DE102008006141B4 - Compressed gas hybrid engine - Google Patents

Abstract

The subject of the invention is a pressurized gas engine hybrid engine (1) which, in cooperation with an auxiliary unit (21 and from the residual gases generated during operation and derived in a controlled manner), generates the preloaded pressurized gas required for the operation of the pressurized gas engine 1/3 higher power output can be achieved with lower losses. In order to be able to meet these requirements, the pressurized gas hybrid engine (1) consists of the engine (2), tanks (11/26) for storing the pressurized gas, a rotary valve (3) for Distribution of the gas, the auxiliary unit (21), which can be an internal combustion or electric motor, to operate a pump (23), a compressor (6) for sucking off and compressing the residual gas and a testing and control device (32) with connected measuring devices and valves for monitoring and controlling the functions required for the operational sequence.

Description

The present invention relates to a combined engine unit according to the preamble of claim 1, the drive energy is obtained from prestressed, expanding compressed gas and generates the required for the operation of compressed gas in combination with an auxiliary unit itself and thus also compensates the pressure gas losses during operation.

The invention relates to the applied technique and the method for generating the compressed gas during operation, in which the remaining after the expansion of the prestressed compressed gas in the cylinders residual gas discharged controlled as exhaust, transferred via compressor in storage tanks and additionally via the means of a Auxiliary unit generated compressed gas is enriched such that finally the supplemented in the storage tanks and biased pressure gas can be supplied to the engine again for the drive, which pollutant emissions can be reduced by this system during the compressed gas operation.

Various applications are known from the prior art, which describe inventions, the hybrid or gas engines have the subject and have features of the filed application.

In the DE 199 23 451 A1 An emission-free hybrid engine is described which comprises an electric motor, a battery for driving the electric motor, a compressed air motor, a compressed air tank for driving the compressed air motor, a generator for generating electric energy and a decision and control device for controlling various operating conditions.

The invention presented here gives the impression of a "Perpetuum Mobiles", in which constantly new energy is gained, but this is not possible according to the laws of physics. If this system is operated under load, it can be assumed that the efficiency for driving a vehicle approaches zero.

From the DE 43 42 950 A1 For example, a hybrid engine is known which first compresses and enriches a fluid in a multi-stage process and directs the high pressure, hot exhaust gases via a rotary piston set which is set in motion to work. For this purpose, depending on the variant, the hybrid engine consists of at least one combined compressor rotary piston set and engine rotary piston set or autonomously arranged rotary piston sets, which are arranged within one volume, with the valves, supply and disposal lines, auxiliary units and operating materials required depending on the variant.

The hybrid engine described here works by methods in which the drive energy is obtained from a highly heated fluid, which leads to corresponding material loads and must be taken into account in the selection of materials and is reflected in the form of complex, heavy and expensive constructions. In the new application, the drive energy is generated in a "cold" process, the material is not subjected to heat and the volume for the engine can be reduced accordingly by the components cooling technology and thus the total weight.

The DE 10 2004 005 349 A1 discloses a hybrid engine composed of an electric motor and an internal combustion engine connected via a planetary gear. Between this planetary gear and an automatic transmission, a clutch is connected and the electric motor and the internal combustion engine are connected via a sun gear with a planet carrier.

In the presented technique, it is particularly important to develop a compact hybrid engine consisting of electric motor and internal combustion engine, which are connected via a specific planetary gear, wherein the electric motor u. a. is used for starting the internal combustion engine. In the exemplary embodiments and the claims for protection to the application shows that this hybrid engine has no features to the hybrid engine in the new application.

In the DE 103 23 534 A1 a pressure gas engine for vehicles is presented, which is operated by liquid air and commercial fuel. The liquid air is transferred from tanks into a pressure chamber where it is evaporated and heated by the combustion of the fuel. An electronic control and regulating device is used to adapt the operating pressure to the respective operating situation.

Unlike the new application will be at the DE 103 23 534 A1 worked with liquefied petroleum gas, which is first prepared for the pressure level required for a sufficient operating pressure via an immediate combustion process and then forwarded to a two-stage rotary valve motor. In the new application, however, is located in tanks, biased pressurized gas via a control device, which is not the subject of this invention, passed into the engine and residual gas and pressure gas losses via an auxiliary unit in conjunction with control devices processed or balanced and stored in tanks, so as Drive motor can be made available again.

The inventions presented herein thus demonstrate techniques in which the idea has been implemented to provide an alternative to, or at least in combination with, the internal combustion engine to primarily reduce emissions of pollutants and reduce fossil fuel consumption or to make propulsion more effective. The inventions in this case provide practical stand-alone solutions for sub-areas of the task complex of the above-mentioned type of this new application, but so far no solution concept is presented, which discloses the functional operation of a compressed gas engine in combination with an auxiliary unit and controls the derived from the system residual gases controlled, compressed, in storage tanks and finally fed back to the system, the engine without a starter in the traditional sense can be put into operation.

In the following describes the WO 1982/000615 A1 a compressed gas drive system, in which emitted by a drive unit exhaust energy and braking energy to be transferred in the form of compressed gas in storage tanks.

In addition, the shows US Pat. No. 3,765,180 a compressed air motor with a support tank, which is fed with a driven by an electric motor compressor until reaching a minimum pressure with compressed air.

The DE 27 31 768 A1 discloses a pneumatic motor suitable for vehicle propulsion in which a compressed air tank is provided as a compressed air storage tank which is charged from an external supply source and connected to the air motor via a conventional pressure regulator coupled to an inlet duct. The compressed air is introduced via clocked intake valves in the cylinders of the engine to cause strokes of the piston, and discharged via clocked exhaust valves. The inlet and outlet valves are either spindle valves or valves arranged on a camshaft via pushrods and control rods. The outlet-side air, so the compressed gas residual gas is compressed in a compressor and fed into the compressed air tank.

From the WO 2007/132 070 A1 is known a motor whose inlet and outlet are controlled by a rotary valve.

The invention has for its object to develop a known from the prior art compressed gas hybrid engine, which is composed of an existing normal five-cylinder internal combustion engine, a control device compressed gas, a tank system, an auxiliary unit, a starter and a control device and the the compressed gas required for the operation of the obtained during the engine power stroke and controlled derived residual gas in combination with an auxiliary unit for generating compressed gas wins.

• – das während des Betriebs anfallende Restgas nicht nach außen abgeleitet wird, sondern im System verbleibt und wieder angereichert wird,
• – über ein Hilfsaggregat Druckgasverluste ausgeglichen werden und das System sich somit selbst versorgt,
• – Schadstoffemissionen verringert werden,
• – der Verbrauch fossiler Brennstoffe verringert wird und,
• – durch den Wegfall von herkömmlichen Baugruppen eines Verbrennungsmotors eine Gewichtsersparnis erzielt wird.

The advantages achieved by the invention are in particular that

• The residual gas produced during operation is not discharged to the outside, but remains in the system and is enriched again,
• - Compressed gas losses are compensated via an auxiliary unit and the system thus self-sufficient,
• - Pollutant emissions are reduced,
• - the consumption of fossil fuels is reduced and,
• - By eliminating conventional components of an internal combustion engine, a weight saving is achieved.

The above-described problem is solved by the features listed in claim 1 and to clarify the technical processing, the following embodiment is described by way of example.

The engine, corresponding to a normal combustion engine, consisting of the engine housing with cylinders, pistons and crankshaft, is supplied via two storage tanks with compressed air, wherein the compressed gas is passed via a rotary valve to the cylinders.

In this illustration, it is assumed for tank A that a biased amount of pressurized gas sufficient to start and drive the engine is stored therein.

The engine is started in a mechanical manner via a manual switch in such a way that a test and control unit is activated by operating the manual switch, which determines the pressure in the tanks by means of measuring probes via a measuring line and then activates a control valve which supplies the tank with the higher pressure Pressure, in this case tank A, is assigned. As soon as the valve is opened, the prestressed compressed gas from tank A flows via the control valve integrated in a compressed gas line to the rotary valve, which is the subject of a further application.

This rotary valve, which forms the engine block cover, not only controls the supply of compressed gas to the respective cylinders of the engine but also takes over the discharge of the residual gas from the system. For this purpose, the rotary valve consists of an outer housing, with an inner, rotatably mounted hollow tube, referred to as rotor, which is connected via a drive belt to the crankshaft of the engine and synchronously with this one is running. The outer housing is pierced at defined points, via which the compressed gas is passed according to the invention into the system. The internal rotor also has specific holes which are connected to a pressurized gas line with each other, wherein the bores during a particular operating cycle of the engine with the inlet / outlet port to one of the cylinder and a compressed gas supply line and thus the inflow of biased pressurized gas in allow a cylinder at a position of the piston in the area of the TDC, and when expanding the pre-pressurized pressurized gas inside the cylinder, push the piston towards UT so that the crankshaft of the engine is set in motion.

Furthermore, the wall of the rotor is milled at defined areas in such a way that during the further rotation of the rotor, these zones, which are each assigned to a cylinder, are passed over the inlet / outlet opening of the cylinder after completion of the active phase of a cylinder, at a time, because the piston is in the area of UT. With further rotation of the crankshaft, the piston moves from the position UT in the direction of TDC and promotes the residual gas still present in the cylinder after expansion of the pre-pressurized gas out of the cylinder via the inlet / outlet opening of the cylinder into the interior of the rotor, which serves as the exhaust air space serves.

About a compressor which is positioned on the exhaust side of the rotary valve and automatically switches on when starting the compressed gas engine, the residual air from the exhaust space of the rotor is first sucked and then passed through a control valve to the tank B and compressed, during this phase of operation as a storage tank is used until the pressure in tank A, which is used as a working tank in this phase, has not dropped below a defined minimum value. If the working pressure in tank A falls below the predetermined minimum value, the pressure gas supply for the engine is switched from tank A to tank B, which now assumes the role of the working tank. Parallel to this, the control valve assigned to the compressor in the area of the exhaust air side now switches over to the filling of the tank A, which now takes on the role of the storage tank. The control valve also ensures that the corresponding tank systems are filled with compressed gas only when they do not initiate a biased compressed gas in the rotary valve system or deliver it to the engine.

When the pressure falls below a defined minimum value in one of the two tank systems, the connection of an auxiliary unit, which may consist of a small combustion engine or an electric motor depending on the variant, which is in functional relationship with a combined unit that fulfills the functions pump and clutch stands , As long as the auxiliary unit is not working in self-service, this runs synchronously with the drive shaft of the engine, without doing its intended function, filling the tank A or B to meet with compressed gas.

About the combination unit clutch / pump shaft is disconnected from the drive shaft of the compressed gas engine when activating the auxiliary unit, since the auxiliary unit runs in independent working mode with a higher number of revolutions than the crankshaft of the compressed gas engine. The tracking characteristic of the shaft of the auxiliary unit pursues the purpose that this shaft has at least the same number of revolutions as the shaft of the compressed gas engine and thus pre-accelerated when the auxiliary unit is switched on and thus has an optimized startup behavior.

After the startup of the auxiliary unit, this drives the combination unit coupling / pump and it is switched in this exemplary function on the arranged in the supply air line of the tank A and associated with this tank control valve, so that this air supply line, the tank A generated by the combi unit compressed air is filled until the maximum pressure is reached. If the threshold value is exceeded, an electronic shutdown command is generated which shuts down the auxiliary unit. The now "empty" follower shaft of the auxiliary unit is switched on via synchronizer rings in the combi unit only then back to the shaft of the compressed gas motor, if a synchronism is given in both waves.

The above-described process applies mutatis mutandis to the filling of the second tank, which is coupled according to the system with its own control device with valves and air supply lines. It is thereby ensured via the corresponding systems that a sufficient amount of prestressed compressed gas can always be made available to the engine.

If during the operation of the engine in the area of the exhaust system, an overpressure / back pressure occur that would impede the operation of the compressed gas engine, this pressure is discharged via a pressure relief valve arranged in the compressor section to the outside and u. a. used for cleaning a filter system, which is the subject of another application and is used when using an internal combustion engine as an auxiliary unit for cleaning the exhaust gases.

An advantageous embodiment of the invention is specified in the claims 2 and following, it being understood that the above-described and hereinafter still explanatory specifications can be used not only in the specified combination, but also in other combinations or as an independent execution object, without departing from the actual scope of the invention presented.

Embodiments of the invention are illustrated in the drawings and will be described in more detail below.

Show it:

1 schematic representation of the hybrid engine with auxiliary unit

2 schematic representation according to 1 with additional emission control

3 schematic representation of the main modules to explain the summary

The following is the explanation of the invention with reference to the drawings according to the structure and possibly also after the operation of the illustrated invention.

1 shows the schematic representation of a compressed gas hybrid engine 1 consisting of engine 2 , Rotary valve 3 , Cylinder 4 , Exhaust duct 5 , Compressor 6 , Control valve compressor 7 , Tank Supply 8th , Check valve exhaust air 10 , Tank A 11 , Filler neck 12 , Tank holder 13 , Quick coupling 14 , Compressed gas line 15 , Control valve supply air 16 , Supply line rotary valve 17 , Check valve 18 , Supply air line tank A 19 , Check valve supply air 20 , Auxiliary unit 21 , Shaft auxiliary unit 22 , Combined unit clutch / pump 23 and the components of the second tank with check valve 24 , Control valve supply air 25 and tank B 26 , as well as the start and control device with manual switch 31 , Test and control unit 32 , Measurement line 33 , Measuring probe 34 , Control line 35 , Control line exhaust air 36 and proportional valve 37 ,

Shown is the embodiment of a compressed gas hybrid engine 1 whose engine 2 with compressed gas from two tanks, tank A 11 and tank B 26 , is operated. The tanks, fastened with brackets 13 , are with the compressed gas lines via quick couplings 14 connected, which allows a quick replacement of the entire tank, and are external with compressed gas via a filler neck when needed 12 fillable.

Above the engine 2 , a 5-cylinder inline engine, is the rotary valve 3 , which is the subject of another application, put on, with the schematically indicated cylinders 4 ,

To start the engine is via a manual switch 31 the test and control unit 32 This first activates the pressure in the tanks 11 / 26 determined by the data of the probes 34 over the measuring line 33 be read out. Depending on the evaluation is now the control valve 16 / 24 activated, its assigned tank 11 / 26 has the higher pressure.

In this exemplary description, assume that the measurement in Tank A 11 the higher pressure could be determined, leaving the test and control unit 32 over the control line 35 the control valve supply air 16 switches, which the tank A 11 is assigned directly. This causes out of the tank A 11 Compressed gas via the compressed gas line 15 , the supply rotary valve 17 and a proportional valve 37 to the rotary valve 3 can flow.

The proportional valve 37 has the task, the volume flow of the rotary valve 3 to regulate incoming compressed gas and thus the amount and thus the converted energy or the engine 2 depending on how much accelerated and thus the passage in the proportional valve 37 is controlled, so a correspondingly large or small amount of compressed gas to the rotary valve 3 rush through.

The proportional valve 37 Downstream is the rotary valve 3 , which regulates the distribution of the compressed air to the cylinders and the discharge of the residual air and in whose housing there is a movably mounted, so-called rotor, which controls the direct Druckgaszu- and-derivative and synchronously with the crankshaft of the engine 2 running.

The compressed gas supply lines inside the rotary valve 3 are each in the cylinder in the filling position, the piston is in the phase of downward movement from the position OT in the direction of UT. By the inflowing into the cylinder and here now expanding compressed gas, the piston is pressed in the direction of UT and thereby the crankshaft of the engine 2 driven. The residual gas in the cylinder after the expansion becomes with the upward movement of the piston in the direction of TDC in the exhaust air space of the rotary valve 2 from where it comes from the compressor 6 , which automatically switches on when starting the engine, via the exhaust air line 5 is sucked off.

As long as the pressure in the tank A 11 has not fallen below a defined minimum value and in this phase of operation as a so-called working tank the pressurized gas for the engine 2 returns, that is from the compressor 6 exhausted residual gas via the control valve 7 for filling the tank B 26 , which serves as a storage tank in this phase, derived and condensed there.

Determines the test and control unit 32 in the tank A 11 a gas pressure below the defined Minimum value, becomes the control valve 16 locked and on the control valve 25 switched so that now the compressed gas from tank B 26 to the rotary valve flows and the engine 2 supplied with compressed gas.

Parallel to this is via the "control line exhaust air" 36 the "control valve compressor" 7 switched and the over the exhaust duct 5 and the compressor 6 flowing residual gases to tank A 11 , which is now used in this phase of operation as a storage tank, directed and condensed there constantly.

When the pressure in tank A drops 11 below the minimum value, in addition to supplementing the pressure gas required for operation, the auxiliary unit 21 started that over a wave 22 a combi unit 23 with the functions clutch / pump drives. In the conveying mode, the pump of the combi unit is used 23 Compressed air generated via the supply air line 19 and the compressed gas line 15 in this exemplary illustration in the tank A 11 is promoted until reaching the maximum pressure, whereupon the auxiliary unit 21 and thus the compressed air generation is stopped again.

In idle mode, when the pump does not deliver pressurized gas to the tanks 11 / 26 is promoted, the wave is running 22 of the auxiliary unit 21 synchronous to the shaft of the motor 2 with, whereby upon connection of the auxiliary unit 21 the wave 22 already pre-accelerated and the startup behavior of the unit 21 is optimized. in own operation becomes the wave 22 of the auxiliary unit 21 from the shaft of the engine 2 uncoupled because it works with a higher number of revolutions than the engine. When switching off the unit 21 becomes the wave 22 via synchronizer rings back to the engine 2 coupled as soon as both waves have the same rotational speed.

Analogously, the described pressure gas generation also applies to the tank A with 11 corresponding tank B 26 , which is then filled with compressed gas when returned to tank A. 11 is switched in the function as a working tank.

2 shows the schematic, expanded representation of a compressed gas hybrid engine after 1 consisting of engine 2 , Rotary valve 3 , Cylinder 4 , Exhaust duct 5 , Compressor 6 , Control valve compressor 7 , Tank Supply 8th , Check valve exhaust air 10 , Tank A 11 , Filler neck 12 , Tank holder 13 , Quick coupling 14 , Compressed gas line 15 , Control valve supply air 16 , Supply line rotary valve 17 , Check valve 18 , Supply air line tank A 19 , Check valve supply air 20 , Auxiliary unit 21 , Shaft auxiliary unit 22 , Combined unit clutch 1 pump 23 and the components of the second tank with check valve 24 , Control valve supply air 25 and tank B 26 , Exhaust pipe 27 , Exhaust gas cleaner 28 , Pressure relief valve 29 and overpressure line 30 , as well as the start and control device with manual switch 31 , Test and control unit 32 , Measurement line 33 , Measuring probe 34 , Control line 35 , Control line exhaust air 36 and proportional valve 37 ,

In this embodiment, the compressed gas engine to the functional parts pressure relief valve 27 and exhaust gas cleaner 28 , which represents a standalone application, has been expanded.

The functional sequence is the same as under 1 explained, as an auxiliary unit 21 a small internal combustion engine is used, in which it is necessary to filter out the resulting in operation in the exhaust gases pollutants. For this purpose, the invention, the assembly exhaust gas cleaner 28 on which the over the exhaust pipe 27 during operation of the auxiliary unit 21 in the embodiment "internal combustion engine" incurred exhaust gases supplied. The exhaust gas is in the exhaust gas cleaner 28 passed through the filter system via an eccentric displacer to retain the particulate matter without creating back pressure or back pressure in the exhaust system. To clean the filter system, a defined amount of compressed gas is forced through the filter elements at periodic intervals in order to first detach the fine dust particles from the filter structure and then to collect the released particles in an exchangeable collecting container. The required pressure gas is via appropriate pressure relief valves 29 that are in the tank feeders 8th in the exhaust part of the compressed gas engine 2 are integrated, controlled branches and over the pressure line 30 the exhaust gas cleaner 28 supplied there to be used as described above for cleaning the filter elements.

LIST OF REFERENCE NUMBERS

1

Compressed gas hybrid engine

2

engine

3

rotary vane

4

cylinder

5

exhaust duct

6

compressor

7

Control valve compressor

8th

tank supply line

10

Check valve exhaust air

11

Tank A

12

filler pipe

13

tank support

14

quick coupling

15

Pressure gas line

16

Control valve supply air

17

Supply line rotary valve

18

check valve

19

Supply air line tank A

20

Check valve supply air

21

auxiliary power unit

22

Shaft auxiliary unit

23

Combination unit clutch / pump

24

check valve

25

Control valve supply air

26

Tank B

27

exhaust pipe

28

exhaust gas cleaner

29

Pressure relief valve

30

Pressure relief line

31

handset

32

Test and control unit

33

Measurement line

34

probes

35

control line

36

Control line exhaust air

37

proportional valve

Claims (18)

Compressed-gas hybrid engine, consisting of a motor designed as a 5-cylinder internal combustion engine ( 2 ), Rotary valve ( 3 ) with upstream proportional valve ( 37 ), Cylinders ( 4 ), Exhaust duct ( 5 ), Compressors ( 6 ), Control valve compressor ( 7 ), Tank supply ( 8th ), Check valve exhaust air ( 10 ), Tank A ( 11 ), Filler neck ( 12 ), Measuring probe ( 34 ), Tank holder ( 13 ), Quick coupling ( 14 ), Compressed gas line ( 15 ), Control valve supply air ( 16 ), Supply line rotary valve ( 17 ), Check valve ( 18 ), Supply air line tank A ( 19 ), Check valve supply air ( 20 ), Auxiliary unit ( 21 ), Shaft auxiliary unit ( 22 ), Combined unit clutch / pump ( 23 ), the components of a second tank with check valve ( 24 ), Control valve supply air ( 25 ) and tank B ( 26 ), the components for the exhaust gas purification with exhaust pipe ( 27 ), Exhaust gas cleaner ( 28 ), Relief valves ( 29 ) and overpressure line ( 30 ) and a handset ( 31 ) for activating a test and control device ( 32 ), which the supply of compressed gas from in tanks ( 11 / 26 ) stored pressurized gas to the rotary valve ( 3 ) is regulated in such a way that when starting it a control valve ( 7 . 16 . 25 ), which allows the tank ( 11 / 26 ), in which the higher pressure prevails, is assigned, wherein the pressurized gas hybrid engine ( 1 ) alternatively via an auxiliary motor, referred to as an auxiliary unit ( 21 ), is powered directly in tanks ( 11 / 26 ) stored compressed gas is the main drive, this compressed gas from the resulting during engine operation with compressed gas and centrally in the exhaust duct ( 5 ) compressed gas residual gases by means of a self-operating compressor ( 6 enriched, into the tanks ( 11 / 26 ) and stored there for further use, wherein additionally compressed gas by the auxiliary unit ( 21 ) in conjunction with the combi unit ( 23 ), when a minimum pressure in the tanks is not reached ( 11 / 26 ), produced, compressed and in the tank system ( 11 / 26 ), each one tank ( 11 or 26 ) until the minimum pressure is reached as the working tank and the other tank ( 11 or 26 ) serves as a storage tank to be filled. Compressed-gas hybrid engine according to claim 1, characterized in that the auxiliary unit ( 21 ) is an internal combustion engine or an electric motor. Compressed-gas hybrid engine according to claim 1 or 2, characterized in that the drive shaft ( 22 ) of the auxiliary unit ( 21 ) via a coupling ( 23 ) with the crankshaft of the engine ( 2 ) and at least the same rotational speed as the crankshaft of the engine ( 2 ) having. A pressurized gas hybrid engine according to claim 3, characterized in that by the crankshaft of the engine ( 2 ) trailing wave ( 22 ) of the auxiliary unit ( 21 ) the starting behavior of the auxiliary unit ( 21 ) is optimized. Compressed-gas hybrid engine according to claim 3 or 4, characterized in that the shaft of the auxiliary unit ( 21 ) is disconnected in its own operation from the shaft of the engine. Compressed-gas hybrid engine according to one of claims 1 to 5, characterized in that the shaft ( 22 ) of the auxiliary unit ( 21 ) a combination unit ( 23 ) drives. Compressed-gas hybrid engine according to claim 6, characterized in that the combined unit ( 23 ) the functions "clutch" to separate the shafts of auxiliary equipment ( 21 ) and engine ( 2 ) and "pump" to generate compressed air. Compressed-gas hybrid engine according to claim 1, characterized in that the tanks ( 11 / 26 ) via quick couplings ( 14 ) are completely replaceable within a short time. Compressed-gas hybrid engine according to claim 1, characterized in that the tanks ( 11 / 26 ) if necessary externally via a filler neck ( 12 ) are fillable. A pressurized gas hybrid engine according to claim 1, characterized in that via a measuring probe ( 34 ) the pressure in the tanks ( 11 / 26 ) is determined. Compressed-gas hybrid engine according to claim 1, characterized in that the engine ( 2 ) via a handset ( 31 ) is started or shut down. Compressed-gas hybrid engine according to claim 1, characterized in that the test and control device ( 32 ) the gas pressure in the tanks ( 11 / 26 ) via the measuring probes ( 34 ) and via the control lines ( 33 / 36 ) associated control valves ( 7 / 16 / 25 ) switches to the compressed gas distribution. Compressed-gas hybrid engine according to one of claims 1 to 12, characterized in that the for the operation of the engine ( 2 ) required compressed air via the rotary valve ( 3 ) in the engine ( 2 ) and also derived. Compressed-gas hybrid engine according to claim 1, characterized in that a proportional valve ( 37 ) to the rotary valve ( 3 ) inflowing compressed gas quantity controls. Compressed-gas hybrid engine according to claim 1, characterized in that in the cylinders of the engine ( 2 ) after the expansion of the compressed gas residual gas with the assistance of a compressor ( 6 ) is sucked off so as to prevent the build-up of back pressure by the residual gas in the system. Compressed-gas hybrid engine according to claim 1, characterized in that the compressor ( 6 ) in cooperation with the test and control device ( 32 ) and the control valve ( 7 ) the extracted compressed gas either to the tank A ( 11 ) or tank B ( 26 ) promotes. A pressurized gas hybrid engine according to claim 1, characterized in that a pressure relief valve ( 29 ) dissipates the compressed gas at overpressure in the exhaust gas area. Compressed-gas hybrid engine according to claim 17, characterized in that the discharged compressed gas in an exhaust gas cleaner ( 28 ) is used.

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