EP2846029A2 - Axial piston motor, method for operating an axial piston motor, and method for producing a heat exchanger of an axial piston motor - Google Patents

Abstract

In order to improve the efficiency of an axial piston engine, an axial piston engine with an internal continuous combustion and with a compressor stage, which comprises at least one cylinder, and with an expander stage, which comprises at least one cylinder, as well as with a combustion chamber between the compressor stage and Expanderstufe proposed. Here, the compressor stage has a different from the expander stage stroke volume or it is a Brennmittelspeicher, in which compacted medium can be cached provided.

Description

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 whose orientation is oriented substantially coaxially to the axis of rotation of the rotational energy.

In addition to axial piston motors, which are operated for example only with compressed air, axial piston motors are also known, to which fuel is supplied. This fuel may be multi-component, for example, from a fuel or fuel and air, may be formed, wherein the components are supplied together or separately to one or more combustion chambers.

In the present case, therefore, the term "fuel" means any material that participates in the combustion or is carried along with the components participating in the combustion and flows through the axial piston motor. The fuel then comprises at least fuel or fuel, wherein the term "fuel" in the present context fuel so any material describes which reacts exothermally via a chemical or other reaction, in particular via a redox reaction. The combustor may further include components, such as air, that provide materials for the reaction of the fuel.

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

Axial piston motors can also work on the one hand with rotating piston, and correspondingly rotating cylinders, which are successively guided past a combustion chamber.

On the other hand, axial piston motors may comprise stationary cylinders, the working medium then being distributed successively to the cylinders in accordance with the desired load order.

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

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

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

It is an object of the present invention to improve the efficiency of an axial piston engine. This object is achieved by an axial piston motor having the features of claim 1.

Also, an axial piston engine having at least one compressor cylinder, at least one working cylinder, and at least one pressure line through which compressed fuel is directed from the compressor cylinder to the working cylinder may be characterized by at least one compressor cylinder inlet valve having an annular inlet valve cover.

Characterized in that the 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 to the working cylinder, according to the invention comprises at least one compressor cylinder inlet valve with an annular inlet valve cover, a particularly large passage volume for a Firing means, in particular for a combustion air to be sucked, are realized on the compressor cylinder. In this respect, for example, the combustion air - or any other fuel - are absorbed extremely low loss in the compressor cylinder, whereby the efficiency of the axial piston motor can be improved.

In addition, in the center region of the annular inlet valve cover with respect to a compressor cylinder head advantageously remains an additional space for other components that would otherwise be placed next to the compressor cylinder inlet valve. In this respect, the compactness of the axial-piston motor can also be improved at the same time.

An annular inlet valve cover is not known from the cited documents and there is no indication to find that such an annular inlet valve cover could bring advantages to an axial piston motor with it.

The compressor cylinder inlet valve with its annular inlet valve cover may in the present case be designed as an actively actuated or a passively actuated valve. In the present context, an actively controlled valve is characterized by the fact that an additional drive is used to control the valve. This can be, for example, an electromotive or electromagnetic drive for the valve. Likewise, this may be a camshaft or disk or a cam. Likewise, if necessary, a pneumatic or hydraulic drive can be used for active control. Passively controlled Valves are closed or opened by the pressure conditions in the vicinity of the respective valve, wherein in particular by a pressure difference valve inlet side and valve output side corresponding opening and closing forces can be applied. Possibly. can be influenced by suitable springs and similar biases, which are also overcome, or by suitable embodiments in detail of the respective valves, for example, by inclinations in the valve cover or adjusting the size ratios, the characteristics of the passively controlled valves.

In order to be able to store the intake valve cover in a particularly advantageous manner on the cylinder head, a preferred embodiment provides that the intake valve cover has a three-point mounting. By storing the intake valve cover at three breakpoints, the risk of the intake valve cover shifting critically with respect to an intake valve seat and even jamming can be reduced. In addition, the intake valve cover during a working movement can be moved very uniform. In addition, a three-point mount is very stable and therefore very durable.

Furthermore, it is advantageous if the inlet valve cover is tensioned against at least one spring against an inlet valve seat. Although it is from the above-mentioned published patent application EP 1 035 310 A2 It is known that a valve cover in a compressor cylinder is pulled by a spring against a valve seat. However, this is not related to an annular inlet valve cover.

Specifically, a plurality of springs are not known for cocking an intake valve cover, ideally three such springs are provided in connection with the present three-point support of the intake valve cover to clamp the intake valve cover particularly uniform against the intake valve seat can. By such a bracing, a particularly high density on the compressor cylinder inlet valve can be achieved.

In particular, an off-center spring attachment to an intake valve cover is not known at least in connection with a compressor cylinder inlet valve of an axial piston engine. In the present case, however, such an eccentric spring attachment is preferably provided, so that in particular even with large valve diameters, a uniform bracing can be ensured.

With regard to a further very advantageous embodiment variant of an axial-piston engine, it is proposed that an inlet be provided in the compressor cylinder or an outlet from the compressor cylinder within the ring formed by the inlet valve cover. As already mentioned above, sufficient space remains in the middle of the annular inlet valve cover to be able to arrange further components or component groups of the compressor cylinder. In particular, there may be provided an access or an outlet with respect to the compressor cylinder, whereby a space available at the compressor cylinder head can be utilized particularly effectively.

Ideally, such an inlet is a water inlet, by means of which water can be introduced into the compressor cylinder. In this way, the water can be given up in particular centric in the compressor cylinder, whereby the water can be mixed very evenly with a sucked in via the compressor cylinder inlet valve combustion air. For example, this is done in connection with a suction stroke of a compressor piston. It is understood that other fuel can be fed into the compressor cylinder via the inlet.

In this connection, the efficiency of an axial-piston engine can be improved if, cumulatively or alternatively to the aforementioned features, an axial-piston engine with at least one compressor cylinder, with at least one working cylinder and with at least one pressure line through which compressed fuel is directed from the compressor cylinder to the working cylinder , characterized in that the compressor cylinder during a suction stroke of a compressor piston arranged in the compressor piston, water or water vapor is applied.

On the one hand, this ensures an excellent distribution of the water in the fuel. On the other hand, the compression enthalpy altered 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. In particular, 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 proportion of water can additionally - depending on the specific implementation - for temperature control in the combustion chamber and / or also to Pollutant reduction via chemical or catalytic reactions of the water can be used. However, it is also possible to give up water elsewhere.

The task of water can, depending on the concrete implementation of the present invention, for example, by a metering pump. By 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. The latter implementation is particularly advantageous if in the water supply still a safety valve, such as a solenoid valve, is provided to prevent leaks in a motor stall.

If an outlet is provided on the compressor cylinder within the ring formed by the inlet valve cover, it is advantageous if the outlet is an outlet valve, since a freshly heated region around the outlet valve can be cooled particularly well if fresh combustion air is supplied via the compressor cylinder inlet valve in FIG the compressor cylinder is sucked in.

Also, the efficiency of an axial piston engine can be improved when 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, characterized by at least two compressor cylinder outlet valves.

Two compressor cylinder outlet valves provide the particularly great advantage that very short reaction times, in particular with respect to strokes of the exhaust valve cover can be realized, since at the same throughput correspondingly smaller exhaust valves can be provided on the compressor cylinder. Despite the smaller exhaust valves, however, an excellent removal of compressed fuel from the compressor cylinder can still be guaranteed.

In this respect, two or more compressor cylinder outlet valves allow a particularly fast and friction-free removal of compressed fuel. Thus, the efficiency can thereby be cumulatively or alternatively improved. Such an advantageous Placing more than a single compressor cylinder outlet valve on an axial piston engine is also not apparent from the prior art mentioned above.

The object of the invention is achieved by an axial piston motor with at least one compression cylinder, with at least one working cylinder and with at least one pressure line through which compressed fuel from the compressor cylinder to the working cylinder, wherein the axial piston by at least one compressor cylinder with a in the direction of a valve seat curved designates valve cover, which has on its side facing away from the valve seat less material than on its side facing the valve seat.

In the case of a domed valve cover, a good alignment and an excellent seal can almost always be ensured in spite of existing clearance relative to a corresponding valve seat. In this respect, this can also increase the efficiency of the present axial piston motor, since correspondingly the shutter times or opening times are short. For example, the domed formed valve cover is advantageously designed as a ball or cone.

If the arched valve cover moreover advantageously has less material on its side facing away from the valve cover than on its side facing the valve seat, the valve cover can be designed to be exceptionally lightweight, allowing very short reaction times to be achieved.

The side facing the valve seat can preferably be defined by the maximum diameter of the valve cover perpendicular to the working or actuation direction of the valve cover or perpendicular to the longitudinal extent of the compressor cylinder outlet valve and thus clearly demarcated from the side facing away from the valve seat.

A preferred embodiment provides that the valve cover, in particular of the compressor cylinder outlet valve is a hemisphere. Due to the hemispherical shape, such a shaped valve cover advantageously has a flat support surface, in spite of a spherical sealing area, for example for a valve cover compression spring, whereby the valve cover can always be aligned optimally with respect to a valve seat. This can ideally always be a maximum seal of the compressor cylinder outlet be achieved. In this context, it is understood that on the side facing away from the sealing area of the valve cover even more structures, such as a spring seat, may be provided without departing from the feature of a flat support surface and the associated advantages.

Cumulatively or alternatively to the aforementioned features, it is advantageous if the valve cover is hollow, since it can thereby be made even lighter weight.

It is understood that the domed formed valve cover can be made of different materials. Advantageously, it consists of a ceramic. Ceramic balls on a compressor cylinder outlet valve are already out of the EP 1 035 310 A2 known, but not in the form of an advantageous hemisphere.

Cumulatively or alternatively, it is advantageous if means are provided for aligning the valve cover, which interact with a Ventildeckelandruckfeder. Due to a targeted orientation of the valve cover, asymmetries, which can have a particularly material-saving effect, can advantageously be implemented with respect to the valve cover reliable.

A construction with a Ventildeckelandruckfeder in conjunction with means for aligning the valve cover can be structurally particularly easy to implement. In addition, by means of such a design, a fast-acting Auslassventilverschlusseinrichtung be provided on the axial piston motor, which can still be implemented very inexpensively. For example, the Ventildeckelandruckfeder is guided in a shaft in a valve cover of the compressor cylinder, so that critical radial deflections of Ventildeckelandruckfeder can be prevented. As a result, at least one indirect orientation of the valve cover can be achieved. Direct alignment can be achieved if the valve cover itself would be directly alternately or cumulatively guided in a similar manner. The above embodiments of the compressor cylinder exhaust valve may be used in particular in connection with both passively driven and actively driven compressor cylinder exhaust valves. Passively controlled compressor cylinder outlet valves appear to be particularly suitable in the present context, since these structurally simple can be implemented and the pressure conditions in the compressor cylinder a simple and precise control of the compressor cylinder outlet valves - but also the compressor cylinder inlet valves - allow.

According to a further aspect of the invention, 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 releasing 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 is characterized in that the gas exchange valve has an impact spring. Automatic, ie passively controlled or in particular not cam-operated, gas exchange valves which open at a pending pressure difference, can be so strong accelerated when the applied pressure difference causes a very high opening force that either the valve spring of the gas exchange valve goes to block, the valve spring plate or but also a comparable support ring impacts another component. Such inadmissible and unwanted contact between two components can very quickly lead to the destruction of these components. In order to avoid effectively placing the valve spring plate, a further spring configured as an impact spring is advantageously provided, which dissipates excess kinetic energy of the gas exchange valve and brakes the gas exchange valve until it reaches the stand-still.

In particular, 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 impact spring, have a common bearing surface, the impact spring is advantageously designed so that the spring length of the built-valve spring is always shorter than the spring length of the bounce spring, so that the valve spring when opening the gas exchange valve initially only to close the Gas exchange valve required forces and applies after reaching the maximum intended valve stroke, the impact spring comes into contact with the gas exchange valve to immediately prevent further opening of the gas exchange valve.

Cumulatively, the spring length of the impact spring can correspond to the spring length of the valve spring, which is reduced by one valve lift of the gas exchange valve. Practical and advantageous In this case, the fact is exploited that the difference of the spring lengths of both springs just corresponds to the amount of the valve lift.

The term "valve lift" refers to the stroke of the gas exchange valve, from which the flow cross section released by the gas exchange valve reaches approximately a maximum. A poppet valve commonly used in engine construction generally has a linearly increasing geometric flow cross-section with a small opening, which then merges into a straight line of constant value upon further opening of the valve. The maximum geometric opening area is usually reached when the valve lift reaches 25% of the inner valve seat diameter. The inner valve seat diameter is the smallest diameter present on the valve seat.

The term "spring length" refers to the maximum possible length of the impact spring or the valve spring in the installed state. Thus, the spring length of the impact spring exactly corresponds to the spring length in the untensioned state and the spring length of the valve spring just the length which has the valve spring in the installed state with closed gas exchange valve.

It is alternatively or cumulatively further proposed here that the spring length of the impact spring corresponds to a height of a spring travel of the bounce increased height of a valve guide. This has the advantage that a valve guide, but also any other fixed component which can come into contact with a moving component of the valve control, just does not come into contact with a moving component of the valve control, since the bounce even when reaching the intended spring travel straight not so much that it comes to a contact.

The term "travel" here denotes 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. Thus, the spring travel is just the length by which the spring compresses when occurring during operation of the axial piston motor maximum load or the maximum provided during operation of the axial piston motor valve lift, under exceptional load occurs. The maximum valve lift refers to the valve lift defined above plus a stroke of the valve Gas exchange valve, in which a contact between a moving component and a stationary component just occurs.

Instead of a valve guide, any other component can occur, which can come into contact with moving parts of the valve train.

Furthermore, the impact spring may 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 at a release of the flow cross-section. Advantageously, 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, operational 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. Excess kinetic energy stored in the gas exchange valve is absorbed via the impact spring, so that the impact spring is compressed and has potential energy. Upon reaching the spring travel of the baffle or at the maximum intended compression of the bounce a reduction in the kinetic energy of the gas exchange valve or the valve group to the amount zero is advantageous so that it does not come to a contact between two components. The term "maximum, operational kinetic energy" therefore also includes the kinetic energies of all moving with the gas exchange valves components, such as the valve keys, valve spring plates or valve springs.

In order to improve the efficiency of an axial piston engine, furthermore, 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 can be characterized in that at least one cylinder comprises at least one gas exchange valve Having light metal. Light metal, in particular when used on moving components, reduces the inertia of the components made of this light metal and can because of its low density, the friction of the Reduce axial piston engine so that the control drive of the gas exchange valves is designed according to the lower mass forces. The reduction of friction by 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 total line of action.

Cumulatively, it is proposed that the light metal is aluminum or an aluminum alloy, in particular Dural. Aluminum, in particular a solid or high-strength aluminum alloy, lends itself particularly well to an embodiment of a gas exchange valve, since not only the weight of a gas exchange valve via the density of the material but also the strength of a gas exchange valve can be increased or maintained at a high level , Of course, it is also conceivable that instead of aluminum or an aluminum alloy and the material titanium or magnesium or an alloy of aluminum, titanium and / or magnesium can be used. A correspondingly lightweight gas exchange valve, in particular load changes can follow 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 exchange valve and a concomitant lower friction medium pressure 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 to have. On the other hand, it should be understood that the advantages of a gas exchange valve made of a light metal can also be used advantageously cumulatively to the embodiments mentioned above with respect to the compressor cylinder outlet valves and the compressor cylinder inlet valves.

According to a further aspect of the invention, an axial-piston engine is proposed 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, which is characterized in that the compressor stage differs from the expander stage Has stroke volume.

In particular, it is proposed cumulatively that the stroke volume of the compressor stage is smaller than the stroke volume of the expander stage.

Furthermore, a method is proposed for operating an axial-piston engine with a compressor stage comprising at least one cylinder, with an expander stage comprising at least one cylinder, and with at least one combustion chamber between the compressor stage and the expander stage, which is characterized in that a combustion agent or a combusted combustion gas present as exhaust gas Firing agent is expanded during expansion in the expander stage with a larger pressure ratio than a present during the compression in the compression stage pressure ratio.

The thermodynamic efficiency of the axial piston motor can be maximized in each case particularly advantageous by these measures, since the theoretical thermodynamic potential of a reacted in an axial piston engine cycle in contrast to the prior art, such as WO 2009/062473 , through which this allows extended expansion can be exploited to the maximum. 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.

Therefore, a method for operating an axial piston motor is further proposed, by means of which the fuel in the expander stage is expanded approximately to an ambient pressure.

By "approximately" is meant a maximum by the amount of Reibmitteldruckes the axial piston motor increased ambient pressure. An expansion to the exact ambient pressure causes at a different from 0 bar Reibmitteldruck no significant advantage in the efficiency over an expansion up to the amount of Reibmitteldruckes. The amount of Reibmitteldruckes can be interpreted as an attacking on the piston on average constant pressure, the piston is considered to be force-free, when acting on the piston top cylinder internal pressure equal to the pressure acting on the piston underside ambient pressure plus the Reibmitteldruckes. Therefore, a favorable overall efficiency an internal combustion engine already given upon reaching a relative expansion pressure, which is at the level of Reibmitteldruckes.

Advantageously, an axial piston motor for implementing this advantage can also be designed in such a way that a Einzelhubvolumen at least one cylinder of the compressor stage is smaller than the Einzelhubvolumen at least one cylinder of the Expanderstufe. In particular, it is conceivable, by 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 Expanderstufe to favor. It is understood that 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.

Alternatively or cumulatively, it is also proposed that the number of cylinders of the compressor stage is equal to or less than the number of cylinders of the expander stage.

In addition to the above advantages, by choosing a suitable number of cylinders, in particular a reduced number of cylinders, with identical Einzelhubvolumen a cylinder of the expander and compressor stage, the mechanical efficiency of the axial piston motor and thus the overall efficiency of the axial piston motor can be maximized by Realization of a prolonged expansion at least one cylinder of the compressor stage is eliminated and thus the friction of the lost cylinder also no longer needs 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.

In order to improve the efficiency of an axial-piston engine, cumulatively or alternatively to the other features of the present invention, an axial-piston engine with a fuel supply and an exhaust gas discharge, which are coupled to one another in a heat-transmitting manner, can be characterized by at least one heat exchanger insulation. In this way can be guaranteed be that as much heat energy remains in the axial piston motor and is discharged via the or the heat exchanger to the fuel again.

In this context, it is understood that 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 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. Cumulatively or alternatively, 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. In addition, 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.

Preferably, the heat exchanger insulation comprises at least one component made of a different material from the heat exchanger. This material can then be optimally designed for its task as insulation and comprise, for example, asbestos, asbestos substitute, water, exhaust gas, fuel or air, the heat exchanger insulation, in particular to minimize heat transfer by material movement, must 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.

Moreover, an axial-piston engine with a fuel supply and an exhaust gas discharge, which are coupled to one another in a heat-transmitting manner, can also be characterized in that in that it has at least two heat exchangers in order to improve the efficiency of an axial-piston engine.

Particularly with regard to several or at least two compressor cylinder outlet valves, a particularly fast and good removal of exhaust gases can be ensured if these exhaust gases can be transported away to at least two heat exchangers. This also allows an increase in the efficiency can be achieved. In this respect, the provision of more than one heat exchanger known Axialkolbenmotoren also forms particularly advantageous.

Although a greater effort and more complex flow conditions are initially caused by 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. As a result, the efficiency of the axial piston motor can surprisingly be increased considerably.

This applies in particular to axial piston motors with stationary cylinders in which the pistons respectively operate, in deviation from axial piston motors in which the cylinders, and therefore also the pistons, likewise rotate about the axis of rotation since the latter arrangement only require an exhaust pipe to which the cylinders be passed.

Preferably, the heat exchangers are arranged substantially axially, wherein the term "axially" in the present context refers to 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. This allows a particularly compact and thus energy-saving design, which is particularly true when only a heat exchanger, in particular an insulated heat exchanger, is used.

If 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 latter can also be achieved if the exhaust gases of three adjacent pistons are each directed into a common heat exchanger.

On the other hand, it is also conceivable that the axial piston engine comprises at least two pistons, wherein the exhaust gases of each piston are passed in each case a heat exchanger. In that regard, it 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 also if for each two or more pistons, 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.

It is proposed according to a further aspect of the invention, 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 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 Expanderstufe 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 of the exhaust stream can be adjusted or can be raised beyond the specific heat capacity of the exhaust stream also , The thus, for example, advantageously influenced heat transfer from the exhaust gas stream to the fuel stream helps that a higher amount of heat can be coupled into the fuel stream and thus in the cycle while maintaining the size of the heat exchanger, which can increase the thermodynamic efficiency. Alternative or cumulative can also be given to the exhaust stream, a fluid. 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.

In this case, "downstream" designates 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.

By analogy with this, "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.

In this respect, 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.

As a fluid, for example, water and / or fuel can be given up accordingly. This has the advantage that the fuel stream on the one hand has the previously described advantages of increased specific heat capacity by the task of water and / or fuel and on the other hand, the mixture preparation can already be done in the heat exchanger or in front of the combustion chamber and the combustion in the combustion chamber with a possible locally homogeneous combustion air ratio can be done. This has in particular the advantage that the combustion process is not or only slightly affected by an efficiency-degrading, incomplete combustion.

For a further embodiment of an axial-piston engine, it is proposed that 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. By existing at the heat exchanger temperature sink could condense vaporous water and the subsequent Damage exhaust system by corrosion. Damage to the exhaust line can be advantageously reduced or avoided by this measure.

There is also proposed a method for operating an axial-piston engine with a compressor stage comprising at least one cylinder, with an expander stage comprising at least one cylinder, with at least one combustion chamber between the compressor stage and the expander stage and with at least one heat exchanger, wherein the heat-absorbing part of the heat exchanger between the Compressor and the combustion chamber is arranged and the heat-emitting part of the heat exchanger between the Expanderstufe and an environment is arranged and wherein the method is characterized in that the flowing through the heat exchanger fuel stream and / or flowing through the heat exchanger exhaust stream at least one fluid is abandoned. As a result, as already described above, 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 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.

Advantageously, the axial piston motor is operated such that water and / or fuel are abandoned. 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.

Likewise, the exhaust gas flow, if this is expedient 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.

To further realize this advantage, it is further proposed that the fluid be fed downstream and / or upstream of the heat exchanger.

Cumulatively or alternatively, separated water may be added to the fuel stream and / or the exhaust stream again. In the best case, a closed water cycle is thereby realized, which no longer needs to be supplied from the outside water. Thus, there is another advantage in that a vehicle equipped with an axial piston motor of this type does not need to be refueled with water, especially not with distilled water.

Advantageously, the task of water and / or fuel is stopped at a defined time before a stoppage of the axial piston motor and the axial piston motor is operated to a standstill without a task of water and / or fuel. The potentially harmful for an exhaust gas water that can settle in the exhaust line, especially when it cools, can be avoided by this method. Advantageously, any water from the axial piston motor is removed even before the axial piston motor is stopped so that no damage to components of the axial piston motor by water or water vapor, in particular during standstill, is favored.

To improve the efficiency of an axial-piston engine, an axial-piston engine 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, can also be characterized by a fuel reservoir, in which compressed medium can be cached.

Such a fuel accumulator can be used to interrogate an increased power, in particular for a short time, without first having to supply more fuel via the compressors. This is particularly advantageous if the compressor pistons of the compressor are directly connected to working piston, since then more fuel can be provided only by an increased work performance that can otherwise be achieved otherwise only by an extra fuel. In that regard, this fuel can already be saved.

Also, the stored in the Brennmittelspeicher fuel can be used, for example, for starting operations of the axial piston motor.

Preferably, the Brennmittelspeicher between the compressor cylinder and a heat exchanger is provided so that the fuel, in particular for combustion air provided, still cold or without having withdrawn energy to the heat exchanger in the Brennmittelspeicher is cached. As can be seen immediately, this has a positive effect on the energy balance of the axial piston engine.

In particular, for longer service life, it is advantageous if between the compressor cylinder and the Brennmittelspeicher and / or between the Brennmittelspeicher and the working cylinder, a valve is arranged. In this way, the risk of leakage can be minimized. In particular, it is advantageous if 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.

Moreover, it is also independent of the other features of the present invention is advantageous if the pressure line between the compressor cylinder and cylinder has a valve, so that the fuel supply from Brennmittelspeicher especially in situations where no fuel is needed, as this example, when stopped at a Traffic light or braking is the case, can be reliably prevented, even if the compressor side is still provided due to a movement of the axial piston motor compressed fuel. In particular, a corresponding interruption can then be made and the combustor provided on the compressor side can directly reach the combustion agent reservoir directly, so that it can be immediately and immediately available, for example, for start-up and acceleration processes.

It is understood that - depending on the specific embodiment of the axial piston motor - can also be provided a plurality of pressure lines that can be shut off individually or together accordingly or connected to a fuel storage.

A very advantageous embodiment provides for at least two such Brennmittelspeicher, whereby different operating conditions of the axial piston motor can be regulated even more differentiated.

If the 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 considered. In particular, it is possible that 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 be achieved accordingly, if there is a pressure control, which defines a first pressure lower limit and a first pressure upper limit for the first fuel storage and a second lower pressure limit and a second upper pressure limit for the second Brennmittelspeicher within which a Brennmittelspeicher is loaded with pressure , wherein 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. In particular, 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.

In order to be able to realize a particularly fast response, in particular with regard to a very wide working spectrum, on the axial-piston engine, it is advantageous if the first upper pressure limit is less than or equal to the second lower pressure limit. Through such selected pressure intervals, a particularly extensive pressure range can advantageously be provided.

As explained in detail above, the axial piston motor water can be abandoned. However, this entails the risk that - especially in areas where combustion products are already present - corrosive processes are promoted. To avoid the latter, regardless of the other features of the present invention, an axial piston motor with at least one compressor cylinder, with at least one working cylinder and proposed with at least one pressure line through which compressed fuel from the compressor cylinder to the working cylinder, wherein the axial piston motor at any point water as a fuel, ie as a combustion chamber passing material, is abandoned and which is characterized in that before an end of operation the axial piston motor stopped the water application and the axial piston motor is operated for a defined period of time without water application.

It is understood that the time span is chosen to be as short as possible, since a user does not want to wait unnecessarily until the engine stops running, and since during this time the engine is actually no longer needed. On the other hand, the period of time is chosen to be sufficiently long that water, in particular from the hot or contact with combustion products in contact areas can be sufficiently removed. During this period, for example, fuel storage can be charged. Also during this time other decommissioning operations in a motor vehicle, such as the reliable closing of all windows, are performed, for which purpose even the energy provided by the engine can be used, which ultimately relieves a battery.

Here, the task can be done on the one hand directly into the combustion chamber. On the other hand, the water can be previously mixed with fuel, which can be done for example during or before compression, as this example, has already been explained above. Elsewhere, mixing with combustion air or with fuel or other fuels can occur.

An improvement in the efficiency of an axial piston engine can also - especially in demarcation against the WO 2009/062473 A2 - Be realized when the axial piston motor characterized by 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 Expanderstufe, with at least one control piston and a channel between the combustion chamber and the expander in that the control piston and the channel have a flow cross section with a main flow direction released by a movement of the control piston and the control piston has a guide surface parallel to the main flow direction and / or an impact surface perpendicular to the main flow direction and in which the control piston and the channel by a movement of the control piston Having enabled flow cross-section and the movement of the control piston along a longitudinal axis of the control piston takes place and the control piston has a guide surface and / or an impact surface at an acute angle to the longitudinal axis of the control piston.

Usually, a charge exchange between two volume-affected components of an internal combustion engine, through a throttle point, is associated with flow losses. Such a throttle point, which is formed in the present situation by the channel and the control piston, caused by these flow losses loss of efficiency. The aerodynamically favorable design of this channel and / or the control piston thus cause an increase in efficiency.

Accordingly, a guide surface of the control piston oriented parallel to the main flow direction has the advantage of avoiding flow losses and maximizing the efficiency. In particular, when the flow is formed so that it does not take place perpendicular to the longitudinal axis of the control piston, by a aligned at an acute angle to the longitudinal axis of the control piston guide surface, the guide surface can be at a favorable angle to a flowing over this guide surface flow. Advantageously, 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.

In the present case, the term "main flow direction" refers to the direction of flow of the fuel through the channel, which is measurable and can also be represented graphically in the case of laminar or turbulent flow of the fuel. The feature "parallel" thus refers to this main flow direction and is to be understood in the mathematical geometric sense, wherein a parallel to the main flow direction of a control piston control just by the flow of the fuel does not absorb impulse or just does not change the momentum of the flow.

If the control piston has reached a position at which the control piston closes the released flow cross section, this impact surface, which is perpendicular to the main flow direction, advantageously has a minimal surface area to the combustion chamber, so that combustion medium located in this combustion chamber also effects a minimal heat flow into the control piston. Thus, these are minimal compared to the main flow direction executed impact surface also achieves the lowest possible wall heat losses, which in turn maximizes the thermodynamic efficiency of the axial piston motor.

Similar to the guide surface already described above, in turn, the baffle can be arranged with the aid of the acute angle and placed in the flow of the fuel so that the baffle, if the flow is not perpendicular to the control piston or to the longitudinal axis of the control piston, a minimum surface the flow has. A minimally executed baffle surface again has the advantage that wall heat losses are reduced on the one hand and the unfavorable deflections of the flow with formation of vortices are minimized and the thermodynamic efficiency of the axial piston motor is correspondingly maximized.

The guide surface and / or the baffle may be a flat surface, a spherical surface, a cylindrical surface or a conical surface. A planar configuration 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 guide surface sealing surface can also be designed simply designed and a maximum sealing effect on this guide surface. 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. Thus arise at the transition from the control piston or the guide surface of the control piston to the channel no unwanted demolition or turbulence. Likewise, a cylindrical guide surface and / or impact surface implement the advantage that at a transition between the control piston and the channel or even a transition between the control piston and the combustion chamber, a flow can be carried out while avoiding flow or turbulence. Alternatively, 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 channel is designed as a diffuser or as a nozzle, the flow can be carried out again without demolition or turbulence by a conically designed Leifläche on the control piston. It goes without saying that each measure explained above also has an effect-maximizing effect independently of the other measures.

The axial-piston engine may have a conductive-surface sealing surface between the combustion chamber and the expander stage, the conductive-surface sealing surface being parallel to the conductive surface and cooperating with the conductive surface at a top dead center of the control piston. Since the control piston in its top dead center also receives a sealing effect, the Leitflächendichtfläche is advantageously designed so that it cooperates at the top dead center of the control piston over a large area with the guide surface and thus optimally performed sealing effect. The maximum sealing effect of the baffle sealing surface is given when each point of the baffle sealing surface has the same distance to the baffle, preferably no distance to the baffle. A Leitflächendichtflächte formed complementary to the guide surface meets these requirements regardless of which geometry has the guide surface.

Cumulatively, it is proposed that 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 Leitflächendichtfläche in a plane 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 Leitflächendichtfläche 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.

Alternatively or cumulatively to the above features, it is proposed that 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.

Furthermore, it is proposed that the guide surface, the impact surface, the guide surface sealing surface, the shaft sealing surface and / or the surface of the shaft of the control piston a mirrored Surface has. 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 thermal radiation and thus has the advantage of correspondingly increasing the thermodynamic efficiency of the axial piston motor.

The efficiency of an axial-piston engine is also improved by a method of manufacturing a heat exchanger of an axial-piston engine comprising 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, 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 Expanderstufe 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 pipe for separating two streams and wherein the manufacturing process characterized in that the tube is arranged in at least one of a material corresponding to the tube die and cohesively and / o which is frictionally connected to this die.

The use of heat transfer in an axial piston motor explained above can lead to disadvantages due to the life-limiting damage to the material due to the occurrence of particularly high temperature differences between the input and between the output of the heat exchanger on the one hand and between the heat-absorbing and heat-emitting part of the heat transfer. In order to counteract the resulting thermal stresses and damage caused by a loss of fuel or exhaust gas, a heat exchanger according to the above-described proposal can advantageously be made at its critical stress sites almost exclusively made of only one material with a suitable design. Even if the latter is not the case, material stresses are advantageously reduced by the solution described above.

It is understood that a solder used or other means used for mounting or mounting of the heat exchanger can be made of a different material, in particular if they are not areas with a high thermal load or with a high requirement for tightness.

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.

To create a cohesive and / or non-positive connection between the tube and the die is further proposed that the material bond between the pipe and the die is done by welding or soldering. By such a method, the tightness of a heat transfer is ensured in a simple manner and particularly advantageous. In this case, it is also possible to use a material corresponding to the tube or die as the welding or soldering material.

The adhesion between the tube and the die can be done alternatively or cumulatively thereto 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.

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

Figur 1

eine schematische Schnittdarstellung einer Anordnung aus einem Einlassventil und einem Auslassventil an einem Zylinderkopf eines Verdichterzylinders eines Axialkolbenmotors;

Figur 2

eine schematische teilweise geschnittene Aufsicht - in Richtung des Verdichterzylinders gesehen - auf die Anordnung nach Figur 1;

Figur 3

eine schematische Schnittdarstellung eines Axialkolbenmotors mit zwei Wärmeübertragern, an welchem die Baugruppen aus den Figuren 1 und 2 vorteilhaft eingesetzt werden können;

Figur 4

eine schematische Aufsicht auf den Axialkolbenmotor nach Figur 3;

Figur 5

eine schematische Aufsicht auf einen anderen Axialkolbenmotor in ähnlicher Darstellung wie nach Figur 4, der ebenfalls vorteilhaft mit den in den Figuren 1 und 2 gezeigten Baugruppen ausgestattet werden kann;

Figur 6

eine schematische Schnittdarstellung eines Axialkolbenmotors mit einem Brennmittelspeicher, an welchem die Baugruppen aus den Figuren 1 und 2 ebenso vorteilhaft eingesetzt werden können;

Figur 7

eine schematische Ansicht eines weiteren Axialkolbenmotors, an welchem die Baugruppen aus den Figuren 1 und 2 auch vorteilhaft eingesetzt werden können;

Figur 8

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

Figur 9

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

Figur 10

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

Figur 11

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

Figur 12

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

Show it:

FIG. 1

a schematic sectional view of an arrangement of an intake valve and an exhaust valve to a cylinder head of a compressor cylinder of an axial piston motor;

FIG. 2

a schematic partially sectional plan view - in the direction of the compressor cylinder - on the arrangement according to FIG. 1 ;

FIG. 3

a schematic sectional view of an axial piston motor with two heat exchangers, on which the assemblies of the Figures 1 and 2 can be used advantageously;

FIG. 4

a schematic plan view of the axial piston according to FIG. 3 ;

FIG. 5

a schematic plan view of another axial piston engine in a similar representation as after FIG. 4 , which also benefits with the in the Figures 1 and 2 shown assemblies can be equipped;

FIG. 6

a schematic sectional view of an axial piston motor with a Brennmittelspeicher, to which the modules of the Figures 1 and 2 can also be used advantageously;

FIG. 7

a schematic view of another axial piston motor on which the assemblies of the Figures 1 and 2 can also be used advantageously;

FIG. 8

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

FIG. 9

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

FIG. 10

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

FIG. 11

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

FIG. 12

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

When in the FIG. 1 shown compressor side detail view of an axial piston 1101 is substantially a cylinder head 1151 of a compressor cylinder 1160 of the axial piston 1101 shown.

In the cylinder head 1151, a compressor cylinder intake valve 1152 and a plurality of compressor cylinder exhaust valves 1153 (numbered only by way of example) are recessed. The compressor cylinder inlet valve 1152 is equipped according to the invention with an annular inlet valve cover 1154, which with a three-point support 1158 (see FIG. 2 ) is mounted on the cylinder head 1151.

The annular inlet valve cover 1154 is pulled by a total of three coil springs 1159 (here only exemplarily) against an inlet valve seat 1161, whereby corresponding annular arranged openings 1162 (here only exemplified) of the compressor cylinder inlet valve 1152 can be sealed.

As from the detailed representation after the FIG. 1 can be clearly seen, the coil springs 1159 are attached on the one hand to the annular inlet valve cover 1154 and on the other hand to support arms 1163 of the three-point support 1158 and thus biased to train.

In a region 1164 within the ring formed by the inlet valve cover 1154, a water inlet 1165 is arranged in this embodiment, by means of which water or water vapor can be introduced into the compressor cylinder 1160. This occurs, for example, during a suction stroke in which a compressor piston (not shown here) moves away from the cylinder head 1151 and combustion air flows into the compressor cylinder 1160 via the openings 1162 of the open compressor cylinder inlet valve 1152.

Characterized in that the openings 1162 are arranged concentrically around the water inlet 1165, the water or the steam during the suction stroke can be mixed very fast, uniformly and intimately with the combustion air flowing through the openings 1162, whereby a particularly homogeneous combustion agent from a combustion air Water mixture is present in the compressor cylinder 1160, which can be densified when compacting, as far as possible, isothermal and not adiabatic. As a result, the efficiency of the axial piston 1101 also increases advantageously. The combustion air in this case passes via a corresponding feed line 1157 past the spiral springs 1159 to the openings 1162.

In the immediate vicinity of the compressor cylinder inlet valve 1152 are compressor cylinder outlet valves 1153 (numbered here only by way of example), via which the compressed within the compressor cylinder 1160 combustion agent can be removed from the compressor cylinder 1160 out.

Due to the fact that the compressor cylinder outlet valves are designed to be relatively small, in particular smaller than the compression cylinder inlet valve 1152, the compressor cylinder outlet valves are outstanding 1153 by extremely short reaction times, whereby a particularly fast removal of fuel from the compressor cylinder 1160 is ensured.

Each of the compressor cylinder exhaust valves 1153 in this embodiment has an exhaust valve cover 1166 configured as a hemisphere 1167 which is pressed against a correspondingly formed exhaust valve seat 1168. To this end, each of the compressor cylinder exhaust valves 1153 includes a compression spring 1169 which urges the exhaust valve cover 1166 with its hemisphere 1167 against the exhaust valve seat 1168.

Due to the fact that the exhaust valve cover 1166 is configured as a hemisphere 1167, the exhaust valve cover 1166 always reliably seals the compressor cylinder exhaust valve 1153 at the corresponding exhaust valve seat 1168. As a result, even guide inaccuracies of the exhaust valve cover 1166 and / or manufacturing tolerances of the exhaust valve cover 1166 and the exhaust valve seat 1168 can be excellently compensated, so that the compressor cylinder exhaust valve 1153 can always seal well. Even wear and tear can be well compensated with the hemisphere 1167 of the exhaust valve cover 1166, so that the compressor cylinder outlet valve 1153 is also very low maintenance.

In order to ensure a particularly high smoothness and speed of the exhaust valve cover 1166, the Kompressorzylinderauslassventil 1153 still means for aligning the Auslaßventildeckels 1166, which interact with the compression spring 1169, so that a particularly reliable guidance of the Auslaßventildeckels 1166 is ensured. This is the case even if the exhaust valve cover 1166 should have an asymmetrical shape with respect to the working direction 1179.

The means for aligning the exhaust valve cover 1166 are realized in this embodiment as a guide bush 1189, in which the compression spring 1169 is inserted. Also, the flat bearing surface of the hemisphere 1167 serves a corresponding orientation, since the compression spring 1169 acts directly aligning on this bearing surface.

In addition, if the exhaust valve cover 1166 is at least partially hollow, the exhaust valve cover 1166 can be made particularly lightweight in terms of weight, whereby the masses to be moved on the compressor cylinder outlet valve 1153 can be further reduced. As a result, the reaction times of the compressor cylinder outlet valve 1153 can again advantageously be lowered.

The following describes by way of example some axial piston motors to which the above-described compressor cylinder intake valves and compressor cylinder exhaust valves can be advantageously installed.

The example in the FIGS. 3 and 4 illustrated axial piston motor 201 has a continuously operating combustion chamber 210, from which successive working medium via shot channels 215 (exemplified) working cylinders 220 (exemplified numbered) is supplied. In the working cylinders 220 each working piston 230 (exemplified figured) is arranged, which is realized via a rectilinear connecting rod 235 on the one hand with an output, which in this embodiment as a curved track 240 carrying, arranged on an output shaft 241 spacer 242, and on the other hand with a Compressor piston 250 are connected, which in each case in the manner explained in more detail below in the compressor cylinder 260 runs.

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

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

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

As directly from the FIG. 4 As can be seen, the axial piston motor 201 has two heat exchangers 270, which are each arranged axially with respect to the axial piston motor 201. By means of this arrangement, the paths which the exhaust gas has to pass through the exhaust ducts 225 through to the heat exchangers 270 can be considerably reduced in comparison with axial piston motors of the prior art. This has the consequence that ultimately reaches the exhaust gas at a much higher temperature, the respective heat exchanger 270, so that ultimately the fuel can be preheated to correspondingly higher temperatures. In practice it has been found that at least 20% fuel can be saved by such a configuration. It is assumed that optimized design even allows savings of up to 30% or more.

In addition, the heat exchanger with a thermal insulation, not shown here are isolated from asbestos substitute. This ensures that in this embodiment, the outside temperature of the axial piston motor in the region of the heat exchanger 270 does not exceed 450 ° C in almost all operating conditions. Exceptions are only overload situations, which only occur for a short time anyway. Here, the heat insulation is designed to ensure a temperature gradient of 350 ° C at the hottest point of the heat exchanger.

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

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

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

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

The in FIG. 5 shown axial piston motor 301 corresponds in its construction and in its operation substantially to the axial piston motor 201 after FIGS. 3 and 4 , Out For this reason, a detailed description is omitted, in FIG. 5 similarly acting assemblies are also provided with similar reference numerals and differ only in the first digit. The axial piston gate 301 also has a central combustion chamber 310, from which working medium 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.

In this case, the axial piston motor 301 in deviation from the axial piston motor 201 depending on a heat exchanger 370 for exactly two working cylinder 320, whereby the length of the channels 325 can be reduced to a minimum. As is readily apparent, in this embodiment, the heat exchangers 370 are partially embedded in the housing body 305 of the axial piston motor 301, resulting in an even more compact construction than the construction of the axial piston motor 201 FIGS. 3 and 4 leads. In this case, the extent to which the heat exchangers 370 can be let into the housing body 305 is limited by the possibility of arranging further assemblies, such as water cooling for the working cylinders 220.

Also the in FIG. 6 shown axial piston motor 401 substantially corresponds to the axial piston motors 201 and 301 after the FIGS. 3 to 5 , Accordingly, identical or similar components are similarly numbered and differ only by the first digit. Incidentally, accordingly, in this embodiment, a detailed explanation of the operation is omitted, since this already with respect to the axial piston motor 201 after FIGS. 3 and 4 has happened.

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. Here, the combustion chamber 410 is connected via each shot channels 415 with the working cylinders 420, so that the latter can be supplied to the working cylinders 420 according to the timing of the axial piston motor 401 working medium.

After the work has been completed, the working medium leaves the working cylinders 420 in each case through exhaust ducts 425 which lead to heat exchangers 470, these heat exchangers 470 identical in this embodiment, the heat exchangers 270 of the axial piston motor 201 after the FIGS. 3 and 4 are arranged. It is understood that in alternative embodiments, other arrangements of the heat exchanger 470 may be provided. The working medium leaves the heat exchanger 470 through outlets 427 (numbered as an example).

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

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

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

The valves 482 and 485 may be opened or closed depending on the operating state of the axial piston motor 401. 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 overrun mode, ie no combustion medium is needed at all but is driven via the output shaft 441. The excess caused by the movement of the compressor pistons 450 occurring in such an operating situation Fuel can then also be readily stored in the fuel storage 480.

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

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

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

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

On the axial piston motors 201, 301 and 401 according to the FIGS. 3 to 6 are temperature sensors for measuring the temperature of the exhaust gas or not shown in the combustion chamber. As such temperature sensors are all temperature sensors in question, the reliable temperatures between 800 ° C and 1,100 ° C can measure. In particular, if the combustion chamber comprises a pre-combustion chamber and a main combustion chamber, the temperature of the pre-combustion chamber can also be measured via such temperature sensors. In that regard, the above-described axial piston motors 201, 301 and 401 may be respectively controlled via the temperature sensors such that the exhaust gas temperature when leaving the power cylinders 220, 320, 420 is approximately 900 ° C and if present, the temperature in the pre-combustion chamber is approximately 1000 ° C ,

In the as shown in the FIG. 7 Examples shown further axial piston 501 are such temperature sensors, for example in the form of a Vorkammertemperatursensors 592 and two exhaust gas temperature sensors 593 available and shown schematically. In particular, by means of 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 motor 501-a meaningful value is determined via the quality of the combustion or with regard to the running stability of the further axial piston motor 501. For example, a flame temperature in the preburner 517 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. By means of the exhaust gas temperature sensors 593, which sit at outlets or exhaust ducts 525 of the respective working cylinder 520, the operating state of the combustion chamber 510 can be cumulatively checked and, if necessary, regulated, so that optimal combustion of the combustion medium is always guaranteed.

Otherwise, the structure and operation of the further axial piston motor 501 essentially correspond to those of the previously described axial piston motors. insofar 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.

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

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

For supplying fuel or combustion air into the combustion chamber 510, in particular in the relevant conical chamber 513, on the one hand a main nozzle 511 and on the other hand, a treatment nozzle 512. By means of the main nozzle 511 and the treatment nozzle 512 fuel or fuel can be injected into the combustion chamber 510 become.

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

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

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

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

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

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

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

In a manner known per se, the process air is compressed by means of the compressor pistons 550, if appropriate also including an injected water, as already described above. If the task of water or water vapor during a suction stroke of the corresponding compressor piston 550, especially a possible isothermal compression of the fuel can be favored. An associated with the suction stroke water task can ensure a particularly uniform distribution of water within the fuel in an operationally simple manner.

In this way, if appropriate, exhaust gases in one or more heat exchangers, not shown here, can be cooled substantially lower if the process air is to be preheated via one or more such heat exchangers and conducted as combustion agent to the combustion chamber 510, as already described, for example, in the above-described exemplary embodiments FIGS. 3 to 6 already described in detail. The exhaust gases may be supplied to the heat exchanger (s) via the aforementioned exhaust passages 525, the heat exchangers being arranged axially with respect to the further axial piston motor 501.

Corresponding to the axial piston motor 201, heat exchanger isolations can also be provided in the axial piston motor 501, as is the case with the axial piston motors 301 and 401, as well.

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

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

In this respect, the working medium flowing out of the combustion chamber 510 can be supplied via at least one firing channel 515 successively to at least two working cylinders 520, wherein a firing channel 515 is provided per working cylinder 520, which can be closed and opened via a control piston 531. Likewise, several shot channels per cylinder can be provided. Thus, the number of control pistons 531 of the further axial piston motor 501 is predetermined by the number of working cylinders 520 and the number of firing channels per working cylinder 520. A closing of the firing channel 515 takes place via the control piston 531 also with its control piston cover 532. The control piston 531 is driven by means of a control piston cam track 533, wherein a spacer 534 is provided for the control piston cam track 533 to the drive shaft 541, which also serves in particular a thermal decoupling. In the present exemplary embodiment of the further axial piston motor 501, the control piston 531 can perform a substantially axially directed stroke movement 543. Each of the control piston 531 is guided for this purpose by means of not further quantized sliding blocks, which are mounted in the control piston cam track 533, wherein the sliding blocks each have a safety cam which reciprocates in a not further numbered guide groove and prevents rotation in the control piston 531.

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

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

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

The further axial piston motor 501 can likewise be equipped with at least one combustion agent reservoir and corresponding valves, wherein in the specific exemplary embodiment according to FIG FIG. 6 however, is not explicitly shown. In the case of the further axial piston motor 501, the combustion agent reservoir can also be provided in multiple designs in order to be able to store compressed combustion agents with different pressures.

The Brennmittelspeicher can in this case be connected to corresponding pressure lines of the combustion chamber 510, wherein the Brennmittelspeicher preferably via valves to the pressure lines are fluidly connectable or separable. In particular, between the working cylinders 520 and compressor cylinders 560 and the Brennmittelspeicher shut-off valves or throttle valves or control or control valves may be provided. For example, the aforementioned valves can be opened or closed correspondingly in start-up or acceleration situations and for starting, whereby the combustion chamber 510, at least for a limited period, a fuel surplus can be provided. The Brennmittelspeicher are fluidically preferably interposed between one of the compressor cylinder and one of the heat exchanger.

The two combustion agent reservoirs are ideally operated at different pressures in order to be able to use the energy provided by the further axial piston motor 501 in the form of pressure very well. For this purpose, the intended upper pressure limit and lower pressure limit can be set on the first fuel storage by means of a corresponding pressure control below the upper pressure limits and lower pressure limits of the second fuel storage. It is understood that this can be done at the Brennmittelspeichern with different pressure intervals.

In the FIGS. 8 and 9 shown further axial piston motors substantially correspond to the axial piston motor 501, so that in this respect a further explanation of the effect and operation is dispensed with. Significant difference between the axial piston from the FIGS. 8 and 9 on the one hand and the axial piston motor 501 on the other hand, the cooling of the cylinder 1314 via the cylindrical chamber 1314 charged with combustion medium combustion chamber, which takes place in the axial piston motor shown in addition to water. It is understood that such or similar water cooling can also be provided in the axial piston motor 501 or the other axial piston motors shown here. For this purpose, both axial piston motors each have a water chamber 1309A, which surrounds the combustion chamber 1326 and is fed via a supply line with liquid water. For this purpose, water with combustion chamber pressure is supplied in each case via the non-numbered supply line.

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

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

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

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

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

Also shows the FIG. 8 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. Also, optionally, the inner cooling channels 1345 may be charged with oil via the pressurized oil circuit 1361 rather than via a water circuit to cool the underside of the combustion chamber 1326.

At the in FIG. 9 1, a first control chamber seal 1365 and a second control shaft seal 1366 designed as a radial shaft seal are provided, which seal the control chamber 1364, which may be under higher pressure, with respect to the rest of the axial piston motor which is under approximate ambient pressure. The first control chamber seal 1365 and second control chamber seal 1366 seal the control chamber 1364 via a sealing sleeve 1367. This sealing sleeve 1367 is seated by means of a press fit on a rotating central shaft of the axial piston motor, which partially contains the pressure oil circuit 1361. Of course, the sealing sleeve 1367 can also be connected in a different manner with the rotating shaft. Also conceivable is 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 engine, so that conventional seals can be used here.

The FIG. 9 also shows a further embodiment of the control piston surfaces serving to seal the shot channels 1315. Herein it becomes clear that the baffle surface 1332B need not necessarily be a flat surface, but also a section of a spherical, cylindrical or conical surface and thus rotationally symmetrical to the symmetry axis 1303 may be formed. Also, the baffle 1332A and the baffle sealing surface 1332E may be deviated from a plane. The FIG. 9 shows an embodiment of the guide surface 1332A and the Leitflächendichtfläche 1332E, these surfaces represent an angled straight line at least in a sectional plane.

Also, the surfaces of the spool 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 stem sealing surface 1332D are mirrored to inhibit heat radiation heat loss via the spool minimize. The applied silvering of these surfaces can moreover also consist of a ceramic coating which reduces the thermal conductivity or the wall heat transfer to the control piston. As well as the surfaces of the control piston 1331, the surface of the combustion chamber bottom 1348 (shown by way of example in FIG FIG. 6 ) to minimize wall heat loss. At the bottom of the combustion chamber floor 1348 In addition to the cooling, there are internal cooling channels, which optionally dissipate heat from the combustion chamber 1326 with water or oil.

The in the FIG. 9 illustrated cooling chamber 1334 of the control piston 1331 is filled with a liquid present at the operating temperature of the axial piston motor metal, sodium in this embodiment, which can dissipate heat by convection and heat conduction heat from the surfaces of the control piston and pass it to the oil located in the pressure oil circuit 1361.

FIG. 10 shows a heat exchanger head plate 3020 which is suitable for use for a heat exchanger for an axial piston motor. The heat exchanger head plate 3020 includes for mounting and connection to an exhaust manifold of an axial piston motor a flange 3021 with corresponding arranged in a bolt hole bores 3022 in the radially outer region of the heat exchanger head plate 3020. In the radially inner region of the flange 3021 is the die 3023, which numerous as Tubular seats 3024 has executed holes for receiving pipes.

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

Alternatively, the tube seats 3024 may be configured to realize a clearance fit or transition fit. Thus, an assembly of the tubes in the tube seats 3024 by a cohesive instead of a frictional connection can be made. In this case, 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.

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

FIG. 11 shows a schematic sectional view of a gas exchange valve 1401 with a valve spring 1411 and a bounce spring 1412. The gas exchange valve 1401 is in this case designed as an automatically opening valve without cam control, which opens at a given pressure difference, the in-cylinder pressure is lower than the pressure in the case of a suction of the cylinder Inlet from which the corresponding cylinder sucks a fuel. The gas exchange valve 1401 is preferably used as an inlet valve in the compressor stage. The valve spring 1411 in this case provides a closing force on the gas exchange valve 1401, by means of which the opening time can be determined via the design of the valve spring 1411. The valve spring 1411, which surrounds the valve stem 1404 of the gas exchange valve 1401, in this case sits in a valve guide 1405 and is supported on the valve spring plate 1413.

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

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

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

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

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

Another schematic sectional view of a gas exchange valve 1401 with a valve spring 1411 and a bounce spring 1412 shows the FIG. 12 in which a two-piece valve spring plate 1413 is used in conjunction with a support ring 1415. In this embodiment The split valve spring plate 1413 is brought into contact with the valve stem 1404 without the use of conical pieces 1414, where it positively receives the spring forces of the valve spring 1411 and the impact spring 1412. The support ring 1415 on the one hand represents a captive safety device and on the other hand the support ring 1415 absorbs forces in the radial direction, as seen from the axis of the valve stem. A retaining ring 1416 in turn secures the support ring 1415 from falling out.

In order to continue to achieve a rapid opening and closing of the gas exchange valve, gas exchange valves 1401 are made of a light metal according to this embodiment, ie when used in the compressor stage and as an automatically opening valve. The lower mass inertia of a gas exchange valve 1402 made of light metal favors in this case the fast opening but also the fast and gentle closing of the gas exchange valve 1401. Also, the low inertia of the valve seat 1403 is protected because the gas exchange valve 1401 in this embodiment, no excessive kinetic energy when placed in releases the valve seat 1403. The gas exchange valve 1401 shown is preferably made of Dural, a high strength aluminum alloy, whereby the gas exchange valve 1401 has a sufficiently high strength despite its low density. LIST OF REFERENCE NUMBERS 201 axial piston motor 420 working cylinder 205 housing body 425 exhaust duct 210 combustion chamber 427 outlet 215 firing channel 430 working piston 220 working cylinder 435 connecting rod 225 exhaust duct 440 cam track 227 outlet 441 output shaft 230 working piston 442 spacer 235 connecting rod 450 pistons compressor 240 cam track 455 pressure line 241 output shaft 456 annular channel 242 spacer 250 pistons compressor 457 supply 255 pressure line 460 compression cylinder 257 supply 470 Heat exchanger 260 compression cylinder 480 Combustion agent storage 270 Heat exchanger 481 storage line 485 Valve 301 axial piston motor 305 housing body 501 axial piston motor 310 combustion chamber 502 Main focal direction 315 firing channel 503 axis of symmetry 320 working cylinder 504 Combustion air supply 325 exhaust duct 505 housing body 370 Heat exchanger 506 ceramic assembly 507 ceramic combustion chamber wall 401 axial piston motor 508 profiled tube 405 housing body 509 Cooling air chamber 410 combustion chamber 510 combustion chamber 415 firing channel 511 Main Jet 512 regeneration injector 550 pistons compressor 513 conical chamber 560 compression cylinder 514 cylindrical chamber 592 Vorkammertemperatursensor 515 firing channel 593 Exhaust gas temperature sensor 516 first beam direction 517 prebumer 1101 axial piston motor 518 main burner 1151 cylinder head 519 further beam direction 1152 Compressor cylinder inlet valve 520 working cylinder 1153 Verdichterzylinderauslassventil 521 Process air supply 1154 annular inlet valve cover 522 further combustion air supply 1157 supply 523 holes wreath 1158 Three-point support 524 Cooling air supply chamber 1159 coil springs 525 exhaust duct 1160 compression cylinder 526 combustion chamber 1161 valve seat 530 working piston 1162 openings 531 spool 1163 holder arms 532 Control piston cover 1164 Area 533 Spool cam track 1165 water inlet 534 spacer 1166 outlet valve 535 connecting rod 1167 hemisphere 536 Pleuellaufräder 1168 exhaust valve seat 537 Drive cam carrier 1169 compression spring 538 water cooling 1179 working direction 539 Shot channel ring 1189 guide bush 540 cam track 541 output shaft 1302 Main focal direction 543 stroke movement 1303 axis of symmetry 545 internal cooling channels 1306 ceramic assembly 546 medium cooling channels 1307 ceramic combustion chamber wall 547 outer cooling channels 1308 profiled steel tube 548 combustion chamber base 1309a water chamber 1309d annular channel 1365 first control chamber gasket 1309E annular channel 1366 second control chamber gasket 1309f channel 1367 sealing sleeve 1314 cylindrical chamber 1315 firing channel 1401 Gas exchange valve 1315A Symmetry axis of the firing channel 1402 valve disc 1315b Longitudinal axis of the control piston 1403 valve seat 1320 working cylinder 1404 valve stem 1326 combustion chamber 1405 valve guide 1330 working piston 1406 Valve spring guide 1331 spool 1411 valve spring 1332a baffle 1412 impact spring 1332B baffle 1413 Valve spring retainer 1332D Shaft sealing surface 1414 cotter 1332E Leitflächendichtfläche 1415 support ring 1333 Spool cam track 1416 circlip 1334 cooling chamber 1345 internal cooling channels 3020 Wärmeübertragerkopfplatte 1348 combustion chamber base 3021 flange 1361 Pressure oil circulation 3022 mounting hole 1362 Control piston oil chamber 3023 die 1363 Control piston seal 3024 tube seat 1364 control chamber

Claims (12)

Axial piston engine with an internal continuous combustion (ikV) and 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, in particular also according to one of the preceding claims, characterized in that Compressor stage has a different from the expander stage stroke volume. Axial piston engine according to claim 1, characterized in that the stroke volume of the compressor stage is smaller than the stroke volume of the expander stage. Axial piston engine according to claims 1 or 2, characterized in that a Einzelhubvolumen at least one cylinder of the compressor stage is smaller than the Einzelhubvolumen at least one cylinder of the Expanderstufe. Axial piston engine according to claims 1 to 3, characterized in that the number of cylinders of the compressor stage is equal to or less than the number of cylinders of the expander stage. Axial piston engine with an internal continuous combustion (ikV) and 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, characterized by a Brennmittelspeicher, in which compacted medium can be cached , Axial piston engine according to claim 5, characterized in that the Brennmittelspeicher is provided between the compressor cylinder and a heat exchanger. Axial piston engine according to claim 5 or 6, characterized in that a valve is arranged between the compressor cylinder and the Brennmittelspeicher. Axial piston engine according to one of claims 5 to 7, characterized in that between the fuel storage and the working cylinder, a valve is arranged. Axial piston engine according to one of claims 5 to 8, characterized by at least two fuel storage. Axial piston engine according to claim 9, characterized in that the at least two Brennmittelspeicher be loaded with different pressures. Axial piston engine according to claim 10, characterized by a pressure control, 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 Brennmittelspeicher, within which a Brennmittelspeicher loaded with pressures, the first upper pressure limit the second upper pressure limit and the first lower pressure limit is below the second lower pressure limit. Axial piston engine according to claim 11, characterized in that the first upper pressure limit is less than or equal to the second lower pressure limit.

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