AU630380B2 - Volume-expansion steam rotor engine - Google Patents

Description

4- OPI DATE 18/12/90

PCT

=E21 AOJP DATE 07/02/91 UAj jflUrU1Vi U IiJ-i I flf I ri" APPLN. I D 44992 99 PCT NUMBER PCT/S(i89/00134 1 V1 rULJI mrftL lrl t-11)pT.

KacJCuHH1aI~lif (11) Homep mex "'-apoAHofi ny6aHu1,7,uH: WO 90/14503 uao(JpeTeujHs 5: Al (43) ,IaTa mecyuaP0Aioi FOIC 3/00, GOlF 11/00 y6jiHzcaiusl: 29 iio.6pn 1990 (29.11.90) 2 1) Homep me~ apo~uofi aaHBau: POT/SU89/00134 (74) AreOHT: TOPrOBO-rIPOMbIIIIJIEHHAH

IAJIATA

COOP; Mocwea 103735, yni. Kyh6iueaa, A. 5/2 (SU) 2 2 AaTamMAYuapoguoft no~aqa: [THE USPR CHAMBER OF COMMERCE AND 24 masi 1989 (24.05.89) INDUSTRY, Moscow (SUYI.

(71) 3aaaHUTembI (awJ 6cCLx yirajamlfb1X zocyaapcrno, mpome US): 1JEJEBOR HAYH4HO-TEXHH1ECKI4l (81) Yla3auabxe roCyAapcTlle: AT teaporiericKHfi navehT), ROOIf1EPATUB -CTIIMEP- [SU/SU]; XapAICon AU, BE (eaponeficiuffi naTeHT), BR, OH (enponeticiaii 310002, ysi CoBHapxcomosclaas, A. 13a (SU) [TSE- nareHr), DE (esponeiiini! IaTeHT)*, DK, FR (eapo- LEVOI NAUOHNO-TEKHINIOHESKY KOOPE- nieriinraTelrr), GB (eaponericnuii rla'eH'r), IT (eB- RATIV -STIMER., Kharkov ponefiexiii nareHT), Jr, KR, LU (enporietcKi i areHT), NL (enpoieflicHil naTrHT), SE (enpoeficxui (72) Hao6perarejlb; H riaTeH'r), US.

Hao6peTR'esi 3aana'reJmb (rnoltbn c lvut US): friorm.,A Jleornig HeTPOB1H1 (SU/SUI; XapblCoB Ony6airncoaua 310015, nep. Aq~aHacbeacxni1, g. Ila (SU) [PRO- Comiemo. -~mean~'Lapoaflod noucye.

GLYADA, Leonid Petrovich, Kharkov (SU).

(54) Title: VOLUME-EXPANSION STEAM ROTOR ENGIN'E (54) Ha3anrne uao6pe'reuaii: ErIAPOBOkl POTOPHbIft ABHPATEJ~h OB LEMHOFO PACIJIHPPEHHR (57) Abstract 1 A volume-expansion steam rotor engine with a17N spherical rotor consisting of a dlisk-shaped diaphragm /51 hingedly connected to mutually perpendicular blades 4) located on the opposite sides of the diaphragm and forming, 12' J2 j together with the latter, inside the casing, working chambers of 27 variable volume, Two volume dosers ',are provided for J dosed feeding of the working medium each of them being t connected by its input to a main (32) for feeding the working medium, and by its output to a corresponding section of the 8/ 2 12 '?L working machine in a zone where the working chambers have a 28 19 /1 "I minimum volume, 92 *Bnpe~i, AO HoBOro ohsawea, y~caamsie a MexcVHapoAwix aaamx c .Aa'rof meHt v .apo/woi no~a 31 jAo 3 oXcra6pjs 1990r, 6y~er simem 424eIK Ha 'reppwroprni 4IeIjPanfflHoi Pecnry6must repmain, iicxno'Iaa Te~pIpirmpi (AbImner .tAP, (57) Pe4epaT JIpOOBOIV~ POoTibfI i IrBmraTeam odevmioro pacuiviJeHRE1 C wapoodpasIM pQOTOpom, obpasoBaHMAs AZCIOBOIi. AW~armol napRTUDnHo COeF1JHeHHOP C B3a4mTo flepneHI TXYJLBpMl~4 JIoTaCT$3m14 pacnojIoaieH1HrMZ c pa3iH1Ix CTOPOH gua~parmu (2) x4 odpayout4mx COBmeCTHiO c HeVX B xoprlyce padotue 14amepH fleue~eHHOPO odsema. J Ito3VpOBaHHori flo2JaMu pado-qero Teiia I4melOTCR nLa o~eAnix Aosa~opa Raxi~n H 13 1{OTOpux coou.eH CBOI4M BXOAOM C marlICTpaimio (32) WtR umnooa Da6otiero TeJxa, a BUIX02OAM C COOTBe.TCTYTOU4MA OTceIOmi pabotief. iTmmm B 3O~ie, rn~e pad oxitve ilame-pb NmeIOT BHaur.MeHB- HciCuQ 1 THEJLHo AAR~ IjEJIEl RHOQPRMMH KoAw, isaaarypeje =an o6oatiaqeus c~paH-zemoB POT fm nrrm~ui- mcrax 6pommxp, B icmOpmx uyoimyv meMezuapormue aajaitI a cocrmeT'im c PCT.

AT AJerpHn DK XAnE MG Malaraercap Au Ascrp&HEB ES HMa" .L Mwm BB B a p&Aoc F1 44imumumu MR Maspnmhxna BE Beua~rua FR CIkpaltuu MW MaimaxH BF Bypimu 4baco GA ra6oH NL HepzaiuA~z 13G BwiAMPaa GB Bamuo6puamma No liopnerim fli Beinni liu Bearpsm RO PyMUffmu BR Bp&-.uei rr HmnDia;y~y CA RUMMa JP fhinam S IIHm CF lffp Ma4pWMHxaj KP Kopefiauwa Hal omio-Zco- 9S Ceaeraai Pecuwomma icpaam'iecaxPecuvVUiaa ati Conerciw- Coma cc 1Holar KR HopekwzxaPecnfiMxx TI) 'Ijt Cti UI5UXUkli u J1~xwjemiiHi TG Toro CM Kamapya Lx IUlpuJlnXA IrS Cowm~neue fl~mmI DE 'thepTUHH Pcymx LU Jm uypr Amepmxw £ep~aznfa N HC M O ROTARY STEAM'1 EXPANSION EiGINE Technical .'ield The invention relates tc the mechanical engineering, and in particular, to rotary steam expansion engines.

The invention may be most advantageously used in vehicle engines ensuring reverse movement, movement by inertia and engine braking.

The invention may be used in engines in various I0 power producing plants.

Background of the Invention I is generally known to use both steam piston engines and turbines as steam power producing plants and engines for vehicles. Advantages of steam enrines, especially in urban use, in comparison with internal combustion engines, is the possibility of using any fuel, absence of no-load operation and negative effects on ecological parameters of the environment.

The main disadvantages of steamAp- engines are: heavy-weight reciprocating parts limiting engine speed; dead volumes in cylinders of steam engines lowering their volumetric efficiency; unwieldy reverse device because of its kinematic connection with the power transmission; absence of possibility of increasing adiabatic steam expansion in a single cylinder without an increase in its size while retaining piston force which materially unfluences power-to-weight ratio.

Steam turbines do not have reciprocating parts, but taeir employment on vehicles with a low powerto-weight ratio is rather ineffective because of a low efficiency under varying load.

a- -2 The overall efficiency of an engine includes the thermal efficiency (the ratio of maximum possible woi-k to consumed thermal energy), the mechanical efficiency (the ratio of maximum work to a work without taking into account friction losses) and the volumnentric efficiency (the ratio of volume of utilized fluid to maximum volume of the working chamber).

Known in the art is a revers- .le air vane mo- IV tor (SU, A, 435558) comprising a casing accommodating a stator and a rotor having radial slots accommodating radially movable vanes, and a mnetering device for supplying fluid. The Stator wa- s have primary exhaust ports located on either side of its plane of symmetry and equally spaced therefrom and having devices-for their automatic shutting on the inlet side. Energy losses are high in this motor because of the action of centi-ifugal forces upon the vanes with an increase in thu rotor speed since the vanes move with friction with the inner surface of the stator. v-isalignment of the vanes results in an additional friction in the slots. These were the reasons why the mechanical efficiency of the air motor decreased. Throttling of fluid also results in energy losses in the form of thermal losses to reduce tfe thermal efficiency. In view of the above consideration, the overall efficiency of the air motor is rather low. In addition, the reverse device in this air motor is very complicated as it has a large number of valves operating only in the presence of fluid. These disadvantages also impair weight and size characteristics of the motor. In case such a motor is used in a vehicle, fluid is consumed under braking conditions, hence energy is consumed. Engine braking without fluid is impossible. The design does -3not provide for a rotor speed control with forward and reversed rotation thus limiting application of the air motor as a steam engine for a vehicle.

Known in the art is a reversible rotary ei:ine (SU, A, 1298407) comprising a cylindrical stater having two manifolds (with inlet and exhaust ports), each directly communicating with the nearest minimum volume chamber and individually connecting, via controlled valves, to a fluid supply line and, via a spool valve, to an exhaust line, a rotor having radial slots mounted eccentrically with respect to the stitor, and radially movable vanes installed in the slots and dividing the interior space of the stator into working (expansion and displacement) chambers communicating with the manifolds via exhaust valves. There is also provided a fluid metering device and power takeoff shafts connected to the rotor.

This prior art engine is deficient in a comparatively low efficiency because of a low mechanical efficiency owing to energy losses through friction of the vanes with an increase in engine speed and their misalignment under the action of fluid pressure, a decrease in thermal efficiency because of thermal energy losses in operation of forward and reverse throttling valves provided in the metering device, and a decrease in the volumetric efficiency as it is not possible to ensure a reliable sealing at the end faces of the vanes in the slots. The decrease in the mechanical, thermal and volumetric efficiency determines a rather low overall efficiency. In addition, in view of a comparatively low ratio of the stator diameter to the rotor diameter, working chambers of the engine have small capacities so as to impair the power-to-weight ratio of the engine.

/y L ~~T~1 4 Summary of the Invention The invention is based on the problem of providing a steam expansion engine, design of a rotary machine, and a system for fluid supply so as to enhance efficiency and power-to-weight ratio for an effective application of an engine for a vehicle.

In one aspect of the present invention there is provided a rotary steam expansion engine having a casing accommodating a rotor unit connecting to a fluid supql: line for a metered fluid supply and to a control and fluid exhaust line characterised in that the rotor unit has a spherical rotor formed by a diaphragm in the form of a disc-shaped partition mounted for rotation about the center of a spherical interior space of the casing and defining a pair of mutually isolated compartments, and a pair of mutually isolated compartments, and a pair of vanes pivotally connected to the diaphragm, the two vanes defining mutually perpendicular lines of intersection on the diaphragm, and with the inner surface of the casing defining four sealed varying-capacity working chambers, each of the vanes being rigidly and coaxially secured to a respective power takeoff shaft, the axes of the power takeoff shafts extending at an angle with respect to each other and intersecting each other at the center of the 25 spherical interior space, and in that there are provided a pair of volumetric metering devices each having an inlet communicating with the fluid supply l.ne and an outlet communicating with the respective compartment of the rotary unit in a zone where the working chambers of the compartment have minimum capacity.

Prior art reversible rotary engines with a spherical rotor have unbalanced members vanes. During rotation of the rotor, the vanes are pressed by centrifugal forces against the inner surface of the casing, anrid energy 35 losses to overcome friction occur along lines of contact.

The same losses occur along lines of contact between the vanes and the rotor. In operation of the engine, the vanes are subjected to a pressure differential, and the

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resultant forces are transmitted from the vane to the rotor through their contact, but the vane reciprocates with respect to the rotor in a misaligned position.

Embodiments of the present invention provides several advantages over the prior art. An advantage resides in an increase in the mechanical efficiency. Fluid supply and engine speed control in the prior art were carried out by means of a throttling valve. This control method is accompanied by inevitable losses during throttling of a vaporous fluid because of a drop of temperature and pressure. An embodiment of the present invention has the advantage of control being effected by the volumetric metering of fluid, and a batch metered by the metering devices has parameters fully identical with the initial parameters of fluid. Therefore, the fluid carriers substantially all initial energy without losses. As work is performed upon the adiabatic expansion of fluid only on the account of its internal energy, the thermal efficiency of a preferred embodiment is increased. The design of a preferred embodiment does not involve linear mating portions between working chambers which mate along a spherical surface so as to allow efficient sealing members to be used which are characterised by droplet leakage only. Accordingly, an embodiment of the present invention has an increased volumetric efficiency.

2028 o..l 4e S S 21 690-A/28.08.92 -6 The combination of structural features according to the invention makes it possible to have a larger capacity of working chambers with the same volume and weight of the engine as in the prior art so as to allow a higher output at the power takeoff shafts to be achieved, hence, to enhance power-toweight ratio.

It is preferred that each volumetric metering device have a body with a cylindrical bore of a diameter substantially equal to the diameter of a power takeoff shaft extending therethrough, the shaft body having an interior space accommodating a piston which divides this space into two parts, radial ports being made in the shaft wall which are spaced axially along the shaft and diametrically opposed to each other, the body of the metering device having two pairs of radial ports open into the interior space of the cylindrical bore, the ports of each pair being axially spaced along the shaft at the i same distance as the radial ports of the shaft, the pairs of ports being diametrically opposed to each other and communicating with fluid supply and control lines.

The piston is preferably made of two parts defining a space therebetween and a passage is preferably provided in the shaft wall and in the body of the metering device to establish permanent communication of this space with the interior space C- of a control cylinder.

I--I I-- -7- These structural features make it possible to simplify the engine control system and to provide working chambers using the entire volume of the casing of the rotary machine so as to improve power-to-weight ratio of the engine.

Brief Description of the Drawings The invention will now be described with reference to an embodiment illustrated in the accompanying drawings, in which: Figure 1 shows a sectional view of a rotary steam expansion engine embodied by the present invention with a schematically shown control system; Figure 2 is a diagrammatic view of a rotor of a rotor unit.

Best Mode for Carrying Out the Invention A rotary steam expansion engine according to the invention comprises a casing 1 accommodating a rotor unit. The rotor unit being a machine having a so called "spherical" rotor. The rotor is formed by a diaphragm 2 in the form of a disc-shaped partition mounted for rotation about the center of a spherical interior space Sof the casing 1. The diaphragm 2 defines in the interior space of the casing a pair of mutually isolated compartments. Vanes 3, 4 are provided on either side of the diaphragm 2 and are pivotally connected thereto, the two vanes defining mutuilly perpendicular lines of intersection on the diaphragm. The rotor is diacrammatically shown in Figure 2.

Each vane 3, 4 is a part of a sphere defined by a 30 pair of planes intersecting at an acute angle, the line of intersection of the planes being drawn through the sphere diameter. The inner surface of the casing 1, mating with the outer surfaces of the diaphragm 2 and vanes 3, 4 are also spherical.

S2"690-A/28.08.92 21 690-A/28.08.92 -8 The vanes 3, 4b (Figure I) are rij,'idly secured to power takeoff shaf ts 5, 5'1 having their axes a, b (i2igure 2) extending at an angle o6 with respect to each other. and intersecting each other at the center of the spherical interior space.

There are also provided volumetric fluid metering devices 6, 7, which in the embodiment shown in ±'1g.ure 'I are accommodated in the power takeoff shafts 5, It is obvious that the metering devices 6, 7may also be urovided outside the shafts 5' ,and their preferred design will be described below.

The pivotal connection of the diaphragm 2 to the vanes 3, Lb may be as follows. For example, cylindrical projections 8 (shown conventionally) are provided on the peripheral surfaces of the diaphragm 2 in such a manner that their longitudinal axes of symmetry intersect each othier at the center of this plane at right angles 4 ;o each other. Concave cylindrical surfaces a.ating with the surfaces of the respective cylindrical projections 8 are provided on the end faces 9 of the vanes Lb. Therefore, the vanes j, Lb are provided on eitaer side of the diaphragm 2, and the latter is capable of moving with respect thereto. The power takeoff shafts 5, 5' are mounted to extend along axes of symmetry of the vanes 4,L and pass through haoles of tne casing 1,, The casing I has a pair of inlet ports 10, 11 connecting to passages 12 for' fluid supply and four exhaust ports connecting to an exhaust manifold. The inlet ports 10, 11 are provided on either side of the diaphragm 2 at points corresponding to minimum capacities of the working chambers. The exhaust ports are provided pairwise on either side of the diaphragm 2. The first port of the pair is located at the lea- 9 ding end of a maximum-capacity worKing chamber and the other port is located at the trailing end thereof.

Exhaust ports (not shown but identified as 13,14) located at the trailing end of the maximum-capacity working chambers are forward movement exhaust ports, the other two ports (not shown in the drawing) located at the leading end of the maximum-capacity working chambers (on either side of the diaphragm) are reverse exhaust ports.

The exhaust ports for forward movement and reverse are part of fluid exhaust devices 15 which, in addition, comprise a twin forward movement valve 16 and a twin reverse valve (not shown in the drawing).

The twin forward movement valve 16 has an electromagnetic actuator and a hydraulic actuator in the form of an induction coil 17 and a hydraulic power cylinder 18 having its piston mechanically coupled to the valve 16. The induction coil 17 has the same coupling.

The electromagnetic actuator ensures rapid opening and shutting of the exhaust ports ai-d the hydraulic actuator 20 performs the same functions slowly and smoothly so as to vary their throughput capacity.

The location of a coil 19 and a hydraulic cylinder 20 for actuation of the twin reverse valve is conventionally shown in Figure 1. In addition, reverse 25 ports 21, 22 are provided in the casing 1 of the engine on one (any) side of the diaphragwm 2 and on either side of the vanes 3 or 4.

The engageable surfaces of the parts such as the outer suirface of the diaphragm 2, outer surfaces of the S" vanes 3, 4 inner surface of the casing 1, surfaces of the cylindrical projections 8 and concave cylindrical surfaces of the end faces 9 mate with one another over the whole area so as to allow effective 21690-A/28,08.92 "0 sealing to be provided (not whosn) to enhance sealing of working chambers 2j, 24, 25, 26 (Figure 2).

The working chambers ej, 24, 25, 26 are defined pairwise by the vanes 4 diaphragm 2 and inner surface of the casing I in respective compartments of the casing defined by the diaphragm 2 and have variable capacity which varies during rotation of the vanes 3, 4.

jn zone where the working chambers C5, 26 or 24, 25 (Figure 2) of a respective compartment have t minimum capacity, this compartment communicates with tiie outlet of the respective metering device 6 or 7.

In the description of the metering devices 6, 7 that follows below identical parts of the metering devices will be shown at identical reference numerals for the sake of simplicity as the metering devices 6, 7 are of identical design.

Each meuering device U, 7 has a body 27 rigidly secured to a bearing assembly of the shaft 5 or 5' in the engine casing 1. The power takeoff shaft 5 or extands through an axial bore of the body 27 of the metering device for rotation with respect to the body of the metering device. An interior space 28 extending axially along the shaft is provided in the body of the shaft 5 or A pair of free pistons 29 are provided in the interior space of the shaft.

A pair of ports 30 for fluid supply are provided at tae ends of the interior space 28, adjacent to the end walls thereof. They are spaced at '1801C with respect to each other. A control port 31 is provided in tho intermediate part of the peripheral wall of the interior space 28 of the shaft.

The ports 30 of the body 27 of the shaft connect to lines 32 via fluid supply and discharge ports 1 12' .nd to a control line. The control port 31 connects to the line 33 through an annular groove of the body 27 of the metering device (not shown). Communication between the ports 30 and tue line 32 and passages 12 occurs when the shaft is in predetermined positions with respect to the body 27. The control port 51 permanently communicates with the control line 35 owing to the provision of the annular groove. The line 3L communicates with a hydraulic movement control cylinder 54 having a piston with a spring mechanically coupled to a movement pedal In order that the piston of the cylinder 54 be not subjected to the influence of pressure differentials in the line 32, its piston chamber is connected to the latter.

A braking system has a brake pedal 56, a hydraulic brake cylinder 37 having a piston mechanically coupled to the brake cylinder pedal 56. The cylinder 37 is hydraulically coupled to a spool valve 58 which, in turn, is connected to the actuator cylinders 18, 20 of the twin forward movement valve 16 and twin reverse valve.

A reverse system has a reverse lever 59 mechanically coupled to a piston of the spool valve 38 and to a piston of a reverse spool valve 4kO. The soool valve 40 connects, via a valve 4'I, to the fluid 8upply line and, on tue other side, to t.ie reverse por 0 2 1, 2 An opening device of the valve 4WI is mechanically coupled to tne movement pedal 35 and to a device for its automatic shubting (not shown). The induction coils 17, '19 axe connected to an electric power supply via a switch 42 having its contact plate mechanically coupled to the reveuse lever and It 12 switches 43 having their contact plates mechanically coupled to the movement and brake pedals 35 and 36, respectively.

It is preferred that in an embodiment of the engine designed for use in a vehicle the piston 29 be made up of two parts defining a space therebetween. This space preferably communicates through the control line 35 with the interior space of the control cylinder This interior space communicates through the passage 3] in the wall of the shaft or 5' and body ?7 of the metering device 6 or 7 with the interior space of the control cylinder. This construction facilitates the engine control and enhances its reliability.

In the description of operation of the rotary steam expansion engine shown in Figure 1, reference will also be made to Figure 2 illustrating the formation and operation of the varying-capacity working chambers 24, 25, 26. The engine functions in the following ,oanner. The initial position of the engine is when it is stopped: tle movement pedal 35 and the brake pedal 36 are free, both switches 43 are opened, the reverse lever 3c9 is in the "Forward" position in which the coil l of the electrowagnetic actuator of the reverse exhaust valve can be energized. The si ol valve 38 connects through a hydraulic line the brake cylinder to the actuator cylinder 18 of the forward movement valve "16 and disconnects a hydraulic line between the brake cylinder 57 and the reverse hydraulic cylinder 20. The brake cylinder 37 is filled, and the cylinders 20 and '18 are empty.

There is no fluid in the movement cylinder 54, and the fluid is available in the space between the two parts of the piston which are in the interior space of the metering devices 6, 7. The parts of the 13 piston 29 are in their limit position ii which they cover the ports 30. The forward movement ports 14 ana reverse ports of the fluid exhaust device are open, and the interior spaces of the working chambers 24, 25, 26 c ommunicate with one another tirough the exhaust manifold. For moving forward, the movement pedal 35 is depressed to close one of the switches 43; tae electric current flows thi.ou-h the closed contacts of the switch 4z. to the coil 19 of the twin reverse valve and the exhaust reverse ports are shut off, the valve 41 is opened, and fluid is admitted through the reverse spool valve to tae reverse port 21. The diaphragm L starts moving to cause rotation of the vanes 3, 4 and power takeoff shafts 5, 5' in the predetermined direction.

Tie ouber surfaces of the diaphragm 2 and vanes slide over the inner spherical surface of the casing 1, and the surfaces of the cylindrical projections 8 slide over the cylindrical surfaces of the end faces 9.

After the beginning of rotation the valve 41 is automatically shut off. Further depression of the movement pedal 55 will cause liquid to move from the interpiston space of the metering devices 6, 7 through the control line 33 to the movement control cylinder 94 so as to bring the parts of the piston 29 closer to each oLLucr. The fluid supplied through the line 32 fills the space behind the pistons in the metering devices 6, 7. iotation of the power takeoff shafts 5, 5' ensures a cut-off of a batch of fluid which depends on the capacity of the space behind the pistons, and the volume of this spspe depends, in turn, on the position of the parts of the pistons 29. When one of the ports 30 is brought in registry with the fluid supply port 12 in the body 27 of the metering 4, 14 device and the other port is brought in registry with the fluid supply line 32, the free parts of the piston 29 start displacing the fluid batch from the space behind the pistons into the port 12 and further through the inlet port 10 or 11 into the minimum-capacity working chamber. Therefore, the position of the movement pedal 55 determines the amount of the fluid batch for admission to the working cohamber. When the pedal 35 is released, the piston i0 of the movement control cylinder 54 forces liquid into the interpiston space under the action of the spring, the oistons cover the ports 30, and the fluid is not admitted to the working chambers.

The reference is now made to the vehicle movement by inertia with the engine members in the initial state. For stopping the engine the brake pedal 56 is depressed to close the respective pair of contacts of the switch 4j and to energize the induction coil of the electromagnetic actuator of the rever,se movement, the twin reverse valve (not shown) being held shut. Liquid from the brake cylinder 57 is admit.ted through the cylinder of the spool valve 38 to the actuator cylinder '18, and the hydraulic actuator will gradually shut off the twin forward movement valve 16.

Rotation of -the vanes 5, 4 is decelerated because of the back-pressure build-up in the working chambers, and the engine is stopped. The pedal 56 is released, and all elements of the engine return to the initial position.

For reverse movement, the reverse lever 59 is set to the "Reverse" position. imovement of the piston of the spool valve 38 will now connect the brake cylinder 37 to the actuator cylinder 20 of the reverse valve, and the other pair of contacts of the switch 4e will be closed. The piston of the reverse spool I 1 15 valve 40 establishes communication of the valve 41 with the reverse port 22. When the movement pedal is depressed, electric power supply is connected to the induction coil 17 to shut off the twin forward movement valve 16, the twin reverse valve being open, and the valve 41 is opened. The diaphragm 2 and the vanes 3, 4 start moving in the opposite direction. Owing to the fluid supply through the reverse port 22, the valve 41 is shut off, and the movement pedal _5 controls the reverse movement t:rough the metering devices 6, 7.

luid in this engine is in the form of a liquid supplied to the working chamber of the engine. The liquid boils in the working chamber during adiabatic expansion and perorms work owing to vapour expansion.

Industrial Applicability The invention may be most advantageously used in vehicle engines whose structural features ensure reducing of weight and dimension characteristics of the vehicle engine as a whole while maintaining high efficiency thereof.

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Claims (4)

1. A rotary steam expansion engine comprising a casing accommodating a rotor unit connecting to a fluid supply line having a metered fluid supply and to a control and fluid exhaust line wherein the rotor unit has a spherical rotor formed by a diaphragm in the form of a disc-shaped partition mounted for rotation substantially about the center of a spherical interior space of the casing and defining a pair of mutually isolated compartments, and a pair of vanes pivotally connected to the diaphragm, the two vanes defining mutually perpendicular lines of intersection on the diaphragm, and with the inner surface of the casing defining four sealed varying-capacity working chambers, each of the vanes being rigidly and coaxially secured to a respective power takeoff shaft, the axes of the power takeoff shafts extending at an angle with respect to each other and intersecting each other at the center of the spherical interior spact, and in that there are provided a pair of volumetric metering 20 devices each having an inlet communicating with the fluid supply line and an outlet communicating with the respective compartment of the rotary unit in a zone where i the working chambers of the compartment have minimum capacity. 25

2. A rotary steam expansion engine according to claim 1, wherein each volumetric metering device has a body having a cylindrical bore of a diameter substantially equal to the diameter of the power takeoff shaft extending therethrough, a cavity being provided in 30 the body of the power takeoff shaft which accommodates a piston dividing the cavity into two sections, and in that first radial ports are made in the walls of the power takeoff shaft which are axially spaced along the power takeoff shaft and are diametrically opposed to each other, the body of the volumetric metering devices having J two pairs of second radial ports opening into the

21690-A/28.08.92 I r_ i i I I-C; 17 cylindrical bore, each pair of the second radial ports being axially spaced along the power takeoff shaft axis at the same distance as the first radial ports, the pairs of second radial ports being' diametrically opposed to each other and communicating with the fluid supply and fluid exhaust lines, respectively.

3. A rotary steam expansion engine according to claim 2, wherein the piston of each metering device is made up of two parts defining a space therebetween, and in that a passage is made in the wall of the power take off shaft and in the body of the metering devices permanently connecting the space to an interior area of a control cylinder.

4. A rotary steam expansion engine, substantially as herein defined with reference to the accompanying drawings. DATED this 28th day of August 1992 TSELEVOI NAUCHNO-TEKHNICHESKY KOOPERATIV "STIMER" By their Patent Attorneys 20 GRIFFITH HACK CO e* e e e 21690-A/28.08.92 13 ROTARY STEAM EXPANSION ENGINE ABSTRACT A rotary steam expansion engine having a sphe- rical rotor formed by a disc-shaped diaphragm (2) pivotally connected to a pair of mutually perpendi- cular vanes L) extending on either side of the diaphragm and defining therewith in the casing carying-capacity working chambers. A pair of volumet- ric metering devices 7) are provided for a metered fluid supply, each having an inlet communi- cating with a fluid supply line (52) and an outlet communicating with a respective compartment of a rotary machine in a zone where the working chambers have the minimum capacity. 1- 'V