingly, in this embodiment, a detailed explanation of the operation is omitted, since this already with respect to the axial piston motor 201 after Figures 1 and 2 has happened.

The axial piston motor 401 also comprises a housing body 405, on which a continuously operating combustion chamber 410 with two combustion air inlets (not shown here), six working cylinders 420 and six compressor cylinders 460 are provided. Here, the combustion chamber 410 is connected via each shot channels 415 with the working cylinders 420, so that the latter can be supplied to the working cylinders 420 according to the timing of the axial piston motor 401 working medium.

The firing channels 415 can be opened or closed by means of control pistons not shown here. The control pistons are driven and controlled by a respective control drive, with each of the control pistons additionally having a compensating force which is directed against a combustion chamber pressure. The control pistons are also arranged in a pressure space in which a pressure is set, which substantially corresponds to the combustion chamber pressure. This achieves a particularly simple seal on the respective control piston in the form of a Ölabstreifung. Sufficient oil is supplied to the spool by constantly cooling each of the spools with oil. Thus, in addition to the cooling always provided for a good lubrication and sealing on the respective control piston. The control pistons are made of aluminum in lightweight construction and have at least the combustion chamber side on a combustion protection of iron, whereby they are designed very stable in temperature.

After the work has been completed, the working medium leaves the working cylinders 420 in each case through exhaust ducts 425 which lead to heat exchangers 470, these heat exchangers 470 following the heat exchangers 270 of the axial piston motor 201 identically Figures 1 and 2 (see in particular FIG. 2 ) are arranged. The working medium leaves the heat exchanger 470 through outlets 427 (numbered as an example).

In the working cylinders 420 and the compressor cylinders 460 respectively working piston 430 and compressor piston 450 are arranged, which are connected via a rigid connecting rod 435 with each other. The connecting rod 435 comprises, in a manner known per se, a cam track 440 which is provided on a spacer 424 which ultimately drives an output shaft 441.

In this embodiment as well, combustion air is drawn in via feed lines 457 and compressed in the compressor cylinders 460 in order to be fed via pressure lines 455 of the combustion chamber 410, wherein the measures mentioned in the aforementioned embodiments can also be provided depending on the concrete implementation.

In addition, in the axial-piston engine 401, the pressure lines 455 are connected to one another via an annular channel 456, as a result of which a uniform pressure in all pressure lines 455 can be ensured in a manner known per se. Valves 485 are respectively provided between the annular channel 456 and the pressure lines 455, as a result of which the inflow of fuel through the pressure lines 455 can be regulated or adjusted. In addition, a combustion medium reservoir 480 is connected to the annular channel 456 via a storage line 481, in which also a valve 482 is arranged.

The valves 482 and 485 may be opened or closed depending on the operating state of the axial piston motor 401. So it is conceivable, for example, one of the valves 485 close when the axial piston motor 401 requires less fuel. Likewise, it is conceivable to partially close all valves 485 in such operating situations and to let them act as a throttle. The excess of fuel can then be supplied to the fuel storage 480 with the valve 482 open. The latter is also possible in particular when the axial-piston motor 401 is in overrun mode, ie no combustion medium is needed at all but is driven via the output shaft 441. The excess of combustion medium caused by the movement of the compressor pistons 450 occurring in such an operating situation can then likewise be stored without further measures in the combustion medium reservoir 480.

The combustion medium stored in this way can be supplied to the axial piston motor 401 as required, in particular during start-up or acceleration situations and for starting, so that an excess of fuel is provided without additional or faster movements of the compressor piston 450.

Possibly. can be dispensed to the latter, to dispense with the valves 482 and 485. Due to unavoidable leaks, abandoning such valves seems to be less suitable for permanent storage of compressed fuel.

In an alternative embodiment of the axial piston motor 401, the annular channel 456 can be dispensed with, the outlets of the compressor cylinders 460 corresponding to the number of pressure lines 455 then being combined-optionally via an annular channel section. In such an embodiment, it may be useful to provide only one of the pressure lines 455 or not all the pressure lines 455 with the fuel storage 480 to provide or connectable. Although such a configuration requires that not all compressor piston 450 can fill the fuel storage 480 in the overrun mode. On the other hand, there is then sufficient combustion means available for the combustion chamber 410 without further control or control measures that combustion can be maintained. In parallel with this, the combustion medium reservoir 480 is filled via the remaining compressor pistons 450, so that correspondingly stored fuel is available and, in particular, directly available for starting or starting or acceleration phases.

It is understood that the axial piston motor 401 can be equipped with two combustion agent reservoirs 480 in another embodiment not explicitly shown here, wherein the two combustion agent reservoirs 480 can then be loaded with different pressures, so that with the two combustion agent reservoirs 480 in real time always with different pressure intervals can be worked. Preferably, in this case, a pressure control is provided which defines a first lower pressure limit and a first upper pressure limit for the first Brennmittelspeicher 480 and the second Brennmittelspeicher (not shown here) a second lower pressure limit and a second upper pressure limit within which a Brennmittelspeicher 480 is loaded with pressures, the first upper pressure limit is below the second upper pressure limit and the first lower pressure limit is below the second lower pressure limit. Specifically, the first upper pressure limit can be set smaller than or equal to the second lower pressure limit.

In the FIGS. 1 to 4 not shown are temperature sensors for measuring the temperature of the exhaust gas or in the combustion chamber. As such temperature sensors are all temperature sensors in question, the reliable temperatures between 800 ° C and 1,100 ° C can measure. In particular, if the combustion chamber comprises a pre-combustion chamber and a main combustion chamber, the temperature of the pre-combustion chamber can also be measured via such temperature sensors. In that regard, the above-described axial piston motors 201, 301 and 401 may be respectively controlled via the temperature sensors such that the exhaust gas temperature when leaving the power cylinders 220, 320, 420 is approximately 900 ° C and if present, the temperature in the pre-combustion chamber is approximately 1000 ° C ,

In the as shown in the FIG. 5 shown further axial piston motor 501 such temperature sensors are each as input sensors in the form of a Vorkammertemperatursensors 592 and two exhaust gas temperature sensors 593 a combustion chamber control (not explicitly shown here) available and shown schematically.

In particular, by means of the antechamber temperature sensor 592 - which in this embodiment can also be referred to as preburner temperature sensor 592 due to its proximity to a preburner 517 of the further axial piston motor 501, a meaningful value is determined via the quality of the combustion or with regard to the running stability of the further axial piston motor 501. For example, a flame temperature in the preburner 517 are measured in order to be able to regulate different operating states on the further axial piston motor 501 by means of a combustion chamber control.

By means of the exhaust gas temperature sensors 593, which sit at outlets or exhaust ducts 525 of the respective working cylinder 520, the operating state of the combustion chamber 510 can be cumulatively checked and, if necessary, regulated, so that optimal combustion of the combustion medium is always guaranteed.

Otherwise, the construction and operation of the further axial piston motor 501 correspond to those of the previously described axial piston motors. In this respect, the further axial piston motor 501 has a housing body 505, on which a continuously operating combustion chamber 510, six working cylinders 520 and six compressor cylinders 560 are provided.

The combustion chamber 510 has two combustion air inlets not shown here in detail. Different tempered combustion air for these two combustion air inputs can be provided by means of corresponding upstream heat exchanger (not explicitly shown here), for example by a first combustion air is passed in cross and / or counterflow to an exhaust gas through the heat exchanger, a second combustion air for the second combustion air inlet, however Not.

Within combustor 510, combustibles may both be ignited and burned, and combustor 510 may be charged with combustibles in the manner described above. Advantageously, the further axial piston motor 501 operates with a two-stage combustion, for which purpose the combustion chamber 510 has the above-mentioned pre-burner 517 and a main burner 518. In the pre-burner 517 and in the main burner 518 fuel can be injected, in particular in the pre-burner 517 and a proportion of combustion air of the axial piston 501 can be initiated, which may be smaller than 15% of the total combustion air, especially in this embodiment.

The pre-burner 517 has a smaller diameter than the main burner 518, wherein the combustion chamber 510 has a transition region comprising a conical chamber 513 and a cylindrical chamber 514.

For supplying fuel or combustion air into the combustion chamber 510, in particular in the relevant conical chamber 513, on the one hand a main nozzle 511 and on the other hand, a treatment nozzle 512. By means of the main nozzle 511 and the treatment nozzle 512 fuel or fuel can be injected into the combustion chamber 510 In this embodiment, the combustion medium injected by the treatment nozzle 512 is already mixed with combustion air.

The main nozzle 511 is aligned substantially parallel to a main combustion direction 502 of the combustion chamber 510. In addition, the main nozzle 511 is aligned coaxially with an axis of symmetry 503 of the combustion chamber 510, wherein the axis of symmetry 503 is parallel to the main focal direction 502.

The conditioning nozzle 512 is further disposed at an angle to the main nozzle 511 (not explicitly shown here for clarity) such that a jet direction 516 of the main nozzle 511 and a jet 519 of the dressing nozzle 512 intersect at a common intersection within the conical chamber 513.

In the main burner 518 fuel or fuel from the main nozzle 511 is injected in this embodiment without further air supply, the fuel in the main burner 518 already preheated and ideally can be thermally decomposed. For this purpose, the quantity of combustion air corresponding to the quantity of fuel flowing through the main nozzle 511 is introduced into a combustion chamber 526 behind the pilot burner 517 or the main burner 518, for which purpose a separate combustion air supply 504 is provided, which opens into the combustion chamber 526.

The separate combustion air supply 504 is for this purpose connected to a process air supply 521, wherein from the separate combustion air supply 504, a further combustion air supply 522 can be supplied with combustion air, which in this case supplies a hole ring 523 with combustion air. The hole ring 523 is assigned to the treatment nozzle 512 in this case. In this respect, the fuel injected with the treatment nozzle 512 can additionally be injected with process air into the pre-burner 517 or into the conical chamber 513 of the main burner 518.

Furthermore, the combustion chamber 510, in particular the combustion chamber 526, comprises a ceramic assembly 506, which is advantageously air-cooled. The ceramic assembly 506 in this case comprises a ceramic combustion chamber wall 507, which in turn is surrounded by a profiled tube 508. To this profiled tube 508 extends a cooling air chamber 509, which is connected via a cooling air chamber 524 to the process air supply 521.

The per se known working cylinder 520 lead corresponding working piston 530, which are mechanically connected by means of connecting rods 535 with compressor piston 550.

The connecting rods 535 in this embodiment comprise spindles 536 which run along a cam track 540 while the working pistons 530 and the compressor pistons 550 are moved. As a result, an output shaft 541 is set in rotation, which is connected to the cam track 540 by means of a drive cam carrier 537. Via the output shaft 541, a power generated by the axial piston motor 501 can be output.

In a manner known per se, by means of the compressor pistons 550, a compression of the process air, if appropriate also including an injected water, which can optionally be used for additional cooling. If the task of water or steam during a suction stroke of the corresponding compressor piston 550, especially an isothermal compression of the fuel can be favored. An associated with the suction stroke water task can ensure a particularly uniform distribution of water within the fuel in an operationally simple manner.

In this way, if appropriate, exhaust gases in one or more heat exchangers, not shown here, can be cooled substantially lower if the process air is to be preheated via one or more such heat exchangers and conducted as combustion medium to the combustion chamber 510, as already described in the above explanatory embodiments with respect to FIGS FIGS. 1 to 4 already described in detail. The exhaust gases may be supplied to the heat exchanger (s) via the aforementioned exhaust passages 525, the heat exchangers being arranged axially with respect to the further axial piston motor 501.

In addition, the process air can be further preheated or heated by contact with further assemblies of the axial piston motor 501, which must be cooled, as also already explained. The compressed and heated in this way process air is then abandoned the combustion chamber 510 in the manner already explained, whereby the efficiency of the further axial piston motor 501 can be further increased.

Each of the working cylinders 520 of the axial piston motor 501 is connected to the combustion chamber 510 via a firing channel 515, so that a ignited fuel-air mixture from the combustion chamber 510 reaches the respective working cylinder 520 via the firing channels 515 and performs work as a working medium to the working piston 530 can.

In this respect, the working medium flowing out of the combustion chamber 510 can be supplied via at least one firing channel 515 successively to at least two working cylinders 520, wherein a firing channel 515 is provided per working cylinder 520, which can be closed and opened via a control piston 531. Advantageously, the control piston 531 has diverging opening and closing times, wherein the control piston 531 ideally closed faster than can be opened. In this respect, the operation of the axial piston motor 501 can be extremely flexibly adapted to different requirements.

The number of control pistons 531 of the further axial piston motor 501 is predetermined by the number of working cylinders 520. A closing of the firing channel 515 takes place here via the control piston 531 also with its control piston cover 532. The control piston 531 is driven by means of a timing drive with a control piston cam track 533, wherein a spacer 534 is provided for the control piston cam track 533 to the drive shaft 541, in particular a thermal Decoupling is used. In the present exemplary embodiment of the further axial piston motor 501, the control piston 531 can perform a substantially axially directed stroke movement 543. Each of the control piston 531 is guided for this purpose by means of not further quantized sliding blocks, which are mounted in the control piston cam track 533, wherein the sliding blocks each have a safety cam which reciprocates in a not further numbered guide groove and prevents rotation in the control piston 531.

Advantageously, the control piston 531 in addition to the force applied by the control drive additionally with a combustion chamber pressure counteracting compensation force acted upon, so that the control gear can be designed particularly simple. The compensation force is generated pneumatically on the basis of the present compressor cylinder pressure constructively with very little effort.

In particular, the seal on the respective control piston 531 can be made exceptionally simple if the control piston 531 is located in a pressure chamber in which similar pressure conditions are present as in the combustion chamber 510. Ideally, a sufficient tightness is already achieved by means of a pure Ölabstreifung.

In order to be able to advantageously reduce the moving masses also with regard to the present control piston 531, the control piston 531 likewise has cross struts and is made of aluminum, at least with regard to its piston shaft. In the region of the piston crown, however, the control piston 531 on the combustion chamber side consists of an iron alloy in order to withstand even very high combustion medium temperatures better.

Alternatively, the control piston 531 may also be made of a steel alloy, so that problems of strength and / or stiffness as well as thermal difficulties may be even more unlikely than with respect to an aluminum alloy.

Since the control piston 531 comes into contact with the hot working medium from the combustion chamber 510 in the region of the firing channel 515, it is advantageous if the control piston 531 is water-cooled. For this purpose, the further axial piston motor 501, in particular in the region of the control piston 531, a water cooling 538, wherein the water cooling 538 inner cooling channels 545, middle cooling channels 546 and outer cooling channels 547 includes. So well cooled, the control piston 531 can be reliably moved in a corresponding control piston cylinder.

Furthermore, the surfaces of the control piston 531 which are in contact with the fuel means are mirrored or provided with a reflective coating, so that a heat input into the control pistons 531 which occurs via thermal radiation is minimized. The further surfaces of the weft channels 515 and the combustion chamber 510 which are in contact with the fuel means are also provided (not shown) with a coating having an increased spectral reflectance in this exemplary embodiment. This applies in particular to the combustion chamber floor (Not explicitly numbered) but also for the ceramic combustion chamber wall 507. It is understood that this configuration of the surfaces in contact with fuel can also be present in an axial piston motor independently of the other design features. It is understood that in modified embodiments, further modules can be mirrored or can be dispensed with the aforementioned Verspiegelungen at least partially.

The firing channels 515 and the control pistons 531 can be provided structurally particularly simply if the further axial piston motor 501 has a firing channel ring 539. The firing channel ring 539 in this case has a central axis about which concentric around the parts of the working cylinder 520 and the control piston cylinder are arranged. Between each working cylinder 520 and control piston cylinder, a firing channel 515 is provided, wherein each firing channel 515 is spatially connected to a recess (not numbered here) of a combustion chamber bottom 548 of the combustion chamber 510. In this respect, the working medium can pass out of the combustion chamber 510 via the firing channels 515 into the working cylinder 520 and perform work there, by means of which the compressor pistons 550 can also be moved. It is understood that, depending on the specific embodiment, coatings and inserts may still be provided in order to protect in particular the weft channel ring 539 or its material from direct contact with corrosive combustion products or at excessively high temperatures. The combustion chamber floor 548 in turn may also have a further ceramic or metallic coating, in particular a reflective coating, on its surface, which on the one hand reduces the heat radiation arising from the combustion chamber 510 by increasing the reflectance and on the other hand reduces heat conduction by reducing the thermal conductivity.

It is understood that the further axial piston motor 501 can also be equipped, for example, with at least one combustion agent reservoir and corresponding valves, wherein in the specific exemplary embodiment according to FIG FIG. 6 however, is not explicitly shown. Also in the case of the further axial piston engine, the combustion agent reservoir can be provided in duplicate in order to be able to store compressed combustion media with different pressures. The two existing combustion agent reservoirs may in this case be connected to corresponding pressure lines of the combustion chamber 510, wherein the combustion fluid reservoirs are fluidically connectable or separable via valves to the pressure lines. In particular, you can be provided between the working cylinders 520 and compressor cylinders 560 and the Brennmittelspeicher shut-off valves or throttle valves or control or control valves. For example, the aforementioned valves can be opened or closed correspondingly in start-up or acceleration situations and for starting, whereby the combustion chamber 510, at least for a limited period, a fuel surplus can be provided. The Brennmittelspeicher are fluidically preferably interposed between one of the compressor cylinder and one of the heat exchanger. The two combustion agent reservoirs are ideally operated at different pressures in order to be able to use the energy provided by the further axial piston motor 501 in the form of pressure very well. For this purpose, the intended upper pressure limit and lower pressure limit can be set on the first fuel storage by means of a corresponding pressure control below the upper pressure limits and lower pressure limits of the second fuel storage. It is understood that this can be done at the Brennmittelspeichern with different pressure intervals.

Finally, it should also be noted that a water application into the combustion medium circuit of the axial-piston engine 501 can also take place at other regions of the axial-piston engine 501, for example into the present combustion chamber 510, specifically into the pre-combustion chamber and / or main combustion chamber of the combustion chamber 510. Ideally, such a water application is controlled by means of a combustion chamber control, for example, if this is to control the exhaust gas temperature.

In the FIGS. 6 and 7 shown further axial piston motors substantially correspond to the axial piston motor 501, so that in this respect a further explanation of the effect and operation is dispensed with. Significant difference between the axial piston from the FIGS. 6 and 7 on the one hand and the axial piston motor 501 on the other hand, the cooling of the cylinder 1314 via the cylindrical chamber 1314 charged with combustion medium combustion chamber, which takes place in the axial piston motor shown in addition to water. It is understood that such or similar water cooling can also be provided in the axial piston motor 501 or the other axial piston motors shown here. For this purpose, both axial piston motors each have a water chamber 1309A, which surrounds the combustion chamber 1326 and is fed via a supply line with liquid water. For this purpose, water with combustion chamber pressure is supplied in each case via the non-numbered supply line.

This water is fed via branch channels in each case an annular channel 1309D which is in contact with a steel tube (not numbered), which in turn surrounds the profiled tube 1308 of the respective combustion chamber 1326 and is dimensioned such that both between the profiled tube 1308 and the steel tube on the one hand on the other hand, in each case an annular gap (not numbered) remains between the steel tube and the housing part having the branch channels, and that the two annular gaps are connected to one another via the end of the steel tube facing away from the annular channel 1309D. It is understood here that the tubes can also be formed of a different material than steel.

Above the profiled tubes 1308, further annular channels 1309E are respectively provided in the illustrated axial piston motors, which on the one hand are connected to the respectively radially inner annular gap and on the other hand open via channels 1309F to an annular nozzle (not numbered) which leads into the respective combustion chamber 1326. The annular nozzle is here aligned axially to the combustion chamber wall or to the ceramic combustion chamber wall 1307, so that the water can also protect the ceramic combustion chamber wall 1307 on the combustion chamber side.

It is understood that the water evaporate on its way from the supply line to the combustion chamber 1326 each and that the water may optionally be provided with other additives. It is also understood that the water can possibly be recovered from the exhaust gas of the respective axial piston motor and reused.

The axial piston motor, which otherwise corresponds essentially to the exemplary embodiments described above, comprises a combustion chamber 1326, control piston 1331, weft channels 1315 and working piston 1330. The combustion chamber 1326 arranged rotationally symmetrically about the axis of symmetry 1303 has, as described above, a ceramic assembly 1306 with a ceramic combustion chamber wall 1307 and a profiled steel tube 1308 on. Along the axis of symmetry 1303 results in the main combustion direction 1302 in which fuel in the direction of the shot channels 1315 and cylinder 1320 flows. The combustion chamber 1326 is delimited from the working cylinder 1320 by the control piston 1331 arranged parallel to the axis of symmetry 1303. Due to the oscillating movement of the control piston 1331 along its longitudinal axes 1315B, a respective firing channel 1315 belonging to a control piston is periodically released as soon as the working piston located in the working cylinder 1320 1330 performs a movement toward its top dead center or is already in top dead center. The shot channel 1315 has the axis of symmetry 1315A along which a baffle 1332A is aligned. The baffle 1332A, which is aligned parallel to this axis of symmetry 1315A, thus aligns with a wall of the weft channel 1315 as soon as the control piston 1331 is in its bottom dead center, thereby allowing a deflection-free flow of the combustion medium in the direction of the working cylinder 1320. A baffle sealing surface 1332E is in turn parallel to Guiding surface 1332A aligned so that this guide surface sealing surface 1332E approximately with the guide surface 1332A closes when the control piston 1331 has reached its top dead center. The cylindrical surface of the control piston 1331 also terminates with a stem sealing surface 1332D and thereby increases the sealing effect between the combustion chamber 1326 and the working cylinder 1320. The control piston 1331 also has a baffle 1332B which is oriented approximately perpendicular to the axis of symmetry of the firing channel 1315A. This alignment thus takes place approximately normal to the flow direction of the fuel when it exits the combustion chamber 1326 and enters the firing channel 1315. Consequently, this part of the control piston 1331 is subjected to as little as possible by a heat flow, since the baffle surface 1332 B has a minimum surface area to the combustion chamber 1326.

The spool 1331 is controlled via the spool cam 1333. This spool cam 1333 does not necessarily include a sinusoidal profile. A control piston cam track 1333 deviating from a sinusoidal shape makes it possible to hold the control piston 1331 in the respective upper or lower dead center for a defined period of time, thereby keeping the opening cross section maximally as possible with the firing channel 1315 open and, on the other hand, maintaining the thermal stress on the control piston surfaces during opening and closing Closing of the firing channel as a result of a critical flow rate of the fuel to keep as low as possible by the time of opening a maximum possible opening speed on the configuration of the control piston cam 1333 is selected.

Also, that points into the FIG. 6 illustrated embodiment, a control piston 1331 located in the piston oil chamber 1362, which operates the control piston seal 1363 with oil or from the control piston seal 1363 resumingließendes oil resumes. The control piston oil chamber 1362 is fed via the pressure oil circuit 1361. The bottom of the Control piston 1331 points in the direction of the pressure chamber designed as a control chamber 1364. At the same time collects the control chamber 1364 from the control piston 1331 and the pressure oil circuit 1361 escaping oil. Also, optionally, the inner cooling channels 1345 may be charged with oil via the pressurized oil circuit 1361 rather than via a water circuit to cool the underside of the combustion chamber 1326.

At the in FIG. 7 1, a first control chamber seal 1365 and a second control shaft seal 1366 designed as a radial shaft seal are provided, which seal the control chamber 1364, which may be under higher pressure, with respect to the rest of the axial piston motor which is under approximate ambient pressure. The first control chamber seal 1365 and second control chamber seal 1366 seal the control chamber 1364 via a sealing sleeve 1367. This sealing sleeve 1367 is seated by means of a press fit on a rotating central shaft of the axial piston motor, which partially contains the pressure oil circuit 1361. As immediately apparent, the sealing sleeve 1367 may also be connected to the rotating shaft in a different manner. Also conceivable is a cohesive connection or an additional seal between the shaft and the sealing sleeve 1367. As further apparent, these seals are seated on a relatively small radius, so that efficiency losses can be minimized. Likewise, these seals are located in a relatively cool region of the axial piston engine, so that conventional seals can be used here.

The FIG. 7 also shows a further embodiment of the control piston surfaces serving to seal the shot channels 1315. Herein it becomes clear that the baffle surface 1332B need not necessarily be a flat surface, but also a section of a spherical, cylindrical or conical surface and thus, for example, rotationally symmetrical to the symmetry axis 1303 may be formed. Also, the baffle 1332A and the baffle sealing surface 1332E may be deviated from a plane. The FIG. 7 shows an embodiment of the guide surface 1332A and the Leitflächendichtfläche 1332E, these surfaces represent an angled straight line at least in a sectional plane.

Also, the surfaces of the control piston 1331 shown in this embodiment, such as the baffle 1332A or the baffle 1332E, as well as the sealing surfaces, such as the baffle sealing surface 1332E or the shaft sealing surface 1332D, are mirrored to pass through Heat radiation occurring heat losses via the control piston to prevent or minimize. The applied silvering of these surfaces can moreover also consist of a ceramic coating which reduces the thermal conductivity or the wall heat transfer to the control piston. As well as the surfaces of the control piston 1331, the surface of the combustion chamber bottom 1348 (shown by way of example in FIG FIG. 6 ) to minimize wall heat loss. On the underside of the combustion chamber bottom 1348, in addition to the cooling, there are internal cooling channels, which optionally dissipate heat from the combustion chamber 1326 with water or oil.

The in the FIG. 7 illustrated cooling chamber 1334 of the control piston 1331 is partially filled with a liquid present at operating temperature of the axial piston motor metal, sodium in this embodiment, which dissipate by convection and heat conduction heat from the surfaces of the control piston and can pass on the located in the pressure oil circuit 1361 oil.

The pressure oil circuit 1361 supplying oil to the control piston 1331 is shown schematically in FIG FIG. 8 shown. Here the connection of the engine oil circuit 2002 with the pressure oil circuit 2003 and the compressor stage 2011 within the oil circuit 2001 is shown. The lockable via the charging valve 2016 and balancing valve 2026 pressure oil circuit 2003 essentially includes a pressure oil sump 2022, from which the pressure oil pump 2021 via the second inlet 2033 and the common inlet 2034 suck in oil and can provide over the second supply line 2025 of the control chamber 2023 available. The oil return 2031 then closes the oil circuit by returning the returning oil through this oil return 2031 to the pressure oil sump 2022. If the pressure oil circuit 2003 is completed in relation to its environment, the pressure oil pump 2021 requires only a minimum power consumption for conveying the oil. In this case, only the flow losses caused by the circulation of the oil in the pressurized oil circuit 2003 are applied via the pump power. The force required to compensate for a combustion chamber pressure acting on the control piston 1331 is compensated via a pressure applied by the compressor stage 2011. For this purpose, the compressor stage 2011 is likewise connected to the control chamber 2023 via the inlet 2035 and the pressure lines 2015 and 2030. The charging valve 2016 is located between the supply line 2035 and the pressure line 2015 in order to delimit the pressure oil circuit 2003 compared to the compressor stage 2011, as soon as no further Charging the pressure oil circuit 2003 is required. The charging valve 2016 is designed as a multi-way valve. The control of the charging valve 2016 also takes place via the control line 2036, which is also connected to the compressor stage 2011 via the inlet 2035. The control takes place in one embodiment such that the charging valve 2016 then connects the inlet 2036 with the pressure line 2015 when the compressor pressure applied by the compressor stage corresponds to or exceeds the pressure prevailing in the control chamber 2023. Also possible is an embodiment of the charging valve 2016 with a defined opening pressure. Thus, for example, the valve can also be adjusted so that this only opens at about 30 bar compressor pressure. It is also possible that the charging valve 2016 is controlled via a map located in the control unit of the axial piston motor and thus opens depending on the load or speed. With load or speed dependence in this case, the operating state of the axial piston motor is meant.

The filling of the pressure oil circuit 2003 takes place in this embodiment by switching the compensation valve 2026, which is connected via the control line 2024 with the pressure oil sump 2022, so that at least with minimal oil level in the pressure oil sump 2022, as long as the operating point of the axial piston motor allows oil from the engine oil sump 2012 via which the first inlet 2032 the pressure oil circuit 2003 can be supplied. The return valve 2027 located in the first inlet 2032 prevents inadvertent emptying of the pressurized oil circuit 2003 into the engine oil circuit 2002 unless the pressurized oil pump 2021 can produce a sufficient pressure gradient between the pressurized oil circuit 2003 and the engine oil circuit 2002.

In the pressure lines 2015 and 2030 also an oil separator 2028 is interposed. On the one hand, this oil separator 2028 serves to supply the control chamber 2023 with oil-free, compressed air, on the other hand it is also possible that via the charging valve 2016, a pressure discharge of the second partial circuit 2003 is possible and thus the compressor stage 2011 oil-free air is returned. In the case of a return flow from the pressurized oil circuit 2003 in the compressor stage 2011 thus effectively the autonomous ignition of the oil-enriched fuel can be prevented during compression or after compression. The return 2029 in this case connects the oil separator 2028 with the pressure oil sump 2022.

The pressure oil sump 2022 also has means for determining an oil level, which are connected via a control line 2024 with the compensation valve 2026. In this case, the compensation valve 2026 has the task of connecting the engine oil circuit 2002 with the pressure oil circuit 2002 or with the engine oil sump 2012 of the engine oil circuit 2002. The compensation valve 2026 thus continues to have the task of supplying the pressurized oil circuit 2003 with a sufficiently large amount of oil, in that the pressurized oil pump 2021 can receive missing oil from the engine oil sump 2012 via the first inlet 2032. Preferably, the connection of the engine oil circuit 2002 with the pressure oil circuit 2003 via the compensation valve 2026 takes place only when the pressure level in the pressure oil circuit 2003 is particularly low in order to avoid increased power consumption of the pressure oil pump 2021 because of a higher pressure difference.

FIG. 9 shows a heat exchanger head plate 3020 suitable for use with a heat exchanger for an axial piston engine. The heat exchanger head plate 3020 includes for mounting and connection to an exhaust manifold of an axial piston motor a flange 3021 with corresponding arranged in a bolt hole bores 3022 in the radially outer region of the heat exchanger head plate 3020. In the radially inner region of the flange 3021 is the die 3023, which numerous as Tubular seats 3024 has executed holes for receiving pipes.

The entire heat exchanger head plate 3020 is preferably made of the same material from which the tubes are formed, to ensure that the coefficient of thermal expansion in the entire heat exchanger is as homogeneous as possible and hereby thermal thermal stresses are minimized in the heat exchanger. Cumulatively, the jacket of the heat exchanger can also be made of a material corresponding to the heat exchanger head plate 3020 or the tubes. The tube seats 3024 may, for example, be made with a fit, so that the tubes mounted in these tube seats 3024 are press fit.

Alternatively, the tube seats 3024 may be configured to realize a clearance fit or transition fit. Thus, an assembly of the tubes in the tube seats 3024 by a cohesive instead of a frictional connection can be made. The material bond is hereby preferably accomplished by welding or soldering, wherein a material corresponding to the heat exchanger head plate 3020 or the tubes is used as solder or welding material. This also has the advantage that thermal stresses in the tube seats 3024 can be minimized by homogeneous coefficients of thermal expansion.

It is also possible in this solution to mount tubes in the tube seats 3024 by means of a press fit, and in addition to this, to be soldered or welded. By this type of assembly, a tightness of the heat exchanger can be ensured, if different materials for the tubes and the heat exchanger head plate 3020 are used, since there is the possibility that due to the very high temperatures occurring above 1000 ° C, a sole use of an interference fit different coefficients of thermal expansion may fail under certain circumstances.

FIG. 10 shows a schematic sectional view of a gas exchange valve 1401 with a valve spring 1411 and a bounce spring 1412. The gas exchange valve 1401 is in this case designed as an automatically opening valve without cam control, which opens at a given pressure difference, the in-cylinder pressure is lower than the pressure in the case of a suction of the cylinder Intake passage from which the corresponding cylinder sucks a fuel. The gas exchange valve 1401 is preferably used as an inlet valve in the compressor stage. The valve spring 1411 in this case provides a closing force on the gas exchange valve 1401, by means of which the opening time can be determined via the design of the valve spring 1411. The valve spring 1411, which surrounds the valve stem 1404 of the gas exchange valve 1401, in this case sits in a valve guide 1405 and is supported on the valve spring plate 1413.

The valve spring plate 1413 in turn is fastened with at least two wedge pieces 1414 in a form-fitting manner on the valve stem 1404 of the gas exchange valve 1401.

The design of the valve spring 1411, wherein this valve spring 1411 is just designed so that opening of the gas exchange valve 1401 takes place even at low pressure differences, may cause under certain operating conditions that the gas exchange valve 1401 such a high acceleration by the voltage applied to the valve plate 1402 Pressure difference takes place, which leads to an excessive opening of the gas exchange valve 1401 beyond the set valve lift addition.

When the gas exchange valve 1402 is opened, the valve disk 1402 releases a flow cross section at its valve seat 1403, which geometry does not increase significantly further from a certain valve stroke. The maximum flow area at valve seat 1403 is typically defined across the diameter of valve disk 1402. The stroke of the gas exchange valve 1401 at maximum flow cross-section corresponds approximately to a quarter of the diameter of the valve disk 1402 at its inner valve seat. When the valve lift or the calculated valve lift at maximum flow cross section is exceeded, on the one hand there is no further substantial increase in the air mass flow at the flow cross section between the valve seat 1403 and the valve disk 1402 and, on the other hand, it is possible for the valve spring disk 1413 to have a stationary component of the cylinder head, here for example the valve spring guide 1406, come into contact and thus the valve spring plate 1413 or the valve spring guide 1406 are destroyed.

In order to prevent or limit this excessive opening of the gas exchange valve 1401, the valve spring plate 1403 comes to rest on the impact spring 1412, whereby the overall spring force, consisting of the valve spring 1411 and the impact spring 1412, jumps and the gas exchange valve 1402 is subject to a strong deceleration. The stiffness of the baffle spring 1412 is chosen in this embodiment so that at a maximum opening speed of the gas exchange valve 1401, the gas exchange valve 1401 is just as much delayed by resting on the baffle spring 1412 that no contact between moving components of the valve group, such as the valve spring plate 1413, and fixed components, such as valve spring guide 1406.

The two-stage spring force applied in this embodiment also has the advantage that during the closing of the gas exchange valve 1401 this gas exchange valve 1401 is not accelerated in excess in the opposite direction and does not bounce in the valve plate 1402 with an excessive speed in the valve seat 1403, as the opening and Closing the gas exchange valve 1401 competent valve spring 1411 is just designed so that it does not provide excessively high spring forces.

Another schematic sectional view of a gas exchange valve 1401 with a valve spring 1411 and a bounce spring 1412 shows the FIG. 11 in which a two-piece valve spring plate 1413 is used in conjunction with a support ring 1415. In this embodiment, the split valve spring plate 1413 is brought into contact with the valve stem 1404 without the use of tapered pieces 1414, where it positively receives the spring forces of the valve spring 1411 and the impact spring 1412. The support ring 1415 on the one hand represents a captive safety device and on the other hand the support ring 1415 absorbs forces in the radial direction, as seen from the axis of the valve stem. A retaining ring 1416 in turn secures the support ring 1415 from falling out.

In order to continue to achieve a rapid opening and closing of the gas exchange valve, gas exchange valves 1401 are made of a light metal according to this embodiment, ie when used in the compressor stage and as an automatically opening valve. The lower mass inertia of a gas exchange valve 1402 made of light metal favors in this case the fast opening but also the fast and gentle closing of the gas exchange valve 1401. Also, the low inertia of the valve seat 1403 is protected because the gas exchange valve 1401 in this embodiment, no excessive kinetic energy when placed in releases the valve seat 1403. The gas exchange valve 1401 shown is preferably made of Dural, a high strength aluminum alloy, whereby the gas exchange valve 1401 has a sufficiently high strength despite its low density. LIST OF REFERENCE NUMBERS 201 axial piston motor 420 working cylinder 205 housing body 425 exhaust duct 210 combustion chamber 427 outlet 215 firing channel 430 working piston 220 working cylinder 435 connecting rod 225 exhaust duct 440 cam track 227 outlet 441 output shaft 230 working piston 442 spacer 235 connecting rod 450 pistons compressor 240 cam track 455 pressure line 241 output shaft 456 annular channel 242 spacer 457 supply 250 pistons compressor 460 compression cylinder 255 pressure line 470 Heat exchanger 257 supply 480 Combustion agent storage 260 compression cylinder 481 storage line 270 Heat exchanger 485 Valve 301 axial piston motor 501 axial piston motor 305 housing body 502 Main focal direction 310 combustion chamber 503 axis of symmetry 315 firing channel 504 Combustion air supply 320 working cylinder 505 housing body 325 exhaust duct 506 ceramic assembly 370 Heat exchanger 507 ceramic combustion chamber wall 508 profiled tube 401 axial piston motor 509 Cooling air chamber 405 housing body 510 combustion chamber 410 combustion chamber 511 Main Jet 415 firing channel 512 regeneration injector 513 conical chamber 560 compression cylinder 514 cylindrical chamber 592 Vorkammertemperatursensor 515 firing channel 593 Exhaust gas temperature sensor 516 first beam direction 517 prebumer 1302 Main focal direction 518 main burner 1303 axis of symmetry 519 further beam direction 1306 ceramic assembly 520 working cylinder 1307 ceramic combustion chamber wall 521 Process air supply 1308 profiled steel tube 522 further combustion air supply 1309a water chamber 523 holes wreath 1309d annular channel 524 Cooling air supply chamber 1309E annular channel 525 exhaust duct 1309f channel 526 combustion chamber 1314 cylindrical chamber 530 working piston 1315 firing channel 531 spool 1315A Symmetry axis of the firing channel 532 Control piston cover 1315b Longitudinal axis of the control piston 533 Spool cam track 1320 working cylinder 534 spacer 1326 combustion chamber 535 connecting rod 1330 working piston 536 Pleuellaufräder 1331 spool 537 Drive cam carrier 1332a baffle 538 water cooling 1332B baffle 539 Shot channel ring 1332D Shaft sealing surface 540 cam track 1332E Leitflächendichtfläche 541 output shaft 1333 Spool cam track 543 stroke movement 1334 cooling chamber 545 internal cooling channels 1345 internal cooling channels 546 medium cooling channels 1348 combustion chamber base 547 outer cooling channels 1361 Pressure oil circulation 548 combustion chamber base 1362 Control piston oil chamber 550 pistons compressor 1363 Control piston seal 1364 control chamber 2021 Pressure oil pump 1365 first control chamber gasket 2022 Pressure oil sump 1366 second control chamber gasket 2023 control chamber 1367 sealing sleeve 2024 Control line oil level 2025 second supply line 1401 Gas exchange valve 2026 equalization valve 1402 valve disc 2027 Return valve 1403 valve seat 2028 oil separator 1404 valve stem 2029 returns 1405 valve guide 2030 pressure line 1406 Valve spring guide 2031 Oil return 1411 valve spring 2032 first feed 1412 impact spring 2033 second inlet 1413 Valve spring retainer 2034 common feed 1414 cotter 2035 Intake 1415 support ring 2036 control line 1416 circlip 3020 Wärmeübertragerkopfplatte 3021 flange 2001 Oil circuit 3022 mounting hole 2002 Engine oil circulation 3023 die 2003 Pressure oil circulation 3024 tube seat 2011 compressor stage 2012 Engine oil sump 2015 pressure line 2016 charging valve

Claims (22)

1. An axial piston motor having at least one compressor cylinder, having at least one working cylinder and having at least one pressure line, through which compressed fuel is conducted from the compressor cylinder via a combustion chamber to the working cylinder, wherein the fuel flow from the combustion chamber to the working cylinder is controlled via at least one control piston, which is driven by a control drive comprising a control shaft, characterized in that the control piston, in addition to the force generated by the control drive, is subjected, on its side facing away from the combustion chamber, to a compensation force that is directed opposite to the combustion chamber pressure.
2. The axial piston motor according to Claim 1, characterized in that the compensation force is generated mechanically.
3. The axial piston motor according to Claim 1 or 2, characterized in that the compensation force is generated hydraulically.
4. The axial piston motor according to any one of the preceding claims, characterized in that the compensation force is generated pneumatically.
5. The axial piston motor having at least one compressor cylinder, having at least one working cylinder and having at least one pressure line, through which compressed fuel is conducted from the compressor cylinder via a combustion chamber to the working cylinder, wherein the fuel flow from the combustion chamber to the working cylinder is controlled via at least one control piston, which is driven by a control drive, characterized in that the control piston is arranged in a control chamber designed as pressure chamber and the control drive comprises a control shaft, which drives the control piston and interacts with a shaft seal, which on the one hand is subjected to compressor pressure.
6. The axial piston motor according to any one of the preceding claims, characterized in that the control piston is wetted with oil, wherein the oil wetting the control piston is conducted in a separate oil circuit.
7. The axial piston motor according to Claim 6, characterized by a main oil circuit for lubricating and/or cooling assemblies of the axial piston motor which is separate from the separated oil circuit.
8. The axial piston motor according to Claim 7, characterized by an openable and closeable connection between the main oil circuit and the separate oil circuit.
9. The axial piston motor having a compressor stage comprising at least one cylinder, having an expander stage comprising at least one cylinder, having at least one combustion chamber between the compressor stage and the expander stage, having at least one component subjected to combustion chamber pressure and having an oil circuit for lubricating according to any one of the preceding claims, characterized in that the oil circuit comprises a motor circuit and a pressure oil circuit with a pressure level that is distinct from the motor oil circuit.
10. The axial piston motor according to Claim 9, characterized in that the pressure level of the pressure oil circuit corresponds to the combustion chamber pressure.
11. The axial piston motor according to Claim 9 or 10, characterized in that the pressure level of the pressure oil circuit corresponds to a compressor pressure.
12. The axial piston motor according to any one of the Claims 9 to 11, characterized in that the pressure oil circuit at a full load of the axial piston motor has a pressure level greater than 20 bar.
13. The axial piston motor according to any one of the Claims 9 to 12, characterized in that the pressure oil circuit with a part load of the axial piston motor has a pressure level between 5 bar and 20 bar.
14. The axial piston motor according to any one of the Claims 9 to 13, characterized in that the pressure oil circuit upon idling of the axial piston motor and/or upon a standstill of the axial piston motor has a pressure level below 5 bar.
15. The axial piston motor according to any one of the Claims 9 to 14, characterized in that the motor oil circuit comprises a motor oil sump and a motor oil pump and the pressure oil circuit comprises a pressure oil sump and a pressure oil pump.
16. The axial piston motor according to any one of the Claims 9 to 15, characterized in that at least one control chamber is part of the pressure oil circuit.
17. The axial piston motor according to any one of the Claims 9 to 16, characterized in that the pressure oil circuit is connected via a charge line with at least one cylinder of the compressor stage.
18. The axial piston motor according to any one of the Claims 9 to 17, characterized in that between at least one cylinder of the compressor stage and the pressure oil circuit a charge valve is arranged.
19. The axial piston motor according to Claim 18, characterized in that the charge valve is a non-return valve.
20. The axial piston motor according to Claims 18 or 19, characterized in that between the charge valve and the pressure oil circuit a water separator is arranged.
21. The axial piston motor according to any one of the Claims 9 to 20, characterized in that between the pressure oil sump and the pressure oil pump and between the motor oil pump and the pressure oil pump a compensation valve is arranged.
22. The axial piston motor according to Claim 21, characterized in that the compensation valve in a first operating state connects the oil pressure sump with the pressure oil pump and in a second operating state connects the motor oil sump or the motor oil pump with the pressure oil pump, wherein the first operating state corresponds to the part load and/or the full load of the axial piston motor and the second operating state corresponds to the idling and/or a standstill of the axial piston motor.

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