EP2456956B1 - Axialkolbenmotor - Google Patents

Axialkolbenmotor Download PDF

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Publication number
EP2456956B1
EP2456956B1 EP10754670.7A EP10754670A EP2456956B1 EP 2456956 B1 EP2456956 B1 EP 2456956B1 EP 10754670 A EP10754670 A EP 10754670A EP 2456956 B1 EP2456956 B1 EP 2456956B1
Authority
EP
European Patent Office
Prior art keywords
pressure
axial piston
oil circuit
piston motor
combustion chamber
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP10754670.7A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP2456956A2 (de
Inventor
Ulrich Rohs
Dieter Voigt
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
GETAS Gesellschaft fuer Themodynamische Antriebssysteme mbH
Original Assignee
GETAS Gesellschaft fuer Themodynamische Antriebssysteme mbH
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Filing date
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Publication of EP2456956A2 publication Critical patent/EP2456956A2/de
Application granted granted Critical
Publication of EP2456956B1 publication Critical patent/EP2456956B1/de
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B3/00—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B3/00—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis
    • F01B3/0002—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis having stationary cylinders
    • F01B3/0005—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis having stationary cylinders having two or more sets of cylinders or pistons
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B3/00—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis
    • F01B3/0002—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis having stationary cylinders
    • F01B3/0017—Component parts, details, e.g. sealings, lubrication
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L3/00—Lift-valve, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces; Parts or accessories thereof
    • F01L3/02—Selecting particular materials for valve-members or valve-seats; Valve-members or valve-seats composed of two or more materials
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L3/00—Lift-valve, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces; Parts or accessories thereof
    • F01L3/10—Connecting springs to valve members
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/12—Arrangements for cooling other engine or machine parts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/10—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder
    • F02B19/1019—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber
    • F02B19/108—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber with fuel injection at least into pre-combustion chamber, i.e. injector mounted directly in the pre-combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/16—Chamber shapes or constructions not specific to sub-groups F02B19/02 - F02B19/10
    • F02B19/18—Transfer passages between chamber and cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/26—Engines with cylinder axes coaxial with, or parallel or inclined to, main-shaft axis; Engines with cylinder axes arranged substantially tangentially to a circle centred on main-shaft axis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/022—Adding fuel and water emulsion, water or steam
    • F02M25/025—Adding water
    • F02M25/028—Adding water into the charge intakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
    • F02M31/04—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture
    • F02M31/06—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture by hot gases, e.g. by mixing cold and hot air
    • F02M31/08—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture by hot gases, e.g. by mixing cold and hot air the gases being exhaust gases
    • F02M31/087—Heat-exchange arrangements between the air intake and exhaust gas passages, e.g. by means of contact between the passages
    • F02M31/093—Air intake passage surrounding the exhaust gas passage; Exhaust gas passage surrounding the air intake passage

Definitions

  • the invention relates on the one hand to an axial piston motor.
  • 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.
  • axial piston motors 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.
  • 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.
  • 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.
  • ikV internal continuous combustion
  • 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.
  • axial piston motors may comprise stationary cylinders, the working medium then being distributed successively to the cylinders in accordance with the desired load order.
  • 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.
  • such axial piston motors can be assigned to a compressor and a working side.
  • working cylinder working piston
  • 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.
  • 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.
  • 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.
  • timing drive can be designed versatile.
  • the force applied by the control drive is different from the compensating force opposing the combustion chamber pressure according to the invention.
  • 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.
  • 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.
  • the compensation force is applied hydraulically, for example via an oil pressure.
  • 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.
  • a separate oil pump can also be provided.
  • 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.
  • 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.
  • the pneumatically generated compensation force can be generated by means of an intended fuel pressure of about 30 bar.
  • 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 ⁇ labstreifung 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the combustion chamber side is provided in a pressure chamber, but not the control piston.
  • 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
  • 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.
  • 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.
  • 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.
  • oil pumps are required to run the control piston wetting oil in a separate oil circuit can.
  • the oil pumps can work against different pressures. In this respect, they can be operated very low loss.
  • 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.
  • the axial piston motor is distinguished by an openable and closable connection between the main oil circuit and the separate oil circuit.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • a pressure level of the pressure oil circuit corresponding to the combustion chamber pressure or the 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.
  • 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.
  • the pressure oil circuit at a full load of the axial piston motor has a pressure level greater than 20 bar.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the pressure oil sump have means for detecting an oil level.
  • 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.
  • At least one pressure chamber formed as a control chamber is part of the pressure oil circuit.
  • 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.
  • 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.
  • 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.
  • the pressure oil circuit is connected via a charge line to at least one cylinder of the compressor stage.
  • 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.
  • an operating point-dependent controlled or regulated pressure build-up is made available via this charging line.
  • 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 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.
  • the charging valve can be operatively connected to the compressor stage and have a corresponding control device with means for switching.
  • the charging valve may be, for example, an electrically or electronically actuated or else a pneumatically actuated valve.
  • 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.
  • 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.
  • a boost pressure of 5 bar, more preferably at 10 bar, most preferably at 30 bar.
  • a pressure can be provided which is required to compensate for acting on a component combustion chamber pressure or this largely corresponds.
  • 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.
  • a charging valve can be designed as a pneumatic, pressure-controlled multiway valve, so that an active control of the charging valve is possible.
  • 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.
  • 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.
  • an oil separator is arranged between the charging valve and the pressure oil circuit.
  • a water separator is arranged between the loading valve and the pressure oil circuit.
  • 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.
  • 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.
  • 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 protagonistgraderhaltende 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.
  • the balancing valve is operatively connected to a control device.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • a method 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.
  • 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.
  • 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.
  • the pressure oil circuit 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.
  • 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.
  • 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.
  • the pressure oil circuit can be filled reliably during operation of the axial piston motor at low efficiencies.
  • 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.
  • 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.
  • 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).
  • control piston 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.
  • 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 ⁇ labstreifung.
  • 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.
  • 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.
  • control piston is made of aluminum at least with regard to its piston shaft.
  • 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.
  • 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.
  • 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.
  • the working medium 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.
  • 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.
  • 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.
  • 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.
  • supply lines 257 (exemplified numbered) sucked by the compressor piston 250 and compressed in the compressor cylinders 260.
  • known and readily usable valve systems are used.
  • the axial piston motor 201 has two heat exchangers 270, which are each arranged axially with respect to the axial piston motor 201.
  • 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.
  • 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.
  • the efficiency of the axial piston motor 201 can be increased by further measures.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 ⁇ labstreifung.
  • 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.
  • 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).
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • a pressure control is provided which defines a first lower pressure limit and a first upper pressure limit for the first Brennstoff arrived 480 and the second Brennstofftechnisch (not shown here) a second lower pressure limit and a second upper pressure limit within which a Brennstofftechnisch 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.
  • the first upper pressure limit can be set smaller than or equal to the second lower pressure limit.
  • thermo sensors for measuring the temperature of the exhaust gas or in the combustion chamber.
  • the temperature sensors are all temperature sensors in question, the reliable temperatures between 800 ° C and 1,100 ° C can measure.
  • 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.
  • 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 ,
  • such temperature sensors are each as input sensors in the form of a Vorschtemperatursensors 592 and two exhaust gas temperature sensors 593 a combustion chamber control (not explicitly shown here) available and shown schematically.
  • 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.
  • 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.
  • 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.
  • the construction and operation of the further axial piston motor 501 correspond to those of the previously described axial piston motors.
  • 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.
  • combustibles may both be ignited and burned, and combustor 510 may be charged with combustibles in the manner described above.
  • 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.
  • 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.
  • a main nozzle 511 and on the other hand a treatment nozzle 512.
  • fuel or fuel can be injected into the combustion chamber 510
  • 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.
  • 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.
  • the fuel in the main burner 518 already preheated and ideally can be thermally decomposed.
  • 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.
  • 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.
  • 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.
  • a cooling air chamber 509 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.
  • an output shaft 541 is set in rotation, which is connected to the cam track 540 by means of a drive cam carrier 537.
  • a compression of the process air if appropriate also including an injected water, which can optionally be used for additional cooling.
  • 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.
  • exhaust gases in one or more heat exchangers 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.
  • 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.
  • 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.
  • 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.
  • the control piston 531 has diverging opening and closing times, wherein the control piston 531 ideally closed faster than can be opened.
  • 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.
  • 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.
  • 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.
  • 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 ⁇ labstreifung.
  • control piston 531 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.
  • 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.
  • 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.
  • 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.
  • 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 Veradorungen 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.
  • 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.
  • 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.
  • 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.
  • 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. 6 however, is not explicitly shown.
  • 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.
  • 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 Brennstofftechnisch 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.
  • 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 Brennstofftechnischn with different pressure intervals.
  • 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.
  • a water application is controlled by means of a combustion chamber control, for example, if this is to control the exhaust gas temperature.
  • 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.
  • water with combustion chamber pressure is supplied in each case via the non-numbered supply line.
  • 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.
  • the tubes can also be formed of a different material than steel.
  • 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.
  • 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.
  • a ceramic assembly 1306 with a ceramic combustion chamber wall 1307 and a profiled steel tube 1308 on.
  • the combustion chamber 1326 is delimited from the working cylinder 1320 by the control piston 1331 arranged parallel to the axis of symmetry 1303.
  • 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.
  • 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 resuming mecanicdes 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.
  • 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.
  • 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.
  • the sealing sleeve 1367 may also be connected to the rotating shaft in a different manner.
  • the FIG. 7 also shows a further embodiment of the control piston surfaces serving to seal the shot channels 1315.
  • 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.
  • 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 Leitzindicht constitutional 1332E, these surfaces represent an angled straight line at least in a sectional plane.
  • the surfaces of the control piston 1331 shown in this embodiment 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.
  • the surface of the combustion chamber bottom 1348 shown by way of example in FIG FIG. 6 ) to minimize wall heat loss.
  • 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.
  • 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.
  • 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.
  • 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.
  • an embodiment of the charging valve 2016 with a defined opening pressure can also be adjusted so that this only opens at about 30 bar compressor pressure.
  • 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.
  • an oil separator 2028 is interposed.
  • this oil separator 2028 serves to supply the control chamber 2023 with oil-free, compressed air
  • the compressor stage 2011 oil-free air is returned.
  • 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.
  • 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.
  • 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.
  • the die 3023 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.
  • 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.
  • the tube seats 3024 may be configured to realize a clearance fit or transition fit.
  • 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.
  • 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.
  • 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.
  • 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.
  • valve disk 1402 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.
  • valve spring disk 1413 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.
  • 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.
  • FIG. 11 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.
  • 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.
  • 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.
  • 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.
EP10754670.7A 2009-07-24 2010-07-26 Axialkolbenmotor Not-in-force EP2456956B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009034737 2009-07-24
PCT/DE2010/000878 WO2011009455A2 (de) 2009-07-24 2010-07-26 Axialkolbenmotor, verfahren zum betrieb eines axialkolbenmotors sowie verfahren zur herstellung eines wärmeübertragers eines axialkolbenmotors

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EP2456956A2 EP2456956A2 (de) 2012-05-30
EP2456956B1 true EP2456956B1 (de) 2016-12-14

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US (1) US20120145120A1 (zh)
EP (1) EP2456956B1 (zh)
JP (1) JP5768984B2 (zh)
CN (2) CN102667059B (zh)
DE (1) DE112010003061A5 (zh)
ES (1) ES2617436T3 (zh)
WO (1) WO2011009455A2 (zh)

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DE102015118239A1 (de) * 2015-10-26 2017-04-27 GETAS GESELLSCHAFT FüR THERMODYNAMISCHE ANTRIEBSSYSTEME MBH Axialkolbenmotor und Verfahren zum Betrieb eines Axialkolbenmotors
CN105804797B (zh) * 2016-03-29 2018-04-10 潘丽娥 一种原料煤输送系统
CN105804799B (zh) * 2016-03-29 2018-11-27 江苏坚威防护工程科技有限公司 一种移动式空气过滤系统
CN105804867B (zh) * 2016-03-29 2018-04-13 潘丽娥 一种造纸废渣连续进料装置
CN105804798B (zh) * 2016-03-29 2018-11-27 泰州市邦富环保科技有限公司 一种自动饲料供给装置
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Also Published As

Publication number Publication date
DE112010003061A5 (de) 2012-10-31
JP5768984B2 (ja) 2015-08-26
WO2011009455A2 (de) 2011-01-27
JP2013500418A (ja) 2013-01-07
CN102667059B (zh) 2018-06-05
WO2011009455A3 (de) 2011-05-05
CN106917676A (zh) 2017-07-04
ES2617436T3 (es) 2017-06-19
EP2456956A2 (de) 2012-05-30
CN102667059A (zh) 2012-09-12
US20120145120A1 (en) 2012-06-14

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