EP2846029A2 - Moteur à pistons axiaux, procédé de fabrication d'un moteur à pistons axiaux et procédé de fabrication d'un caloporteur d'un moteur à pistons axiaux - Google Patents

Moteur à pistons axiaux, procédé de fabrication d'un moteur à pistons axiaux et procédé de fabrication d'un caloporteur d'un moteur à pistons axiaux Download PDF

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Publication number
EP2846029A2
EP2846029A2 EP14002007.4A EP14002007A EP2846029A2 EP 2846029 A2 EP2846029 A2 EP 2846029A2 EP 14002007 A EP14002007 A EP 14002007A EP 2846029 A2 EP2846029 A2 EP 2846029A2
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EP
European Patent Office
Prior art keywords
axial piston
valve
cylinder
compressor
fuel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP14002007.4A
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German (de)
English (en)
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EP2846029A3 (fr
Inventor
Ulrich Rohs
Dieter Voigt
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
GETAS Gesellschaft fuer Themodynamische Antriebssysteme mbH
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GETAS Gesellschaft fuer Themodynamische Antriebssysteme mbH
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Publication of EP2846029A2 publication Critical patent/EP2846029A2/fr
Publication of EP2846029A3 publication Critical patent/EP2846029A3/fr
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B3/00—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B3/00—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis
    • F01B3/0032—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis having rotary cylinder block
    • F01B3/0035—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis having rotary cylinder block having two or more sets of cylinders or pistons
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B3/00—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis
    • F01B3/04—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis the piston motion being transmitted by curved surfaces
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/46—Component parts, details, or accessories, not provided for in preceding subgroups
    • F01L1/462—Valve return spring arrangements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L3/00—Lift-valve, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces; Parts or accessories thereof
    • F01L3/10—Connecting springs to valve members
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/26—Engines with cylinder axes coaxial with, or parallel or inclined to, main-shaft axis; Engines with cylinder axes arranged substantially tangentially to a circle centred on main-shaft axis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2301/00—Using particular materials
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
    • F02B33/06—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps
    • F02B33/22—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with pumping cylinder situated at side of working cylinder, e.g. the cylinders being parallel

Definitions

  • the invention relates to an axial piston motor.
  • the invention likewise relates to a method for operating an axial piston motor and to a method for producing a heat exchanger of an axial piston motor.
  • Axial piston engines are well known in the art and are characterized as energy converting machines which provide on the output side mechanical rotational energy with the aid of at least one piston, wherein the piston performs a linear oscillating motion whose orientation is oriented substantially coaxially to the axis of rotation of the rotational energy.
  • axial piston motors which are operated for example only with compressed air
  • 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.
  • the term “fuel” means any material that participates in the combustion or is carried along with the components participating in the combustion and flows through the axial piston motor.
  • the fuel then comprises at least fuel or fuel, wherein the term “fuel” in the present context fuel so any material describes which reacts exothermally via a chemical or other reaction, in particular via a redox reaction.
  • the combustor may further include components, such as air, that provide materials for the reaction of the fuel.
  • axial piston motors can also be operated under the principle of internal continuous combustion (ikV), according to which fuel, ie, for example Fuel and air, continuously fed to a combustion chamber or multiple combustion chambers.
  • fuel ie, for example Fuel and air
  • Axial piston motors can also work on the one hand with rotating piston, and correspondingly rotating cylinders, which are successively guided past a combustion chamber.
  • axial piston motors may comprise stationary cylinders, the working medium then being distributed successively to the cylinders in accordance with the desired load order.
  • such stationary cylinder having ikV axial piston from the EP 1 035 310 A2 and the WO 2009/062473 A2 known, wherein in the EP 1 035 310 A2 an axial-piston engine is disclosed, in which the fuel supply and the exhaust gas discharge are coupled heat-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.
  • such axial piston motors can be assigned to a compressor and a working side.
  • working cylinder working piston
  • working side are used interchangeably with the terms “expansion cylinder”, “expansion piston” and “expansion side” or “expander cylinder”, “expander piston” and “expander side” and the terms “expansion stage” and “expander stage”, wherein an “expander stage” or “expansion stage” denotes the totality of all “expansion cylinders” or “expander cylinders” located therein.
  • an axial piston 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.
  • 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.
  • a Firing means in particular for a combustion air to be sucked
  • 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.
  • 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.
  • a preferred embodiment provides that the intake valve cover has a three-point mounting.
  • the intake valve cover has a three-point mounting.
  • inlet valve cover is tensioned against at least one spring against an inlet valve seat.
  • 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.
  • a particularly high density on the compressor cylinder inlet valve can be achieved.
  • 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.
  • such an eccentric spring attachment is preferably provided, so that in particular even with large valve diameters, a uniform bracing can be ensured.
  • an inlet be provided in the compressor cylinder or an outlet from the compressor cylinder within the ring formed by the inlet valve cover.
  • 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.
  • 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.
  • such an inlet is a water inlet, by means of which water can be introduced into the compressor cylinder.
  • 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.
  • 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.
  • 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.
  • this ensures an excellent distribution of the water in the fuel.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • two or more compressor cylinder outlet valves allow a particularly fast and friction-free removal of compressed fuel.
  • the efficiency can thereby be cumulatively or alternatively improved.
  • 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.
  • the domed formed valve cover is advantageously designed as a ball or cone.
  • 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.
  • 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.
  • a spring seat may be provided without departing from the feature of a flat support surface and the associated advantages.
  • valve cover is hollow, since it can thereby be made even lighter weight.
  • the domed formed valve cover can be made of different materials.
  • 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.
  • valve cover which interact with a Ventildeckelantikfeder. 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.
  • a fast-acting Auslassventilver gleich adopted be provided on the axial piston motor, which can still be implemented very inexpensively.
  • the Ventildeckelan réellefeder is guided in a shaft in a valve cover of the compressor cylinder, so that critical radial deflections of Ventildeckelantikfeder can be prevented.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • spring length refers to the maximum possible length of the impact spring or the valve spring in the installed state.
  • 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.
  • the spring length of the impact spring corresponds to a height of a spring travel of the bounce increased height of a valve guide.
  • 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.
  • 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.
  • any other component can occur, which can come into contact with moving parts of the valve train.
  • 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.
  • 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.
  • 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.
  • 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 .
  • titanium and / or magnesium can be used instead of aluminum or an aluminum alloy and the material titanium or magnesium or an alloy of aluminum.
  • a correspondingly lightweight gas exchange valve, 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.
  • 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.
  • 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.
  • the stroke volume of the compressor stage is smaller than the stroke volume of the expander stage.
  • 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.
  • thermodynamic efficiency achieved by this measure its maximum efficiency in this respect, when the expansion to ambient pressure occurs.
  • an axial piston motor for implementing this advantage can also be designed 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 Expandersee.
  • a large Einzelhubvolumen the cylinder of the expander, if the number of cylinders of the expander and the compressor stage should remain identical, the thermodynamic efficiency by a favorable influence on the surface-volume ratio, whereby lower wall heat losses are achieved in the Expanderimplerimpl to favor.
  • this embodiment is advantageous in an axial piston engine with a compressor stage comprising at least one cylinder, with an expander stage comprising at least one cylinder and at least one combustion chamber between the compressor stage and the expander stage, independently of the other features of the present invention.
  • the number of cylinders of the compressor stage is equal to or less than the number of cylinders of the expander stage.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the axial-piston engine has at least four pistons, it is advantageous if the exhaust gases of at least two adjacent pistons are directed into a respective heat exchanger. In this way, the paths between the piston and heat exchanger for the exhaust gases can be minimized, so that losses in the form of waste heat, which can not be recovered via the heat exchanger can be reduced to a minimum.
  • the axial piston engine comprises at least two pistons, wherein the exhaust gases of each piston are passed in each case a heat exchanger.
  • each piston it may - depending on the specific implementation of the present invention - be advantageous if each piston a heat exchanger is provided. Although this requires an increased construction costs;
  • the heat exchanger can each be smaller, and thus structurally possibly simpler, be formed, whereby the axial piston motor builds overall more compact and thus burdened with lower losses.
  • a heat exchanger is provided, - if necessary - the respective heat exchanger can be integrated into the gusset between two pistons, whereby the entire axial piston can be made correspondingly compact.
  • 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 Expanderwear and an environment is arranged and wherein the axial piston motor is characterized in that the heat-absorbing and / or the heat-emitting part of the heat exchanger downstream and / or upstream means for discharging at least one fluid.
  • the task of a fluid in the fuel stream can contribute to an increase in the transmission capacity of the heat exchanger, for example, by the task of a suitable fluid, the specific heat capacity of the fuel stream of the specific heat capacity 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.
  • 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.
  • 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.
  • water and / or fuel can be given up accordingly.
  • 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.
  • a water separator be arranged in the heat-emitting part of the heat exchanger or downstream of the heat-emitting part of the heat exchanger.
  • the 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.
  • 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.
  • 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.
  • the fluid be fed downstream and / or upstream of the heat exchanger.
  • separated water may be added to the fuel stream and / or the exhaust stream again.
  • a closed water cycle is thereby realized, which no longer needs to be supplied from the outside water.
  • 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.
  • 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.
  • 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.
  • the stored in the Brennstoff Items fuel can be used, for example, for starting operations of the axial piston motor.
  • the Brennstofftechnische 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 Brennstoff Items is cached. As can be seen immediately, this has a positive effect on the energy balance of the axial piston engine.
  • a valve is arranged between the compressor cylinder and the Brennstoff Tips and / or between the Brennstoff Items and the working cylinder. In this way, the risk of leakage can be minimized.
  • the combustion agent reservoir can be separated by means of a valve via a valve from the pressure line or from the assemblies which conduct fuel during normal operation. In this way, the fuel can be stored in the fuel storage unaffected by the other operating conditions of the axial piston motor.
  • the pressure line between the compressor cylinder and cylinder has a valve, so that the fuel supply from Brennstofftechnische 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.
  • 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.
  • 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 Brennstoffashes, whereby different operating conditions of the axial piston motor can be regulated even more differentiated.
  • 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.
  • 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.
  • 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 Brennstoff Items within which a Brennstofftechnisch 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.
  • the fuel storage means used can be operated in different pressure intervals, whereby the energy provided by the axial piston motor in the form of fuel pressure can be used even more effectively.
  • the first upper pressure limit is less than or equal to the second lower pressure limit.
  • a particularly extensive pressure range can advantageously be provided.
  • the 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.
  • 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.
  • the task can be done on the one hand directly into the combustion chamber.
  • 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 Expandercase, 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.
  • a charge exchange between two volume-affected components of an internal combustion engine, through a throttle point is associated with flow losses.
  • 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.
  • 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.
  • the guide surface can be at a favorable angle to a flowing over this guide surface flow.
  • the efficiency of the axial piston motor is also increased by this measure by the flow losses are minimized at the guide surface and the control piston.
  • main flow direction refers to the direction of flow of the fuel through the channel, which is measurable and can also be represented graphically in the case of laminar or turbulent flow of the fuel.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 Lei varnish 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 Leit vomdicht Structure 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 Leit perennialdichtflächte formed complementary to the guide surface meets these requirements regardless of which geometry has the guide surface.
  • the guide surface sealing surface on the channel side merges into a surface perpendicular to the longitudinal axis of the control piston.
  • the transition of the Leitzindicht Chemistry 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 Leit perennialdicht Structure can tear off at this bend or on this overhang, so that the flow of the fuel with the lowest possible flow losses in the next to the control piston channel can pass.
  • the axial piston motor has a shaft sealing surface between the combustion chamber and the expander stage, wherein the shaft sealing surface is formed parallel to the longitudinal axis of the control piston and cooperates with a surface of a shaft test of the control piston. If the control piston reaches its top dead center, the control piston not only has the task of sealing off the combustion chamber, but advantageously also a seal against the expander stage, which takes place through the cooperation of the shaft of the control piston and the corresponding shaft sealing surface. Leakage losses via the control piston are thereby further reduced, whereby the overall efficiency of the axial piston motor can be maximized again.
  • the guide surface, the 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 Expanderwear and an environment is arranged, wherein the heat exchanger comprises at least one the heat-emitting part of the heat-absorbing part of the heat exchanger delimiting wall of a 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.
  • 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.
  • the material bond between the pipe and the die is done by welding or soldering.
  • the tightness of a heat transfer is ensured in a simple manner and particularly advantageous.
  • the adhesion between the tube and the die can 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.
  • 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.
  • a compressor cylinder intake valve 1152 and a plurality of compressor cylinder exhaust valves 1153 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.
  • 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.
  • 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.
  • 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.
  • the combustion air in this case passes via a corresponding feed line 1157 past the spiral springs 1159 to the openings 1162.
  • compressor cylinder outlet valves 1153 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.
  • 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.
  • 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.
  • 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.
  • the exhaust valve cover 1166 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.
  • the Kompressorzylinderauslassventil 1153 still means for aligning the Auslrawventildeckels 1166, which interact with the compression spring 1169, so that a particularly reliable guidance of the Auslrawventildeckels 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.
  • 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 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.
  • each working piston 230 (exemplified figured) is arranged, which is realized via a rectilinear connecting rod 235 on the one hand with an output, which in this embodiment as a curved track 240 carrying, arranged on an output shaft 241 spacer 242, and on the other hand with a Compressor piston 250 are connected, which in each case in the manner explained in more detail below in the compressor cylinder 260 runs.
  • the working medium After the working medium has done its work in the working cylinder 220 and has loaded the working piston 230 accordingly, the working medium is expelled from the working cylinder 220 via exhaust ducts 225.
  • temperature sensors are provided which measure the temperature of the exhaust gas.
  • the exhaust channels 225 each open into heat exchanger 270 and then leave the axial piston motor 201 at corresponding outlets 227 in a conventional manner.
  • the outlets 227 can in turn be connected to an annular channel, not shown, so that the exhaust gas ultimately leaves the motor 201 only at one or two points.
  • the heat exchanger 270 may optionally be dispensed with a muffler, since the heat exchanger 270 itself already have a sound-absorbing effect.
  • the heat exchangers 270 are used to preheat fuel, which is compressed in the compressor cylinders 260 by the compressor piston 250 and passed through a pressure line 255 to the combustion chamber 210.
  • the compression takes place in a manner known per se, by supplying air via supply lines 257 (numbered as an example) from the compressor pistons 250 sucked and compressed in the compressor cylinders 260.
  • supply lines 257 numbered as an example
  • valve systems are used. Likewise, the valve systems described above can be used.
  • the axial piston motor 201 has two heat exchangers 270, which are each arranged axially with respect to the axial piston motor 201.
  • the paths which the exhaust gas has to pass through the exhaust ducts 225 through to the heat exchangers 270 can be considerably reduced in comparison with axial piston motors of the prior art. This has the consequence that ultimately reaches the exhaust gas at a much higher temperature, the respective heat exchanger 270, so that ultimately the fuel can be preheated to correspondingly higher temperatures.
  • at least 20% fuel can be saved by such a configuration. It is assumed that optimized design even allows savings of up to 30% or more.
  • the heat exchanger with a thermal insulation 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.
  • the heat insulation is designed to ensure a temperature gradient of 350 ° C at the hottest point of the heat exchanger.
  • the efficiency of the axial piston motor 201 can be increased by further measures.
  • the fuel can be used, for example, in a conventional manner for cooling or thermal insulation of the combustion chamber 210, whereby it can be further increased in its temperature before it enters the combustion chamber 210.
  • the corresponding temperature 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.
  • the task of water in the compressor cylinder 260 during a suction stroke of the corresponding compressor piston 250 which causes an isothermal compression or a isothermal compression as close as possible compression occurs.
  • a duty cycle of the compressor piston 250 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.
  • the task of water in this embodiment can be done in the pressure line 255, wherein within the heat exchanger by a clever deflection of the flow, the water evenly mixed with the fuel.
  • the exhaust passage 225 may be selected for the discharge of water or other fluid, such as fuel or exhaust aftertreatment means, to ensure homogeneous mixing within the heat exchanger 270.
  • the design of the heat exchanger 270 shown further allows the aftertreatment of the exhaust gas in the heat exchanger itself, wherein heat released by the aftertreatment is supplied directly to the combustion medium located in the pressure line 255.
  • an unillustrated water separator is arranged, which returns the condensed water located in the exhaust gas to the axial piston motor 201 for a new task.
  • the water separator can be designed in conjunction with a condenser. Furthermore, the use in similarly designed axial piston motors is possible, the other advantageous features on the axial piston motor 201 or on similar axial piston motors also without use of a water separator in the outlet 227 are advantageous.
  • the in FIG. 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.
  • the axial piston motor 301 in deviation from the axial piston motor 201 depending on a heat exchanger 370 for exactly two working cylinder 320, whereby the length of the channels 325 can be reduced to a minimum.
  • the heat exchangers 370 are partially embedded in the housing body 305 of the axial piston motor 301, resulting in an even more compact construction than the construction of the axial piston motor 201 FIGS. 3 and 4 leads.
  • the extent to which the heat exchangers 370 can be let into the housing body 305 is limited by the possibility of arranging further assemblies, such as water cooling for the working cylinders 220.
  • 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.
  • the combustion chamber 410 is connected via each shot channels 415 with the working cylinders 420, so that the latter can be supplied to the working cylinders 420 according to the timing of the axial piston motor 401 working medium.
  • the working medium leaves the working cylinders 420 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).
  • working piston 430 and compressor piston 450 are arranged, which are connected via a rigid connecting rod 435 with each other.
  • the connecting rod 435 comprises, in a manner known per se, a cam track 440 which is provided on a spacer 424 which ultimately drives an output shaft 441.
  • combustion air is drawn in via feed lines 457 and compressed in the compressor cylinders 460 in order to be fed via pressure lines 455 of the combustion chamber 410, wherein the measures mentioned in the aforementioned embodiments can also be provided depending on the concrete implementation.
  • the pressure lines 455 are connected to one another via an annular channel 456, as a result of which a uniform pressure in all pressure lines 455 can be ensured in a manner known per se.
  • Valves 485 are respectively provided between the annular channel 456 and the pressure lines 455, as a result of which the inflow of fuel through the pressure lines 455 can be regulated or adjusted.
  • a combustion medium reservoir 480 is connected to the annular channel 456 via a storage line 481, in which also a valve 482 is arranged.
  • the valves 482 and 485 may be opened or closed depending on the operating state of the axial piston motor 401. 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.
  • the annular channel 456 can be dispensed with, the outlets of the compressor cylinders 460 corresponding to the number of pressure lines 455 then being combined-optionally via an annular channel section.
  • the combustion medium reservoir 480 is filled via the remaining compressor pistons 450, so that correspondingly stored fuel is available and, in particular, directly available for starting or starting or acceleration phases.
  • the axial piston motor 401 can be equipped with two or more fuel storage 480 in another embodiment not explicitly shown here, the two Brennstoff acids 480 can then be loaded with different pressures, so with the two Brennstoff Itemsn 480 in real time always with different pressure intervals can be worked.
  • a pressure control is provided which defines a first lower pressure limit and a first upper pressure limit for the first fuel accumulator 480 and a second lower pressure limit and a second upper pressure limit for the second Brennstofftechnisch (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.
  • the first upper pressure limit can be set smaller than or equal to the second lower pressure limit.
  • thermo sensors for measuring the temperature of the exhaust gas or not shown in the combustion chamber.
  • the reliable temperatures between 800 ° C and 1,100 ° C can measure.
  • the combustion chamber comprises a pre-combustion chamber and a main combustion chamber
  • the temperature of the pre-combustion chamber can also be measured via such temperature sensors.
  • the above-described axial piston motors 201, 301 and 401 may be respectively controlled via the temperature sensors such that the exhaust gas temperature when leaving the power cylinders 220, 320, 420 is approximately 900 ° C and if present, the temperature in the pre-combustion chamber is approximately 1000 ° C ,
  • further axial piston 501 are such temperature sensors, for example in the form of a Vorhunttemperatursensors 592 and two exhaust gas temperature sensors 593 available and shown schematically.
  • the antechamber temperature sensor 592- which in this exemplary embodiment can also be referred to as pre-burner temperature sensor 592 due to its proximity to a pre-burner 517 of the further axial piston 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.
  • a flame temperature in the preburner 517 can be measured in order to be able to regulate different operating states on the further axial piston motor 501 by means of a combustion chamber control.
  • the operating state of the combustion chamber 510 can be cumulatively checked and, if necessary, regulated, so that optimal combustion of the combustion medium is always guaranteed.
  • the further axial piston motor 501 has a housing body 505, on which a continuously operating combustion chamber 510, six working cylinders 520 and six compressor cylinders 560 are provided.
  • combustibles may both be ignited and burned, and combustor 510 may be charged with combustibles in the manner described above.
  • the further axial piston motor 501 operates with a two-stage combustion, for which purpose the combustion chamber 510 has the above-mentioned pre-burner 517 and a main burner 518.
  • the pre-burner 517 and in the main burner 518 fuel can be injected, in particular in the pre-burner 517 and a proportion of combustion air of the axial piston 501 can be initiated, which may be smaller than 15% of the total combustion air, especially in this embodiment.
  • the pre-burner 517 has a smaller diameter than the main burner 518, wherein the combustion chamber 510 has a transition region comprising a conical chamber 513 and a cylindrical chamber 514.
  • a main nozzle 511 and on the other hand a treatment nozzle 512.
  • fuel or fuel can be injected into the combustion chamber 510 become.
  • the main nozzle 511 is aligned substantially parallel to a main combustion direction 502 of the combustion chamber 510.
  • the main nozzle 511 is aligned coaxially with an axis of symmetry 503 of the combustion chamber 510, wherein the axis of symmetry 503 is parallel to the main focal direction 502.
  • the conditioning nozzle 512 is further disposed at an angle to the main nozzle 511 (not explicitly shown here for clarity) such that a jet direction 516 of the main nozzle 511 and a jet 519 of the dressing nozzle 512 intersect at a common intersection within the conical chamber 513.
  • the fuel 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.
  • 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.
  • 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.
  • 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.
  • an output shaft 541 is set in rotation, which is connected to the cam track 540 by means of a drive cam carrier 537.
  • 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.
  • exhaust gases in one or more heat exchangers can be cooled substantially lower if the process air is to be preheated via one or more such heat exchangers and conducted as combustion agent to the combustion chamber 510, as already described, for example, in the 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.
  • 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.
  • process air can be further preheated or heated by contact with further assemblies of the axial piston motor 501, which must be cooled, as also already explained.
  • process air is then abandoned the combustion chamber 510 in the manner already explained, whereby the efficiency of the further axial piston motor 501 can be further increased.
  • Each of the working cylinders 520 of the axial-piston 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.
  • 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.
  • a firing channel 515 is provided per working cylinder 520, which can be closed and opened via a control piston 531.
  • several shot channels per cylinder can be provided.
  • 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.
  • the control piston 531 can perform a substantially axially directed stroke movement 543.
  • Each of the control piston 531 is guided for this purpose by means of not further quantized sliding blocks, which are mounted in the control piston cam track 533, wherein the sliding blocks each have a safety cam which reciprocates in a not further numbered guide groove and prevents rotation in the control piston 531.
  • control piston 531 comes into contact with the hot working medium from the combustion chamber 510 in the region of the firing channel 515, it is advantageous if the control piston 531 is water-cooled.
  • the further axial piston motor 501 in particular in the region of the control piston 531, a water cooling 538, wherein the water cooling 538 inner cooling channels 545, middle cooling channels 546 and outer cooling channels 547 includes. So well cooled, the control piston 531 can be reliably moved in a corresponding control piston cylinder.
  • the surfaces of the control piston 531 which are in contact with the fuel means are mirrored or provided with a reflective coating, so that a heat input into the control pistons 531 which occurs via thermal radiation is minimized.
  • the further surfaces of the weft channels 515 and the combustion chamber 510 which are in contact with the fuel means are also provided (not shown) with a coating having an increased spectral reflectance in this exemplary embodiment. This applies in particular to the combustion chamber 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 Veradorungen at least partially.
  • the firing channels 515 and the control pistons 531 can be provided structurally particularly simply if the further axial piston motor 501 has a firing channel ring 539.
  • the firing channel ring 539 in this case has a central axis about which concentric around the parts of the working cylinder 520 and the control piston cylinder are arranged.
  • a firing channel 515 is provided, wherein each firing channel 515 is spatially connected to a recess (not numbered here) of a combustion chamber bottom 548 of the combustion chamber 510.
  • the working medium can pass out of the combustion chamber 510 via the firing channels 515 into the working cylinder 520 and perform work there, by means of which the compressor pistons 550 can also be moved.
  • coatings and inserts may still be provided in order to protect in particular the weft channel ring 539 or its material from direct contact with corrosive combustion products or at excessively high temperatures.
  • the combustion chamber floor 548 in turn may also 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. 6 however, is not explicitly shown.
  • 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 Brennstofftechnische can in this case be connected to corresponding pressure lines of the combustion chamber 510, wherein the Brennstofftechnisch preferably via valves to the pressure lines are fluidly connectable or separable.
  • 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 Brennstofftechnische are fluidically preferably interposed between one of the compressor cylinder and one of the heat exchanger.
  • the two combustion agent reservoirs are ideally operated at different pressures in order to be able to use the energy provided by the further axial piston motor 501 in the form of pressure very well.
  • the intended upper pressure limit and lower pressure limit can be set on the first fuel storage by means of a corresponding pressure control below the upper pressure limits and lower pressure limits of the second fuel storage. It is understood that this can be done at the Brennstofftechnischn with different pressure intervals.
  • both axial piston motors each have a water chamber 1309A, which surrounds the combustion chamber 1326 and is fed via a supply line with liquid water.
  • water with combustion chamber pressure is supplied in each case via the non-numbered supply line.
  • This water is fed via branch channels in each case 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.
  • the tubes can also be formed of a different material than steel.
  • annular channels 1309E are respectively provided in the illustrated axial piston motors, which on the one hand are connected to the respectively radially inner annular gap and on the other hand open via channels 1309F to an annular nozzle (not numbered) which leads into the respective combustion chamber 1326.
  • the annular nozzle is here aligned axially to the combustion chamber wall or to the ceramic combustion chamber wall 1307, so that the water can also protect the ceramic combustion chamber wall 1307 on the combustion chamber side.
  • the water evaporate on its way from the supply line to the combustion chamber 1326 each and that the water may optionally be provided with other additives. It is also understood that the water can possibly be recovered from the exhaust gas of the respective axial piston motor and reused.
  • the axial piston motor which otherwise corresponds essentially to the exemplary embodiments described above, comprises a combustion chamber 1326, control piston 1331, 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.
  • a ceramic assembly 1306 with a ceramic combustion chamber wall 1307 and a profiled steel tube 1308 on.
  • the combustion chamber 1326 is delimited from the working cylinder 1320 by the control piston 1331 arranged parallel to the axis of symmetry 1303.
  • 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.
  • 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.
  • the inner cooling channels 1345 may be charged with oil via the pressurized oil circuit 1361 rather than via a water circuit to cool the underside of the combustion chamber 1326.
  • a first control chamber seal 1365 and a second control shaft seal 1366 designed as a radial shaft seal are provided, which seal the control chamber 1364, which may be under higher pressure, with respect to the rest of the axial piston motor which is under approximate ambient pressure.
  • the first control chamber seal 1365 and second control chamber seal 1366 seal the control chamber 1364 via a sealing sleeve 1367.
  • This sealing sleeve 1367 is seated by means of a press fit on a rotating central shaft of the axial piston motor, which partially contains the pressure oil circuit 1361.
  • the sealing sleeve 1367 can also be connected in a different manner with the rotating shaft.
  • the FIG. 9 also shows a further embodiment of the control piston surfaces serving to seal the shot channels 1315.
  • the baffle surface 1332B need not necessarily be a flat surface, but also a section of a spherical, cylindrical or conical surface and thus rotationally symmetrical to the symmetry axis 1303 may be formed.
  • the baffle 1332A and the baffle sealing surface 1332E may be deviated from a plane.
  • the FIG. 9 shows an embodiment of the guide surface 1332A and the Leitzindicht constitutional 1332E, these surfaces represent an angled straight line at least in a sectional plane.
  • the surfaces of the 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.
  • 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.
  • the die 3023 In the radially inner region of the flange 3021 is the die 3023, which numerous as Tubular seats 3024 has executed holes for receiving pipes.
  • the entire heat exchanger head plate 3020 is preferably made of the same material from which the tubes are formed, to ensure that the coefficient of thermal expansion in the entire heat exchanger is as homogeneous as possible and hereby thermal thermal stresses are minimized in the heat exchanger.
  • the jacket of the heat exchanger can also be made of a material corresponding to the heat exchanger head plate 3020 or the tubes.
  • the tube seats 3024 may, for example, be made with a fit, so that the tubes mounted in these tube seats 3024 are press fit.
  • the tube seats 3024 may be configured to realize a clearance fit or transition fit.
  • an assembly of the tubes in the tube seats 3024 by a cohesive instead of a frictional connection can be made.
  • the material bond is preferably accomplished by welding or soldering, wherein a material corresponding to the heat exchanger head plate 3020 or the tubes is used as solder or welding material. This also has the advantage that thermal stresses in the tube seats 3024 can be minimized by homogeneous coefficients of thermal expansion.
  • FIG. 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.
  • valve spring plate 1413 in turn is fastened with at least two wedge pieces 1414 in a form-fitting manner on the valve stem 1404 of the gas exchange valve 1401.
  • valve spring 1411 wherein this valve spring 1411 is just designed so that opening of the gas exchange valve 1401 takes place even at low pressure differences, may cause under certain operating conditions that the gas exchange valve 1401 such a high acceleration by the voltage applied to the valve plate 1402 pressure difference takes place, which leads to an excessive opening of the gas exchange valve 1401 beyond the set valve lift addition.
  • valve disk 1402 When the gas exchange valve 1402 is opened, the valve disk 1402 releases a flow cross section at its valve seat 1403, which geometry does not increase significantly further from a certain valve stroke.
  • the maximum flow area at valve seat 1403 is typically defined across the diameter of valve disk 1402.
  • the stroke of the gas exchange valve 1401 at maximum flow cross-section corresponds approximately to a quarter of the diameter of the valve disk 1402 at its inner valve seat.
  • valve spring disk 1413 When the valve lift or the calculated valve lift at maximum flow cross section is exceeded, on the one hand there is no further substantial increase in the air mass flow at the flow cross section between the valve seat 1403 and the valve disk 1402 and, on the other hand, it is possible for the valve spring disk 1413 to have a stationary component of the cylinder head, here for example the valve spring guide 1406, come into contact and thus the valve spring plate 1413 or the valve spring guide 1406 are destroyed.
  • valve spring plate 1403 comes to rest on the impact spring 1412, whereby the overall spring force, consisting of the valve spring 1411 and the impact spring 1412, 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.
  • FIG. 12 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.
  • 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.
  • gas exchange valves 1401 are made of a light metal according to this embodiment, ie when used in the compressor stage and as an automatically opening valve.
  • the lower mass inertia of a gas exchange valve 1402 made of light metal favors in this case the fast opening but also the fast and gentle closing of the gas exchange valve 1401.
  • the low inertia of the valve seat 1403 is protected because the gas exchange valve 1401 in this embodiment, no excessive kinetic energy when placed in releases the valve seat 1403.
  • the gas exchange valve 1401 shown is preferably made of Dural, a high strength aluminum alloy, whereby the gas exchange valve 1401 has a sufficiently high strength despite its low density.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Compressor (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Heat-Exchange Devices With Radiators And Conduit Assemblies (AREA)
  • Compressors, Vaccum Pumps And Other Relevant Systems (AREA)
EP14002007.4A 2009-07-24 2010-07-26 Moteur à pistons axiaux, procédé de fabrication d'un moteur à pistons axiaux et procédé de fabrication d'un caloporteur d'un moteur à pistons axiaux Withdrawn EP2846029A3 (fr)

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DE102009034734 2009-07-24
EP10754668A EP2456955A2 (fr) 2009-07-24 2010-07-26 Moteur à pistons axiaux, procédé pour faire fonctionner un moteur à pistons axiaux et procédé de réalisation d'un échangeur thermique d'un moteur à pistons axiaux

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EP2846029A2 true EP2846029A2 (fr) 2015-03-11
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EP14002007.4A Withdrawn EP2846029A3 (fr) 2009-07-24 2010-07-26 Moteur à pistons axiaux, procédé de fabrication d'un moteur à pistons axiaux et procédé de fabrication d'un caloporteur d'un moteur à pistons axiaux

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EP (2) EP2456955A2 (fr)
JP (2) JP5896163B2 (fr)
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WO (1) WO2011009453A2 (fr)

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WO2011009454A2 (fr) * 2009-07-24 2011-01-27 GETAS GESELLSCHAFT FüR THERMODYNAMISCHE ANTRIEBSSYSTEME MBH Moteur à pistons axiaux, procédé pour faire fonctionner un moteur à piston axiaux et procédé pour réaliser un échangeur thermique d'un moteur à pistons axiaux
WO2016055923A2 (fr) * 2014-10-09 2016-04-14 Calogero Provenzano Moteur à combustion interne à piston axial
JP6370705B2 (ja) * 2014-12-26 2018-08-08 日立Ｇｅニュークリア・エナジー株式会社 バタフライ弁
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DE112010003065A5 (de) 2012-09-13
JP6061108B2 (ja) 2017-01-18
JP2013500417A (ja) 2013-01-07
WO2011009453A3 (fr) 2011-04-14
JP2016000997A (ja) 2016-01-07
US20120118249A1 (en) 2012-05-17
WO2011009453A2 (fr) 2011-01-27
JP5896163B2 (ja) 2016-03-30
EP2456955A2 (fr) 2012-05-30
EP2846029A3 (fr) 2015-04-01

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