EP2462319A2 - Moteur à pistons axiaux, procédé pour faire fonctionner un moteur à pistons 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 pistons axiaux et procédé pour réaliser un échangeur thermique d'un moteur à pistons axiaux

Info

Publication number
EP2462319A2
EP2462319A2 EP10754665A EP10754665A EP2462319A2 EP 2462319 A2 EP2462319 A2 EP 2462319A2 EP 10754665 A EP10754665 A EP 10754665A EP 10754665 A EP10754665 A EP 10754665A EP 2462319 A2 EP2462319 A2 EP 2462319A2
Authority
EP
European Patent Office
Prior art keywords
axial piston
heat exchanger
heat
fuel
combustion chamber
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP10754665A
Other languages
German (de)
English (en)
Inventor
Dieter Voigt
Ulrich Rohs
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
Priority to EP16152946.6A priority Critical patent/EP3048244B1/fr
Publication of EP2462319A2 publication Critical patent/EP2462319A2/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Withdrawn legal-status Critical Current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
    • F01B3/0002—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis having stationary cylinders
    • 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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/26—Engines with cylinder axes coaxial with, or parallel or inclined to, main-shaft axis; Engines with cylinder axes arranged substantially tangentially to a circle centred on main-shaft axis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
    • F02M31/04—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture
    • F02M31/06—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture by hot gases, e.g. by mixing cold and hot air
    • F02M31/08—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture by hot gases, e.g. by mixing cold and hot air the gases being exhaust gases
    • F02M31/087—Heat-exchange arrangements between the air intake and exhaust gas passages, e.g. by means of contact between the passages
    • F02M31/093—Air intake passage surrounding the exhaust gas passage; Exhaust gas passage surrounding the air intake passage
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T29/00—Metal working
    • Y10T29/49—Method of mechanical manufacture
    • Y10T29/4935—Heat exchanger or boiler making

Definitions

  • the invention relates to an axial piston motor.
  • the invention likewise relates to a method for operating an axial piston motor and to a method for producing a heat exchanger of an axial piston motor.
  • Axial piston engines are well known in the art and are characterized as energy converting machines, which provide on the output side mechanical rotational energy with the aid of at least one piston, wherein the piston performs a linear oscillating motion, their orientation substantially coaxial with the axis of rotation of the rotational energy is aligned.
  • combustion medium can be multicomponent, for example made of a fuel and of air, wherein the components are fed together or separately to one or more combustion chambers.
  • fuel means any material that participates in the combustion or is carried along with the components participating in the combustion and flows through the axial piston engine
  • fuel in the present context describes any fuel which exothermally reacts via a chemical or other reaction, in particular via a redox reaction.
  • the fuel also may contain components, such as air, which provide materials for the reaction of the fuel ,
  • axial piston motors can also be operated under the principle of continuous internal combustion (ikV), according to which fuel, ie, for example Fuel and air, continuously fed to a combustion chamber or multiple combustion chambers.
  • fuel ie, for example Fuel and air
  • 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 can have stationary cylinders, the working medium then being distributed successively to the cylinders according to the desired load order.
  • EP 1 035 310 A2 disclosing an axial-piston engine in which the fuel supply and the exhaust gas discharge are heat-transferring with one another are coupled.
  • the axial piston engines 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 of the axial piston motor facing away from the working cylinders are provided.
  • such axial piston motors can be assigned to a compressor and a working side.
  • the heat exchangers are arranged substantially axially, the term "axially" in the present context designating 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 construction, which is especially true applies when only a heat exchanger, but especially when an insulated heat exchanger, as described and claimed below, 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. In this way, the paths between the piston and heat exchanger for the exhaust gases can be minimized, 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 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 it may - depending on the specific implementation of the present invention - be advantageous if each piston a heat exchanger is provided.
  • 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.
  • a heat exchanger is provided, 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.
  • the object of the present invention is, cumulative 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. In this way it can be ensured that as much heat energy remains in the axial piston motor and is transmitted via the heat exchanger to the fuel again.
  • the heat exchanger insulation does not necessarily 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 preferably 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 conduction is reduced to a minimum, since the losses increase disproportionately at even higher temperatures or temperature gradients.
  • the heat exchanger insulation preferably comprises at least one component made of a material deviating from the heat exchanger.
  • This material can then be optimally designed for its task as insulation and comprise, for example, asbestos, asbestos substitute, water, waste gas or air, the heat exchanger insulation, in particular in order to minimize heat dissipation by material movement, should have a housing in fluidic insulation materials, while solid Insulation materials may be provided a housing for stabilization or protection.
  • the housing may in particular be formed from the same material as the jacket material of the heat exchanger.
  • the input listed object is also achieved by a method for producing a heat exchanger of 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 combustion chamber between the compressor stage and the expander stage, wherein the heat-absorbing member the heat exchanger is arranged between the compressor stage and the combustion chamber and the heat-emitting part of the heat exchanger between the Expanderwear and an environment is arranged, wherein the heat exchanger comprises at least one the heat-emitting part of the heat-absorbing part of the heat exchanger delimiting wall of a tube for separating two streams and wherein the manufacturing method is characterized in that the tube is arranged in at least one of a material corresponding to the tube die and cohesively and / or positively connected with this template.
  • solder used or other means used for mounting or mounting the heat exchanger can be made of a different material, in particular, if it is not to areas with a high thermal stress or with a high requirement for tightness , It is also conceivable to use two or more materials with the same coefficient of thermal expansion, which can be countered in a similar manner, the occurrence of thermal stresses in the material.
  • a process for the production of a heat exchanger is further proposed, which is characterized in that the substance is done between the pipe and the die by welding or soldering.
  • the tightness of a heat transfer is ensured in a simple manner and particularly advantageous.
  • 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 tube and the die can be prevented by the use of a material different from the material of the tube or the die material, for example in a cohesive connection, is avoided. Also, the corresponding connection can then be provided quickly and reliably.
  • the object of the invention is also solved 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 to the working cylinder, which is characterized by a Brennstoff Items, in which compacted medium can be cached.
  • the fuel stored in the fuel storage can be used, for example, for starting operations of the axial piston engine.
  • the fuel storage between the compressor cylinder and a heat exchanger is provided so that the fuel, in particular for combustion air, cold or even without the heat exchanger to have withdrawn energy stored in the fuel storage.
  • this has a positive effect on the energy balance of the axial piston engine.
  • a valve is arranged between the compressor cylinder and the combustion agent reservoir and / or between the combustion agent reservoir and the working cylinder. In this way, the risk of leakage can be minimized.
  • the combustion agent reservoir can be separated by means of a valve via a valve from the pressure line or from the assemblies which conduct fuel during normal operation. In this way, the fuel can be stored in the fuel storage unaffected by the other operating conditions of the axial piston motor.
  • a very advantageous embodiment provides for at least two such fuel storage, whereby different operating conditions of the axial piston motor can be regulated even more differentiated.
  • At least two combustion agent reservoirs are loaded with different pressures, operating states within the combustion chamber can be influenced particularly quickly, without, for example, delays due to a self-response behavior of control valves having to be taken into account.
  • the charging times for the memory can be minimized and, in particular, even at low pressures, fuel can already be stored, while at the same time there is still a reservoir which contains fuel under high pressure.
  • Particularly diverse and interlocking control options can accordingly be achieved if there is a pressure regulation which defines a first lower pressure limit and a first upper pressure limit for the first fuel storage and a second lower pressure limit and a second upper pressure limit for the second fuel storage Fuel tank is loaded with pressures, preferably 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 fuel storage means used can be operated in different pressure intervals, whereby the energy provided by the axial piston motor in the form of fuel pressure can be used even more effectively.
  • the first upper pressure limit is less than or equal to the second lower pressure limit.
  • a particularly extensive pressure range can advantageously be provided.
  • the object of the present invention is also by an axial piston motor with at least one working cylinder, which consists of a continuously operating combustion chamber, the one Precombustion chamber and a main combustion chamber comprises, is fed and having an exhaust outlet, dissolved, wherein the axial piston motor by a Vorbrennhunttempera- turesensor for determining a temperature in the pre-combustion chamber is characterized.
  • Such a temperature sensor provides in a simple way a meaningful value with regard to the quality of the combustion or with regard to the running stability of the axial piston motor.
  • any sensor such as a resistance temperature sensor, a thermocouple, an infrared sensor or the like can be used.
  • the pre-combustion chamber temperature sensor is configured such that it determines the temperature of a flame in the pre-combustion chamber. This allows especially meaningful values.
  • the axial piston engine may in particular include a combustion chamber control, which includes the pre-combustion chamber temperature sensor as an input sensor and the combustion chamber controls such that the Vorhunttemperatur between 1000 0 C and 1500 0 C. In this way it can be ensured via a relatively simple and thus reliable and very fast control loop that the axial piston motor produces very little pollutant. In particular, the risk of soot can be reduced to a minimum.
  • an exhaust gas temperature sensor for determining the exhaust gas temperature
  • the operating state of a continuously operating combustion chamber can also be checked and regulated in a technically simple manner.
  • Such a control ensures, in particular in a simple manner, sufficient and complete combustion of fuel, so that the axial-piston engine has optimum efficiency with minimal emissions of pollutants.
  • the combustion chamber is controlled such that the exhaust gas temperature in an operating state, preferably at idle, between 850 0 C and 1200 0 C.
  • the latter can be done, for example, by the appropriate application of water and / or suitable preheating of the fuel, in particular of air, by, for example, controlling the water temperature. or the amount of preheated in a heat exchanger or not preheated air according to the aforementioned requirement is controlled.
  • an axial piston motor with a compressor stage comprising at least one cylinder, with an expander stage comprising at least one cylinder and at least one heat exchanger, wherein the heat-absorbing part 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 and wherein the axial piston motor is characterized in that the heat-absorbing and / or the heat-emitting part of the heat exchanger downstream and / or upstream 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 see the exhaust gas flow are adjusted or on the specific heat capacity of the Exhaust stream can be lifted out.
  • 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 a constant size of the heat exchanger, thereby increasing the thermodynamic efficiency.
  • a fluid can also be added to the exhaust gas flow.
  • the discontinued fluid can hereby 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 be operated with maximum efficiency.
  • downstream refers to that side of the heat exchanger from which the respective fluid emerges, or 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. Due to the existing at the heat exchanger temperature sink steam water could condense out and damage the subsequent exhaust gas line by 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 through the introduction of a fluid and thus also increasing the heat flow to the fuel stream.
  • the feedback of an energy flow in the cycle of the axial piston motor can in this case, with suitable process control again an increase in efficiency, in particular an increase of the thermodynamic effect straight, cause.
  • the axial piston motor is advantageously operated in such a way that water and / or fuel are given up.
  • 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 gas flow if this is expedient, for example, for exhaust gas aftertreatment, be given up fuel, 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.
  • the fluid may be added downstream and / or upstream of the heat exchanger.
  • the object of the present invention is cumulative or alternatively to the above-mentioned features of 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 the axial piston motor is characterized in that water or water vapor is fed to the compressor cylinder during a suction stroke of a compressor piston arranged in the compressor cylinder.
  • the compression enthalpy changed by the water can be introduced uncritically into the combustion medium without the energy balance of the entire axial piston engine being adversely affected by the water application.
  • this makes it possible to approximate the compaction process to an isothermal compaction, as a result of which the energy balance during compaction can be optimized.
  • the water content can additionally be used for temperature regulation in the combustion chamber and / or for reducing pollutants via chemical or catalytic reactions of the water.
  • the task of water can, depending on the specific implementation of the present invention, be carried out for example by a metering pump.
  • a recoil valve can be dispensed with a metering pump, since then the compressor piston can suck in its suction stroke and water through the recoil valve, which then closes during compression.
  • valve for example a solenoid valve, is provided in order to prevent leaks during a motor stall.
  • 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
  • Figure 4 is a schematic sectional view of a third axial piston motor in a similar representation as Fig. 1;
  • Figure 5 is a schematic sectional view of a heat exchanger
  • Figure 6 is a schematic sectional view of another axial piston motor with a pre-burner temperature sensor and two exhaust gas temperature sensors; and
  • Figure 7 is a schematic representation of a flange for a heat exchanger with a die arranged therein for receiving tubes of a heat exchanger.
  • 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).
  • working cylinders 220 each working piston 230 (exemplified figured) is arranged, which is realized via a rectilinear connecting rod 235 on the one hand with an output, which in this embodiment as a curved track 240 carrying, arranged on an output shaft 241 spacer 242, and on the other hand with a Compressor piston 250 are connected, which in each case in the manner explained in more detail below in the compressor cylinder 260 runs.
  • 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 the fuel, which is compressed in the compressor cylinders 260 by the compressor piston 250 and passed through a pressure line 255 to the combustion chamber 210.
  • the compression takes place in a manner known per se, by intake air via supply lines 257 (exemplified numbered) sucked by the compressor piston 250 and compressed in the compressor cylinders 260.
  • supply lines 257 (exemplified numbered) sucked by the compressor piston 250 and compressed in the compressor cylinders 260.
  • known and readily usable valve systems are used.
  • the axial piston motor 201 has two heat exchangers 270, which are each arranged axially with respect to the axial piston motor 201.
  • the paths which the exhaust gas has to pass through the exhaust ducts 225 through to the heat exchangers 270 can be considerably reduced in comparison with axial piston motors of the prior art. This has the consequence that ultimately the exhaust gas reaches the respective heat exchanger 270 at a substantially higher temperature, so that ultimately the fuel can also be preheated to suitably higher temperatures.
  • at least 20% fuel can be saved by such a configuration. It is assumed that optimized design even allows savings of up to 30% or more.
  • the heat exchangers 270 are insulated with asbestos replacement heat insulation, not shown here. This ensures that in this embodiment play the outside temperature of the axial piston motor in the heat exchanger 270 in almost all operating conditions 450 0 C does not exceed. Exceptions are only overload situations, which only occur for a short time anyway.
  • the thermal insulation is designed to make at the point of the heat exchangerrichesten a temperature gradient of 350 0 C to warranty.
  • the efficiency of the axial piston motor 201 can be increased by further measures.
  • the fuel can be used, for example, in a conventional manner for cooling or thermal insulation of the combustion chamber 210, whereby it can be further increased in its temperature before it enters the combustion chamber 210.
  • the corresponding temperature control on the one hand can be limited only to components of the fuel, as is the case in the present embodiment with respect to combustion air. It is also conceivable to give off water to the combustion air before or during the compression, but this is also possible without further ado, for example in the pressure line 255.
  • the task of water in the compressor cylinder 260 during a suction stroke of the corresponding compressor piston 250 which causes an isothermal compression or a isothermal compression as close as possible compression occurs.
  • a duty cycle of the compressor piston 250 includes a suction stroke and a compression stroke, 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 axial piston motor 301 shown in FIG. 3 corresponds in its construction and in its mode of operation essentially to the axial piston motor 201 according to FIGS. 1 and 2 For this reason, a detailed description is dispensed with, wherein in Figure 3 similarly acting assemblies are also provided with similar reference numerals and differ only in the first digit.
  • the axial piston motor 301 also has a central combustion chamber 310, from which working fluid in the working cylinder 320 can be guided in accordance with the sequence of operation of the axial piston motor 301 via shot channels 315 (numbered as an example).
  • the working medium is, after it has done its work, supplied via exhaust ducts 325 each heat exchangers 370.
  • the axial piston motor 301 in deviation from the axial piston motor 201 depending on a heat exchanger 370 for exactly two working cylinder 320, whereby the length of the channels 325 can be reduced to a minimum.
  • the heat exchangers 370 are partially 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 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 likewise 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 connected via each shot channels 415 with the working cylinders 420, so that the latter can be supplied to the working cylinders 420 according to the timing of the axial piston motor 401 working medium.
  • the working medium leaves the working cylinders 420 through exhaust ducts 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 piston 430 and compressor piston 450 are arranged, which are connected via a rigid connecting rod 435 with each other.
  • the connecting rod 435 comprises, in a manner known per se, a cam track 440 which is provided on a spacer 424 which ultimately drives an output shaft 441.
  • combustion air is drawn in via feed lines 457 and compressed in the compressor cylinders 460 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 specific 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 running in overrun mode, ie, no fuel is needed at all, but is driven by the output shaft 44. The person involved in such a operating situation occurring movement of the compressor piston 450 conditional excess of fuel can then also be stored easily in the fuel storage 480.
  • the combustion medium stored in this way can be supplied to the axial piston motor 401 as needed, in particular during start-up or acceleration situations and for starting, so that an excess of fuel is provided without additional or faster movements of the compressor piston 450.
  • the annular channel 456 can be dispensed with, with the outlets of the compressor cylinders 460 corresponding to the number of pressure lines 455 then being combined, if necessary 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.
  • sufficient combustion agent is then available for the combustion chamber 410 without further control or control measures, so that combustion can be maintained.
  • the combustion medium reservoir 480 is filled via the remaining compressor pistons 450, so that correspondingly stored fuel is available and, in particular, directly available for starting or starting or acceleration phases.
  • the axial piston motor 401 can be equipped with two combustion agent reservoirs 480 in another embodiment not explicitly shown here, wherein the two combustion agent reservoirs 480 can then be loaded with different pressures, so that with the two combustion agent reservoirs 480 in real time always can be used with different pressure intervals.
  • a pressure control is provided, which for the first fuel storage 480, a first lower pressure limit and a first upper pressure limit and for the second fuel storage (not shown here) a second pressure lower limit and a second upper pressure limit within which a Brennstofftechnisch 480 is loaded with each of the pressures, wherein the first pressure upper limit below the second pressure upper limit and the first pressure lower limit is below the second pressure lower limit.
  • the first upper pressure limit can be set smaller than or equal to the second pressure limit.
  • the heat exchanger 870 shown in Figure 5 can be used as a heat exchanger 270, 370 and 470.
  • This heat exchanger 870 has a plurality of tubes 872 arranged axially in an exhaust gas space 871 (numbered as an example), which are connected in a gas-tight manner to the exhaust gas space 871 with an inlet air space 873 and an exhaust air space 874. Via openings 875, the heat exchanger 870 can be introduced into the pressure lines 255, 455 of the aforementioned axial piston motors 201, 301, 401, so that compressed fuel can flow through the heat exchanger 870 through the tubes 872.
  • the exhaust gas chamber 871 has an exhaust gas inlet 876 and an exhaust gas outlet 877, wherein an intimate contact of the exhaust gas with the tubes 872 is conveyed via deflecting plates 878, which are arranged offset in the exhaust gas chamber and connected to a part of the tubes 872. Since the deflecting plates 878 are also appropriately temperature-controlled by the exhaust gas, the deflecting plates 878 also lead to a corresponding coupling of thermal energy into the tubes 872.
  • the exhaust gas inlet 876 is in each case connected to the exhaust gas passages 225, 325, 425 of the axial piston motors 201, 301, 401, while the exhaust gas outlet 877 represents the outlets 227, 427 of the axial piston motors 201, 301, 401. It is understood that the exhaust outlet 877 may be connected in various designs with an exhaust or other, already known per se assemblies. In addition, it is understood that depending on the specific embodiment, the axial piston motors 201, 301, 401 may also be provided with other heat exchangers.
  • the heat exchangers 870 in particular also the axial piston motors 301 and 401, even if the heat exchangers should build differently than the heat exchangers 870, can be correspondingly insulated, as described with reference to the axial piston motor 201.
  • Temperature sensors for measuring the temperature of the exhaust gas or in the combustion chamber are not shown in FIGS. 1 to 5. As such temperature sensors are all Temperature sensors in question, the reliable temperatures between 800 ° C and 1,100 0 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 Axialkolben- motors 201, 301 and 401 are respectively controlled by the temperature sensors such that the exhaust gas temperature leaving the working cylinder 220, 320, 420 about 900 0 C and - if any - the temperature in the pre-combustion chamber about 1,000 ° C is.
  • 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 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 motor 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 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 the operation of the other axial piston motor 501 correspond to those of the above-described axial piston motors.
  • the further axial piston motor 501 has a housing body 505, on which a continuously operating combustion chamber 510, six working cylinders 520 and six compressor cylinders 560 are provided.
  • the 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 preburner 517 also a proportion of combustion air of the axial piston motor 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 51 1 is aligned substantially parallel to a main combustion direction 502 of the combustion chamber 510.
  • the main nozzle 511 is aligned coaxially with an axis of symmetry 503 of the combustion chamber 510, wherein the axis of symmetry 503 is parallel to the main focal direction 502.
  • the conditioning nozzle 512 is further disposed at an angle to the main nozzle 511 (not explicitly shown here for clarity) such that a jet 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 in the main burner 518 already preheated and ideally can be thermally decomposed.
  • the quantity of combustion air corresponding to the quantity of fuel flowing through the main nozzle 511 is introduced into a combustion chamber 526 behind the pilot burner 517 or the main burner 518, for which purpose a separate combustion air supply 504 is provided, which opens into the combustion chamber 526.
  • the separate combustion air supply 504 is for this purpose connected to a process air supply 521, wherein from the separate combustion air supply 504, a further combustion air supply 522 can be supplied with combustion air, which in this case supplies a hole ring 523 with combustion air.
  • the hole ring 523 is assigned to the treatment nozzle 512 in this case.
  • the fuel injected with the treatment nozzle 512 can additionally be injected with process air into the pre-burner 517 or into the conical chamber 513 of the main burner 518.
  • the combustion chamber 510 in particular the combustion chamber 526, comprises a ceramic assembly 506, which is advantageously air-cooled.
  • the ceramic assembly 506 in this case comprises a ceramic combustion chamber wall 507, which in turn is surrounded by a profiled tube 508.
  • a cooling air chamber 509 To this profiled tube 508 extends a cooling air chamber 509, which is connected via a cooling air chamber 524 to the process air supply 521.
  • the known working cylinders 520 carry corresponding working pistons 530, which are each mechanically connected by means of connecting rods 535 with compressor pistons 550.
  • the connecting rods 535 in this embodiment comprise spindles 536 which run along a cam track 540 while the working pistons 530 and the compressor pistons 550 are moved.
  • an output shaft 541 is set in rotation, which is connected to the cam track 540 by means of a drive cam carrier 537.
  • compression of the process air takes place by means of the compressor pistons 550, if appropriate also including an injected water, which can optionally be used for additional cooling. If the task of water or steam during a suction stroke of the corresponding compressor piston 550, especially an isothermal compression of the fuel can be favored. An associated with the suction stroke water task can ensure a particularly uniform distribution of water within the fuel in an operationally simple manner. As a result, if appropriate, exhaust gases in one or more heat exchangers, not shown here (see FIG.
  • the exhaust gases may be supplied to the heat exchanger (s) via the aforementioned exhaust passages 525, the heat exchangers being arranged axially with respect to the further axial piston motor 501.
  • process air can be further preheated or heated by contact with further assemblies of the axial-piston 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 power cylinder 520 of the axial piston motor 501 is connected via a firing channel 515 to the combustion chamber 510, so that a ignited fuel mixture or fuel-air mixture out of the combustion chamber 510 via the firing channels 515 enter the respective working cylinder 520 and as a working medium to the working piston 530 can perform work.
  • the working medium flowing out of the combustion chamber 510 can be supplied to at least two working cylinders 520 in succession, with a firing channel 515 being provided for each working cylinder 520, 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.
  • the control piston 531 is driven by means of a control piston curve path 533, a spacer 534 being provided for the control piston curve path 533 to the drive shaft 541, which in particular also has a spacer thermal decoupling is used.
  • the control piston 531 can perform a substantially axially directed stroke movement 543.
  • Each of the control piston 531 is for this purpose by means of not further quantified sliding blocks, which in the Steuerkolbenkur- venbahn 533 are guided, guided, wherein the sliding blocks each have a safety cam that runs in a not further figured guide back and forth and prevents rotation in the control piston 531.
  • control piston 531 comes into contact with the hot working medium from the combustion chamber 510 in the region of the firing channel 515, it is advantageous if the control piston 531 is water-cooled.
  • the further axial piston motor 501 in particular in the region of the control piston 531, a water cooling 538, wherein the water cooling 538 inner cooling channels 545, middle cooling channels 546 and outer cooling channels 547 includes. So well cooled, the control piston 531 can be reliably moved in a corresponding control piston cylinder.
  • the shot channels 515 and the control pistons 531 can be provided structurally particularly simply if the further axial piston motor 501 has a firing channel ring 539.
  • the firing channel ring 539 in this case has a central axis about which concentric around the parts of the working cylinder 520 and the control piston cylinder are arranged.
  • a firing channel 515 is provided, wherein each firing channel 515 is spatially connected to a recess (not numbered here) of a combustion chamber bottom 548 of the combustion chamber 510.
  • the working medium can pass out of the combustion chamber 510 via the firing channels 515 into the working cylinder 520 and perform work there, by means of which the compressor pistons 550 can also be moved.
  • coatings and inserts may 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 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 produce compressed combustion media with different pressures to save.
  • the two existing combustion agent reservoirs may in this case be connected to corresponding pressure lines of the combustion chamber 510, wherein the combustion fluid reservoirs are fluidically connectable or separable via valves to the pressure lines.
  • shut-off valves or throttle valves or regulating or control valves can be provided between the working cylinders 520 or compressor cylinders 560 and the fuel storage.
  • 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 Brennstofftechnisches are fluidically preferably interposed between one of the compressor cylinder and one of the heat exchanger.
  • the two combustion agent reservoirs are ideally operated at different pressures in order to be able to use the energy provided by the further axial piston motor 501 in the form of pressure very well.
  • the envisaged pressure upper limit and lower pressure limit can be set on the first fuel accumulator by means of a corresponding pressure control below the upper pressure limits and lower pressure limits of the second fuel accumulator. It is understood that this can be done at the Brennstofftechnischn with different pressure intervals.
  • FIG. 7 shows a heat exchanger head plate 3020 which is suitable for use for a heat exchanger for an axial-piston engine, in particular for a heat exchanger according to FIG. 5.
  • the heat exchanger head plate 3020 includes for mounting and connection to an exhaust manifold of an axial piston motor a flange 3021 with corresponding arranged in a bolt hole bores 3022 in the radially outer region of the heat exchanger head plate 3020.
  • the die 3023 which numerous as Pipe seats 3024 running holes for receiving pipes, such as the tube 872 of Figure 7, has.
  • the entire heat exchanger head plate 3020 is preferably made of the same material from which the tubes or tubes 872 are formed in order to ensure that the thermal expansion coefficient in the entire heat exchanger is as homogeneous as possible and thus thermal thermal stresses are minimized in the heat exchanger.
  • the jacket of the heat exchanger can also be made from a material corresponding to the heat exchanger head plate 3020 or the tubes become.
  • 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 thermal expansion coefficients.

Abstract

L'invention a pour objet d'améliorer le rendement d'un moteur à pistons axiaux comprenant un élément d'amenée de combustible et un élément d'évacuation de gaz d'échappement qui sont couplés entre eux de façon thermoconductrice. A cet effet, l'invention concerne un moteur à pistons axiaux comprenant au moins deux échangeurs thermiques.
EP10754665A 2009-07-24 2010-07-26 Moteur à pistons axiaux, procédé pour faire fonctionner un moteur à pistons axiaux et procédé pour réaliser un échangeur thermique d'un moteur à pistons axiaux Withdrawn EP2462319A2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP16152946.6A EP3048244B1 (fr) 2009-07-24 2010-07-26 Moteur a pistons axiaux

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009034735 2009-07-24
PCT/DE2010/000873 WO2011009450A2 (fr) 2009-07-24 2010-07-26 Moteur à pistons axiaux, procédé pour faire fonctionner un moteur à pistons axiaux et procédé pour réaliser un échangeur thermique d'un moteur à pistons axiaux

Related Child Applications (1)

Application Number Title Priority Date Filing Date
EP16152946.6A Division EP3048244B1 (fr) 2009-07-24 2010-07-26 Moteur a pistons axiaux

Publications (1)

Publication Number Publication Date
EP2462319A2 true EP2462319A2 (fr) 2012-06-13

Family

ID=43428524

Family Applications (2)

Application Number Title Priority Date Filing Date
EP16152946.6A Active EP3048244B1 (fr) 2009-07-24 2010-07-26 Moteur a pistons axiaux
EP10754665A Withdrawn EP2462319A2 (fr) 2009-07-24 2010-07-26 Moteur à pistons axiaux, procédé pour faire fonctionner un moteur à pistons axiaux et procédé pour réaliser un échangeur thermique d'un moteur à pistons axiaux

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP16152946.6A Active EP3048244B1 (fr) 2009-07-24 2010-07-26 Moteur a pistons axiaux

Country Status (7)

Country Link
US (1) US20120124981A1 (fr)
EP (2) EP3048244B1 (fr)
JP (1) JP5742062B2 (fr)
CN (1) CN102667062B (fr)
BR (1) BR112012001645A2 (fr)
DE (1) DE112010003062A5 (fr)
WO (1) WO2011009450A2 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NL2007987C2 (en) * 2011-12-16 2013-06-18 Griend Holding B V Rotary drive system having a cam follower with detachable wheel support.
EP3071812A4 (fr) * 2013-10-22 2017-12-20 Chris Kiarash Montebello Moteur à piston rotatif doté d'une chambre d'explosion/expansion externe
CN104819048A (zh) * 2015-05-02 2015-08-05 周虎 一种燃烧室独立的内燃机

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2426551A (en) * 2005-05-28 2006-11-29 Brian Hind I.c. engine with exhaust cooled and stored to contain exhaust emissions

Family Cites Families (31)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US972504A (en) * 1908-03-23 1910-10-11 Walter F Brown Continuous-combustion heat-engine.
GB191506353A (en) * 1914-04-28 1916-05-29 Lucien Neu Improvements in and relating to Hot Air and the like Motive Power Plant.
US1501392A (en) * 1920-05-11 1924-07-15 Berry Valve gear for internal-combustion engines
US1849324A (en) * 1927-09-10 1932-03-15 Doherty Res Co Air storage for internal combustion engines
US2591892A (en) * 1945-10-05 1952-04-08 Townshend Ernest Frederi Ryder Charging device for internalcombustion engines
US2688230A (en) * 1950-08-30 1954-09-07 Milliken Humphreys Continuous combustion engine
US4024704A (en) * 1970-09-23 1977-05-24 Hudson Perry D Combustion products pressure generator continuous burner type and engines
SE366092B (fr) * 1973-01-02 1974-04-08 T Airas
US4653269A (en) * 1975-03-14 1987-03-31 Johnson David E Heat engine
US4179879A (en) * 1976-04-21 1979-12-25 Kincaid Elmo Jr Automatic steam pressure generator
US4448154A (en) * 1979-04-30 1984-05-15 Paradox International, Incorporated Internal combustion engine
DE3533599A1 (de) * 1985-09-18 1987-04-09 Euras Chemicals Co Ltd Motor zur umsetzung thermischer in mechanische energie
JPS6282236A (ja) * 1985-10-05 1987-04-15 Shigeyoshi Karasawa 対向ピストン式同軸エンジン
DE3628214A1 (de) * 1986-08-20 1987-02-05 Roman Fetzer Waermekraftmaschine
US5074114A (en) * 1990-05-14 1991-12-24 Stirling Thermal Motors, Inc. Congeneration system with a stirling engine
JPH04140428A (ja) * 1990-09-27 1992-05-14 Soun Ho シリンダー回転式内燃機関
US5253473A (en) * 1993-03-23 1993-10-19 The United States Of America As Represented By The Secretary Of The Navy Heat regenerative external combustion engine
US5362154A (en) * 1993-08-16 1994-11-08 Bernard Wiesen Pivoting slipper pad bearing and crosshead mechanism
AU2459695A (en) * 1994-07-01 1996-01-25 John Carroll Phillips Cyclic energy conservation system
US5894729A (en) * 1996-10-21 1999-04-20 Proeschel; Richard A. Afterburning ericsson cycle engine
US6092365A (en) * 1998-02-23 2000-07-25 Leidel; James A. Heat engine
DE19909689B4 (de) * 1999-03-05 2009-07-23 Rohs, Ulrich, Dr.-Ing. Kolbenmotor mit kontinuierlicher Verbrennung
US6834636B2 (en) * 1999-03-23 2004-12-28 Thomas Engine Company Single-ended barrel engine with double-ended, double roller pistons
US6305335B1 (en) * 1999-09-01 2001-10-23 O'toole Murray J. Compact light weight diesel engine
JP2001164907A (ja) * 1999-12-10 2001-06-19 Honda Motor Co Ltd 多気筒内燃機関の廃熱回収装置
EP1134381B1 (fr) * 2000-03-15 2004-07-21 Gerhard Lehofer Machine à pistons
US6390185B1 (en) * 2001-03-06 2002-05-21 Richard A. Proeschel Annular flow concentric tube recuperator
JP2005299500A (ja) * 2004-04-12 2005-10-27 Toyota Motor Corp 水素利用内燃機関
US7398643B2 (en) * 2006-05-16 2008-07-15 Dana Canada Corporation Combined EGR cooler and plasma reactor
JP2008101549A (ja) * 2006-10-19 2008-05-01 Toyota Motor Corp 排ガス改質装置及び排ガス改質システム
RU2490488C2 (ru) * 2007-11-12 2013-08-20 ГЕТАС Гезельшафт фюр термодинамише Антрибссистеме мбХ Аксиальный поршневой двигатель и способ управления работой аксиального поршневого двигателя

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2426551A (en) * 2005-05-28 2006-11-29 Brian Hind I.c. engine with exhaust cooled and stored to contain exhaust emissions

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of WO2011009450A2 *

Also Published As

Publication number Publication date
WO2011009450A3 (fr) 2011-04-14
JP5742062B2 (ja) 2015-07-01
JP2013500416A (ja) 2013-01-07
DE112010003062A5 (de) 2012-08-02
EP3048244B1 (fr) 2019-09-11
WO2011009450A2 (fr) 2011-01-27
CN102667062B (zh) 2016-02-10
EP3048244A1 (fr) 2016-07-27
BR112012001645A2 (pt) 2017-11-14
CN102667062A (zh) 2012-09-12
US20120124981A1 (en) 2012-05-24

Similar Documents

Publication Publication Date Title
EP2456956B1 (fr) Moteur à pistons axiaux
EP2525074B1 (fr) Moteur à combustion interne doté d'un dispositif de chauffage de l'air d'aspiration et procédé de fonctionnement d'un tel moteur à combustion interne
EP2456967A2 (fr) 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
EP2711500B1 (fr) Moteur à pistons axiaux
CH704829A2 (de) Gasturbogruppe und zugehöriges Betriebsverfahren.
EP2665872B1 (fr) Moteur à pistons axiaux et procédé de fonctionnement d'un moteur à pistons axiaux
EP2456955A2 (fr) Moteur à pistons axiaux, procédé pour faire fonctionner un moteur à pistons axiaux et procédé de réalisation d'un échangeur thermique d'un moteur à pistons axiaux
WO2011009452A2 (fr) Moteur à pistons axiaux et procédé pour faire fonctionner un moteur à pistons axiaux
DE102016110844A1 (de) Vorbrennkammeraufbau mit Fluidoszillator
DE102017202154A1 (de) Aufgeladene flüssigkeitsgekühlte Brennkraftmaschine
EP3048244B1 (fr) Moteur a pistons axiaux
DE102010047112A1 (de) Verbrennungsmotor und Verfahren zum Betrieb eines Verbrennungsmotors
EP3172418A1 (fr) Compresseur à ondes de pression et procédé d'actionnement d'un compresseur à ondes de pression
EP2179141B1 (fr) Machine thermodynamique
EP2456954A2 (fr) Moteur à pistons axiaux, procédé pour faire fonctionner un moteur à pistons axiaux et procédé pour réaliser un échangeur thermique d'un moteur à pistons axiaux
DE2410948C3 (de) Brennkraftmaschinen-Arbeitsverfahren und nach diesem Verfahren arbeitende Brennkraftmaschinenanlage
DE102006039924B4 (de) Verfahren und Vorrichtung zum Umwandeln von Verbrennungswärmeenergie in mechanische Energie
WO2011103868A2 (fr) Moteur à combustion interne et procédé pour faire fonctionner un moteur à combustion interne
DE102017124411A1 (de) Axialkolbenmotor
DE202017102039U1 (de) Flüssigkeitsgekühlte Brennkraftmaschine
EP1249595B1 (fr) Echauffeur pour un moteur Stirling
WO2019149297A1 (fr) Moteur à piston axial
WO2020043261A1 (fr) Moteur à combustion à engrenage intérieur
DE102017202157A1 (de) Flüssigkeitsgekühlte Brennkraftmaschine
DE1401962B (de) Brennkraftmaschine mit Kraftstoff einspritzung in eine Verdampfungskammer

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20120224

AK Designated contracting states

Kind code of ref document: A2

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO SE SI SK SM TR

DAX Request for extension of the european patent (deleted)
17Q First examination report despatched

Effective date: 20130911

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN WITHDRAWN

18W Application withdrawn

Effective date: 20160308