EP0920573A1

EP0920573A1 - High-pressure steam engine

Info

Publication number: EP0920573A1
Application number: EP98934864A
Authority: EP
Inventors: Franz Kriegler
Original assignee: Sobolewski Walter
Current assignee: Sobolewski Walter
Priority date: 1997-06-06
Filing date: 1998-06-08
Publication date: 1999-06-09
Anticipated expiration: 2018-06-08
Also published as: AU8433098A; DE19880764D2; EP0920573B1; DE19723748A1; ATE201917T1; DE59800819D1; WO1998055734A1

Abstract

The invention relates to a high-pressure steam engine, specially to drive motor vehicles, consisting of a single unit fitted with forced circulation vaporizers (2) supplied by a continuously working water feed pump (1), and superheaters (3) connected to said vaporizers, which respectively enclose one of the counter-cylinders (4) which are symmetrically disposed on an engine block (12) and surrounded by an intake air envelope (15). One piston from a pair of twin pistons (6) is guided in the jackets of said counter-cylinders, which are linked by a dual tubular yoke (7). In the inventive unit, a working member can be heated to a supercritical temperature and subjected to a supercritical pressure by continuous combustion of fuel or by heat emanating from latent heat storage. Said member is introduced into the counter-cylinders by electromagnetically controlled piston admission valves (5) without any clearance volume and is regulated by controlled cylinder outlet slits (10) so that a quantity of output steam is admitted into the condenser, the quantity of said steam being equal to the quantity of steam admitted into the cylinder during operation, and so that the quantity of residual steam can be compressed due to adiabatic (reversible) compression until steam pressure is reached.

Description

High pressure steam engine

The invention relates to a high-pressure steam engine according to the preamble of claim 1.

It is known that the engines used for driving motor vehicles are predominantly petrol or diesel fuel. In addition to these motors, electric drives are used in small numbers.

The disadvantages of the electric drive are: The low capacity of the battery, the high power to weight ratio caused by the battery and the long charging time of the battery.

In the engines operated with petrol or diesel fuel, due to the fuel-air mixture to be ignited before each working stroke, complete combustion, which as a combustion product supplies harmless carbon dioxide COg and water, cannot be achieved in the short burning time.

Because of the incomplete combustion, many environmental by-products of combustion leave the exhaust.

In the reciprocating piston engines working with internal combustion, only a small part of the thermal energy contained in the fuel is used. In internal combustion engines, a working medium is allowed to go through a cycle, that is, a series of changes in its volume, temperature and pressure state, which always returns to the initial state with fresh charge in internal combustion engines - or fresh filling in steam engines.

The greatest benefit in converting heat to mechanical work is achieved with a reversible process. Then: Thermal efficiency, (Carnot cycle) ηt = (Qr-Qi) / Qr = (T, -T ₂ ) / T Work in one cycle W = Q _^ f (T ₁ -T2) / T- /

CORRECTED SHEET (RULE 91) In the following, examples are used to show how much of the theoretically possible heat gradient can be converted into useful work. The ratio of the work done in the cylinder to the amount of heat supplied by the combustion is called the thermal efficiency, which is denoted by ηη t (eta). The thermal efficiency can be found since 101.9 kp.m / S = 1 KW by dividing 101.9 times the indicated power Ni by the amount of heat Q in kcal / sec and the mechanical heat equivalent E. 101.9 Ni

*% t -

QE A car consumes 8 liters of carburetor fuel with the unit weight (weight of 1 to ^{3 of} a substance in kg or 1 cm ^ in grams), EG = 0.88 and a thermal energy of 10,000 kcal / kg, and drives the car at a speed of 65 km / h, so is the fed

Amount of heat _n _ 8-0, 88-10 000-65 .-. _7Cn . , ...

U - TJ Q = 45760 kcal / h or

8-0, 88-10 000-65

100-3600 12.7 kcal / sec

For example, if the number of KW indicated Ni = 14.19 KW, the thermal efficiency is 101.9 Ni_ 1O ^ £ I ■ -_ 1 _J _19

, t = QE ^" 12.7-427 0.27 or 27%, The ratio of the effective KW Ne, that is the KW measured on the flywheel by a brake (brake dynamometer) to the indicated KW Ni, is called the mechanical efficiency and it is called _. Ne 7 ^m - ^m = NT.

Since work is lost due to friction within the motor, the efficiency is always less than I.

If the indicated power of a motor is Ni = 14.19 KW, the effective power Ne = 11.76 KW, the mechanical one

Efficiency

The overall economic efficiency is

ψ n t. 101.9-Ni. N No ",,." _ _ 101.9-Ne.

QE T ^or QE

CORRECTED SHEET (RULE 91) For the motor presented as an example, η- _j - 0.83.0.27 = 0.224 or 22.4%.

Of the amount of heat supplied to the engine, only 22.4% is given off as work on the coupling.

About 34% is lost from the cooling water, about 37% from the exhaust gases and radiation, about 2.1% from the exhaust pipe and muffler, and about 4.5% from mechanical losses within the engine.

There remains about 14% for the useful performance of the car, since further losses result from friction of the engine parts in the transmission and in the differential, and the wheels slide somewhat, whereby energy is converted into heat.

Since KW = 101.9 kp-m / sec, KW / h = 101.9-3600 kp, m; on the other hand, since 427 kp.m = 1 kcal, KW / h = 101.9-3600

^~ 4 T = 859.11 kcal,

If the engine consumes 4.5 kg of fuel per hour at 10,000 kcal / kg, it theoretically delivers 4.5-10 000 _c " ₀ " ..

859.11— ^{= 52.38 KW} -

But since only 22.4% of the energy contained in the fuel is used

Efficiency is the effective performance of the engine

_M __ 4.5-10 000 • 22.4, ₇ "

^{Ne =} 859.11-100 - ^{= 11.73 KWe} -

In the case of a steam engine that has an identifier that enables starting without an identifier converter, this advantage does not come into play because of the long heating-up time before commissioning. In the Sankey diagram, for a composite steam engine with a good steep tube boiler system, the useful output is 14%, the heat of exhaust steam is 62%, the boiler losses are 21% and the residual losses are 3%.

The efficiency of a steam engine can be easiest compared to the quality level ηηi using the h, s table, which can be compared and determined in a lossless, heat-tight machine without harmful space and without throttling.

CORRECTED SHEET (RULE 91) The adiabatic heat gradient hi-ύ shown in the h, s diagram represents the greatest possible amount of heat that can be converted into mechanical work. In the real machine, only the enthalpy difference hh ^ is used.

The difference h £ -h is therefore, apart from the mechanical losses, the calorific value of all losses occurring in the real machine listed below: a) Heat exchange with the cylinder walls (wall loss). b) Flow losses in the control elements (throttle losses). c) Losses that arise when operating with slightly overheated or saturated steam (inlet condensation). d) loss due to incomplete stretching. This loss increases the more the economic filling is exceeded. e) Loss in the case of small fillings in which the counter pressure line is exceeded due to the expansion. With this loss, the thermal energy of the back pressure steam flowing back into the cylinder must be returned to the working process through the compression work. Due to the deeper expansion, the cylinder wall temperature is lowered and the heat exchange loss is increased.

When operating with slightly overheated or saturated steam, where the cylinder walls mist up, the friction of the piston in the cylinder increases. With high overheating, with high back pressure and high average cylinder wall temperature and high average piston speed, the friction is particularly high due to the poor lubrication conditions. Because of the low steam pressure level that can be used in steam boiler operation, only a small heat gradient can be used, of which only about 75% can be converted into work after the losses have been deducted. The only way to exploit a greater heat gradient is offered by one type of steam boiler, the once-through boiler (Benson boiler), in which a heat gradient with a supercritical temperature from 374 ° and a supercritical pressure from 225 ata can be exploited.

CORRECTED SHEET (RULE 91) From the published patent document DT 26 17 360, a composite alternating current steam engine is known, in which the steam brought to a maximum temperature and pressure level in the supercritical range is let into a cylinder between two opposed pistons, does work in the expansion of the steam and then is at least admitted into a counterpressure stage of the same cylinder arrangement and pumped into a condenser, so that condensation takes place in the upper vapor-liquid region.

With this engine, the incoming live steam cools down through heat exchange with the cylinder walls. As soon as the steam has become colder than the cylinder walls as it expands, heat transfers from the wall surface to the steam, mainly during the steam's outflow from the cylinder when the steam is no longer working.

By changing from the first to the second relaxation stage, the wall losses due to the increasing cylinder wall area increase.

The loss due to the heat exchange, caused by the transfer of high temperature heat from the incoming fresh steam, via the cylinder walls, into the exiting exhaust steam is very large.

The larger number of valves: inlet valves, overflow valves and outlet valves cause flow and throttle losses. Flow losses are caused by the free-standing evaporator and the pipeline leading to the first cylinder. The pumping work when inserting the steam into the back pressure condenser is not adiabatic and reversible, but an energy loss. When the steam passes from the HP to the LP cylinder, pressure drops occur. Further losses occur on glands (to the outside) and on control units.

From the patent 19 91 10 a device is known to control valves electrically. The electrical control can be done so that it attaches the main valve

CORRECTED SHEET (RULE 91) achieved, or so that, regardless of this, a special steam shut-off valve is actuated.

This device has only an auxiliary function for the main control device of a steam engine. The electrical relay affects only part of the main control member, which is movable against the part affected by the machine. With this device, no steam engine can be set by control commands from the driver, from standstill to start-up and to different speeds. By means of the contact strips k and the brushes 1 (collector), the relays m and m 1 (switching magnets) are only switched on for a partial or complete closing of the main or auxiliary valve FIG. 5.

5 that the auxiliary closing valve is pulled by the compression spring p onto its valve seat. It cannot be opened by the spring p, as described in line 70.

The invention has for its object to provide a steam engine operated with supercritical pressure and temperature, with which a high thermal efficiency and a high mechanical efficiency can be achieved.

In which the wall losses, the loss due to incomplete expansion, the loss with small fillings, when back-pressure steam flows back into the cylinder, flow losses in the control elements and steam ducts, throttle losses in the control elements when steam enters the cylinder, leaks to the outside of control elements, heat from exhaust steam and Radiation losses can be reduced to a minimum, which enables energy recovery, which has a low power-to-weight ratio and which offers great operational reliability.

This object is achieved by the features of claim 1 and preferably the subclaims

CORRECTED SHEET (RULE 91) The invention is explained in more detail below with reference to the drawings. In it show:

Fig. 1 a cylinder 4, the high pressure steam engine in

Section, which is enclosed by a supply air jacket space 15, which is guided over the cylinder cover 173, and in a constriction encloses the valve guide shaft 166 and leads to the heat exchanger 231. The supply air jacket space 15 is enclosed by a combustion chamber 228. This is connected to the supply air jacket space 15 via a compressor 230. The burner nozzles 298 and the evaporator 2 with the superheater 3 are arranged in the combustion chamber 228. The combustion chamber 228 is closed by a backflow valve 229. The exhaust gas path leads via the damming valve 229 to the heat exchanger 231 and via outlet pipes which lead to the inlet pipes of the supply air jacket space 15 at right angles to the outside.

2u.3 a valve lift limiting gear 226 in connection with a control magnet 9, which is connected to the steam inlet valve 5 via a valve opening lever 163.

Fig. A cylinder outlet slot control gear 316, which is connected to the valve lift limiting gear 226 and via a sliding roller 99 and via a transmission lever 22, with the cylinder outlet slot control valve 285 and via the transmission lever 227 with the indicator switch 318, which is connected by a pipe 221 to a Superheater 3 is connected.

Fig. 5 is a plan view of a cylinder 4, with a

Valve housing 333, with valve lever shaft seal 54, superheater 3, evaporator 2, supply air jacket space 15, combustion chamber 228, the heat exchanger 231 with

CORRECTED SHEET (RULE 91) Control valve 229, the control magnet 9, with a valve lift limiting gear 226 and a cylinder = outlet slot control valve 285.

Fig. 6 shows the engine block 12 with the cylinder 4 in a plan view.

7-11 the piston steam inlet valve 5 with the valve drivers 166 and with the opening lever 163 and the closing lever 158, on the valve housing 333.

9 shows the condensate discharge regulator in connection with the main switch 233.

Fig. 12-13 the piston cooling and lubrication device.

Fig. 14 a counter vapor brake exhaust valve 199.

15 shows a working cylinder 4 with a ceramic cylinder = liner.

Fig. 16 a crankshaft and connecting rod bearing with roller bearings.

Fig. 17-18 two twin cylinders that are offset from each other by 45 degrees on a crankshaft.

Fig. 19-22 a feed water pump 1 with outside adjustment center 197 and inside adjustment cam for a feed water control.

Fig. 23-26 a piston pressure regulator 148 in connection with the feed water pump 1.

Fig. 27-33 a collector control device, in connection with the steam engine.

CORRECTED SHEET (RULE 91) Fig. 34-40 a Hall sensor control device in connection with the steam engine.

Fig.41-42 a starting gear 306, for starting the

Motor with a maximum filling level setting of the control gear.

Fig. 43-46 a counter-steam braking device, which can automatically set a counter-steam braking when driving downhill by setting the control device for giving steam before TDC.

Fig. 47-53 a heat accumulator 334, which is connected via rotary slide switch to the forced flow evaporator 2 and to the feed water pump 1.

54 shows a linear self-locking device 241, in which settings of control values can only be made from the setting side, so that it is not possible to reset the values contrary to the setting direction.

When the motor starts up after the working fluid has been brought to a maximum temperature and pressure level by heating, and the water plug, which had formed when the motor is cold, has been pushed out, the motor can be started by a control command from the driver.

The control magnet 9 is opened for a steam inlet into the cylinder 4 by a suitable electromagnetic control device (collector or Hall control device). The steam inlet valve 5, which is held by the closing spring 157 via a closing fork 164 via the valve driver 166 on the valve seat 162, is driven by the armature 167 of the control magnet 9 by the weak spring 211 via the opening lever 163 and the opening fork of the opening lever 163 with the Valve driver 166 is held in a backlash-free contact against the pressure of the

CORRECTED SHEET (RULE 91) stronger closing spring 157 opened.

The steam inlet valve 5 is controlled by the valve lift limiting gear 226 for different valve lift settings. With a small amount of steam, the sliding wedge 301 is pulled against the armature tappet 167 for a small valve lift. For a large valve stroke, it is moved in the other direction to increase the stroke gap between the sliding wedge and the armature tappet. The control is carried out by the driving foot lever via the control linkage 300 and the toothed racks 312u.313.

Due to the incoming steam, the piston 6 is pushed over the cylinder outlet slots 10, so that the cylinder outlet = slot control valve 285, which is held by the spring 318 of the indicator switch 218 on the valve seat, is opened by the inlet steam flowing in from the cylinder 4, if the residual vapor pressure is greater than the valve closing pressure. By sliding the sliding roller 99 or the transfer lever 227, the cylinder outlet slot control gear 316 can be set to the required ratio. In the event of pressure fluctuations in the evaporator, these are transferred from the indicator switch 218 to the cylinder outlet slot control gear 316 and the gear is adjusted for the gear ratio after the fluctuations via toothed racks and pinions and via the sliding roller 99, by means of which the residual vapor can be compressed to the evaporator pressure .

The advantages of the sinsj high-pressure steam engine:

1. The exploitation of a heat gradient with supercritical temperature from 374 ° C and supercritical pressure from 225 ata.

2. The possible energy recovery through a heat pump effect, in which the air pumped into the evaporator combustion chamber, which is heated by the radiant heat of the cylinder as it flows through the supply air jacket, and is pumped into the combustion chamber at high pressure for heating the evaporator.

3. The energy recovery which is obtained by counter-vapor braking, in which the vapor let into the cylinder is pumped back into the evaporator.

CORRECTED SHEET (RULE 91) The steam inlet through damage-free inlet valves, which enable steam inlet with very small throttling losses.

Operation with supercritical steam, in which there is no entry condensation.

No loss due to incomplete stretching. The residual steam is compressed to the level of the evaporator pressure. No loss with small fillings. The back pressure line is not exceeded. The cylinder slot exhaust valve remains closed if the fillings are too small. The guidance of the twin pistons, which are connected to each other by a double yoke, which are connected to the crankshaft by a connecting rod and are guided without tilting, almost without contact in the dead centers, with small lateral forces in the cylinders.

The lubrication option with glycol-enriched feed water that is cooled in a cooling circuit. The smooth running of the engine, in which the use of roller bearings is advantageous for the connecting rod and crankshaft bearings (there is no rail effect). A small weight to performance ratio.

Great operational reliability of the engine. If the evaporator tubes break, the steam flows out into the combustion chamber housing (no explosion).

An electromagnetic control device that enables high-speed running. An environmentally friendly company. By heating the evaporator with external, continuous combustion, a complete combustion is achieved which, as the combustion product, delivers harmless carbon dioxide CQz and water.

CORRECTED SHEET (RULE 91)

Claims

claims

1. High-pressure steam engine, in particular for the drive of motor vehicles, characterized in that several, by a continuously operating feed water pump (1) fed forced-flow evaporator (2) and connected to this superheater (3), which are arranged in annular, closed combustion chambers (228) each enclose a supply air jacket space (15) and a counter cylinder (4) arranged on the engine block (12), in the cylinder liners of which a piston of a twin piston (6) is guided, which is connected to the opposite one by a double tube yoke (7), are combined to form a working unit, and that air is sucked in by a compressor (230) via a heat exchanger (231) into the supply air jacket space (15) and pumped into the combustion chamber (228), and after the heating has been started up, the exhaust gases are passed through a pounding valve (229) and can be omitted via the heat exchanger (231), and a working fluid which is converted into a latent heat Steam is heated to a supercritical temperature and brought to a maximum temperature and pressure level, for a short-term start of the engine through fully relieved intake valves (5) is admitted into the counter cylinder (4), and after expansion through exhaust slots (10) and via exhaust slot valves ( 285), which are controlled by a cylinder outlet slot control gear (316) for an amount of exhaust steam which is as large as the amount of steam admitted into the cylinder during operation, which is admitted into the condenser, so that the remaining amount of steam is controlled by an adiabatic (reversible ) Compression work can be compressed to the level of the evaporator pressure, and that for energy recovery, the inlet valves (5) can be set by the driver via the brake pedal or for long-term braking by an automatically operating braking device, for a steam inlet before the 0T, so that the let in steam over a counter steam brake valve (199) is pumped back into the evaporator.

CORRECTED SHEET (RULE 91)

2. High-pressure steam engine according to claim 1, characterized in that the inlet valves are arranged in a valve housing (333) which is sealed off from the outside, so that no steam can escape into the open in the event of leaky valve guide bushings.

3. High-pressure steam engine according to claim 1 and 2, characterized in that the air sucked in by the compressor (230, Fig.1), via the heat exchanger (231) and through the supply air jacket space (15), in the heat exchanger (231) from the exhaust gas heat, and is heated by the radiant heat of the combustion chamber (228) when flowing through the supply air jacket space (15).

4. High-pressure steam engine according to claim 1 to 3, characterized in that the heated air in the by a dam valve

(229) closed combustion chamber (228) from the compressor

(230) is compressed to a high pressure.

5. High-pressure steam engine according to claim 1 to 4, characterized in that the in the heat exchanger (231) and in the supply air jacket space (15) heated air, which transfers heat to the cylinder.

6. High-pressure steam engine according to claim 1 to 5, characterized in that the symmetrical on an engine block

(12, Fig. Lu.6) arranged counter cylinder (4), for screwing to the engine block (12), with an external thread (172) and for screwing the cylinder head cover (173) with the cylinders, are provided with an internal thread.

7. High-pressure steam engine according to claim 1 to 6, characterized in that the twin pistons are provided with an internal thread (200) for a fixed screw connection with the tubular double yoke composed of two parts (7, Fig.12).

CORRECTED SHEET (RULE 91)

8. High-pressure steam engine according to claim 1 to 7, characterized in that the twin pistons with their smooth upper piston half on the piston crown, for sealing against the lower piston half, for cooling and lubricating the cylinder liner and for the flow of a lubricant and coolant, with a smaller one Piston diameter and with coolant and lubricant flow tubes and fins (201) are provided, with piston sealing rings (202) on the piston head and towards the engine, are provided with piston sealing rings (204), and that the lubricant and coolant are a mixture of feed water and Glycol and / or feed water enriched with lubricant additives can be cooled in a cooler (205, Fig. 13), so that the crankshaft and the connecting rods are stored in encapsulated, permanently lubricated roller bearings (175, Fig. 12u .16) which, due to the detachable construction of the engine block (12), the twin pistons (6) and the crankshaft ( 176, Fig. 16), and is made possible by the smooth operation of the engine with low lubricant requirements.

9. High-pressure steam engine according to claim 1 to 8, characterized in that for a continuous feed water supply, a multi-piston feed water pump (1, Fig. 19, 24) in a star piston arrangement, the pump piston of a piston pressure regulator (148, Fig. 25, 26), over a hydraulic control device (177) is set to a feed water supply at a constant high pressure by adjusting two eccentrics (197u. 198, Fig. 19, 20, 21, 22, 24) mounted one above the other on the control shaft (149, Fig. 24) can be provided.

10. High-pressure steam engine according to claim 1 to 9, characterized in that for a short start of the steam engine with supercritical pressure, before the first start-up and before filling the condenser collector (180, Fig. 49) with feed water, the control springs ( 178u.l79)

CORRECTED SHEET (RULE 91) of the piston pressure regulator (148, Fig. 25), are pushed together by a clamping screw (181, Fig. 23, 26) until the pawl (182) can snap into the ring catch (189) of the regulator spring spindle (183), and that after turning back the Tensioning screw (181), the regulator spring (178) is held by the pawl (182) via the regulator spring spindle (183) and the regulator piston (187) until the motor is started by turning the main switch (233, Fig. 9), the circuit for the evaporator heating, which leads via line (235), and the circuit leading via line (235), which leads to the collector or to the Hall control device, via switch (214), is switched on, and by the eccentric switch (185, Fig. 25) connected to the main switch via the shaft (236, Fig. 9, 25), the pawl (182, Fig. 25) is disengaged, and the regulator spring spindle (183) which controls the pressure of the springs (178u.l79) over the regulator piston (187 ) transferred to the feed water of the evaporator (2), released, and by the voltage of the regulator springs, the evaporator pressure is brought to a level that is short of the operating pressure, so that when the feed water temperature rises to the operating temperature and the steam pressure to the operating pressure , The regulator springs (178u.l79) are pushed together by the regulator piston (87) until the regulator spindle is just in front of the transmission joint (232, Fig. 25), and the feed water pressure via line (191) to the hydraulic control unit (177) the Steuerπut (265) of the hydraulic control slide (188) is guided, which is in a control position for a full stroke of the eccentric (197u.l98) of the feed water pump (1), so that the pressurized water via the line (266) in the hydraulic cylinder (267) reaches the piston (268) and moves it for a 0 stroke, so that a Z is connected to the piston of the hydraulic control slide (188) by a sliding fork (195) ahnstangenschieber (196) is moved on the pump shaft (149), and via pinion (296) and bevel gears (297) an eccentric (198, Fig. 19, 20, 21, 22, 24) arranged on a hollow shaft (139) Stop position (271, Fig. 22) for a full pump stroke, on the

CORRECTED SHEET (RULE 91) Stop position (270, Fig.22) for a 0 pump stroke (Fig.21) is shifted, and that the outer eccentric (197) mounted on the inner eccentric is slidably supported by a pivot pin (273) in a groove (274), also for one 0 pump stroke is shifted so that due to the fluctuating evaporator pressure during operation, via the regulator piston (187, Fig. 25, 26) and via the regulator spindle (183) and via a transmission joint (232), via the small evaporator pressure fluctuations (275) in Larger control movements (276) of the control spool (188) are translated, can be controlled by the control spool, with small evaporator pressure deviations, for a pressure level that fluctuates only slightly.

11. High-pressure steam engine according to claim 1 to 10, characterized in that when the cooled steam engine is at a standstill, the connection of the evaporator to the condenser via the water separator controller (206, FIG. 9) is shut off by the nozzle valve (207) and by the opening valve (212), and that at the start of operation when the evaporator pressure has reached the operating pressure, the condensed water accumulated in the inlet valve space (208, Fig. 10) during standstill is pushed into the water separator regulator (206, Fig. 9) and against the pressure of the nozzle spring (222 ) the nozzle valve (207) is pushed open so that the condensed water through the nozzle valve bore (223) in the extension cylinder (209), on the extension piston (210) and to open the opening valve (212) under the opening piston (215) of the valve - And through the extension piston bore (211) - and via the opened extension valve (213) - and via the valve nozzle (269) into the condenser, whereby through the Ejection piston bore (211) and through the valve nozzle (269) the flow of water is throttled and the opening valve (212) is pushed open by the pressure increase in the ejection cylinder (209), so that the condensed water is pushed into the condenser at high pressure and the ejection valve (213) is closed, and the switch (214) by the switching pin (295)

CORRECTED SHEET (RULE 91) Switches on control current via line (235) for the control gear.

12. High-pressure steam engine according to claim 1 to 11, characterized in that the feed water pumped by the feed water pump (1), according to the temperature and pressure level of the evaporator (2) and the temperature and state of charge of the heat accumulator (8, Fig. 48), at Start-up of the steam engine, and during operation, using the changeover commands from the thermocouple switch (216, Fig. 1) for the temperature setting of the firing device, - bimetal switch

(217, Fig. 48, 50) and magnetic switch (219, Fig. 48, 50), for an automatic switchover of the feed water feed into the evaporator (2) or into the heat accumulator (8, Fig. 48), and by this in the superheater (3), can be switched.

13. High-pressure steam engine according to claim 1 to 12, characterized in that for starting up the steam engine at the beginning of the heating by a bimetal switch

(217, Fig.50) a magnetic switch (219) is turned on, the rotary slide switch (220, Fig. 48, 52.53) for a flow of the flow of the feed water pump (1), from the evaporator feed, to a feed into the, to the operating temperature charged heat accumulator (8, Fig. 48) switches so that the superheated steam is introduced through the pipe (258) into the manifold ring (293, Fig. 1) and from there into the superheater (3).

14. High-pressure steam engine according to claim 1 to 13, characterized in that for switching the flow of the feed water pump (1) from an evaporator to a heat storage feed, the control current from the bimetal switch (217, Fig.50) via the line (252) to the magnetic switch (219), so that the armature (253) of the magnetic switch, via a switching joint (254), the rotary slide switch (220, Fig. 48, 51, 52, 53) from an evaporator feed

CORRECTED SHEET (RULE 91) the pipeline (256, Fig. 47, 51, 53) switches over to a feed through the heat accumulator (8, Fig. 48) charged to the operating temperature, via the pipeline (257 and .258, Fig. 48, 52).

15. High-pressure steam engine according to claim 1 to 14, characterized in that the firing chamber (228, Fig.1) of the once-through evaporator (2), for a throttled outlet of the exhaust gases, is closed by a damming valve (229), so that by a compressor (230, Fig.1), via a heat exchanger (231), air sucked in through a supply air jacket (15), is pumped into the combustion chamber (228) and compressed to a high pressure, so that the temperature in the furnace is due to the heat pump effect (228) is increased.

16. High-pressure steam engine according to claim 1 to 15, characterized in that the piston inlet valves (5, Fig. 1, 10), through the valve surface acted upon by the steam pressure during the opening (162) and the opposite-sized valve surface (224) via a Relief bore (237) are relieved.

17. High-pressure steam engine according to claim 1 to 16, characterized in that the valve opening chamber (168, Fig. 1, 10), for cooling, in a bypass (225), through which the flow of the feed water pump (1) flows, and the closing lever shaft ( 159) and the opening lever shaft (164) with their sealing flanges (169, Fig. 10, 11), from the evaporator pressure and additionally from the sealing spring (170, Fig. 11) for maintenance-free sealing of the valve opening space (168) against the sealing ring (171, Fig.11) of the opening lever shaft (164) and the closing lever shaft (159) is pushed.

18. High-pressure steam engine according to claim 1 to 17, characterized in that the piston inlet valves (5, Fig. 1, 7, 8, 10, 11) by strong closing springs (157), via a locking lever (158), via a locking lever shaft ( 159), about a

CORRECTED SHEET (RULE 91) Locking fork (160, Fig. 11), via valve driver closing surfaces (161, Fig. 7, 10) are held on their valve seat (162, Fig. 1), and that via weak opening springs (211, Fig. 1), by the Armature (167) of the valve opening magnet (9), via the opening lever (163), via the opening shaft (164), via the opening fork (165) and via the driver - valve opening surfaces (166), a play-free connection of the magnet armature ( 167) to the piston valve (5).

19. High-pressure steam engine according to claim 1 to 18, characterized in that the valve control for a precisely metered steam inlet, in the event of evaporator pressure fluctuations, by an indicator switch (218, Fig. 4, 47), via rack and pinion gear (316), via a screw gear (317 ) and a sliding wedge gear (226), with a setting of a small filling by the driving foot lever, for a small opening stroke of the steam inlet valve, and with a setting of a large filling, for a large opening stroke of the steam inlet valve.

20. High-pressure steam engine according to claim 1 to 19, characterized in that the steam outlet control of the cylinder outlet slot valve (10), by an indicator switch (218, Fig.4, 47), after the evaporator pressure fluctuations, via a rack-spur gear lever superposition gear ( 227, Fig.1, 4), is controlled for the outlet of a quantity of steam which is so large that the remaining quantity of steam remaining in the cylinder can be compressed to the operating pressure.

21. High-pressure steam engine according to claim 1 to 20, characterized in that for a safe start of the steam engine by the control of the contact-controlled control gear (Fig.27), and the contactlessly controlled gear (Fig.36), in which an inlet piston valve of 2nd Collectors (307u. 98, Fig.30) or by 2 rotors (34u. 6, Fig. 36) is controlled by a centrifugal switch (70, Fig. 30, 36, 41, 42) in the

CORRECTED SHEET (RULE 91) The motor is at a standstill, at the largest filling setting, at which the collector insulating segments (305u.309) - or the Hall magnetic diaphragms (20, Fig. 34) are set for the greatest current flow on the control magnets (9), so that when steam is supplied by the driving foot lever (17), after starting the steam engine, while starting the centrifugal switch (70, Fig. 30, 36, 41, 42), by swinging out the centrifugal weights, via the swivel spindle (83, Fig. 42), two pivotable toothed racks (84u.85), one of which engages in the teeth of the pinion (86, Fig. 41, 42), are pulled up so that the pinion is turned and two screw members () connected to the pinion via a spindle (92) 88u.89) are also rotated, one screw member (88) being screwed into the threaded nut (50) of the sliding fork carriage (91) and the other screw member (89) being screwed into the threaded nut of the rack carriage (90), so that the sliding fork carriage (31 ) against the Rack carriage (91) is moved, and on the sliding fork (56) and on the control hollow shaft (19), the insulating segments (305u.309, Fig. 27, 28, 29) or the magnetic diaphragm (20, Fig. 34, 36) reset the steam inlet set by the driving foot lever.

22. High-pressure steam engine according to claim 1 to 21, characterized in that when the starting gear (306, Fig. 42) is set for a reverse rotation of the motor, by the reversing lever (62, Fig. 38, 31), via the shift rod (93, Fig .31, 35, 38, 41) of the guide groove switch (308, Fig. 41) is switched over, the rack (85) releasing the pinion (86) and the opposite rack (84) being snapped into the pinion so that when starting the engine for a reverse drive, the collectors or the panel rotors are reset to the steam inlet set by the driving foot lever.

23. High-pressure steam engine according to claim 1 to 22, characterized in that for a contact-controlled electromagnetic control of the steam inlet valves (5), a collector

CORRECTED SHEET (RULE 91) Control gearbox Fig. 27, 30, 31) is provided, in which the steam inlet and fill level control, by a fixedly rotating with the control shaft (25) collector (307, Fig. 30), by which the steam inlet time is determined, and the fill level change by a rotatable on the control shaft collector (98) is controlled, and in each crank circle position of the pistons, a start of the engine can be initiated by a driving foot lever (17, Fig. 31), the control current for opening the steam inlet valves (5) through which Valve opening magnets (9, Fig. 1, 27), when steam is supplied by the driving foot lever (17, Fig31), via the ring switch (116), for control in mdul via the line (77), onto the grinding brush (117, Fig. 27 ) and on the closed slip ring (105) of the inlet collector (307, Fig.30, 27), and within the collector on the conductive ring segments (79u.80), and when the slip ring segment (79) comes into contact with the slip belt brush (118), via the line (119), and over the brush (108), onto the closed slip ring (120), and inside the collector (98), onto the slip ring segment (81) when the control shaft and when contacting the slip ring segment (81) with the grinding brush (121), via the line (122) and the reversing switch (115), to the valve opening magnet (9), to open the inlet valve (5), for a steam inlet into the cylinder of the 0T standing piston (124, Fig .17u .27), and that in a second line branch, the current from the ring segment (80) via the grinding brush (121), via the line (109) to the closed slip ring (110), and within of the collector, to the slip ring segment (82), and via the grinding brush (111), and via the line (112), and the reversing switch (115), to the valve opening magnet (9), to open the inlet valve (5), for the steam inlet in the cylinder (127) in which the Kol ben (6, Fig.18) is in a crank circle position of 45 °, is directed, so that by controlling the inlet segments (79u .80, Fig .28) in each position of a piston in the 0T, the steam inlet valves in mdul (with the Clockwise rotation), in the order of 0T

CORRECTED SHEET (RULE 91) Positions of the pistons (124, 125, 126, 127, Fig. 17, 18, 27), and with an edul (counterclockwise) rotation, in an order of the TDC position of the pistons (124, 125, 126, 127), for a steam inlet in the cylinder is controlled, the size of which is determined by the control time (inlet time), which is determined by the period of simultaneous contact of the conductive ring segments with the conductor brushes connected by which the control current on the valve opening magnet (9) is released, so that with the simultaneous overlap of the inlet control segments (79u .80, Fig.29) with the filling control segments (81u.82) at the greatest angle, the greatest filling is set, and by a small overlap (Fig.28), by a radial displacement the filling collector (98, Fig.30), a small filling can be set.

24. High-pressure steam engine according to claim 1 to 23, characterized in that in the control of the collector control gear (Fig .27u .30), by a segment shift joint (146, Fig.31) for starting the steam engine from the 0 position, by the gear lever (62, fig. 31), for a setting for a forward or backward movement, a rack (136, fig. 31) is displaced, and a pinion (137) which is in a groove (140) of the sliding spindle (135 ) is rotated, whereby the centrifugal rack switch (70, Fig. 30, 41, 42) is switched over an articulated connection (93, Fig. 31, 41), and the inlet control collector (307, Fig. 30 ) and the filling control collector (98), on the overlap of the same crank circuit sector (Fig. 29), for starting with the greatest torque and the greatest filling degree setting, and that by adjusting the sliding spindle eccentric (141, Fig. 31, 33) through which the driver carriage (142 , Fig. 31), with one of its two drivers (144) is pushed in front of the switching lug of the gearshift joint (146), when steam is supplied by the driving foot lever (17, Fig. 31), by the driver (144), via the gearshift joint (146 ), against the pressure of the switching spring (147)

CORRECTED SHEET (RULE 91) Gear segment (106) is pivoted, and over a rack slide (31), and over a sliding fork (56), a sliding ring (57) on the filling control hollow shaft (19), axially, for a filling degree change, and that by the Displacement of the rack (136, Fig. 31), a control drum brush bridge (68, Fig. 27, 30, 32), can be set to a forward or reverse travel or early or late steam delivery, with the switch spindle (93, Fig. 31) of the reversing lever (62, Fig. 31), the reversing switches (114u .115, Fig. 27, 35) with the valve opening magnets (9), for starting in the direction set by the reversing shift lever, are set, and that when steam is supplied by the driving foot lever (17), via the slip ring switch (116, Fig .31), the control current is switched on via the line (77).

25. High-pressure steam engine according to claim 1 to 24, characterized in that for a contactless electromagnetic control of the steam inlet valves (5), a Hall sensor control gear (Fig. 34, 36) is provided, in which the steam inlet through orifice rotors (34, Fig. 34 , 36), which determine the time of entry, and are controlled by diaphragm rotors (36), by means of which the filling size can be adjusted, the IC (22) of which are connected by conductors (95), and which are divided into a segment of a circle with a diaphragm ( 20) and are divided into a segment of a segment with a diaphragm window which does not extend over the half of the circle for the diaphragm window, and can cover both ICs in a circular segment, so that only one IC can be released, and that when the control shaft (25) expands, at who run the screens without contact through the air gap (26) between the IC and the soft magnetic guide pieces (27), the magnetic flux is blocked for an IC and the voltage UH is switched off is old, and only when the air gap is cleared, in which the Hall layers of the IC of the inlet control rotors (34, Fig.36) are penetrated by the magnetic field, the Hall voltage which is indicated in these Ic, by conductors (95) for which

CORRECTED SHEET (RULE 91) Excitation of the IC of the filling control rotors (36, Fig. 34, 36) can flow, so that the Hall current indicated in the IC of these rotors, amplified by the amplifiers (51), for opening the steam inlet valves (5), as long as through the conductors (38, 39, 40, 41) can flow to the valve opening magnets (9, Fig. 34) until the orifices (20), the filling control rotors (36) are immersed in the air gap (26) of the IC, and interrupt the magnetic flux through the Hall layer, which then runs for the most part in the area of the diaphragm, so that the voltage UH reaches a minimum, and the control magnets (9) close the steam inlet valves.

26. High-pressure steam engine according to claim 1 to 25, characterized in that the radially adjustable diaphragm rotors (36, Fig. 34, 36), to change the degree of filling, can be adjusted counter to or with the direction of rotation of the control shaft, so that the diaphragm window (21) the rotors (36) can be adjusted when the diaphragm window (21) is adjusted counter to the direction of rotation of the control shaft (25) to the circular sector which corresponds to the circular sector position of the rotors (34), so that the largest diaphragm window width for the largest Steam is released, and with an adjustment in the direction of rotation of the control shaft, a release of the magnetic flow can be set for a small amount of steam.

27. High-pressure steam engine according to claim 1 to 26, characterized in that in the control of the Hall transmitter control gear (Fig.34, 36), by a reversing gear (Fig.38), by a reversing shift lever (62, Fig.38), of the 0 position off, for a setting for forward travel, the sliding claw (46), which is slidably mounted on the sliding claw shaft (33) of the reversing gear, is locked into the claw grooves of the clutch spur gear (52), so that when steam is supplied, by the control movement of the Driving foot lever (17, Fig.37), a rack and pinion slide (31, Fig. 38, 39) is shifted, the rack-and-pinion Hall (23)

CORRECTED SHEET (RULE 91) Magnetic flux on the Hall layer of a Hall IC (24) releases and the Hall current is transmitted through the conductor (77) via the amplifier (51, Fig. 36) to the inlet control rotors (34), and this through the rack slide valve (31) , The control movement of the driving foot lever (17), on the clutch spur gear (37, Fig. 37, 38), on the sliding claw shaft (33, Fig. 38), on the sliding claw (46), on the bevel gear (52), ber idaέ bevel gear (63), about that !. Bevel gear (54), via the bevel bevel gear (72), and via the spur gears (53u.65) and via the rack slide (55, Fig.36), is transferred to the sliding fork (56) and to a sliding ring (57) which, with its switching pin (58), protrudes through the longitudinal threaded link groove (61), into the control shaft guide groove (59), is displaced in the axial direction for forward or backward travel, and the degree of filling control rotors (36) by the run in the sliding thread groove (61), the control hollow shaft (19) and in the control shaft guide groove (59), against each other, radially, with or against the direction of rotation of the rotors, for the adjustment of a filling degree change.

28. High-pressure steam engine according to claim 1 to 27, characterized in that for the adjustment of the control rotors for a reverse travel, by the reversing lever (62, Fig. 38), via the switching spindle (93, Fig. 35, 38, 41), the reversing switch (115, Fig. 34, 35) and the centrifugal switch (70, Fig. 41) can be switched over for a reverse travel, the gearshift claw (46) being actuated via a toothed rack (66, Fig. 38) and an angle lever (67). , is engaged in the clutch gear (49, Fig. 38) so that when the steam is applied, a rack and pinion slide (31) is moved by the control movement of the driving foot lever (17, Fig. 37), and the movement via the clutch spur gear (37, Fig .37u .38), on the sliding claw shaft (33, Fig. 38), on the spur clutch gear (49), on the bevel bevel gear (72) and over the spur gears (53u. 65), on the rack slide (55, Fig.36), and via the sliding fork (56), on the control shaft (25), for control

CORRECTED SHEET (RULE 91) a reverse drive is transmitted.

29. High-pressure steam engine according to claim 1 to 28, characterized in that by an external force braking device, which consists of a vibration damper mounted on the drive train measuring coupling (151, Fig. 43, 44, 45, 46), from an electrodynamic generator retarder (221, Fig. 43, 46), and from a counter-steam brake piston valve (199, Fig. 5, 14), is combined to form an independent continuous braking device, for a downhill run, in which the engine is towed by the pushing car, which is on the driven side of the Drive train mounted oil damper spring housing (242) rotates faster than the motor shaft, two on the output side of the drive train (100, Fig. 43, 44, 45, 46), on a separating vane disc (246, Fig. 44) attached separating vanes (244), and a gear (245, Fig. 45), which are connected in the oil damper spring housing (151) on the output side to the drive train, are pivoted so that the gear tensions the return spring, and a Schne cke (249, Fig. 43, 46), which is rotated in a guide groove (247) on the drive train, and thereby screwed into the worm nut (259, Fig. 43), and axially displaced, and over one Shift lever (278), and via a follow-up contact rotary actuator (156, Fig. 46), and via a counter-steam brake linkage (150, Fig. 31, 36, 46), via a linear self-locking device (241, Fig. 36, 54) , which enables adjustment in one direction only, via a screw superposition gear (239, Fig. 31, 36), and via a rack segment (145, Fig. 31, 36), the collector control drum brush bridge (68, Fig. 30) - or the Hall IC control drum (76, Fig. 36), for a steam inlet time before the 0T, so that the engine piston via the counter-steam brake piston valve (199, Fig. 14), steam at a pressure of goes beyond the evaporator pressure, pushes it back into the evaporator, thereby enlarging the negative work surfaces in the PV diagram of the engine.

30. High-pressure steam engine according to claim 1 to 29, characterized

CORRECTED SHEET (RULE 91) records that through the generator retarder (221, Fig. 43, 46) through which the heat accumulator (8, Fig. 48) can be charged while driving, via a power diode (287) current from the motor vehicle network through the field coils of the gene - Rator retarder is conducted, the voltage for sufficient external excitation, is limited by a circuit breaker (potentiometer) (281), and that by a short circuit via a power diode (286, Fig. 43, 46), the generator retarder over the Lines (282u.283) is connected to the heat accumulator (8, Fig. 48), and when driving downhill, through the sliding claw (263, Fig. 43), connected to the drive train via a fast-translating spur gear transmission (262) is, so that the heat accumulator can be charged with a large current intensity, wherein during the charging, the torque directed from the counter-EMF to the charging torque leads to a braking torque.

31. High-pressure steam engine according to claim 1 to 30, characterized in that for a permanent charging of the heat accumulator on flat roadways, the sliding claw (263, Fig. 43) of the relaxing return springs (248, Fig. 43, 45), via the worm nut ( 259), and the shift rod (303), for an idling of the transmission gear, and for a slow running of the generator retarder, is engaged in the shifting claws (280), and is charged by the generator retarder with a small current which is charged by the circuit breaker (281) can be limited or switched off according to the state of charge of the heat accumulator.

CORRECTED SHEET (RULE 91)