BR102017003822A2 - differential cycle thermal motor consisting of two isochoric processes, four isothermal processes and two adiabatic processes and control process for the thermodynamic cycle of the thermal motor - Google Patents

Abstract

Differential cycle thermal motor composed of two isochoric processes, four isothermal processes and two adiabatic processes and control process for the thermodynamic cycle of the thermal engine. The present invention relates to an external combustion thermal engine or for the use of exhaust combustion exhaust. any other process, and its eight-process thermodynamic cycle, more specifically a thermal machine characterized by two interconnected thermodynamic subsystems, each operates a four-process but interdependent thermodynamic cycle, forming a complex eight-process cycle. , operates on gas, the circuit of this hybrid system is closed in differential configuration, based on the concept of hybrid thermodynamic system, this system performs a thermodynamic cycle composed of eight processes so that it performs at any moment of the cycle, two simultaneous processes and interdependent, complementary two of these "isochoric" processes, four "isothermal" processes and two? adiabatic? processes with variable mass transfer, which may be null or partial.

Description

(54) Title: THERMAL MOTOR WITH DIFFERENTIAL CYCLE COMPOSED OF TWO ISOCHORIC PROCESSES, FOUR ISOTHERMAL PROCESSES AND TWO ADIABATIC PROCESSES AND CONTROL PROCESS FOR THE THERMAL ENGINE THERMODYNAMIC CYCLE (51) Int. (s): ASSOCIACAO PARANAENSE DE CULTURA - APC (72) Inventor (s): MARNO IOCKHECK; SAULO FINCO; LUIS MAURO MOURA (85) Start date of the National Phase:

23/02/2017 (57) Abstract: THERMAL MOTOR WITH DIFFERENTIAL CYCLE COMPOSED OF TWO ISOCHORIC PROCESSES, FOUR ISOTHERMAL PROCESSES AND TWO ADIABATIC PROCESSES AND CONTROL PROCESS FOR THE THERMODYNAMIC CYCLE OF THE THERMAL ENGINE refers to a thermal engine referring to this thermal engine external combustion or to exploit the combustion exhaust of any other process, and its thermodynamic cycle of eight processes, more specifically it is a thermal machine characterized by two interconnected thermodynamic subsystems, each one operates a thermodynamic cycle of four processes, however interdependent each other, forming a complex cycle of eight processes, operates with gas, the circuit of this hybrid system is closed in a differential configuration, based on the concept of hybrid thermodynamic system, this system performs a thermodynamic cycle composed of eight processes so that it performs at any point in the cycle, two simultaneous and interdependent processes, complementary es, two of these processes? isochoric ?, four? isothermal? and two? adiabatic? with variable mass transfer, which can be null or (...) rrn (m) mi (ητ)

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DIFFERENTIAL CYCLE THERMAL ENGINE COMPOSED OF TWO

ISOCHORIC PROCESSES, FOUR ISOTHERMAL PROCESSES AND TWO

ADIABATIC PROCESSES AND CYCLE CONTROL PROCESS

THERMAL ENGINE THERMODYNAMICS

TECHNICAL FIELD OF THE INVENTION [001] The present invention refers to an external combustion thermal engine or to take advantage of the combustion exhaust of any other process, and its thermodynamic cycle of eight processes, more specifically it is a thermal machine characterized by two interconnected thermodynamic subsystems, each operates a thermodynamic cycle of four processes, however interdependent with each other, forming a complex cycle of eight processes, operating with gas, the circuit of this hybrid system is closed in differential configuration, based on the concept of thermodynamic system hybrid, this system performs a thermodynamic cycle composed of eight processes so that it runs at any time of the cycle, two simultaneous and interdependent, complementary processes, two of which are “isochoric” processes, four “isothermal” processes and two “adiabatic processes ”With variable mass transfer, which can be null or partial.

BACKGROUND OF THE INVENTION [002] Classical thermodynamics defines three concepts of thermodynamic systems, the open thermodynamic system, the closed thermodynamic system and the isolated thermodynamic system. These three concepts of thermodynamic systems were conceptualized in the 19th century at the beginning of the creation of the laws of thermodynamics and underpin all the motor cycles known to date.

[003] The isolated thermodynamic system is defined as a system in which neither matter nor energy passes through it. Therefore, this concept of thermodynamic system does not offer properties that allow the development of engines.

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2/27 [004] The open thermodynamic system is defined as a thermodynamic system in which energy and matter can enter and exit this system. Examples of open thermodynamic systems are internal combustion engines, Otto cycle, Atkinson cycle, similar to Otto cycle, Diesel cycle, Sabathe cycle, similar to Diesel cycle, Brayton cycle of internal combustion, Rankine cycle with exhaust of steam to the environment. The matter that enters these systems is defined as follows: fuels and oxygen or working fluid or working gas. The energy that enters these systems is heat. The matter that comes out of these systems is defined as follows: exhaustion of combustion or working fluid, gases, waste; whereas the energy that comes out of these systems is defined as follows: mechanical working energy and part of the dissipated heat.

[005] The closed thermodynamic system is defined as a thermodynamic system in which only energy can enter and exit this system. Examples of closed thermodynamic systems, external combustion engines such as the Stirling cycle, Ericsson cycle, Rankine cycle with closed circuit working fluid, Brayton heat or external combustion cycle, Carnot cycle. in this system is heat. The energy that comes out of this system is the mechanical energy of work and part of the dissipated heat, but no matter comes out of these systems, as occurs in the open system.

[006] Both systems, open and closed, as input they have in time (t1) the temperature (Tq), the mass (m1) and the number of mol (n1) and in the output, in time (t2), both have the temperature (Tf), the mass (m1) and the number of moles (n1), the mass is constant, the difference between both is that in the open system the mass (m1) passes through the system and in the closed system, the mass (m1) remains in the system, as shown in figure 1.

THE CURRENT STATE OF THE TECHNIQUE [007] The engines known to date are based on open thermodynamic systems or closed thermodynamic systems, they have

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3/27 thermodynamic cycles composed of a series of sequential and independent processes, and one process occurs at a time until the cycle is complete, as can be seen in the pressure / volume graph in figure 2. So are the Otto cycle engines , Atkinson, Diesel, Sabathe, Rankine, Stirling, Ericsson, the ideal theoretical cycle of Carnot and the Brayton cycle which also belongs to the systems either open or closed, but different from the others, its four processes all occur simultaneously.

[008] The internal energy of the working gas of engines based on the open and closed systems is not constant during its cycle, the equation that represents the internal energy is indicated in equation (a)

U = Joule (a) [009] In equation (a), (Í7) represents the internal energy in “Joule”, (n) represents the number of moles, (R) represents the universal constant of perfect gases, (7) represents the temperature of the gas in “Kelvin” and (y) represents the coefficient of adiabatic expansion.

[010] As there is always a single process at a time in most engines designed with the concept of open or closed system, the internal energy varies with time, since the product: number of moles (n) by temperature (7) , (nT) is not constant during the cycle, since the temperature (7) is a variable in the processes and the number of mol (n) is a constant in the processes.

[011] The current state of the art that characterizes all engines until the year 201 O is further characterized by the property where the output of the process, the work, is a direct consequence of the entry of energy, heat or combustion, that is, when it is more work is needed, more heat is injected or more combustion is promoted, all the processes that form the engine cycle are equally influenced, in other words, the engines are controlled by direct power. For example, in internal combustion engines, Otto, Diesel, Brayton, to obtain greater power, more fuel, more oxygen is injected and thus more work, more rotation is produced. In order to obtain greater power with constant rotation, normally

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4/27 rotation reduction or transformation boxes. By analogy, such technologies can be compared in electricity to direct current motors, these, to increase power, increase the motor supply voltage.

[012] The current state of the art, until the year 2010, comprises a series of internal combustion and external combustion engines, most of these engines require a second auxiliary engine to get them up and running. Internal combustion engines require compression, a mixture of fuel with oxygen and a spark or pressure combustion, so an auxiliary starting motor, normally electric, is used. External combustion engines, such as conventional Stirling or Ericsson cycle engines, in turn, also require auxiliary and high-power engines, as they must overcome the state of rest under pressure to start operating. An exception is the Rankine cycle engine, which can start via the camshaft to supply the steam pressure to the driving elements.

[013] The current state of the art, up to the year 2010, comprises a series of engines, most of which depend on very specific and special conditions to operate, for example, internal combustion engines, each of which requires its fuel specific, fine control of fuel, oxygen and combustion time and in some cases require specific conditions including pressure, the flexibility in the fuel is very limited. In this category, of the engines based on open and closed systems, the most flexible engine is the Rankine cycle, with external combustion, the Stirling or Ericsson, also with external combustion, these are more flexible as to the source, but they are demanding in terms of combination of design parameters. [014] The current state of the art, until the year 2010, comprises a series of motor cycles, most of which require combustion, that is, the burning of some type of fuel, and therefore the need for oxygen.

[015] The current state of the art, until the year 2010, comprises a series of motor cycles, most of which require high temperatures for operation, those of

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5/27 internal combustion especially, usually operate with the working gas at a temperature above 1000 ° C. External combustion engines or operated by external heat sources, such as Rankine and Stirling cycle, are normally designed to operate with operating gas temperatures between 400 ° C and 800 ° C. In addition to motors based on the open and closed systems most often requiring high temperatures in order to operate, all of them have their efficiencies limited to Carnot's theorem, that is, their maximum efficiencies depend exclusively on temperatures as defined by equation (b).

1 = l- £ (b) [016] In equation (b), (η) is the yield, (Tf) is the temperature of the cold source and (Tq) is the temperature of the hot source, both in “Kelvin”.

[017] The current state of the art, until the year 2010, based on open and closed systems, basically comprises six motor cycles and some versions of these: the Otto cycle, of Atkinson cycle, similar to the Otto cycle, of Diesel cycle, of Sabathe cycle, similar to the Diesel cycle, Brayton cycle, Rankine cycle, Stirling cycle, Ericsson cycle and Carnot cycle, this ideal theoretical reference for engines based on open and closed systems. The latest news of the current state of the art has been presented through innovations joining more than one old cycle forming combined cycles, that is: new engine systems composed by a Brayton cycle machine operating with fossil fuels, gas or oil and a Rankine cycle machine dependent on the heat rejected by the Brayton cycle machine. Or the same philosophy, combining a Diesel cycle engine with a Rankine cycle engine or an Otto cycle engine, also joining it with a Rankine cycle engine.

[018] The current state of the art, until the year 2010, has a number of limitations and also offers a number of problems. Most engines, such as internal combustion, Otto, Atkinson, Diesel, Sabathe and Brayton, require specific fuels for each concept, for example:

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6/27 gasoline, diesel oil, gas, kerosene, coal, and high calorific power, need to work under high temperatures and consequently, for many years, has been depending on fossil fuels, causing serious damage to the climate and the environment, this that is, they are characterized by non-sustainability. The thermodynamic system under which these engines are designed, bring as a limitation of efficiency the Carnot theorem which, according to its principle, imposes the limit of efficiency as a direct and exclusive function of temperatures, according to equation (b).

[019] Most engines today require refined and polluting fuels with harmful effects on the climate, the environment and, therefore, compromise sustainability. One of the most recent technologies developed to minimize the impact was the combination of two old engine concepts, the Brayton cycle engine and the Rankine cycle engine, forming a system composed of two combined cycles, in such a way that the heat rejects the first machine is used by the second machine to improve the efficiency of the set, however the use of fossil fuels and their effects remain. The combined cycle continues to be characterized by an engine under the concept of open system and an engine under the concept of closed system, independent, that is, it is classified as a combined system, two completely independent cycles, it is not characterized as a hybrid system.

[020] The other engines, conventional cycle Stirling and Ericsson, are engines under the concept of closed system, are external combustion or external heat source. Due to their properties, although they have the simplest engine concepts, they are difficult to build. They require parameters of matched projects, that is, they work well, with good efficiency, only in their specific operating regime, temperature, pressure, load, outside the central point of operation their efficiencies drop sharply, or do not operate. So they are very little used machines for industrial or popular use.

[021] Carnot's ideal engine, figure 3, in turn, although it is considered

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7/27 the ideal engine, most perfect to date, it is in theory and within the concepts of open and closed system considering all the ideal parameters, for this reason it is the reference until today for all the existing engine concepts. The Carnot engine is not found in practical use because the real materials do not have the properties required to make the Carnot engine a reality, the physical dimensions for the Carnot cycle to be carried out as in theory, would be unviable in a practical case therefore, it is an ideal engine in the concepts of open system and closed system, but in the theoretical concept. The concept of hybrid system is new, Carnot's ideal engine does not represent the hybrid system, only open and closed systems.

[022] The control of power, rotation and torque, of the existing engines, cycle Otto, Atkinson, Diesel, Sabathe, Brayton, these of internal combustion, are derived directly from the supply of fuels and oxygen and as a result they offer greater rotation and torque simultaneously. In order to separate torque and rotation, they require gearboxes. These machines do not allow controllability, or at the very least, offer difficulties in controllability through their thermodynamic cycles.

[023] The control of power, rotation and torque, of the existing engines of Rankine cycle, this one of external combustion, are due to the flow and pressure of the steam or working gas, and as a result they offer interdependent variations of rotation and torque simultaneously, there is no separate controllability between torque and rotation.

[024] The control of power, rotation and torque, of the existing engines of cycle Stirling and Ericsson, these of external combustion, are due to the mass or pressure of the working gas, the temperatures, the constructive geometry, and as a result offer interdependent variations of rotation and torque simultaneously, there is no separate controllability between torque and rotation. These machines have very narrow operating curves, offering low controllability and a narrow operating range. In these cases

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8/27 projects that do not work are common because the parameters, in their interdependencies, may not offer the conditions that make the engine run. Thus, the state of the art can be described until the year 2010.

[025] In 2011, a new concept of thermodynamic system emerged. The current state of the art, recently revealed some references that are already with concepts of the hybrid system, are engines that have characteristics of having two interdependent thermodynamic cycles constituting a complex cycle formed in most of them by eight processes, always with two processes operating simultaneously in one system formed by two integrated subsystems. The patent “PI 1000624-9” registered in Brazil defined as “Thermomechanical energy converter” consists of two subsystems that operate through a thermodynamic cycle formed by four isothermal processes and four isochoric processes, without regeneration. The “PCT / BR2014 / 000381 "registered in the United States of America defined as" Differential thermal machine with a cycle of eight thermodynamic transformations and control process "consists of two subsystems that operate a thermodynamic cycle formed by four isothermal processes of four adiabatic processes. These references differ from the present invention as to the thermodynamic processes that form their cycles, each cycle offers the engine its own characteristics. The concept of hybrid thermodynamic system offers the basis for the development of a new family of thermal engines, each engine will have its own characteristics according to the processes and phases that constitute their respective thermodynamic cycles, such as the Otto engine and the Diesel engine, both internal combustion engines are based on the open thermodynamic system, but they are distinct engines and what distinguishes them are details of their thermodynamic cycles, the Otto engine cycle is basically constituted by an adiabatic compression process, an isochoric combustion process, an adiabatic expansion process and an isochoric exhaust process, and the Diesel engine cycle consists of a process

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9/27 adiabatic compression, an isobaric combustion process, an adiabatic expansion process and an isochorical exhaust process, so they differ in only one of the processes that form their cycles, enough to give each one, specific properties and uses and different. Likewise, the hybrid system concept offers the basis for a new family of thermal engines consisting of two subsystems and these will operate with so-called differential cycles if the engines are made up of two energy conversion subsystems, formed by processes where they will always occur two simultaneous processes, each one will have its own particularities which will characterize each of the motor cycles.

OBJECTIVES OF THE INVENTION [026] The major problems of the state of the art are, therefore, the difficulty of current technologies to meet sustainable projects, due to the dependence on fossil fuels, pollutants, with serious impacts on the environment and climate, low efficiency, limited exclusively at temperatures, demonstrated by Carnot's theorem, low level of controllability due to limitations in the variability of the models based on open and closed thermodynamic systems, lack of flexibility regarding energy sources, many require refined and specific fuels, high air dependence (oxygen) for combustion and many of them depend on a second engine to get them into operation (a starter engine).

[027] The objective of the invention focuses on eliminating some of the existing problems and minimizing other problems, however the main objective is to develop new motor cycles based on a new concept of thermodynamic system that allows the development of sustainable motors and in a way that engine efficiency is no longer dependent solely on temperatures and whose energy sources can be diversified and that allow engine design for environments even without air (oxygen). The concept of a hybrid system, its own characteristic that underlies this

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10/27 invention, eliminates the dependence of efficiency exclusively on temperature, the efficiency of any thermal machine depends on its potentials and its potential differentials, while the open and closed systems generate potentials where the gas mass is constant and for this reason they cancel out in the equations, in hybrid systems the mass is not necessarily constant, so they don't cancel out and their efficiencies depend on the potentials from which the driving force originates, that is, the pressures. The hybrid system concept provides potential dependents, proportional to the product of the mass of the working gas by temperature. As in the hybrid system, different from the open and closed systems, the mass is variable, its efficiency becomes a non-exclusive function of the temperature, but depends on the mass and for a differential cycle engine composed of two isochoric heating processes, two isothermal heating processes, two isothermal cooling processes and two adiabatic expansion processes, with mass transfer between their subsystems during the adiabatic and isochoric processes, efficiency is demonstrated as presented in equation (c) and figure 9, which demonstrates the graph of cycle pressure and volume.

[028] In equation (c), (η) is the yield, (T _q ) is the final heating temperature of the isochoric process and is the high temperature isothermal process temperature, (Tf) is the initial temperature of the isochoric process of heating and is the temperature of the isothermal cooling process, low temperature, all temperatures in "Kelvin", (ni) is the number of moles of the subsystems when they perform the isochoric and high temperature isotherms, corresponds to the number of moles of the isochorics ( ab) e (1-2) and the isotherms (bc) and (2-3) of graph 41 of figure 9, (n ₂ ) is the number of moles of the subsystems when they perform the cooling, low temperature isotherms, and adiabatic expansion, corresponds to the number of moles

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11/27 of isotherms (d-a), (4-1) and adiabatic (c-d) and (3-4) of graph 41 of figure 9.

[029] The dependence on high temperatures of most engines of the current state of the art also leads to dependence on fuels with high calorific value, making it difficult to use clean sources which normally offer a lower temperature. The concept of differential cycle under the hybrid system, and work fluid whose processes do not require the change of physical phase, eliminates this mandatory dependence on high temperatures. The differential concept where the cycle always operates two processes at a time, 26 and 27 in figure 5, simultaneously and interdependently, enables machines that can operate at low temperatures and, consequently, clean renewable sources, such as thermosolar, geothermal, become fully viable and their efficiencies have the mass, or number of moles, as shown in equation (c), as a parameter for obtaining better efficiencies, even with relatively low temperature differentials, and combustion machines with r ability to harness energy through the process of transferring heat from the exhaust to the isochoric processes of the engine, which do not exist in other known machines. [030] The main known thermodynamic cycles, Otto, Atkinson, Diesel, Sabathe, Stirling, Ericsson, Rankine and the Carnot cycle perform one process at a time sequentially, as shown in figure 2, referring to the mechanical cycle of the driving force elements, its control is a direct function of the power supply of the energy source, in turn, the differential cycles of the hybrid system, perform two processes at a time, shown in figure 5, enabling the control of the thermodynamic cycle separate from the mechanical cycle, the cycle can be modulated and in this way the mechanical cycle becomes a consequence of the thermodynamic cycle and no longer the other way around. DESCRIPTION OF THE INVENTION [031] Differential cycle motors are characterized by having two energy conversion subsystems, forming a system

Petition 870170012442, of 02/23/2017, p. 29/47 hybrid mn, represented by 21 and 23 of figure 4, each subsystem executes a cycle referenced to the other subsystem in order to always execute two simultaneous and interdependent processes. Otherwise, considering a hybrid system with properties of both open and closed systems simultaneously, it is said that the system performs a compound thermodynamic cycle, figure 5, that is, it always performs two simultaneous processes 26 and 27 in figure 5, interdependent, including mass transfer. So these are engines and cycles that are completely different from engines and cycles based on open or closed systems. Figure 6 shows the relationship between the hybrid system and the differential thermodynamic cycle. [032] The concept of a hybrid thermodynamic system is new, it is characterized by two interdependent energy conversion subsystems and between them there is exchange of matter and energy and both supply out of their limits, energy in the form of work and part of the energy in form of heat dissipated. This thermodynamic system was created in the 21st century and offers new possibilities for the development of thermal engines.

[033] The present invention brings important developments for the conversion of thermal energy into mechanics, whether for use in power generation or other use, as mechanical force for movement and traction. Some of the main advantages that can be verified are: the total flexibility as to the energy source (heat), the independence of atmosphere, does not need atmosphere so that a motor of the differential cycle can operate, the flexibility as to temperatures, the motor of differential cycle can be designed to operate over a very wide temperature range, well above most motors based on open and closed systems, including a differential cycle motor can be designed to work with both temperatures below zero degrees Celsius, it is enough that the design conditions promote the expansion and contraction of the working gas and it is enough that the materials chosen for its construction have the properties to perform their operational functions at the design temperatures. Others

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13/27 important advantages that distinguish the differential cycle engine based on the hybrid system is its controllability due to the ease in modulating thermodynamic processes and in engine designs that do not require the use of starters, or at least, these would be small, due to the ease of generating torque through the differential forces provided by the system formed by two energy conversion chambers, that is, two subsystems. Therefore, the verified advantages include the flexibility of the sources, promoting the use of clean and renewable sources as the operational advantages, being able to operate theoretically in any temperature ranges and its property of speed and torque control.

[034] The differential cycle engine based on the hybrid system concept can be built with materials and techniques similar to conventional internal combustion engines and Stirling and Ericsson cycle engines, as it is a gas-powered engine, considering the complete system, that is, the complete system is formed by two integrated thermodynamic subsystems, 418 and 420, shown in figure 0, configuring a hybrid thermodynamic system, each subsystem is formed by a chamber, 423 and 424, containing working gas and each of these chambers, consists of four sub-chambers, one heated by combustion411 and 414, one heated by exhaust 412 and 413, one cooled49 and 416, and the other isolated 410 and 415, connected to these two chambers there is a driving force element 419, between the subsystems there is a mass transfer element 421 that participates in the thermodynamic cycle, so the subsystems are open to each other, between the complete system and the external environment, it is considered closed, these two subsystems simultaneously execute each of them, a cycle of four interdependent processes forming a differential thermodynamic cycle, indicated by 41 in figure 9, unique, of eight processes, two of them isochoric of heating by exhaustion (ab ) and (1-2), two combustion heating isotherms (bc) and (2-3), two adiabatic

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14/27 expansion (c-d) and (3-4) and two isothermal cooling processes (d-a) and (41), with variable mass transfer that occurs during adiabatic and isochoric processes. This concept of closed working gas circuit with respect to the external environment indicates that the system must be sealed, or in some cases, leaks can be admitted, provided they are compensated. Suitable materials for this technology must be observed, they are similar, in this aspect, to the design technologies of Stirling and Ericsson and Brayton cycle engines of the closed system. The working gas depends on the project, its application and the parameters used, the gas may be several, each will provide specific features, for example, the following gases can be suggested: helium, hydrogen, nitrogen, dry air, neon, among others.

[035] The conversion chambers, items that characterize the hybrid system, can be built with different materials, depending on the design temperatures, the working gas used, the pressures involved, the environment and operating conditions. These chambers each have four sub-chambers and these must be designed observing the requirement of thermal insulation between themselves to minimize the direct flow of energy from hot to cold areas, this condition is important for the overall efficiency of the system. These chambers internally have elements that move the working gas between the hot combustion and exhaust sub-chambers, cold cooling and insulated, these elements can be of different geometric shapes, depending on the requirement and the parameters of the project, it can, for example, be in the form of discs, in a cylindrical or other form that allows the movement of the working gas in a controlled manner between the sub-chambers. [036] The mass transfer element, 421 of figure 10, connects the two chambers, 423 and 424, this element is responsible for the transfer of part of the mass of working gas between the chambers that occurs at a specific time during the processes adiabatic and isochoric. This element can be designed in several ways depending on the requirements of the project,

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15/27 may operate in a forced manner, for example, in the form of a turbine, in the form of pistons or in another geometric shape that allows it to perform the mass transfer of part of the working gas, including by simple valves in order to allow the gas flow due to pressure differences. [037] The driving force element, 419 of figure 10 is responsible for performing the mechanical work and making it available for uses. This driving force element operates by the forces of the engine's working gas, this element can be designed in various ways, depending on the design requirements, it can, for example, be in the form of a turbine, in the form of cylinder pistons, connecting rods, crankshafts, in the form of a diaphragm or in another form that allows work to be carried out from the forces of gas during thermodynamic conversions.

DESCRIPTION OF THE DRAWINGS [038] The attached figures demonstrate the main characteristics and properties of the old concepts of thermal machines and the proposed innovations based on the hybrid system, being represented as follows:

Figure 1 represents the concept of open thermodynamic system and the concept of closed thermodynamic system, the basic concept of both is identical;

Figure 2 represents the characteristic of all thermodynamic cycles based on open and closed systems;

Figure 3 shows the original idea of the Carnot thermal machine, conceptualized in 1824 by Nicolas Sadi Carnot;

Figure 4 represents the concept of a hybrid thermodynamic system;

Figure 5 represents the characteristic of differential thermodynamic cycles based on the hybrid system;

Figure 6 shows the hybrid thermodynamic system and a differential thermodynamic cycle and the detail of the two thermodynamic processes that occur simultaneously;

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Figure 7 shows the thermodynamic cycle that occurs in one of the subsystems of the differential motor, showing the energy input through the exhaust 32, the energy input through the combustion 33, the mass transfer 35 to the other subsystem, the receiving mass 36 from the another subsystem, cooling 34;

Figure 8 shows the thermodynamic cycle that occurs in the other subsystem, simultaneous and interdependent from the previous one, but sequential and out of phase, showing the energy input through the exhaust 39, the energy input through the combustion 310, the mass transfer 312 to the other subsystem , the mass receipt 313 from the other subsystem, the cooling 311;

Figure 9 shows the complete thermodynamic cycle with its eight processes and the detail of the mass transfer that occurs between the subsystems during the adiabatic and isochoric processes;

Figure 10 shows a mechanical model that represents a differential combustion cycle engine, with chambers and sub-chambers capable of carrying out the eight thermodynamic processes with mass transfer according to the cycle shown in figure 9;

Figure 11 shows in 52 the mechanical model of an engine showing the main elements with the characteristics that allow it to execute the thermodynamic cycle of two isochoric heating processes, two isothermal heating processes, two adiabatic expansion processes and two isothermal cooling processes and in 51 it shows exemplifying how the main mechanical elements of the engine can be designed and assembled;

Figure 12 shows the mechanical model performing the isochoric heating process in the first subsystem and the adiabatic expansion process in the second subsystem and indicates the mass transfer that occurs during these processes and the direction of its flow;

Figure 13 shows the mechanical model performing the isothermal heating process in the first subsystem and the isothermal cooling process in the second subsystem;

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Figure 14 shows the mechanical model performing the adiabatic expansion process in the first subsystem and the isochoric heating process in the second subsystem and indicates the mass transfer that occurs during these processes and the direction of its flow;

Figure 15 shows the mechanical model performing the isothermal cooling process in the first subsystem and the isothermal heating process in the second subsystem, ending the demonstration of the eight process cycle;

Figure 16 shows an example of application of the differential cycle engine for a combined system design, forming a combined cycle with an internal combustion engine in the open system, indicating especially how the heat transfer from the exhaust occurs in the isothermal process and how there is the use of heat from the final exhaust, in the isochoric process, demonstrating the advantage of using the heat that this example and combined cycle offers in comparison with traditional combined cycles and which, by analogy, also exemplifies the use of heat that this differential cycle offers if applied to other combustion processes.

DETAILED DESCRIPTION OF THE INVENTION [039] The differential cycle engine consisting of two isochoric heating processes, two isothermal heating and expansion processes, two adiabatic expansion processes and two isothermal cooling processes with mass transfer between the adiabatic and isochoric processes is based on a hybrid thermodynamic system because it has two interdependent thermodynamic energy conversion subsystems which each perform a thermodynamic cycle that interact with each other, being able to exchange heat, work and mass as shown in figure 4. In 22, in the figure 4, the hybrid system is shown, composed of two subsystems indicated by 21 and 23.

[040] Figure 6 shows the hybrid thermodynamic system and the

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18/27 differential thermodynamic cycle, detailing in this case the processes, that when in one of the subsystems, in time (t1) the cycle operates with mass (m1), number of moles (n1) and temperature (Tq), at this very moment simultaneously, in the other subsystem, the cycle operates with mass (m2), number of moles (n2), temperature (Tf). In a machine based on a hybrid system, composed of two energy conversion subsystems, the sum of the mass of working gas is always constant (m1 + m2 = cte), but they are not necessarily constant in their respective subsystems, among which can be mass exchange.

[041] Figures 7, 8 and 9 show how the thermodynamic cycle of the motor is formed. In figure 7, 31 shows the graph of the pressure and volumetric displacement of the bicycle (abcda) of subsystem 418, that is, one of the halves of the thermodynamic cycle of the engine, the energy 32 forms the isochoric process (ab) of heating, this is the energy exhaust source of lower temperature of the source, energy 33 forms the isothermal process (bc) of heating, this is the energy of the highest temperature of the source formed by a combustion chamber or by an isothermal exchanger connected in the hottest segment of the combustion discharge from a heat source normally by combustion, after the isothermal heating process there is an adiabatic expansion process (cd) and simultaneously a phase of excess gas transfer 35 from one of the subsystems to the other subsystem occurs, in detail 313, where in this the isochoric heating process is taking place, then the isothermal cooling and compression (da) process takes place, whose energy withdrawal is indicated by 34 and so are the first semicycle has been completed.

[042] The complete cycle consists of two interdependent semicycles, the second semicycle (1-2-3-4-1) of subsystem 420 that occurs simultaneously with the first, described in the previous paragraph, is indicated by 38 in figure 8, the energy 39 forms the isochoric process (1-2) of heating that occurs simultaneously with the adiabatic process (cd) of the other semicycle, this is the

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19/27 lower temperature exhaust energy from the source, energy 310 forms the isothermal process (2-3) of heating that occurs simultaneously with the isothermal process (da) of the other semicycle, this is the energy of the higher temperature of the source formed by a combustion chamber or by an isothermal exchanger connected to the hottest segment of the combustion discharge from a heat source normally by combustion, after the isothermal heating process the adiabatic expansion process occurs (3-4) and simultaneously a phase of mass transfer of gas 312 from this subsystem to the other subsystem, in detail 36, where at this moment the isochoric heating process (ab) indicated by 32 will be taking place, then the isothermal cooling and compression process (4-1) will take place. it occurs simultaneously with the isothermal process (bc) of the other semicycle, whose energy is indicated by 311 and thus the processes of the second semicycle are concluded.

[043] Figure 9 shows the complete thermodynamic cycle, formed by two isochoric heating processes (ab) and (1-2) through which energy 42 comes from the lower temperature exhaust, two isothermal heating and expansion processes (bc) and (2-3) at the hot temperature (Tq) through which the higher temperature energy comes in, two adiabatic expansion processes (cd) and (3-4) where the mass transfer phases for the isochoric processes also occur and two isothermal cooling processes (da) and (4-1) at cold temperature (Tf) where energy not converted into work is discarded 44. The two semicycles are carried out each in its subsystem, one in subsystem 418 and the other in subsystem 420 of motor 45 shown in figure 10, and interact with each other with mass and energy transfer. [044] Figure 10 shows the engine model based on the hybrid thermodynamic system, containing two energy conversion subsystems indicated by 418 and 420 containing working gas. Each subsystem has its energy conversion chamber423 and 424, a driving force element 419. Making connection between the subsystems for the processes of

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20/27 mass transfer there is a mass transfer element 421. Each of the chambers of each of the subsystems is formed by four sub-chambers, the chamber 423 is formed by an isochoric heating sub-chamber 412, an isothermal heating sub-chamber 411, an isolated sub-chamber for adiabatic expansion 410 and an isothermal cooling sub-chamber 49 and as an exhaust gas from the subsystem outlet, channel 422 conjugated or not with the exhaust channel of the other chamber. The chamber 424 is formed by an isochoric heating sub-chamber 413, an isothermal heating sub-chamber 414, an isolated sub-chamber for adiabatic expansion 415 and an isothermal cooling sub-chamber 416 and as an exhaust gas from the subsystem, channel 422 conjugated or not with the exhaust chamber of the other chamber. A cooling system formed by a heat exchanger 46, a fan, forced cooling element 417 and cooling fluid inlet and outlet ducts 47 and 48 perform the function of removing the heat from the isothermal cooling sub-chambers 49 and 416.

[045] Figure 11 shows the model that features a differential cycle motor in 52 and 51 shows how the main elements can be geometrically designed with the characteristics that allows it to perform the thermodynamic cycle of two isochoric heating processes, two isothermal processes of heating and expansion, two adiabatic expansion processes and two isothermal cooling and compression processes, with mass transfer between the subsystems during the adiabatic and isochoric processes. The elements that form each chamber are composed of an isochorical heating module 53 which constitutes the coldest section of the heat exhaustion that is connected to the outlet of the isothermal heating module 54, the hottest part, next to the isothermal heating module the isolated module 56 is located where the adiabatic process occurs and next to the isolated module is the isothermal cooling module 55 which is also located next to the

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21/27 isochoric heating module forming a geometric disk. Next to the isothermal heating module is a combustion chamber 59, which in some cases may be formed by an exchanger from another combustion process, an outlet from the exhaust of hot gases from another combustion engine, for example. In 513 the fuel supply is indicated, if the engine is designed to operate by combustion and in 58, the exhaust of hot gases connected to the outlet of the isochoric heating module is indicated. Module 510 is a disk with a thickness such that the detail indicated by 511 forms a volume with relatively large area and relatively small depth, depending on the requirements of each project where the working gas is housed and transported between the four sub-chambers to execute the processes that form the thermodynamic cycle of the engine. Module 514 corresponds to an airtight back cover of the motor and module 515 corresponds to an airtight front cover of the motor through which an axis 517 passes through it to be driven by the main axis of the motor 516. Module 57 is the mass transfer element of gas between the subsystems that make up the engine and this can be a valve that is opened at a certain time during the adiabatic and isochoric processes, the second engine subsystem is being represented by 518. The drawing indicated by 51 represents the main elements that form each of the two subsystems that form a differential cycle motor.

[046] Figures 12, 13, 14 and 15 show how the eight processes occur mechanically, two heating isochorics (ab) and (1-2), two heating and expansion isotherms (bc) and (2-3), two expansion adiabatic (cd) and (3-4) and two cooling and compression isotherms (da) and (4-1) with mass transfer between the adiabatic and isochoric processes. In figure 12, subsystem 418 transports the working gas to the heated sub-chamber for the lowest combustion temperature segment indicated by 62, the working gas performs the isochoric heating process (ab) shown in figure 41 of figure 9, simultaneously the subsystem 420 carries gas from

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22/27 working for the thermally insulated sub-chamber indicated by 63, the working gas performs the adiabatic expansion process (3-4) and simultaneously the mass transfer of gas from the sub-chamber that is performing the adiabatic process to the sub-chamber that is executing the isochoric process indicated by 67, in the sequence in figure 13, subsystem 418 transports the working gas to the sub-chamber heated by the combustion or higher combustion temperature segment indicated by 65, the working gas performs the isothermal heating process and expansion (bc) shown in graph 41 of figure 9, simultaneously subsystem 420 transports the working gas to the isothermal cooling and compression sub-chamber indicated by 66, the working gas performs the isothermal cooling and compression process (4-1) , in the sequence in figure 14 the subsystem 418 transports the working gas to the thermally insulated sub-chamber indicated by 72, the working gas executes the process the expansion adiabatic (cd) shown in graph 41 of figure 9, simultaneously subsystem 420 transports the working gas to the heated sub-chamber for the lowest combustion temperature segment indicated by 73, the working gas performs the isochoric heating process ( 1-2) shown in graph 41 of figure 9 and simultaneously the mass transfer from the sub-chamber that is executing the adiabatic process to the sub-chamber that is executing the isochoric process, indicated by 77, in the sequence in figure 15, subsystem 418 transports the working gas for the isothermal cooling sub-chamber indicated by 75, the working gas performs the isothermal cooling and compression process (da), shown in graph 41 of figure 9, simultaneously subsystem 420 transports the working gas to the sub-chamber isothermal heating and expansion indicated by 76, the working gas performs the isothermal heating and expansion process (2-3), ending the thermodynamic cycle mico.

[047] Table 1 shows process by process that form the differential cycle of eight thermal engine processes shown step by step, with two

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23/27 isochoric processes, four isothermal processes and two adiabatic processes and mass transfer steps.

Table 1

Step Process Subsystem 418 Cycle (a-b-c-d-a) 420 Cycle Subsystem (1-2-3-4-1) Mass transfer element 421 1 a-b / 3-4 I socialized here Adiabatic expansion Open (Transfer) 2 b-c / 4-1 Expansion and heating isotherm. Compression and cooling isotherm Closed 3 c-d / 1-2 Adiabatic expansion Heating isochoric Open (Transfer) 4 d-a / 2-3 Isothermal compression cooling Expansion and heating isotherm Closed

[048] Therefore, as shown in Table 1, the differential cycle performed in four steps consists of two isochoric heating processes with mass receipt, two isothermal processes also for heating, two adiabatic expansion processes with mass transfer and two processes cooling isotherms composing eight thermodynamic transformations, also called processes, that form the differential cycle of the engine, being a process or transformation of isochoric heating (ab) of one of the subsystems that occurs simultaneously to another process or transformation of adiabatic expansion (3- 4) from the other subsystem, with mass transfer in this process, and a process or transformation of heating and isothermal expansion of high temperature (bc) of one of the subsystems that occurs simultaneously to another process or transformation of cooling and compression of isothermal low temperature ( 4-1) of the other subsystem, and an exp process or transformation adiabatic anion (c-d) of one of the subsystems occurring simultaneously with another isochoric heating process or transformation (1-2) of the other subsystem, with mass transfer in this process, and a low isothermal cooling and compression process or transformation

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24/27 temperature (da) of one of the subsystems that occurs simultaneously with another heating process or transformation and high temperature isothermal expansion (2-3) of the other subsystem, and two energy transfer processes associated with mass 35 and 312 that occur simultaneously with adiabatic and isochoric processes.

[049] This differential cycle of an engine composed of two subsystems based on the concept of a hybrid system, whose pressure and volume curve is shown in Figures 7, 8, and 9 are equated as follows. The isochoric energy input, heating (ab) and (1-2) processes are performed with (n1) mol of gas, but only (n2) mol of gas receives external energy and are represented by the expressions (d) and (e ), two isothermal processes of energy input and expansion (bc) and (2-3) are represented by the expressions (f) and (g) but with (n1) mol of gas, the adiabatic expansion (cd) and ( 3-4) are carried out with (n2) mol, since part of the gas mass is transferred to the isochoric process of the other subsystem, and are represented by the expressions (h) and (i), the discharged energy, released to the environment, occurs through two isothermal cooling and compression processes (da) and (4-1) and are represented by the expressions 0) and (k). The expressions reveal that part of the energy associated with the mass, is conserved and produces the effect of maintaining the potential differential responsible for generating work and, therefore, this fraction cannot be used to generate work, therefore it is clear that if the mass fraction and its associated energy is used to generate work, it cannot be used for the potential differential and efficiency will drop. The expressions consider the sign of the direction of the flow of energies.

<? «, -» = (d) (®) «Β, -Ο = η,.«. Τ, .1ηφ (f) «(2-3, = η, .Β.Γ, .1ηφ (g)

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25/27 = < ^h ) ^ 3-4) = ^ - (7-4- ^) (i) «(„ - «, = W. Γ, .ΐη ^) (|)« (4-1, = η ₂ .Β.Γ, .1ηφ (k) [050] A fraction of the energy associated with (ní - n2) corresponds to the conserved energy and is used in the cycle to maintain the potential differential, does not perform work, this fraction has been suppressed of expressions (d), (e), (h) and (i), their associated energies are shown by expressions (I) and (m):

Vm (ob) - ⁷ c U)

Qm (i-2) - _(y _ _O T ₃ (m) [051] Whereas (T _a = T _d = Ti = T ₄ = T _f and T _b = T _c = T ₂ = T ₃ = T _q ), the total energy input to the motor is the sum of the energies Q ( _a -b), Q (i-2), Q (bc), Q (2-3), and is represented by the expression (n) below :

¢ 1 = ^ - (7, -7,) + 2. ^. 8.7, .111¾) (n) [052] The total energy dissipated, discarded to the outside environment is the sum of the energies Q (4-i) and Q (da) and in its positive form, is represented by the expression (o) below.

Q ,, = 2.n ₂ .R.7> .lnÇ) (o)

Vl [053] The total useful work of the motor, considering an ideal lossless model, is the difference between the energy input and output and is represented by the expression (p) below.

W _u = (7-, - Tf) + 2. n ,. R. T ,. lnÇ) - 2. „ ₂ . _{R. Tf} . Ιηφ (p) [054] Therefore, it is demonstrated that in this motor cycle, the adiabatic expansion processes perform work effectively, the energy is not regenerated in the isochoric process, the objective is the maximum use of the heat of combustion or of a exhaustion of a combustion process, therefore the isochoric processes are heating through the gases of

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26/27 exhaustion released from the combustion process that would not be used if the adiabatic process were regenerative. In this way, the asymmetric cycle formed by two isochoric heating processes, two isothermal heating processes, two adiabatic expansion and sternum processes and two isothermal cooling processes is a very important and advantageous concept for converting energy from sources by combustion or by energies from combustion processes whose mass of hot gas is wasted by most current motor cycles.

[055] The final theoretical demonstration of the efficiency of the differential cycle of eight processes, two isochoric heating processes, two isothermal heating processes, two adiabatic expansion processes and two isothermal cooling processes with mass transfer is given by the expressions (q) and (r), characterizing that the differential cycles based on the hybrid thermodynamic system have as a parameter of efficiency, also the number of moles or mass in the processes and therefore these cycles do not have their efficiencies dependent exclusively on temperatures.

(r)

EXAMPLES OF APPLICATIONS [056] This asymmetric motor cycle, based on the hybrid system has unique particularities, it is suitable for applications whose energy source operates by combustion or by the exhaustion of combustion processes, taking advantage of the hot gases from the final exhaust through an isochorical process of heating the thermodynamic cycle.

[057] The first direct application of the engine is to offer mechanical strength of stationary type for various purposes or for mechanical traction and the energy source would be by combustion of different types of fuels, with great flexibility of fuels due to the combustion being external and as a function of flexibility in operating over a wide temperature range

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27/27 conferred by the controllability of the cycle.

[058] Figure 16 shows another useful application for the asymmetric differential cycle engine to improve the efficiency of internal combustion engines, forming cycles combined with these. The heat rejected by the exhausts, 812 and 87 of the internal combustion engines, indicated by 82, fueled by fuels, 88, Brayton cycle, Diesel cycle, Sabathe cycle, Otto cycle, Atkinson cycle, are channeled to the energy inputs (heat ) of the differential cycle motor, where an isothermal unit 83 provides heat at constant temperature and another heat exchanger unit 84 provides energy (heat) between the final discharge temperatures, close to the ambient temperature and the initial discharge temperature, close to the temperature of the isotherms, promoting a heat flow 812 and 87 respectively feeding the isothermal and isochoric processes of the differential cycle motor 81 and this converts part of this energy into useful mechanical force, 814 that can be integrated with the mechanical force of the internal combustion engine 813 generating a single mechanical force, 89, or directed to produce electrical energy. The disposal of the energy not converted by the differential cycle engine goes to the external environment indicated by 815. This application allows to recover part of the energy that the cycles of the internal combustion engines cannot use to perform useful work and thus improve the overall efficiency system with advantages over known technologies.

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1/4

Claims (13)

1) DIFFERENTIAL CYCLE THERMAL ENGINE, characterized by being composed of two thermodynamic energy conversion subsystems (418) and (420) containing working gas configuring a hybrid thermodynamic system, each subsystem has its energy conversion chamber (423) and (424), a driving force element (419), making connection between the subsystems for the mass transfer processes there is a mass transfer element (421), each of the chambers of each of the subsystems is formed by four sub-chambers , the chamber (423) is formed by an isochoric heating sub-chamber (412), an isothermal expansion and heating sub-chamber (411), an isolated sub-chamber for adiabatic expansion (410) and an isothermal cooling and compression sub-chamber (49) and as exhaust gases from the subsystem there is the channel (422) conjugated or not with the exhaust channel of the chamber (424), the chamber (424) is formed by an isochoric heating sub-chamber (413), a heating sub-chamber then and isothermal expansion (414), an isolated sub-chamber for adiabatic expansion (415) and an isothermal compression and cooling sub-chamber (416) and as exhaust gases from the subsystem there is the channel (422) conjugated or not with the exhaust chamber (423), a cooling system formed by a heat exchanger (46), a fan, a forced cooling element (417) and cooling fluid inlet and outlet ducts (47) and (48) function of removing heat from the isothermal cooling and compression sub-chambers (49) and (416). 2) DIFFERENTIAL CYCLE THERMAL ENGINE, according to claim 1, characterized by being composed of two thermodynamic energy conversion subsystems, (418) and (420), configuring a hybrid thermodynamic system. 3) DIFFERENTIAL CYCLE THERMAL ENGINE, according to claims 1 and 2, characterized by each of the chambers of each of the Petition 870170012442, of 02/23/2017, p. 15/47 2/4 subsystems consist of four sub-chambers, an isochoric heating sub-chamber (412) and (413), an isothermal heating and expansion sub-chamber (411) and (414), an isolated sub-chamber for adiabatic expansion (410) and (415 ) and an isothermal compression and cooling sub-chamber (49) and (416). 4) DIFFERENTIAL CYCLE THERMAL MOTOR, according to claim 1, characterized by a mass transfer element (421) connected between the two chambers (423) and (424) interconnecting the two subsystems (418) and (420). 5) DIFFERENTIAL CYCLE THERMAL MOTOR, according to claim 1, characterized by a driving force element (419) belonging to the two subsystems (418) and (420). 6) DIFFERENTIAL CYCLE THERMAL MOTOR, according to claim 1, characterized by a cooling system formed by a heat exchanger (46), a fan, a forced cooling element (417) and inlet and outlet ducts for cooling (47) and (48) which perform the function of removing heat from the isothermal cooling and compression sub-chambers (49) and (416). 7) DIFFERENTIAL CYCLE THERMAL ENGINE, according to claim 1, characterized by a hot gas exhaust channel (422) from the isochoric heating sub-chambers (412) and (413). 8) CONTROL PROCESS FOR THE THERMODYNAMIC CYCLE OF THE DIFFERENTIAL CYCLE THERMAL ENGINE, for the control of the thermodynamic cycle of the thermal engine of claims 1 to 7, characterized by a process composed of eight thermodynamic transformations, also called processes, that form the cycle motor differential, being an isochoric heating process (ab) in the subsystem (418), simultaneously an adiabatic expansion process (3-4) occurs in the subsystem 420 and simultaneously the mass transfer of gas from the sub-chamber that is executing the process adiabatic to the sub-chamber that Petition 870170012442, of 02/23/2017, p. 16/47 3/4 is executing the isochoric process indicated by (67), then an isothermal heating and expansion process (bc) occurs in the subsystem (418), simultaneously an isothermal cooling and compression process (4-1) occurs in the subsystem ( 420), then there is an adiabatic expansion process (cd) in the subsystem (418), simultaneously there is an isochoric heating process (1-2) in the subsystem (420) and simultaneously the mass transfer of the sub-chamber that is executing the adiabatic process for the sub-chamber that is executing the isochoric process, indicated by (77), in the sequence there is an isothermal cooling and compression process (da) in the subsystem (418), simultaneously an isothermal process of heating and expansion occurs (2-3) in the subsystem (420), ending the thermodynamic cycle. 9) CONTROL PROCESS FOR THE THERMODYNAMIC CYCLE OF THE DIFFERENTIAL CYCLE THERMAL ENGINE, according to claim 8, characterized by a process or isochoric transformation of heating (ab) in the subsystem (418), simultaneously an adiabatic expansion process (3- 4) in the subsystem (420) and simultaneously the mass transfer of gas occurs from the sub-chamber that is executing the adiabatic process to the sub-chamber that is executing the isochoric process indicated by (67). 10) CONTROL PROCESS FOR THE THERMODYNAMIC CYCLE OF THE DIFFERENTIAL CYCLE THERMAL ENGINE, according to claim 8, characterized by an isothermal heating and expansion process (bc) in the subsystem (418), simultaneously an isothermal cooling process occurs and compression (4-1) in the subsystem (420). 11) CONTROL PROCESS FOR THE THERMODYNAMIC CYCLE OF THE DIFFERENTIAL CYCLE THERMAL ENGINE, according to claim 8, characterized by an adiabatic expansion (cd) process or transformation in the subsystem (418), simultaneously an isochoric heating process (1 -2) in the subsystem (420) and simultaneously the Petition 870170012442, of 02/23/2017, p. 17/47 4/4 mass transfer from the sub-chamber that is performing the adiabatic process to the sub-chamber that is performing the isochoric process, indicated by (77). 12) CONTROL PROCESS FOR THE THERMODYNAMIC CYCLE OF THE DIFFERENTIAL CYCLE THERMAL MOTOR, according to claim 8, characterized by an isothermal cooling or compression process (da) in the subsystem (418), simultaneously an isothermal heating process occurs and expansion (2-3) in the subsystem (420), ending the thermodynamic cycle. 13) CONTROL PROCESS FOR THE THERMODYNAMIC CYCLE OF THE DIFFERENTIAL CYCLE THERMAL ENGINE, according to claims 8, 9 and 11, characterized by a process of energy transfer associated with the mass that occurs simultaneously with the adiabatic and isochoric processes. Petition 870170012442, of 02/23/2017, p. 18/47 1/8 rm (m) So you ------ k