EP2456967A2 - Moteur à pistons axiaux, procédé pour faire fonctionner un moteur à piston axiaux et procédé pour réaliser un échangeur thermique d'un moteur à pistons axiaux - Google Patents

Moteur à pistons axiaux, procédé pour faire fonctionner un moteur à piston axiaux et procédé pour réaliser un échangeur thermique d'un moteur à pistons axiaux

Info

Publication number
EP2456967A2
EP2456967A2 EP10754669A EP10754669A EP2456967A2 EP 2456967 A2 EP2456967 A2 EP 2456967A2 EP 10754669 A EP10754669 A EP 10754669A EP 10754669 A EP10754669 A EP 10754669A EP 2456967 A2 EP2456967 A2 EP 2456967A2
Authority
EP
European Patent Office
Prior art keywords
cylinder
compressor
axial piston
piston
pressure
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.)
Withdrawn
Application number
EP10754669A
Other languages
German (de)
English (en)
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
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by GETAS Gesellschaft fuer Themodynamische Antriebssysteme mbH filed Critical GETAS Gesellschaft fuer Themodynamische Antriebssysteme mbH
Publication of EP2456967A2 publication Critical patent/EP2456967A2/fr
Withdrawn legal-status Critical Current

Links

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
    • F01B3/0082—Details
    • F01B3/0085—Pistons
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M1/00—Pressure lubrication
    • F01M1/18—Indicating or safety devices
    • F01M1/20—Indicating or safety devices concerning lubricant pressure
    • F01M1/22—Indicating or safety devices concerning lubricant pressure rendering machines or engines inoperative or idling on pressure failure
    • F01M1/28—Indicating or safety devices concerning lubricant pressure rendering machines or engines inoperative or idling on pressure failure acting on engine combustion-air supply
    • 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
    • F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
    • F02G3/00—Combustion-product positive-displacement engine plants
    • F02G3/02—Combustion-product positive-displacement engine plants with reciprocating-piston engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M1/00—Pressure lubrication
    • F01M1/04—Pressure lubrication using pressure in working cylinder or crankcase to operate lubricant feeding devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M1/00—Pressure lubrication
    • F01M1/18—Indicating or safety devices
    • F01M1/20—Indicating or safety devices concerning lubricant pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M1/00—Pressure lubrication
    • F01M1/12—Closed-circuit lubricating systems not provided for in groups F01M1/02 - F01M1/10
    • F01M2001/123—Closed-circuit lubricating systems not provided for in groups F01M1/02 - F01M1/10 using two or more pumps

Definitions

  • the invention relates on the one hand 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 is passed to the working cylinder, wherein in the working cylinder, a working piston with a working piston and in the compressor cylinder a compressor piston is provided with a compressor connecting rod.
  • the invention relates to an axial piston motor having 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 is passed, wherein the fuel flow from the combustion chamber to the working cylinder via at least a control piston is controlled.
  • the invention relates to 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, where appropriate, the fuel flow from the combustion chamber is controlled to the working cylinder via at least one control piston which is driven by a timing drive.
  • the invention further relates to an axial-piston engine with a compressor stage comprising at least one cylinder, with an expander stage comprising at least one cylinder, with at least one component subjected to combustion chamber pressure and with an oil circuit for lubrication.
  • the invention relates to an axial-piston engine 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 and optionally with at least one heat exchanger, wherein the heat is arranged and the heat-emitting part of the heat exchanger between the Expanderha and an environment is arranged.
  • the invention also relates to an axial piston engine with a fuel supply and an exhaust gas removal, which are coupled to each other to transmit heat.
  • the invention likewise relates to a method for operating an axial piston motor 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, and a method for producing a heat exchanger of an axial piston motor a compressor stage comprising at least one cylinder and an expander stage comprising at least one cylinder and at least one combustion chamber between the compressor stage and the expander stage.
  • Axial piston engines are well known in the prior art and are characterized as energy converting machines, which provide output mechanical rotational energy with the aid of at least one piston, wherein the piston performs a linear oscillatory movement whose orientation is substantially coaxial with the axis of rotation Rotation energy is aligned.
  • axial piston motors which are operated for example only with compressed air
  • 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.
  • fuel refers to any material which participates in the combustion or is carried along with the components participating in the combustion and flows through the axial-piston engine
  • the fuel then comprises at least fuel, the term " Fuel "in the present context fuel so any material describes which exothermic reaction 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.
  • the fuel may contain other components, such as chemical additives or catalytically active substances.
  • axial-piston engines 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 one or more combustion chambers.
  • ikV internal continuous combustion
  • Axial piston motors can also work on the one hand with rotating pistons, 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.
  • EP 1 035 310 A2 disclosing an axial piston engine in which the fuel supply and the exhaust gas removal heat exchange with each other are coupled.
  • the axial piston motors disclosed in EP 1 035 310 A2 and WO 2009/062473 A2 moreover have a separation between working cylinders and the corresponding working pistons and compressor cylinders and the corresponding compressor pistons, the compressor cylinders being on the side facing away from the working cylinders are provided 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 “Expanderseite and to the terms “expansion stage” and “expander stage”, respectively, where an “expander stage” or “expansion stage” designates the entirety of all “expansion cylinders” or “expander cylinders” located therein.
  • This object 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 is passed to the working cylinder, wherein in the working cylinder, a working piston with a working piston and in the compressor cylinder a compressor piston is provided with a Verêtrpleuel, solved, in which at least one of the two connecting rods has transverse stiffeners.
  • the connecting rod can be formed overall with substantially less mass, as a result of which this connecting rod can advantageously be made lighter in weight. As such, less mass has to be moved or accelerated with respect to the connecting rod equipped with such transverse stiffeners, whereby the present axial piston motor can be operated more effectively. This advantageously improves the overall efficiency of the axial piston motor.
  • Transverse stiffeners can be used in particular in the lightweight construction in order to design components sufficiently rigid and stable despite material reduction or reduction.
  • the term "transverse” is used in the present case as soon as a main extension of the stiffening has a component perpendicular to the main direction of extension, for example of the connecting rod or perpendicular to the main axis - seen in the axial direction - of the axial piston motor.
  • the object of the invention is in particular 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 to the working cylinder, wherein in the working cylinder a working piston with a working piston and in the compressor cylinder a compressor piston is provided with a Ver emphasizerpleuel , And the working piston has transverse stiffeners.
  • the working piston can be built much lighter weight by providing suitable cross braces, so that less mass must be moved to the axial piston motor with the working piston itself, whereby the efficiency of the axial piston motor can be further improved.
  • the object of the invention is also achieved by a generic axial piston engine, in which cumulatively or alternatively the compressor piston has transverse stiffeners.
  • the axial piston engine must also do less internal work, if the compressor piston can be provided due to transverse stiffeners with a lower mass.
  • 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 to the working cylinder further proposed, wherein in the working cylinder a working piston with a working piston and in the compressor cylinder, a compressor piston is provided with a Ver emphasizerpleuel, and the axial piston motor is characterized specifically in that at least one of the two connecting rods is made of aluminum.
  • the pistons of the axial-piston engine can also be designed by means of aluminum or an alloy thereof, except for their hot regions, which can come into direct contact with hot media.
  • the subject "hot area” describes in this context, in particular fuel-facing areas of a piston, which could be thermally stressed critical.
  • an axial piston motor with at least one compression cylinder, with at least one working cylinder and at least one pressure line through which compressed fuel from the compressor cylinder is passed to the working cylinder, wherein in the working cylinder Working piston with a working piston and in the compressor cylinder, a compressor piston is provided with a Ver emphasizerpleuel and wherein the axial piston motor is characterized by a working piston made of aluminum, the working cylinder side a combustion protection, preferably made of iron.
  • This can be a very lightweight construction of the working piston - up to the hot area - guaranteed, whereby the efficiency of the axial piston motor can be further improved.
  • this combustion protection can also be realized with other materials, for example with a ceramic coating. Also working piston of a ceramic material would be conceivable here.
  • the object of the present invention is also achieved by a generic axial piston motor, which is characterized by a compressor piston made of aluminum, since in this way the lightweight construction of the axial piston motor described above can be developed correspondingly advantageous.
  • the combustion protection can consist of a heat-resistant material.
  • the combustion protection is made of iron or of a ceramic, in the present case certainly also compressor piston from a ceramic material could be used.
  • the piston crown can advantageously consist of iron or steel and the piston skirt can advantageously consist of aluminum or of an alloy thereof.
  • An alternative solution of the object of the present invention proposes 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 to the working cylinder, wherein in the working cylinder with a working piston a working piston and in the compressor cylinder, a compressor piston is provided with a Ver Whyrpleuel and wherein both the working piston and the Ver Whyrpleuel and working and compressor piston made of steel are formed.
  • both pistons are made of steel, the pistons are on the one hand particularly temperature-resistant, and on the other hand, different material properties on a single component need not be taken into account.
  • the one-piece construction of the piston is also more cost-effective, whereby the mass of the piston can be reduced to a minimum due to the higher strength of the steel and by other structural measures, such as the above-mentioned transverse stiffeners.
  • weight disadvantages relative to an aluminum piston can be relativized.
  • the object of the invention also by an axial piston motor with at least one compressor cylinder, with at least one Häzy- cylinder and with at least one pressure line through which compressed fuel from the Compressor cylinder is passed to the working cylinder, dissolved, wherein in the working cylinder, a working piston with a working piston and in the compressor cylinder, a compressor piston is provided with a Verêtrpleuel and wherein the Verêtrpleuel is formed lighter than the working spool.
  • the working piston can also be designed differently than the compressor piston.
  • the compressor piston is made lighter, since it is not exposed to such great forces with respect to a working medium of the axial piston motor.
  • the axial piston motor can be adapted very precisely to its specific loads and optimized accordingly.
  • the object of the invention is also achieved by a generic axial piston motor, in which an output bearing, which transfers energy from at least one of the connecting rods to an output shaft, is designed to be weaker in terms of the compressor connecting rod than the working rod side. Since compressor piston side other forces - usually lower forces - act on the piston rod side as the piston on the respective connecting rod, the connecting rod compressor side can be made lighter in terms of its weight advantageously. However, this can also be a matter of design or mass relationships, in particular depending on the material used. Are the working rods and compressor connecting rods integrally formed, they can be made very inexpensive. It is advantageous if the working connecting rods and compressor connecting rods are formed coaxially with each other. As a result, particularly favorable loading conditions can be created, in particular also on a housing of the axial piston motor.
  • the present object is also independent of the other features 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 through which compressed fuel from the compressor cylinder via a combustion chamber to the working cylinder is passed solved, wherein the fuel flow from the combustion chamber to the working cylinder is controlled by at least one control piston and wherein the control piston combustion chamber side made of iron or steel.
  • the control piston also comes into contact with very hot working media or combustion means of the axial-piston engine, it is advantageous if at least relevant areas of the control piston are made heat-resistant. In this respect, instead of iron or steel, any other heat-resistant material, such as, for example, ceramics, can also be used.
  • the control piston is otherwise made of aluminum minium or formed from an alloy thereof, so that the control piston is particularly light and thus extremely short timing can be realized.
  • control piston can be made of iron or steel, since the control pistons usually build usually small and thus have little mass. This is a good solution, in particular, when extremely short control times do not play a superficial role or - precisely because of the low weight of the control pistons - can nevertheless be realized.
  • an axial-piston engine with at least one compression cylinder, with at least one working cylinder and with at least one pressure line through which compressed fuel is passed from the compressor cylinder to the working cylinder the combustion medium flow is controlled from the combustion chamber to the working cylinder via at least one control piston proposed, which is characterized in that at least one combustion chamber-side surface of the control piston is mirrored.
  • an axial piston motor with at least one compression cylinder, with at least one working cylinder and at least one pressure line through which compressed fuel from the compressor cylinder is passed to the working cylinder, wherein the fuel stream of the Combustion chamber is controlled to the working cylinder via at least one control piston, are solved, which is characterized in that the combustion chamber has a combustion chamber bottom of mirrored metal.
  • the mirroring of a metal surface has the advantage that the wall heat flow resulting from the high temperature difference between the burned combustion medium and the metal surface can be reduced, at least for the wall heat flow caused by heat radiation.
  • a large proportion of loss of efficiency in an internal combustion engine is caused by this mentioned wall heat flow, which is why an efficient possibility is given by a reduction of the wall heat flow is to increase the thermodynamic efficiency of the axial piston engine by the proposed solutions of the invention.
  • non-metallic surfaces can also have an advantage in thermodynamic efficiency due to mirroring and, on the other hand, this advantage can be achieved cumulatively or alternatively in terms of thermodynamic efficiency by virtue of the fact that each component of the axial-piston engine in contact with fuel is if the temperature of the fuel is higher than the wall temperature, is mirrored.
  • any other surface coating capable of increasing the spectral reflectance of the component surfaces may be used.
  • any surface coating is also conceivable which, alternatively or cumulatively, reduces the heat transfer coefficient of a component surface in order to reduce the proportion of thermodynamic losses due to convection.
  • 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 proposed with combustion chamber pressure component and with an oil circuit for lubrication, wherein the oil circuit has a motor oil circuit and a pressure oil circuit with a different from the motor oil circulation pressure level.
  • the advantage is implemented that in a respective oil circuit with a different pressure level, the oil pump of this cycle, for example, a pressure oil pump of the pressure oil circuit, it must muster only necessary to promote the oil back pressure and possibly required to achieve one in this cycle for other reasons , must not be applied by the pressure oil pump, the higher pressure to promote the oil higher pressure.
  • 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. [45] Alternatively or cumulatively, it may also be advantageous that the pressure level of the pressure oil circuit corresponds to a compressor pressure.
  • a gas force acting on a component subjected to combustion chamber pressure for example on a control piston
  • a gas force acting on a component subjected to combustion chamber pressure for example on a control piston
  • 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.
  • pressure level corresponds to pressure also allows 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, a pressure difference of at most 7 bar should be recorded by the term "the pressure level corresponds to a pressure". Such pressure differences can still be intercepted without excessive losses of efficiency of seals that can withstand higher temperatures.
  • the pressure oil circuit have a pressure level greater than 20 bar at a full load of the axial-piston engine.
  • 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 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 01- stand 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 but also that overfilling of the pressure oil circuit and associated effects such as oil foaming, oil spills or otherwise undesirable oil leakage from the pressure oil circuit can be prevented.
  • at least one control chamber is part of the pressure oil circuit.
  • control chamber which is formed on the side facing away from the combustion chamber of the control piston, can compensate for the force acting on the control piston combustion chamber pressure by the combustion chamber pressure level corresponding pressure level of the Druck ⁇ lniklaufes.
  • control chamber describes a corresponding cavity which is arranged on a side of the control piston or the control piston facing away from the combustion chamber Side of the side of the control piston, on which an applied gas pressure in its resultant opposes the combustion chamber pressure acting on the control piston, and other assemblies which interact with the control piston or pistons, such as cams or bearing arrangements which control cam, can be provided in the control chamber
  • the pressure oil circuit of the oil circuit also includes parts of the control piston or ben, 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 from here in a ⁇ lsu mpf can be collected.
  • 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 control valve, the charging valve is preferably justified by the fact that the charging valve is designed to be switchable, in particular in that the charging valve is designed to be switchable via the compressor pressure.
  • the charging valve can be operatively connected to the compressor stage and have a 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 directly by the voltage applied to the valve compressor pressure. Exceeds the compressor pressure a certain value, the charging valve opens and the compressor stage is connected to the pressure oil circuit, resulting in a charge of the pressure oil circuit with compressed air or other existing in the compressor stage medium.
  • 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.
  • 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.
  • 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 controls the equalizing valve not only via the oil level in the pressure oil circuit, but also via the temperature or another parameter, such as a run-flat signal or a maintenance signal, for example by replacing the oil in the pressure oil circuit to reach.
  • the use of a relation to the engine oil circuit higher pressure levels in the pressure oil circuit is energetically particularly advantageous when the compensation valve preferably in a first operating state connects the pressure oil sump 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 compensation valve For a Wirkgraderhaltende embodiment of the compensation valve is cumulatively proposed that the first operating state of the partial load and / or the full load of the axial piston corresponds and the second operating state corresponds to the idling and / or a standstill of the axial piston.
  • 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 formed 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 is possible with a positive pressure gradient, but emptying at a negative pressure gradient is prevented.
  • 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 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 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 by this pressure difference caused power consumption of the two pressure oil pumps is minimal and this is 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 procedure 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, irrespective of the speed of the axial piston engine, has assumed a value at which the pressure is exceeded.
  • Rank 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 object of the present invention is, cumulatively or alternatively to the other features of the present invention, by an axial piston motor with a fuel supply and an exhaust gas discharge, which are coupled heat transferring, solved, which is characterized by at least one heat exchanger insulation.
  • the heat exchanger insulation does not necessarily have to completely surround the heat exchanger, since possibly some waste heat can be used advantageously elsewhere in the axial piston motor. In particular, however, to the outside, the heat exchanger insulation should be provided.
  • the heat exchanger insulation is designed such that it leaves a maximum temperature gradient of 400 ° C., in particular of at least 380 ° C., between the heat exchanger and the surroundings of the axial piston motor. In particular, with the progress of heat transfer, ie towards the compressor side, the temperature gradient can then be significantly reduced quickly.
  • the heat exchanger insulation can preferably be designed such that the outside temperature of the axial piston motor in the region of the heat exchanger insulation does not exceed 500 ° C. or 480 ° C. In this way, it is ensured that the amount of energy lost by heat radiation and heat transfer is reduced to a minimum, since the losses increase disproportionately at even higher temperatures or temperature gradients.
  • the maximum temperature or the maximum temperature gradient occurs only at a small point, since otherwise the temperature of the heat exchanger to the compressor side decreases more and more.
  • the heat exchanger insulation preferably comprises at least one component made of a material deviating from the heat exchanger. This material can then be on it
  • Task be optimally designed as insulation and include, for example, asbestos, asbestos substitute, water or air
  • the heat exchanger insulation in particular heat dissipation to minimize by material movement, in fluidic insulation materials must have a housing, while in solid insulation materials, a housing may be provided for stabilization or protection.
  • the housing may in particular be formed from the same material as the jacket material of the heat exchanger.
  • the object of the invention is also achieved by an axial piston motor, which is characterized by at least two heat exchangers.
  • the axial piston engine essentially comprises a fuel supply and an exhaust gas discharge, which are coupled to one another in a heat-transmitting manner.
  • exhaust gases from the respective working cylinder can be transported faster, for example, if a first heat exchanger first outlet valves and a second heat exchanger downstream of second outlet valves and associated.
  • a greater expense and more complex flow conditions which actually actually reduce the efficiency, are due to two heat exchangers
  • the use of two heat exchangers allows much shorter paths to the heat exchanger and an energetically favorable arrangement of the same.
  • the efficiency of the axial piston motor can surprisingly be increased considerably.
  • the heat exchangers are arranged substantially axially, wherein the term "axially” in the present context designates a direction parallel to the main axis of rotation of the axial piston motor or parallel to the axis of rotation of the rotational energy, which enables a particularly compact and thus energy-saving design, which is especially true applies if only a heat exchanger, in particular an insulated heat exchanger, is used.
  • the axial-piston engine has at least four pistons, it is advantageous if the exhaust gases of at least two adjacent pistons are directed into a respective heat exchanger. As a result, the paths between the piston and the heat exchanger for the exhaust gases can be minimized. be reduced so that losses in the form of waste heat, which can not be recovered via the heat exchanger can be reduced to a minimum. The latter can also be achieved if the exhaust gases of three adjacent pistons are each directed into a common heat exchanger.
  • the axial piston engine comprises at least two pistons, wherein the exhaust gases of each piston are passed in each case a heat exchanger.
  • each piston may - depending on the specific implementation of the present invention - be advantageous if each piston a heat exchanger is provided. Although this requires an increased construction costs; On the other hand, the heat exchanger can each be smaller, and thus structurally possibly simpler, be formed, whereby the axial piston motor builds overall more compact and thus burdened with lower losses. In particular, in this embodiment, but even if a heat exchanger is provided for each two pistons, - if necessary - the respective heat exchanger can be integrated into the gusset between two pistons, whereby the entire axial piston can be made correspondingly compact.
  • an axial piston engine having a compressor stage comprising at least one cylinder, an expander stage comprising at least one cylinder, and at least one heat exchanger, wherein the heat absorbing member is disposed between the compressor stage and the combustion chamber and the heat emitting one Part of the heat exchanger between the Expanderwear and an environment is proposed, which is characterized in that the heat-absorbing and / or the heat-emitting part of the heat exchanger downstream and / or upstream comprises means for discharging at least one fluid.
  • the task of a fluid in the fuel stream can contribute to an increase in the transmission capacity of the heat exchanger, for example, by the task of a suitable fluid, the specific heat capacity of the fuel stream of the specific heat capacity of the exhaust stream can be adjusted or beyond the specific heat capacity of the exhaust stream can be raised.
  • the heat transfer from the exhaust gas flow to the fuel flow for example, which is advantageously influenced thereby, contributes to the fact that a higher amount of heat can be coupled into the fuel flow and thus into the cyclic process with the heat exchanger remaining the same size, whereby the thermodynamic efficiency can be increased.
  • a fluid can also be added to the exhaust gas flow.
  • the discontinued fluid may in this case, for example, be a required auxiliary for a downstream exhaust aftertreatment, which can be ideally mixed with the exhaust gas flow by a turbulent flow formed in the heat exchanger, so that a downstream exhaust aftertreatment system can thus be operated with maximum efficiency.
  • downstream refers to that side of the heat exchanger from which the respective fluid exits or designates that part of the exhaust line or the fuel-carrying piping into which the fluid enters after leaving the heat exchanger.
  • upstream is the side of the heat exchanger into which the respective fluid enters or designates that part of the exhaust line or the fuel-carrying piping from which the fluid enters the heat exchanger It does not matter whether the task of the fluid takes place directly in the closer spatial environment of the heat exchanger or whether the task of the fluid takes place spatially further apart.
  • a water separator be arranged in the heat-emitting part of the heat exchanger or downstream of the heat-emitting part of the heat exchanger.
  • the temperature sink at the heat exchanger could condense out vaporous water and damaging the exhaust system due to corrosion. Damage to the exhaust line can be advantageously reduced by this measure.
  • the efficiency-increasing heat transfer from an exhaust gas stream directed into an environment to a fuel stream can be improved by increasing the specific heat capacity of the fuel stream by the application of a fluid and thus also increasing the heat flow to the fuel stream.
  • the feedback of an energy flow into the cycle process of the axial-piston engine can, with suitable process control, in turn bring about an increase in efficiency, in particular an increase in the thermodynamic mode of action.
  • the axial piston motor is advantageously operated in such a way that water and / or fuel are released. This method causes, in turn, the efficiency, in particular the efficiency of the combustion process, can be increased by ideal mixing in the heat exchanger and in front of the combustion chamber.
  • the exhaust stream if appropriate for exhaust aftertreatment, fuel can be abandoned, so that the exhaust gas temperature in the heat exchanger or after the heat exchanger can be further increased. Possibly. This can also be followed by an afterburning, which aftertreates the exhaust gas in an advantageous manner and minimizes pollutants.
  • a heat released in the heat-emitting part of the heat exchanger could thus also be used indirectly for further heating of the combustion medium flow, so that the efficiency of the axial-piston engine is hardly negatively influenced as a result.
  • a method for operating an axial-piston engine is proposed, which is characterized in that the fluid is fed downstream and / or upstream of the heat exchanger.
  • 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 is passed to the working cylinder, the fuel stream of 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 characterized in that the control piston in addition to the force applied by the timing drive on its side facing away from the combustion chamber with a combustion chamber pressure directed counteracting compensation force is.
  • 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 ideally only a mere simple oil stripping suffices for sealing, so that a relevant seal known from international patent application WO 2009/062473 A2 is considerably simplified.
  • the control drive can be designed versatile, for example as a hydraulic, electrical, magnetic or mechanical control drive. It is particularly advantageous if the force applied by the control drive is different from the compensating force directed counter to the combustion chamber pressure according to the invention.
  • the entire timing drive can then be made much more compact, since it essentially only needs to take in management. Any additional forces required can according to the invention be applied by the compensating force, so that the control drive is not loaded by forces for sealing on the control piston or only to a negligible extent.
  • the control piston are charged accordingly less and can be designed accordingly easier and easier. Since only a simple oil scraper is needed, this also reduces the load on the timing drive.
  • 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 compensating force is applied hydraulically, for example via an oil pressure.
  • an oil pressure can be provided, for example, via an oil pump, in particular also via a separate oil pump.
  • the required oil pressure can be selected such that an oil pressure usually present on the axial piston engine is sufficient to generate the compensating force and can be used for this purpose.
  • This solution may optionally be used in addition to the above-described, operated under high pressure oil circulation.
  • the compensation force is applied pneumatically, in particular via the compressor pressure.
  • This pneumatic variant has the particular advantage that the pressure for generating the compensating 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 already takes place 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, as has already been explained above. In this respect, the oil pump then does not need to apply pumping work against the compressor pressure.
  • the pneumatically generated compensation force can be generated by means of an intended fuel pressure of approximately 30 bar.
  • the control chamber can be advantageously sealed, so that - as already indicated above - only a ⁇ labstreifung is required for sealing.
  • a further object of the present invention 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 of 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 characterized in that the control piston in a pressure chamber, for example, already explained in detail above control chamber, is arranged.
  • control piston Due to the fact that the control piston is arranged in a pressure chamber or in the control 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 improves the efficiency of the axial piston motor can. From the prior art, it is only known that the combustion chamber side is provided in a pressure chamber, but not the control piston.
  • the term "pressure chamber” designates any enclosed space of the axial-piston engine which has a marked overpressure, preferably of at least 10 bar, relative to the surroundings, which may in particular apply to the control chamber explained above 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 with 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 is particularly characterized in that the control drive comprises a control shaft which drives the control piston and which cooperates with a shaft seal, the one se ts is pressurized with compressor pressure.
  • the shaft seal is subjected to compressor pressure on the one hand, ideally no further sealing is required, and the axial piston motor can advantageously be operated with a lower loss.
  • the shaft seal then preferably serves as a seal for a pressure chamber of the axial piston motor, which has the compressor pressure.
  • an axial piston motor 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 is proposed, which is characterized in that the compressor stage has a different from the expander stage displacement.
  • thermodynamic efficiency of the axial piston motor can be maximized in each case particularly advantageously by these measures, since the theoretical thermodynamic potential of a cycle process implemented in an axial piston engine, in contrast to the prior art, such as WO 2009/062473, is prolonged by the thereby made possible Expansion can be exploited maximally. In an engine sucking from the environment and discharging into the same environment, the thermodynamic efficiency achieved by this measure its maximum efficiency in this respect, when the expansion to ambient pressure occurs.
  • an axial piston motor for implementing this advantage can also be designed such that a single stroke volume of at least one cylinder of the compressor stage is smaller than the single stroke volume of at least one cylinder of the expander stage.
  • a large Einzelhubvolumen the cylinder of the expander if the number of cylinders of the expander and the compressor stage should remain identical, the thermodynamic efficiency by a favorable influence on the surface-volume ratio, whereby lower wall heat losses are achieved in the Expanderimplerimpl to favor.
  • this embodiment is advantageous in an axial piston engine with a compressor stage comprising at least one cylinder, with an expander stage comprising at least one cylinder and at least one combustion chamber between the compressor stage and the expander stage, independently of the other features of the present invention.
  • the number of cylinders of the compressor stage is equal to or less than the number of cylinders of the expander stage.
  • the mechanical efficiency of the axial piston engine and thus also the overall efficiency of the axial piston engine can be maximized in that at least one cylinder of the compressor stage is dispensed with in order to realize an extended expansion, and therefore the frictional loss of the dropped cylinder likewise no longer has to be applied. Any imbalances, which could be caused by such an asymmetry of the piston or cylinder assembly, may be accepted or avoided by additional measures.
  • an axial piston motor with a compressor stage comprising at least one cylinder, with at least one cylinder expander stage and at least one combustion chamber between the compressor stage and the expander stage is proposed, which is characterized in that at least one cylinder at least a gas exchange valve made of a light metal.
  • Light metal especially when used on moving components, reduces the mass inertia of the components made of this light metal and, because of its low density reduce the friction of the axial piston motor so that the control drive of the gas exchange valves is designed according to the lower mass forces.
  • the reduction of friction losses through the use of light metal components in turn leads to a lower total loss of the axial piston motor and at the same time to an increase in the overall efficiency.
  • the axial piston motor is characterized in that the light metal is aluminum or an aluminum alloy, in particular Dural.
  • Aluminum, in particular a solid or high-strength aluminum alloy is particularly suitable for a design of a gas exchange valve, since not only the weight of a gas exchange valve on the density of the material but also the strength of a gas exchange valve can be increased or maintained at a high level can be.
  • titanium and / or magnesium can be used instead of aluminum or an aluminum alloy and the material titanium or magnesium or an alloy of aluminum.
  • a correspondingly lightweight gas exchange valve can follow load cycles in particular correspondingly faster than this can already implement a heavy gas exchange valve due to the greater inertia.
  • the gas exchange valve may in particular be an inlet valve.
  • the advantage of a light gas changeover valve and a concomitant lower Reibstoff Anlagentules or a lower friction power of the axial piston motor can be implemented in particular when using an inlet valve made of a lightweight material, since at this point of the axial piston motor low temperatures are present which a sufficient distance to the melting temperature of aluminum or aluminum alloys.
  • 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 is passed to solve the input task the combustion medium flow is controlled from the combustion chamber to the working cylinder via at least one control piston which is driven by a control drive, which is characterized in that the control piston has a cavity filled with a liquid metal at operating temperature of the axial piston motor or one with a Temperature of the axial piston motor liquid metal alloy filled cavity has.
  • the use of a liquid metal alloy or a liquid metal at operating temperature can be used for intensive cooling of the control piston, whereby advantageously the control piston can be used even at higher temperatures with sufficient life and strength.
  • the metal or the metal alloy has at least sodium.
  • Sodium with its very low melting temperature and good handleability in internal combustion engines, has the advantage of being used in hot components. It is understood that any metal from the alkali group of the Periodic Table can be used as long as the melting temperature of the metal is below the operating temperature of the axial piston motor. It is also understood that the materials mercury, gallium, indium, tin, lead or alloys of these materials as well as other liquid metals can also be used for these purposes.
  • a parallel to the main flow direction-oriented guide surface of the control piston has the advantage flow to avoid losses and to maximize efficiency.
  • the guide surface can be at a favorable angle to a flowing over this guide surface flow.
  • the efficiency of the axial piston motor is also increased by this measure by the flow losses are minimized at the guide surface and the control piston.
  • main flow direction refers to the direction of flow of the fuel through the channel, which can be measured and graphically displayed in the case of laminar or turbulent flow of the fuel To understand geometric meaning, wherein a parallel to the main flow direction of a control piston control surface just by the flow of the fuel does not absorb a pulse or just does not change the momentum of the flow.
  • this baffle surface which is perpendicular to the main flow direction, advantageously has a minimal surface area to the combustion chamber, so that combustion medium in this combustion chamber also has a minimal heat flow in the control piston causes.
  • this baffle surface advantageously has a minimal surface area to the combustion chamber, so that combustion medium in this combustion chamber also has a minimal heat flow in the control piston causes.
  • the baffle surface can again be arranged with the aid of the acute angle and placed in the flow of the fuel such that the baffle surface does not flow perpendicular to the control piston or to the longitudinal axis of the control piston , has a minimal surface area opposite to the flow.
  • a minimally executed impact surface again provides the advantage that wall heat losses are reduced on the one hand and the unfavorable deflections of the Flow are minimized to form vortices and the thermodynamic efficiency of the axial piston motor is maximized accordingly.
  • the baffle and / or the baffle may be a flat surface, a spherical surface, a cylindrical surface or a conical surface.
  • a planar embodiment of the guide surface and / or the baffle surface has the advantage that on the one hand the control piston can be made particularly simple and inexpensive, and on the other hand, a cooperating with the baffle sealing surface can also be structurally simple and a maximum sealing effect on this baffle he follows.
  • a spherical configuration of the guide surface and / or the impact surface also has the advantage that this guide surface is geometrically particularly well adapted to the channel following thereon, provided that the channel also has a circular or even elliptical cross section.
  • a cylindrical guide surface and / or baffle can realize the advantage that flow can take place at a transition between the control piston and the channel or even a transition between the control piston and the combustion chamber while avoiding stalls or turbulences.
  • a conical surface on the guide surface and / or on the impact surface may also be advantageous if the channel following the control piston has a variable cross section over the length of the channel. If the duct is designed as a diffuser or as a nozzle, the flow can be carried out without demolition or turbulence by means of a conical surface on the control piston. It goes without saying that each measure explained above also has an efficiency-reducing effect independently of the other measures.
  • the axial piston motor may have a conductive surface between the combustion chamber and the expander stage, the conductive surface sealing surface being parallel to the airfoil and cooperating with the airfoil at a top dead center of the control piston. Since the control piston in its top dead center also receives a sealing effect, the Leit vomdicht Structure is advantageously designed so that it cooperates over a large area in the top dead center of the control piston with the guide surface and thus there is a sealing effect.
  • the maximum sealing effect of the guide surface sealing surface is given if each point of the guide surface sealing surface has the same distance to the guide surface, preferably no distance to the guide surface. having.
  • a Leit perennialdichtflächte formed parallel to the guide surface meets these requirements, regardless of which geometry has the guide surface.
  • the guide surface sealing surface on the channel side merges into a surface perpendicular to the longitudinal axis of the control piston.
  • the transition of the baffle sealing surface in a perpendicular to the longitudinal axis of the control piston surface may consist in a simple embodiment in a kink, whereby the flow that flows over the Leitzindicht Structure, can tear off at this bend or on this overhang, so that the flow of the fuel with the lowest possible flow losses in the next to the control piston channel can pass.
  • the axial piston motor has a shaft sealing surface between the combustion chamber and the expander stage, wherein the shaft sealing surface is formed parallel to the longitudinal axis of the control piston and cooperates with a surface of a shaft test of the control piston. If the control piston reaches its top dead center, the control piston not only has the task of sealing off the combustion chamber, but advantageously also a seal against the expander stage, which takes place through the cooperation of the shaft of the control piston and the corresponding shaft sealing surface. Leakage losses via the control piston are thereby further reduced, whereby the overall efficiency of the axial piston motor can be maximized again.
  • the guide surface, the baffle surface, the guide surface sealing surface, the shaft sealing surface and / or the surface of the shaft of the control piston have a mirrored surface. Since each of these surfaces can be in contact with fuel, a wall heat flow and thus a loss of efficiency can also occur over each of these surfaces.
  • a mirrored surface thus prevents unnecessary losses due to heat radiation and thus has the advantage of correspondingly increasing the thermodynamic efficiency of the axial piston motor.
  • the input listed object is also achieved by a method for producing a heat exchanger of an axial piston motor, which comprises a compressor stage comprising at least one cylinder, an expander stage comprising at least one cylinder and at least one combustion chamber between the compressor stage and the expander stage, wherein the heat-absorbing portion of the heat exchanger between the compressor stage and the combustion chamber is arranged and the heat-emitting part of the heat exchanger between the Expanderwear and an environment is arranged, wherein the heat exchanger at least one of the heat-emitting part of the heat-absorbing part of the heat exchanger delimiting wall of a tube for separating two streams and summarized wherein the manufacturing process is characterized in that the tube arranged in at least one of the pipe material corresponding material and materially and / or non-positively with this die is connected.
  • solder used or other means used for mounting or mounting the heat exchanger can be made of a different material, especially if they are not areas with a high thermal stress or with a high requirement for tightness , [137] It is also conceivable to use two or more materials with the same coefficient of thermal expansion, whereby the occurrence of thermal stresses in the material can be counteracted in a similar manner.
  • the adhesion between the tube and the die can alternatively or cumulatively be done by shrinking. This in turn has the advantage that thermal stresses between the pipe and the die can be prevented by the use of a material different from the material of the pipe or the die material, for example, in a substance-coherent connection, is avoided. Also, the corresponding connection can then be provided quickly and reliably.
  • an axial piston engine is proposed 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, the axial piston engine comprising an oscillating gas exchange valve which releases a flow cross section and the gas exchange valve closes this flow cross section by means of a force acting on the gas exchange change valve spring force of the valve spring and wherein the axial piston motor characterized in that the gas exchange valve has a bounce.
  • the impact spring may have a shorter spring length than a spring length of the valve spring. If the two springs, the valve spring and the bounce spring, have a common Having the same bearing surface, the baffle spring is advantageously designed so that the spring length of the built-valve spring is always shorter than the spring length of the baffle, so that the valve spring at opening the gas exchange valve initially applies only necessary for closing the gas exchange valve forces and after reaching the maximum valve lift the Impact spring comes into contact with the gas exchange valve to immediately prevent further opening of the gas exchange valve.
  • the spring length of the baffle spring can correspond to the valve spring of the gas exchange valve reduced spring length of the valve spring.
  • the difference of the spring lengths of both springs corresponds exactly to the amount of the valve lift.
  • valve lift here refers to the stroke of the gas exchange valve, from which the flow cross section released by the gas exchange valve reaches a maximum.
  • a poppet valve commonly used in engine construction generally has a linearly increasing geometric flow cross section at low opening, which then The maximum geometric opening area is usually reached when the valve lift reaches 25% of the inner valve seat diameter, and the inner valve seat diameter is the smallest diameter present on the valve seat.
  • spring length refers to the maximum possible length of the impact spring or the valve spring when installed.
  • the spring length of the impact spring corresponds exactly to the spring length in the untensioned state and the spring length of the valve spring is just the length which the valve spring is in the installed state having closed gas exchange valve.
  • the spring length of the impact spring corresponds to a height of a valve guide which is increased by one spring travel of the impact spring.
  • spring travel designates the spring length minus the length of the spring, which is present at maximum load.
  • the maximum load is again defined by the calculated design of the valve train, including a safety factor which the spring compresses when the maximum load occurring during operation of the axial piston motor or the maximum valve stroke provided during operation of the axial piston motor occurs under exceptional load Contact between a moving component and a stationary component just occurs.
  • any other component that can come into contact with moving parts of the valve train can also occur.
  • the impact spring can have a potential energy upon reaching the spring travel of the impact spring, which corresponds to the maximum operational kinetic energy of the gas exchange valve when the flow cross-section is released.
  • a braking of the gas exchange valve is achieved just when this physical or kinetic condition is met, just when it comes to a contact between two components just not.
  • the maximum, operational kinetic energy is, as stated above, the kinetic energy of the gas exchange valve, which can occur with a computational design of the valve train including a security.
  • the maximum, operating kinetic energy is due to the maximum applied to the gas exchange valve pressures or pressure differences, whereby the gas exchange valve is accelerated due to its mass and receives a maximum movement speed after the decay of this acceleration.
  • Figure 1 is a schematic sectional view of a first axial piston motor
  • Figure 2 is a schematic plan view of the axial piston engine of Fig. 1;
  • Figure 3 is a schematic plan view of a second axial piston motor in similar
  • FIG. 4 is a schematic sectional view of a third axial piston motor in a similar representation as in FIG. 1;
  • Figure 5 is a schematic sectional view of another axial piston motor with a pre-burner temperature sensor and two exhaust gas temperature sensors;
  • FIG. 6 is a schematic sectional view of a further axial piston motor with a control chamber designed as a pressure chamber, a section of the oil circuit and an alternative embodiment of the control piston;
  • FIG. 7 is a schematic sectional view of a further axial piston motor with a control chamber designed as a pressure chamber, a detail of the O1 circuit and an alternative embodiment of the control piston;
  • Figure 8 is a schematic representation of an oil circuit for an axial piston motor with a pressure oil circuit
  • Figure 9 is a schematic representation of a flange for a heat exchanger with a die arranged therein for receiving tubes of a heat exchanger;
  • Figure 10 is a schematic sectional view of a gas exchange valve with a valve spring and a bounce spring
  • Figure 11 is a further schematic sectional view of a gas exchange valve with a
  • Valve spring and a bounce spring are Valve spring and a bounce spring.
  • the axial piston motor 201 shown in FIGS. 1 and 2 has a continuously operating combustion chamber 210, from which successive working medium is supplied via working channels 215 (exemplarily numbered) to working cylinders 220 (numbered as an example).
  • a related working fluid flow within each of the firing channels 215 from the combustion chamber 210 to the respective power cylinder 220 is controlled by a control piston (not explicitly shown) driven by a timing gear (not explicitly shown).
  • 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 if 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 In order to be able to advantageously reduce the moving masses also with regard to the present control piston, the control piston also has cross braces and 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.
  • control piston can also be made of a steel alloy, so that problems of strength and / or rigidity and thermal difficulties are even more unlikely to occur than with respect to an aluminum alloy.
  • each working piston 230 (exemplified numbered) 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 connected to a compressor piston 250, which in each case in the manner explained in more detail below in the compressor cylinder 260 runs.
  • the connecting rod 235 has transverse stiffeners (not numbered here), so that overall it is designed to be very slender or less bulky than connecting rods previously used on axial piston motors.
  • the transverse stiffeners can compensate for a mass reduction made on the connecting rod 235, whereby the connecting rod 235 is not adversely affected in terms of their rigidity and strength.
  • the connecting rod 235 is made of an aluminum alloy, whereby further weight reduction is achieved.
  • the connecting rod 235 drive piston side referred to as the drive connecting rod and the compressor side as Ver Whyrpleuel be, with working piston and Ver emphasizerpleuel are integrally connected to each other.
  • the connecting rod 235 is equipped with transverse stiffeners but also the working piston 230 and the compressor piston 250, so that with respect to moving masses of the axial piston motor 201, a further substantial weight reduction can be achieved.
  • the working pistons 230 each have a combustion protection made of an iron alloy on their cylinder bottoms.
  • a lightweight construction which has hitherto been unknown on conventional axial piston motors, is consistently implemented on the axial piston motor 201. All transverse stiffeners are designed as reinforcing struts.
  • 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)
  • 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 each of the exhaust gas passages 225 to the heat exchangers 270 can be considerably reduced compared 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.
  • the heat exchangers are insulated from asbestos substitutes by a thermal insulation, not shown here. This ensures that in this embodiment, the outside temperature of the axial piston motor in the region of the heat exchanger 270 in almost all operating states 450 0 C does not exceed. Exceptions are only overload situations, which only occur for a short time anyway.
  • the heat insulation is designed to ensure a temperature gradient of 350 0 C at the hottest point of the heat exchanger.
  • 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 However, the combustion air before or during the compaction give up water, but this is readily possible in hindsight, for example in the pressure line 255.
  • water is introduced into the compressor cylinder 260 during a suction stroke of the corresponding compressor piston 250, which results in an isothermal compression or, as far as possible, an approximation of isothermal compression.
  • a duty cycle of the compressor piston 250 includes a suction stroke and a compression stroke, wherein during the suction stroke, fuel enters the compressor cylinder 260, which is then compressed during the compression stroke, ie, compressed, and delivered to the pressure line 255.
  • the task of water in this embodiment can take place in the pressure line 255, wherein within the heat exchanger by a clever deflection of the flow, the water is uniformly 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 of course be designed in conjunction with a condenser. Furthermore, of course, the use in similarly designed axial piston motors is possible, with 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 axial piston motor 301 shown in FIG. 3 essentially corresponds in its construction and in its mode of operation to the axial piston motor 201 according to FIGS. 1 and 2. For this reason, a detailed description is omitted, with similarly acting components also provided with similar reference numbers in FIG are different 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).
  • a fuel flow through the firing passages 315 is controlled with respective control pistons and control spools, as described with respect to the axial piston motor 201.
  • the working medium after having done its work, is supplied via heat exchangers 325 via exhaust ducts 325, respectively.
  • 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 recessed 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 shown in FIGS. 1 and 2.
  • 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.
  • the axial piston motor 401 shown in FIG. 4 also essentially corresponds to the axial piston motors 201 and 301 according to FIGS. 1 to 3.
  • identical or similar components are similarly numbered and differ only in the first position.
  • a detailed explanation of the mode of operation is accordingly also omitted in this embodiment, since this has already been done with respect to the axial piston motor 201 according to Figures 1 and 2.
  • the axial piston motor 401 also comprises a housing body 405, on which a continuously operating combustion chamber 410, six working cylinders 420 and six compressor cylinders 460 are provided.
  • the combustion chamber 410 is in each case via Channels 415 connected to the working cylinders 420, so that the latter according to the timing of the axial piston motor 401 working medium the working cylinders 420 can be supplied.
  • the working medium leaves the working cylinders 420 in each case through exhaust passages 425 which lead to heat exchangers 470, these heat exchangers 470 being identical to the heat exchangers 270 of the axial piston motor 201 according to FIGS. 1 and 2 (see in particular FIG. 2).
  • the working medium leaves the heat exchanger 470 through outlets 427 (numbered as an example).
  • working pistons 430 and compressor pistons 450 are arranged, which are connected to one another via a rigid connecting rod 435.
  • the power pistons 430 and the compressor pistons 450 are weight-optimized, therefore weighted with a lower mass and accordingly provided with transverse stiffeners (not explicitly shown here) for reasons of strength, as is sufficient with respect to the first axial piston motor 201 from FIGS. 1 and 2 is described.
  • pistons 430 and 450 are made of an aluminum alloy.
  • the working pistons 430 each include a combustion protection on the combustion chamber side (not explicitly numbered here) of iron, so that they are particularly temperature-resistant.
  • the compressor pistons 450 can each be produced with such an internal combustion protection.
  • the connecting rod 435 includes in a conventional manner a curved track 440, which is provided on a spacer 424, which ultimately drives a driven shaft 441.
  • the connecting rod 435 is provided with transverse stiffeners (not explicitly shown here), so that it is built with less material and thus reduced weight.
  • combustion air is sucked in via feed lines 457 and compressed in the compressor cylinders 460 to be fed via pressure lines 455 of the combustion chamber 410, wherein the measures mentioned in the aforementioned embodiments may 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 can be opened or closed depending on the operating state of the axial piston motor 401. For example, it is conceivable to close one of the valves 485 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 coasting mode, ie. H. no fuel is needed at all but is driven by the output shaft 44. 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.
  • valves 482 and 485. [183] if necessary 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.
  • the annular channel 456 can be dispensed with, with the outlets of the compressor cylinders 460 corresponding to the number of pressure lines 455 then being combined, possibly via an annular channel section.
  • such a configuration requires that not all compressor piston 450 can fill the fuel storage 480 in the overrun mode.
  • 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 in another embodiment not explicitly shown here can be equipped with two combustion agent reservoirs 480, 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 can be used with different pressure intervals.
  • 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.
  • Temperature sensors for measuring the temperature of the exhaust gas or in the combustion chamber are not shown in FIGS. 1 to 4. As such temperature sensors are all temperature sensors in question, the reliable temperatures between 800 0 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 Axialkolbenmotoren 201, 301 and 401 are each controlled by the temperature sensors such that the exhaust gas temperature when leaving the working cylinder 220, 320, 420 about 900 0 C and - if present - the temperature in the pre-combustion chamber is about 1,000 ° C.
  • such temperature sensors are present in the form of an antechamber temperature sensor 592 and two exhaust gas temperature sensors 593 and are shown correspondingly schematically.
  • the antechamber temperature sensor 592- which in this exemplary embodiment can also be referred to as pre-burner temperature sensor 592 due to its proximity to a pre-burner 517 of the further axial-piston engine 501-becomes a meaningful value on the quality of the combustion or on the running stability of the further axial-piston engine 501 determined.
  • a flame temperature in the preburner 517 can be 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 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.
  • the construction and operation of the further axial piston motor 501 correspond to those of the axial piston motors described above.
  • 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.
  • 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 also a proportion of combustion air of the axial piston 501 can be introduced, 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.
  • the main nozzle 511 and the treatment nozzle 512 can fuel or fuel in the Be combusted combustion chamber 510, in this embodiment example, the injected by means of the treatment nozzle 512 combustion means are already mixed with combustion air or are.
  • the main nozzle 511 is aligned substantially parallel to a main burning 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 516 of the main nozzle 511 and a jet 519 of the dressing nozzle 512 are at a common point of intersection within the conical chamber 513 cut.
  • the fuel can be preheated by the pre-burner 517 and ideally thermally decomposed, for combustion, the amount of fuel flowing through the main nozzle 511 corresponding combustion air quantity 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 water-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 working cylinders 520 known per se carry corresponding working pistons 530, which are mechanically connected in each case by means of connecting rods 535 with compressor pistons 550.
  • Both the working pistons 530 and the compressor pistons 550 are weight-reduced and accordingly less bulky than conventional pistons of known axial piston motors.
  • the pistons 530 and 550 have transverse stiffeners (not explicitly shown here), which are also distinguished in this embodiment by a vertical component to the main extension direction of the respective connecting rod 535.
  • the pistons 530 and 550 are extremely robust, although they are very light.
  • the pistons 530, 550 are made of aluminum.
  • the working pistons 530 are reinforced on the respective piston head with a combustion protection (not explicitly numbered here).
  • the respective piston shaft is formed of aluminum.
  • the connecting rods 535 are made in lightweight construction, which also have corresponding transverse stiffeners (not shown), so as to achieve a sufficient strength and rigidity despite reduced mass.
  • 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 track carrier 537 is.
  • 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 agent to the combustion chamber 510, as already described, for example, in the exemplary embodiments explained above of Figures 1 to 4 has already been described in detail.
  • heat exchanger isolations can also be provided in the axial piston motor 501, as well as in the axial piston motors 301 and 401, by the way.
  • 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.
  • the process air can be further preheated or heated by contact with further assemblies of the axial-piston engine 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 engine 501 is connected to the combustion chamber 510 via a firing channel 515, so that an ignited fuel-combustion-air mixture from the combustion chamber 510 reaches the respective working cylinder 520 via the firing channels 515 and as a working medium to the working piston 530 work can do.
  • 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 for each working cylinder 520 a firing channel 515 is provided which can be closed and opened via a control piston 531.
  • the number of control pistons 531 of the further axial piston motor 501 is predetermined by the number of working cylinders 520.
  • a closing or sealing 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 control drive (not explicitly numbered here) with a control piston cam track 533, wherein a spacer 534 for the control piston cam track 533 to the drive shaft 541 is provided which also serves in particular a thermal decoupling.
  • 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 On the one hand to further improve the seal on the control piston 531 and on the other hand to relieve the control drive advantageous acting on the control piston 531 not only applied by the control drive forces but also additional compensation forces, which are directed against the combustion chamber pressure. These compensation forces engage on the side facing away from the combustion chamber of the control piston to the control piston. In this respect, the compensation forces can advantageously support the sealing with respect to the control piston 531.
  • the axial piston motor 501 is provided with a pressure chamber in the area of the control pistons 531, so that the control pistons 531 operate in a corresponding counterpressure environment on the combustion chamber side, whereby sealing becomes even easier.
  • a corresponding shaft seal on the not numbered bearing, which combustion chamber side of the output shaft 541 and the compressor side of Abstandhaltzers 534 is provided, may be provided.
  • control piston 531 In order to be able to advantageously reduce the moving masses also with regard to the control piston 531, the control piston 531 likewise has cross braces and is at least made of aluminum with regard to its piston stem. In the area of the piston crown, however, the control piston 531 is made 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 occur even less 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. Alternatively or cumulatively, oil cooling may be provided.
  • 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 to the ceramic combustion chamber wall 507. It is understood that this embodiment of the surfaces in contact with the 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, around which concentrically arranged in particular the parts of the working cylinder 520 and the control piston cylinder are.
  • 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 weft 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 be provided to protect in particular the firing 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, although this is not explicitly shown in the specific exemplary embodiment according to FIG.
  • 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 can 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 with the pressure lines.
  • shut-off valves or throttle valves or regulating or control valves may be provided between the working cylinders 520 and compressor cylinders 560 and the combustion agent reservoir.
  • 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 fuel storage are fluidically preferably between one of
  • the two fuel accumulators are ideally operated at different pressures, thereby reducing the pressure of To use the other axial piston motor 501 provided 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.
  • the further axial piston motors shown in FIGS. 6 and 7 essentially correspond to the axial piston motor 501, so that a further explanation of the mode of operation and mode of operation is dispensed with in this regard.
  • 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.
  • This water is fed via branch channels in each case to a ring 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 and between the steel tube and the housing part having the branch channels on the other hand in each case an annular gap (not numbered) remains and that the two annular gaps are connected to each other 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 enters the respective combustion chamber 1326 leads.
  • the annular nozzle is in this case aligned axially to the combustion chamber wall or to the ceramic combustion chamber wall 1307, see above the water can also protect the ceramic combustion chamber wall 1307 on the combustion chamber side.
  • the water evaporates 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 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 symmetry axis 1303 has a ceramic assembly 1306 as described above a ceramic combustion chamber wall 1307 and a profiled steel tube 1308.
  • the combustion chamber 1326 is delimited from the working cylinder 1320 by the control piston 1331 arranged parallel to the axis of symmetry 1303.
  • 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 Fulcrum 1332A so that this vane seal face 1332E terminates approximately with the fulcrum 1332A once the control piston 1331 has reached its top dead center.
  • the cylindrical circumferential surface of the control piston 1331 also terminates with a shaft 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 aligned approximately perpendicular to the symmetry axis of the firing channel 1315A. This alignment thus takes place approximately normal to the flow direction of the fuel, when this from the combustion chamber 1326th exits 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, the thermal stress on the control piston surfaces during opening and the closing of the firing channel as a result of a critical flow velocity of the fuel to keep as low as possible by the time of opening a maximum possible opening speed on the configuration of the Steuerkolbenkurvenbahn 1333 is selected.
  • FIG. 6 also shows a control piston oil chamber 1362 located in the control piston 1331, which operates the control piston seal 1363 with oil or resumes oil returning from the control piston seal 1363.
  • the underside 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 can also be charged with oil via the pressure oil circuit 1361 instead of via a water circuit in order to cool the underside of the combustion chamber 1326.
  • a first control chamber seal 1365 and a second control shaft seal 1366 are provided which seal the potentially higher pressure control chamber 1364 from the remainder of the axial piston engine at approximately 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 can also be connected in a different manner with the rotating shaft.
  • thinking bar is also a cohesive connection or an additional seal between the shaft and the sealing sleeve 1367. As can be seen immediately these seals sit 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, so that conventional seals can be used here.
  • FIG. 7 also shows a further embodiment of the control piston surfaces serving to seal the shot channels 1315.
  • the baffle surface 1332B does not necessarily have to be a flat surface, but also a section of a spherical, cylindrical or conical surface and thus rotationally symmetrical to the symmetry axis 1303 can be formed.
  • the baffle 1332A and the baffle sealing surface 1332E may be deviated from a plane.
  • FIG. 7 shows an embodiment of the guide surface 1332A and the guide surface sealing surface 1332E, wherein these surfaces represent an angled straight line at least in a sectional plane.
  • the surfaces of the control piston 1331 shown in this embodiment such as the baffle 1332A or the baffle 1332E, and the sealing surfaces such as the baffle sealing surface 1332E or the shaft sealing surface 1332D are mirrored to suppress heat radiation heat loss through the control piston 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. 6) is mirrored in order to minimize wall heat loss.
  • the cooling chamber 1334 of the control piston 1331 shown in FIG. 7 is filled with a metal that is liquid at the operating temperature of the axial piston motor, in this embodiment sodium, which dissipates heat from the surfaces of the control piston by convection and heat conduction and to the pressure oil circuit 1361 can pass on existing oil.
  • the pressure oil circuit 1361 supplying oil to the control piston 1331 is shown schematically in FIG. 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 pressure oil circuit 2003 which can be completely shut off via the charge valve 2016 and compensation valve 2026, essentially contains a pressure oil sump 2022, on which the pressure oil pump 2021 can suck in oil via the second inlet 2033 and the common inlet 2034 and make it available to the control chamber 2023 via the second supply line 2025. By the oil return 2031, the oil circuit is then closed by the returning oil is fed through this oil return 2031 the pressure oil sump 2022 again. 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.
  • 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 of the pressure oil circuit 2003 is required.
  • the charge 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 such that it only opens at, for example, 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 is meant in this case the operating state of the axial piston motor.
  • 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 to 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 feed 2032 can be supplied to the pressure oil circuit.
  • the first-port return valve 2027 prevents inadvertent discharge of the pressurized oil circuit 2003 into the engine oil circuit 2002 unless the pressurized oil pump 2021 can generate a sufficient pressure differential between the pressurized oil circuit 2003 and the engine oil circuit 2002.
  • An oil separator 2028 is also interposed in the pressure lines 2015 and 2030.
  • this oil separator 2028 serves to supply the control chamber 2023 with oil-free, compressed air, on the other hand it is of course 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.
  • 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.
  • FIG. 9 shows a heat exchanger head plate 3020 which is suitable for use with a heat exchanger for an axial piston engine.
  • the heat exchanger head plate 3020 comprises a flange 3021 with corresponding bores 3022 arranged in a hole circle in the radially outer region of the heat exchanger head plate 3020 for mounting and connection to an exhaust manifold of an axial piston motor.
  • the die 3023 In the radially inner region of the flange 3021 is the die 3023, which has numerous designed as tubular seats 3024 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 thermal expansion coefficient 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 made 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 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 illustration of a gas exchange valve 1401 with a valve spring 1411 and a baffle spring 1412.
  • the gas exchange valve 1401 is designed as an automatically opening valve without cam control, which opens at a given pressure difference, the cylinder internal pressure being reached during a suction process of the cylinder.
  • the gas exchange valve 1401 is preferably used as an intake 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 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 the gas exchange valve 1401 such a high acceleration by the at certain operating conditions the valve disc 1402 applied pressure difference, which leads to an excessive opening of the gas exchange valve 1401 beyond the set valve lift addition.
  • the valve disk 1402 releases a flow cross-section at its valve seat 1403 when the gas exchange valve 1402 is opened, 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, in this example - example, the valve spring guide 1406, come into contact and thus the valve spring plate 1413 or the valve spring guide 1406 are destroyed.
  • the valve spring plate 1403 comes to rest on the impact spring 1412, whereby the total spring force, consisting of the valve spring 1411 and the impact spring 1412, increases in a spike and the gas exchange valve rises 1402 is subject to a strong delay.
  • the stiffness of the baffle spring 1412 is selected 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 bounce spring 1412 that no contact between moving components of the valve group, such as the valve spring plate 1413, and fixed components, such as the valve spring guide 1406, comes about.
  • the spring force applied in two stages in this embodiment further has the advantage that during the closing process of the gas exchange valve 1401, this gas exchange valve 1401 is not accelerated excessively in the opposite direction and does not bounce in the valve seat 1403 with an excessive speed in the valve disk 1402, since the For 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 A further schematic sectional illustration of a gas exchange valve 1401 with a valve spring 1411 and a baffle spring 1412 is shown in 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 In order to continue to achieve rapid opening and closing of the gas exchange valve, gas exchange valves 1401 according to this embodiment, ie when used in the compressor stage and as an automatically opening valve, are made of a light metal.
  • the GE- lower mass inertia of a gas exchange valve 1402 made of light metal favors 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 spared because the gas exchange valve 1401 in this embodiment does not have excessively high kinetic energies when placed in the valve seat 1403 releases.
  • 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.
  • combustion chamber 60 510 combustion chamber 511 main nozzle 548 combustion chamber bottom
  • Control piston 50 1315 A Symmetry axis of the firing channel

Abstract

L'invention a pour objet d'améliorer le rendement d'un moteur à pistons axiaux. A cet effet, l'invention a pour objet un moteur à piston axiaux comprenant au moins un cylindre de compresseur, au moins un cylindre de travail et au moins une conduite sous pression par laquelle un combustible comprimé est acheminé du cylindre de compresseur au cylindre de travail. Selon l'invention, un piston de travail comprenant une bielle de travail se trouve dans le cylindre de travail et un piston de compresseur comprenant une bielle de compresseur se trouve dans le cylindre de compresseur, et le moteur à pistons axiaux se caractérise en ce qu'au moins l'une des bielles présente des renforcements transversaux.
EP10754669A 2009-07-24 2010-07-26 Moteur à pistons axiaux, procédé pour faire fonctionner un moteur à piston axiaux et procédé pour réaliser un échangeur thermique d'un moteur à pistons axiaux Withdrawn EP2456967A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009034736 2009-07-24
PCT/DE2010/000877 WO2011009454A2 (fr) 2009-07-24 2010-07-26 Moteur à pistons axiaux, procédé pour faire fonctionner un moteur à piston axiaux et procédé pour réaliser un échangeur thermique d'un moteur à pistons axiaux

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EP2456967A2 true EP2456967A2 (fr) 2012-05-30

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US (1) US9376913B2 (fr)
EP (1) EP2456967A2 (fr)
CN (2) CN104481728B (fr)
DE (1) DE112010003066A5 (fr)
WO (1) WO2011009454A2 (fr)

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Also Published As

Publication number Publication date
CN102686848B (zh) 2015-11-25
CN104481728B (zh) 2017-06-06
CN104481728A (zh) 2015-04-01
US9376913B2 (en) 2016-06-28
CN102686848A (zh) 2012-09-19
WO2011009454A2 (fr) 2011-01-27
US20120118272A1 (en) 2012-05-17
WO2011009454A3 (fr) 2011-04-14
DE112010003066A5 (de) 2012-10-31

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