CN110114553B

CN110114553B - Double-center stator-rotor rotary steam engine

Info

Publication number: CN110114553B
Application number: CN201780075254.1A
Authority: CN
Inventors: 利布拉拉托·鲁杰罗
Original assignee: Li BulalatuoLujieluo
Current assignee: Li BulalatuoLujieluo
Priority date: 2016-12-06
Filing date: 2017-12-06
Publication date: 2022-02-22
Anticipated expiration: 2037-12-06
Also published as: CN110114553A; WO2018104878A1; IT201600123578A1

Abstract

The present invention relates to the realization of a steam engine in which a double-centered piston rotates inside a double-chamber compartment, substantially cylindrical, forming a closed cycle by means of temperature and steam pressure, obtaining useful mechanical work by cycling through phases of different temperatures and pressures. The main characteristic of the invention is the foreseeing the manufacture of a steam engine (L) constituted by the following basic elements: stator-essentially consisting of a central double-chamber cylinder (1-2), shaped in two parallel planes and spaced along orthogonal and notional vertical planes, said double-chamber cylinder (1-2) having two different bending radii (R-R). The cylinder is sealed by two end caps and has a feed valve inserted therein, so that the cavity is connected to the high-pressure steam of the corresponding boiler (A4), the cylinder outlet is open to the opposite condensation element (A5), and the cooling liquid can flow back into the same boiler (A4); the rotor (B) -is basically formed by a pair of semi-cylindrical mechanisms (B1-B2), one (B1) of which rotates in the stator (A1) under the action of steam pressure or during steam expansion to provide effective rotating force for the crank (80), the expansion mechanism (B1) is connected with a hinge device (B3) provided with two connecting rods (620) and (630), the connecting rods translate and drag the other semi-cylindrical mechanism (B2) to compress and rotate in the rotating process through a head hinge (600), and a sheet valve (75) translates and drags to send compressed waste gas back to the boiling boiler; boiler boiling (a4) -will feed water or liquid evaporation energy to the stator compartment (1-2) by inserting regulating valve (110); condenser (a5) -for cooling and reforming the steam after the maximum effective expansion is completed, having a comb (100) and a housing (5) that can deliver the steam exhaust to the lower compartment (2) where the rotor compression element (B2) works.

Description

Double-center stator-rotor rotary steam engine

Description of the invention

The present invention relates to the realization of a steam engine in which a double-centered piston rotates inside a substantially cylindrical double-chamber compartment, forming a closed cycle using temperature and steam pressure, obtaining useful mechanical work through different cycle temperatures and pressures at each stage.

The main feature of the invention is the foreseeable production of a steam engine consisting of the following basic elements:

stator-essentially consists of a central double-chamber cylinder, shaped in two parallel planes and spaced along orthogonal planes and notionally perpendicular planes, called bi-chamber, having two different bending radii. The cylinder body is sealed by two end covers, and an air supply valve is inserted into the cylinder body, so that the cylinder body can be connected with high-pressure steam of a corresponding boiler, an exhaust port of the cylinder body is opened to the opposite condensing element, and cooling liquid can flow back to the same boiler;

a rotor-essentially consisting of a pair of semi-cylindrical mechanisms, one of which, rotating inside the stator under the effect of the steam pressure or during the expansion of the steam, provides the crank with a useful rotation force, said expansion mechanism being connected to a hinge provided with two connecting rods which, through head hinges, translate during rotation and drag the other semi-cylindrical mechanism to compress, rotate, and which, through joints, translate and drag the other semi-cylindrical mechanism to compress, and send the compressed exhaust gas back into the boiler using flap valves;

boiler-will feed water or liquid evaporation energy to the stator compartment by inserting regulating valve;

condenser-for cooling and reforming the steam after maximum effective expansion, having a comb and a housing seat, which can convey the steam exhaust gas to the lower compartment where the rotor compression elements work.

Steam engines are generally devices that convert the thermal energy of high pressure steam into mechanical energy using various conversion or rotation principles. In a rotary steam engine, a turbine is typically used.

The steam turbine has complicated manufacturing process, high rotation speed and high output power, can be used for selecting high-quality materials, and is applied to thermal power plants or specific industrial industries, such as paper mills and oil refineries. The efficiency and reliability of the turbine can be affected by changes in the circuit parameters, with slight changes in the steam parameters damaging the trays (pallets) or causing the turbine performance and efficiency to drop dramatically.

Piston energy conversion devices (alternating machines) are of many types, including single-phase expansion, two-phase expansion, overheating, and non-overheating. There are also other known types of machines based on the principles of wankel engines, impellers and/or turbines.

But these devices all suffer from energy dissipation phenomena.

Among them, the most serious is the energy dissipation phenomenon occurring when steam enters the cylinder,

the steam enters the cylinder at a temperature lower than the temperature of the intake air and therefore heats the cylinder walls and condensation occurs. After this, at the end of the expansion and exhaust phases, the water condensed during the intake phase evaporates again as the pressure and temperature decrease, reusing the heat released by the condensation for heating the cylinder wall. Thus, the cylinder is alternately operated by a condenser and a generator, with periodic back heat exchange between the steam and the metal, which converts the heat that would otherwise be useful mechanical work, to be released to the atmosphere through the cylinder wall.

In the actual cycle, if the turbine is not used, all devices for realizing the cycle have forced volume change when designing configuration parameters, and unnecessary volume change can generate unnecessary pumping phenomenon on the cycle.

In a closed cycle, the fluid is restricted and no measures can be taken to alleviate this phenomenon; in fact, this problem is important if you want to reduce dead space (i.e. space that isolates equipment and does not do work).

Other conversion devices that utilize fluid expansion have not been very efficient and have always had problems such as difficulty in removing condensed products, and also have the need to install additional carrier fluid pumping equipment in the vaporization chamber, which is cumbersome, expensive, and inefficient because of the limited design parameters that do not allow the use of turbines. Such devices are sensitive to cycling parameters and if parameters are changed, the equipment can go out of critical range and fail due to failure.

In particular, due to the low efficiency, complex structure, complex function, etc. of the rotor type steam engine, it is difficult to achieve this if the rare solutions proposed according to 20.02.1924 US 1,715,490 and 30.08.1973 US 3,865,522 are adopted, but not the solution.

Other drawbacks that currently limit the use of steam or other similar liquids (liquids that can be recycled from external sources of heat to obtain mechanical energy) are mainly high costs, complex structure of the device, large volume, high noise and extreme sensitivity of efficiency to variations of the cycle parameters.

The invention is mainly characterized in that the closed cycle performance of the steam engine can be optimized, the heat energy generated by the boiler can be converted into useful work in a large amount, the maximum temperature and the maximum pressure are achieved by utilizing the volume expansion relation of the steam generated by the boiler, the required compression volume is minimum, the steam waste gas can be sent back to be cooled, and the pressure of the inlet of the original vaporizer is minimum.

Another important object of the invention is to ensure a simple and compact construction of the steam engine, the simultaneous introduction of the liquid or vapor into the expansion phase and the condensation and compression evaporation phases, the absence of dead spaces and the absence of complex and expensive pumping devices.

Another important object of the invention is that it is possible to minimize the mechanical losses of the steam engine, since the expansion fluid acts directly on the shaft of the rotor element.

Another object of the present invention is to minimize steam engine friction because the rotor is in contact with the stator casing only through its seals, minimizing the coefficient of friction when rotating on a flat or cylindrical surface.

Another object of the present invention is to provide a steam engine that achieves optimal installation and maintenance conditions, is simple and compact, and is easy to control the construction and use costs.

The final aim of the present invention is to realise a steam engine capable of confining liquid in a closed cycle.

Another object of the invention is to reduce vibrations caused by unbalance of the rotating masses, bending stresses in the central part of the rotor, since this would result in the two main parts of the rotor not being able to travel to the maximum stroke beyond the main part of the shaft, increasing the maximum rotation speed, limiting the rotor rotation and the power output.

Another object of the invention is to minimize the contact surface of the moving fluid and reduce thermal losses and mechanical stresses while delivering the same useful work.

The above and other objects are perfectly achieved by using the engine structure of the present invention derived from endothermic engine solutions also known as "rotary pistons", which is specifically designed to overcome the inertia and noise limitations present in the current "piston-driven" engine alternatives. In particular, the invention is a partial improvement based on the use of steam or other fluid and on the technique proposed by the inventors after the publication of patent applications WO 2004/020791-WO 2010/031585 and WO 2014/083204 (in which a reciprocating endothermic engine is based on the principle of mechanical movement of an open-loop rotor, with a rotor consisting of two semi-cylindrical parts hinged to a stator, one rolling in the opposite direction, the other dividing the stator into two compartments, separating the suction, compression and mixed combustion zones, and then, in an effective expansion phase or zone, driving in rotation a power take-off connected to the rotor element receiving the rotary thrust).

The proposed solution is now explained in detail, according to the appended claims and their correspondence with specific purposes, by means of 50 schematics reproduced in the appended 20 tables and purely indicative and non-limiting headings, in which:

FIG. 1 of page 10-page 1 shows a top view of an under-inspection steam engine assembly;

figure 2 of page 2 represents a II-II longitudinal section view of figure 3 of the stator or central part of the steam engine of figure 1;

15-page 2 fig. 3 shows a point III side view of the center mechanism of the stator block in fig. 2;

figure 4 of page 3 shows a perspective, longitudinal and exploded view of the main components constituting the stator of the steam engine of figure 1;

page 5 fig. 6 shows a top view of a front cover fixed to the stator shown in fig. 2 of the engine of fig. 1;

top views of the sections VII to VII of the cover plate of fig. 7 and 6 of page 5;

25-FIG. 8 of Table 6 shows a top view of a back cover that needs to be fastened to the stator shown in FIG. 2 of the engine of FIG. 1;

figure 9 of page 6 shows a sectional IX-IX top view of the bonnet of figure 8;

fig. 10 of page 7 shows an enlarged top view of the inside of a hold-down flange for the front cover of fig. 6;

FIG. 11 of page 7 shows a sectional top view XI-XI of the flange shown in FIG. 10;

fig. 12 of page 8 shows an enlarged top view of the hold-down flange on the back cover shown in fig. 8;

FIG. 13 of page 8 shows a top view of a section XIII-XIII of the flange shown in FIG. 12;

fig. 14 of page 9 shows a longitudinal section XIV-XIV in fig. 15 of the condenser on the stator shown in fig. 2;

15-FIG. 15 of Table 9 shows a side view of the condenser shown in FIG. 14;

figure 16 of the page 10 shows a front view and an exploded perspective view of the main components of the rotor housed inside the stator of figures 1 and 2;

figure 17 of page 11 shows another rear view of the same main part constituting the rotor shown in figure 16;

20-fig. 18 of page 12 shows a front view of a semi-cylindrical device comprising the compression rotor of fig. 16 and 17;

FIG. 18A of page 12 shows a cross-sectional view XVIII-XVIII of the compression mechanism of FIG. 18;

figure 19 of page 13 shows a perspective view of the same semi-cylindrical mechanism of the compression rotor shown in figures 18-18A, connectable to a pair of lateral rings;

figure 20 of page 13 shows an assembled rear perspective view and a cross-sectional view of the same part of the compression rotor of figure 19;

5-FIG. 21 of Table 14 shows a perspective view of the housing comprising the half cylinders of the expansion rotor shown in FIGS. 16 and 17;

figure 22 of page 14 shows a perspective view of a second shell constituting a half-cylinder of the expansion rotor shown in figures 16 and 17;

figure 23 of page 14 shows a perspective view of the two housings of figures 21 and 22, which constitute the expanding rotor core of figures 16 and 17, after being combined;

figure 24 of page 15 represents a top view of the casing of figure 21;

figure 25 of page 15 represents a top view of the casing of figure 22;

fig. 26 of page 16 shows a front view of the hub or central mechanism, in which the housing of fig. 21 and 22 will engage and rotate within the stator housing of fig. 2, except for the coupling and rotation of the housing and shaft (as shown in fig. 28 and 29), and will engage the cooling mechanism of fig. 36-37 and will engage and translate the hinge elements shown in fig. 30 to 31 and 32;

figure 28 of page 16 represents an upside-down view of the same hub in figure 26;

figure 28 of page 17 shows a longitudinal view of the drive shaft shown in figures 16-17 to support the expansion rotor for insertion into the hub or central mechanism of figures 26 and 27;

figure 28A of page 17 represents an XXVIIIA-XXVIIIA cross-sectional view of the tree diagram of figure 28;

fig. 29 of page 17 represents an XXIX-XXIX cross-sectional view of the tree diagram of fig. 28;

FIG. 30 of FIG. 5-page 18 shows an elevation and a live view of the hinge member and the loose joint between the compression rotor of FIG. 19 and the expansion rotor of FIG. 23, with additional reference to FIGS. 16 and 17 for insertion of the hub of FIG. 26;

figure 31 of page 18 shows a top view and a longitudinal section along one of the valve stems of the hinge member of figure 30;

figure 32 of page 19 represents a side view of the hinge pin of figure 30;

FIG. 33 of page 19 represents a XXXIII-XXXIII cross-sectional view of the same hinge pin of FIG. 32;

figure 34 of figure 15-page 19 shows a top view of the elements associated with the hinge element of figure 30;

figure 35 of 16-page 19 shows a side view of the same sealing element of figure 34.

Figure 36 of page 20 shows a perspective view of a semi-cylindrical refrigerating and balancing element for the internal cooling of the steam inside the stator compartment shown in figure 2 and of the same rotor element of figures 16-17;

figure 37 of page 20 represents a perspective view of a different and opposite point of view of the same cooling and balancing element of figure 36;

figure 38 of page 21 shows a perspective view and a real-time view of the admission valve of the vapour generated in the carburettor shown in figures 1 and 2;

figure 39 of page 12 represents a perspective view of the same element of the valve shown in figure 38;

figure 40 of page 21 shows a section of the central valve body of the valve stem of figure 38 in a particular view;

figure 41 of page 22 represents a transverse view of the same central part of the valve shown in figure 40 and of the part of the stator of figure 2, wherein said valve is housed inside the casing, at maximum opening, for delivering the steam in the vaporizer to the stator chamber of figure 2;

fig. 42 of page 23 shows a top view of the rotating element of fig. 16-17 (the rotating element is in vertical position and placed within the semi-cylindrical chamber of the stator of fig. 2), the semi-cylindrical compression mechanism of fig. 18-19 (which would be connected to the semi-cylindrical expansion mechanism of fig. 23 and the cooling mechanism of fig. 36-37 by the zipper and cursor (zipper or cursor) of fig. 30 and the hub of fig. 26-27);

figure 43 of the page 24 shows a top view of the same rotor complex of figure 42, including a front bearing for supporting the cover plate of figures 6 to 8 and for connecting the flange of figures 10 to 12;

figure 44 of page 24 shows a cross-section of the stator of figure 2 and of the complete stator of figure 42, at the start of the first step of entry of the steam into the expansion chamber of the engine;

figure 45 of page 25 shows a cross-section of the same engine of figure 44, showing an intermediate stage of fluid expansion between the rotor of figure 43 and the casing of figure 2.

Figure 46 of page 26 shows a cross-section of the same engine of figures 44 and 45, showing the early stages of exhaust gas condensation after the maximum expansion stage;

figure 47 of page 27 represents a cross-section of the same engine as figures 44-45 and 46, showing the initial phase of the collection and compression process of the cooling fluid, and the phase of ventilation and cooling of the compartments inside the stator of figure 2;

figure 48 of page 28 represents a cross section of the same engine of figures 44 to 47, showing the final compression phase of the liquid and possible liquid components discharged into the evaporation compartment (to start a new closed cycle).

The same details in all figures are denoted by the same reference numerals.

According to the invention and with reference to the above figures, the steam engine (L) is composed of a stator (a) and a rotor (B), the thermal energy of which is converted into mechanical energy by the interaction of special steam, delivery, condensation and steam recovery devices.

The stator (a) is an open casing of the rotor housing (B) with a central mechanism (a1) equipped with a bidirectional internal channel (1-2) and enclosed by the casing front cover or panel (a2) and similar cover or rear cover panel (A3) and equipped with an evaporation chamber (a4) and a cooling or condensation chamber (a5) communicating with the two internal compartments (1-2) of said central mechanism (a1), as shown in detail in fig. 1 to 15.

For the sake of simplicity, fig. 1-16-17 and 28 represent a crankshaft (80), in the other figures the same tree diagram (80) and the expansion element (B1) of the rotor (B) with useful rotation being always understood as being rigidly connected.

According to the detailed description and with reference to fig. 2, the stator means (a1) comprises a two-channel compartment (1-2) represented by two notional orthogonal planes, with an intermediate space or distance between the compartments, which will be aligned along the orthogonal and notional vertical planes (Z).

The radius of curvature of the upper compartment dome (1) at the intersection of the planes (X-Z) is (R), while the radius of curvature of the bottom of the lower compartment at the intersection of the planes (Y-Z) is smaller, is (R). As will be shown below, the larger compartment (1) will cooperate with the rotating element (B1) to effect the expansion phase of the steam, while the smaller compartment (2) will cooperate with the rotating element (B2) to effect the compression phase of the condensed, cooled liquid (a5) and completely immerse it in the condensing boiler (a4), consistent with the normal closed steam engine cycle.

The top of the upper compartment (1) will be closed with the dome of the lower compartment (2) and will thus define two intersecting zones (3-4) whose radial position will vary as a function of the space between the planes (X and Y) and the radius (R-R) to define the maximum foreseeable volume for the aforesaid expansion and compression phases of the liquid driven by the rotor (B) into the stator (a).

Referring to fig. 2 to 5, the stator means (a1) has a side opening (5) with slots (5a-5b-5 c-etc.) in which a condensing means (a5) is inserted to cool the liquid in the semi-cylindrical chamber (1-2), the cold means or the condensing chamber (a5) in intense heat exchange with the external environment or with a cryogenic air tank.

With reference to fig. 14 and 15, the condenser (a5) is essentially constituted by a comb or laminated structure (100), the three passages (100a-100B-100 c-etc.) of which are preferably made with a rough or frosted surface, suitable for fitting in the slots (5-5B-5 c-etc.) of the stator structure (a1), with spaces left between the teeth (100 a-100B-etc.), suitable for heat exchange, and suitable for aligning the inner ends of the radii (R1) and adapting the shape to resemble the radius (R) of the stator compartment (1), ensuring that the rotor always rotates normally (B1), while the same comb (100) is fixed to the opening of the free compartment (5) of the stator (a1) using two brackets (101-102).

With reference to fig. 5 to 14 and 15, the comb (100) is provided with at least one outflow pipe (103) and one return pipe (104) and with one or more ducts (105) to circulate the refrigerant liquid, and with inlet (106) and outlet (107) ports derived from the brackets (102), in between which a connection is also installed to apply a thermostat or other fluid control means on the same condenser (a5) to keep the fins (100a-100b-100 c-etc.) from frosting, enabling cooling of the vapor after the maximum expansion phase, according to other techniques, as described below.

According to a preferred construction of the stator means (a1), the coolant means (a5) for securing the comb means (100) is inclined at about 10 degrees to the plane (5) of its carrier (101-102), as shown in fig. 2, so that the panels (100a-100b-100 c-etc.) are inclined at an angle (β) to the inside of the means (a), as shown in fig. 14, to ensure that condensate produced by the means (100) flows by gravity into the lower cavity (2) of the stator housing at a position below its intersection point (3) (compare to the opening or bottom of the slot (5a20-5b-5 c-etc.) as shown in fig. 46 and 47).

With reference to the other section (4) of intersection between the upper compartment (1) and the lower compartment (2) of the stator mechanism (a1) of fig. 2 and 5 and 47, respectively, a hole can be obtained through the longitudinal through channel (70) for mounting the intake valve body (110), as better described below. Said hole (70) is crossed by a slot (71) connecting it to the stator chamber (2) and by slits (72-77) connecting it to the inside (73) of the bracket (A4). The slots (71-72) converge radially to the axis of the bore (70).

The aperture (70) is externally provided with a larger diameter member or surface for receiving a butterfly valve control device (120) and is typically 120 degrees wide to enable the butterfly valve to be adjusted half a cycle about the same axis as the aperture (70), as shown in fig. 39 and 41 and described in detail below.

The support plane of the stator (a1) can be used to secure the vaporization mechanism (a4) in proximity to the orifice (70), thereby providing a space or cavity (74) that increases the volumetric capacity of the same vaporization mechanism (a4) and allows the movement of the flap valve (75) that communicates with the lower compartment (2) of the stator mechanism (a1) during the fluid compression phase, as shown in fig. 2 and 48.

With reference to fig. 1 and 2, we have simplified, in relief, a carburettor or vaporisation mechanism (a4) whose bottom (78) opens into the compartment (74) and whose concave surface (a4) is stably attached to the stator (a1) housing wall (7), the carburettor or vaporisation mechanism (a4) having an internal compartment (73) and, inside the stator compartment (2), a vapour intake channel (77). The evaporator (a4) is equipped with a resistor or other heat source (76) to bring the previously chilled gas or liquid into the gas condenser (a5) and then, after the flap valve (75) is opened, water or liquid is delivered and forced into the compartments (73-74) by the rotor element (B2).

After the rotor (B) has been fitted with the support bearings (214 and 314) and the inlet valve, the stator (a1) is fitted using the closure (a 2-A3).

Specifically, a cover (a2) is fixed to the power output shaft side of the stator (a1) and the other cover plate (A3) is fixed to the opposite side with an appropriate screw.

Referring to fig. 6 and 7, the front cover (a2) includes a face (210) supporting the periphery of the stator (a1) and having a plurality of passage holes (211) through which bolts or end cover connectors can be secured by means of holes (6) or threaded holes of the same mechanism (a 1). The cover (A2) comprises an outer cylindrical portion (201) and a large-area smooth surface (202) slightly facing upwards with respect to the surface (210) and having an outer edge following the contour of the stator chamber (1-2) and centred on a similar horizontal axis (X-Y) and longitudinal axis (Z), the radii (R-R) being separated by a distance (S).

The inner edge of said smooth surface (202) corresponds to the outer edge of the cylindrical hole (203) centred on the intersection of the longitudinal axis (Z) and the horizontal axis (Y) of the cover (a2) and is suitable for mounting the outer ring of the bearing (214) shown in fig. 16 and 17, but the inner ring of which is fixed to the bearing ring (420), which may be integral with the compression element (B2) of the rotor (B), as shown in fig. 43 and further described below.

The same cover (A2) has an outer contour corresponding to the outer contour of the stator means (A1) and to the outer contour of the side (207) aligned with the base (7) of the stator (A1) and has an inclination (alpha). Similarly, with reference to fig. 8 and 9, the opposite rear cover (A3) has an outer surface (310) on the other side of the stator (a1) with a series of through holes (311) for the installation of bolts or tie-rods in corresponding threaded holes (6) of the same mechanism (a 1). Furthermore, the cover (A3) comprises an outer cylindrical portion (301) and a relatively large inner smooth surface (302), slightly upwards with respect to the surface (310), the outer edge of which follows the contour of the stator compartment (1-2) with the aforementioned radius (R-R) and centered on the intersection of the longitudinal axis (Z) and the horizontal axis (X-Y).

The inner edge (303) of said smooth surface (302) corresponds to the outer edge of a cylindrical hole (303) centred on the intersection of the axes (Z-Y) and can be pushed to fit into the outer ring of the bearing (314) integral with the bearing ring (421) of the compression means (B2) of the same rotor (B).

The outer contour of the same cover (A3) is adapted to the outer contour of the stator (A1) and the side (307) aligned with the base (7) of the stator (A1) and the inclination angle (alpha) is the same.

Referring to FIGS. 7 and 9, the closure (A2) has a dual compartment (204) 205 coaxial with and adjacent to compartment (203), and the closure (A3) has a dual compartment (304) 305 adjacent to and axially along compartment (303). Specifically, the flange head (222) and the flange body (221) of the flange (220) shown in FIGS. 10-11 can be mounted in the dual compartment (204-205), and the flange head (322) and the flange body (321) of the flange (320) shown in FIGS. 12-13 can be mounted in the dual compartment (304-305).

Referring to fig. 10-11, the outer surface (222) of the front flange (220) has a cylindrical valve seat at the intersection of the faces (X-Z) adapted to receive the outer race of the bearing (231) supporting the crankshaft (80) on the front cover (a2), as shown in fig. 4 and 5.

Referring to fig. 12 and 13, the outer surface of the flange (320) also has a similar cylindrical seat located at the intersection of the faces (X-Z) suitable for mounting a second rolling bearing (231) supporting the same crankshaft (80) on the rear cover (a3), as shown in fig. 4 and 5.

The inner thickness (221-. Similarly, the thickness (321-.

Referring to fig. 4 and 5, the outer bearing (231-. Referring also to FIG. 28, the inner race of the same bearing (231) and 331) is fixed to the valve seat (83/a-83/b) of the same crankshaft (80) by the stop ring (234 and 334).

With particular reference to fig. 1 to 4 to 5 and 11, the outer surface (222) of the flange (220) can be mounted by means of a cylindrical blind seat (237) with a cantilevered seat for mounting the crank, supporting the return gear (R2), and having a hole for mounting a thrust device (stopping grain), as defined below.

Finally, with reference also to fig. 1-6-8-38 and 39, the cover plate (a2-A3) is provided with a corresponding through hole (215) and 315 coaxial with the transverse hole (70) of the stator (a1) for the mounting of the boiler or evaporator (a4) to the crank of the compartment (1) or the end cap of the steam admission valve (110) and its adjustment by means of a transmission head (R3 head transmission).

As mentioned previously and with reference to fig. 16-17, the rotor part (B) of the said engine (L) consists of a semi-cylindrical expansion mechanism (B1) (for driving the crank (80)) and a semi-cylindrical compression mechanism (80), which mechanisms (B1-B2) are connected by hinges or sliders (B3) allowing the mechanism to rotate reciprocally in the stator (a1) space (1-2).

Referring also to fig. 18-20, the rotary compression mechanism (B2) is formed by a substantially cylindrical surface (401) in an arc approaching 180 ° with a radius of curvature (r) substantially equal to the radius (r) of the lower compartment of the stator (a1) and centered at the intersection of the vertical plane (Z) and the horizontal axis (Y). The side domes (401) are formed by two radial and vertical walls (402-. Each half ring (404 and 405) is provided with a groove (406) which is provided with a group of threaded holes (407). The same cylindrical surface (401) on the side connected to the means (B1) ends in the top (410) of a transversal semicircular column with an axial hole (411) and a set of three radial lightening holes (412-.

The compression rotor (B2) is firmly supported by a pair of rings (420) and 430) connected to the half-ring (404) and 405) by grooves (406) to mount the internal bearing (214) and 314 allowing the compression element (B2) to rotate concentrically with the stator (A1) compartment (2) with the contact points between the reciprocating surfaces of the compartment (2) with the outer surface (401).

16-20, the backing ring (430) of the compression element has a lateral relief (431) with a width similar to that of the supporting ring (405) of the same rotor (B2) and is provided with a half-moon shaped tooth (432) which can be housed in the compartment (405) of the same ring (405). Along the half-moon teeth, a plurality of holes (433) are made to allow the tight connection of the ring (430) with the side (403) of the same rotor (B2) by means of a plurality of bolts. The ring (430) can mount and fix the inner ring bearing (314), and the outer ring of the ring is fixed and supported by the valve seat (330) of the flange (320) and is integrated with the rear cover (A3). 16-20, the front packing ring is also equipped with undercuts (421) and semi-ring teeth (422) (not shown) to connect into the stiffening ring and through its holes, bolts are fixed into the threaded holes (407) to stably connect the ring (420) to the compression rotor (B2), and bearings (214) are used with the mating flank (402) to accomplish the same function.

With particular reference to fig. 17 and 18/a, the cylindrical surface (401) and the side wall (402) of the compression element (B2) form an internal compartment (V) which, during the operating phase of the engine (L), always leaves a space for rotation of the cooling element (90) and a space for rotation of the supporting hub for the rotor expansion (B1), as shown in fig. 46.

With reference to fig. 16-17 and 21-25, the rotor expansion element (B1) comprises a pair of shells or cable elements (30-40) formed by respective cylindrical walls (31-41) forming an angle of less than 180 degrees and having outer orthogonal walls (32-42) with open (34-44) seats, which act as tie-rod openings and which are joined side by side along their respective sides (31/a-41/a) by means of suitable stiffening ribs (35-45) acting as openings for assembly pins (not shown), constituting the single-double closure (30-40) of the maximum volume of said rotor expansion element (B1).

With particular reference to fig. 24-25, the radius (R) of the cylindrical surface (31-41) of the casing (30-40) substantially corresponds to the radius measurement (R) of the upper compartment (1) of the stator (a1) formed by the intersection of the longitudinal axis (Z) and the horizontal axis (X), except in the case where the tolerances allow rotation without direct contact. The outer walls (32-42) and the cylindrical surfaces (31-41) of the housing are represented by the surfaces (36-46) of the respective horizontal boxes provided with holes (37-47), by means of which suitable counterweights, not shown, can be applied in order to achieve optimal equilibrium conditions during the rotation of the expansion element (B1).

The housings (30-40) also provide support for radial and transverse seals (70) for the flowable high pressure fluid shown in fig. 16-17-23 and 25, and also help to increase the volume and pressure of the fluid during the various cycle phases.

The walls (32-42) of the housings (30-40) are formed by sectors (38-48) which can act on the hub (50) on which the drive shaft (80) acts.

With reference to figures 16-26 and 27, the hub (50) (which is articulated to the cable units (30-40)) has a smooth or thrust wall (51) provided with a pair of rear ribs or fins (52-53) open with two or more lightening and/or fastening (54) through holes, positioned coaxially to the holes (34-44) of the housings (30-40), so as to mount tie rods as stable articulations of the fins (52-53) and thus ensure the articulation of the cable units (30-40) to the same hub (50). As shown below, with reference to fig. 44 to 48, the smooth wall (51) of the hub (50) will be subjected to the thrust of the active fluid during the expansion phase, transmitting the torque to the crank (80).

The same smooth wall (51) of the hub (50) is connected to a central element (55) provided with a polygonal longitudinal hole (56) for the connection and locking of the engine crank (80) and with a pair of through holes (57-58) orthogonal and coplanar to said longitudinal hole (56) and having their respective parallel axes lying on a plane parallel to the plane of the smooth wall (51), said holes (57-58) being located at the respective top (59-60) of the same central element (55).

The irregularity of the unique polygonal holes (56) of the hub (50) entails that the holes (57-58) of the central body (81) housing of the crank (80) must be aligned with the diagonal holes (86-87) of the crank (80) as shown below.

The hub (50) has a central portion (55) provided with holes (62) for receiving threaded bolts or screws which pass through the holes (39-49) of the cable units (30-40) to ensure the stability of the loose joint of the lock unit to the same hub (50). The same central means (55) of the hub (50) will eventually be equipped with two sets of threaded blind holes (63-64) lined with screw for fastening screws connecting the two elements constituting the cooling means (90) always active on the same hub (50), of course by means of the tooth arrangement elements (65).

Referring to fig. 28 and 29 and 4-5-16 and 17, the central polygonal portion would be mounted on a crank in the valve seat (56) of the hub (50), the crank (80) having two coaxial valve seats (82/-82b) spaced apart with respect to the adjacent collar (83/-83/b) having a chamfer in the bearing (231) and the outer collar of the bearing mounted in the valve seat (230) 330) of the flange (220) and 320), and then securing the valve seats on the closure of the stator (a 2-A3).

The length (82/-82/b) of the spacer block (spacers) of the crank (80) substantially corresponds to the thickness (201) of the protrusion of the same side (A2-A3), and after the appropriate stop ring (234) is inserted into the housing of each crank valve seat (80) and the appropriate seal ring (233) and flange (220) housing (333) are installed, the bearing (231) is axially stopped by the rosette (235) and (335).

The crank (80) section (84/A), adjacent to the crank section (83/A), is slotted to radially lock the gear (R1), except for the hub of the flywheel (W), while its adjacent tip (85/a) constitutes an effective grip of the crank (80).

The opposite end (85/b) of the same crank (80) will project from the rear cover (a3) and be angled to mount another gear, not shown, to provide an external force, for example, to force the coolant to circulate.

The same polygonal central body (81) of the crank (80) is provided with two through holes (86-87) located in a single radial direction aligned with the holes (58-57) of the hub (50). The holes (86-2087) are slightly larger in diameter than the counterbores (58-57) of the hub (50) to prevent sliding movement with the hinge rods (620 and 630) (B3) shown below, which are slidably mounted therein.

At both ends of the central mechanism (81) of the engine crank (80) there are two openings for the attachment of accessories (88/-88/b), which are intended to be connected to respective axial pipes (89/-89/b) and which are open at the ends (85/-and 85/b) of the same crankshaft (80), the last turn of which is suitable for being connected to an external cooling circuit. Specifically, the appendage (88/) will be aligned with the hole (64/) and the appendage (88/b) will be aligned with the hole (64/b) of the central hub (50), connecting the cooling circuit with the connections (97/a) and (97/b) for cooling and the balancing elements ((90/a and 90/b) described below.

Referring to fig. 30-35 and 16-17, a hinge (B3) is inserted between the rotary compression element (B2) and the rotary expansion element (B1) to hinge within the biaxial compartment (1-2) of the stator (a 1).

This hinge mechanism (B3) is constituted by a hollow pin (600) fixed inside the valve seat (411) of the rotary compression element (B2) of the cylinder head (410) and a pair of connecting rods (620) and (630) fixed on the same pin (600) and axially movable along the cylindrical valve seats (57-58) of the hub (50) and the coaxial cylindrical valve seats (86-87) of the drive crank (80) connected to the rotor expansion (B1).

In detail, the pin (600) is preferably provided with a through cavity (610) comprising two ends (601) and (602) intended to be fitted at the two ends of the cylinder bore ((411) (410)) of the rotor element (B2) with the interposition of two bushings or bearings (411a-411B), while the two counterbores (603 to 604) are preferably separated by a central lightening hole (605). These counterbores (603) and 604 can form two axial channels (606 and 607) and an orthogonal bore (608 and 609), and the channels and bores can be obtained by the same spacing distance between the radial compartments of the same porous half-cylinder (410) of the compression means (B2), in particular, by the same spacing distance between the valve stem pair (620 and 630) of the hinge mechanism (B3).

The valve stem pair (620 to 630) comprises a cylinder (621-. In this articulated condition, the valve stem (620) and 630), although limited to a narrow extent, is free to slide in the axial direction and in the radial direction on the pin (600) pins (624 and 634) thanks to the axial action of the bearings (411a-411 b). Due to this minimal mobility, one may not be able to sense thermal expansion and minimal machining and assembly tolerances, rotation of the rotor (B) fluid. Finally, a blind hole (625), only partially visible in FIG. 31, is made in the same valve stem (620) and (630) and can be used as a solid restraint for the sealing mechanism (500).

With reference to fig. 26 and 27, according to the solutions proposed with the above-mentioned international patent applications and other similar solutions, the problem of coplanarity of the axes of the holes (57-58) and of the pads (59-60) with the orthogonal axes of the polygonal hole (56) of the same hub (50) has not been solved so far and is limited to the problem of construction and balancing of rotors (B1) of earlier versions of internal combustion engines (burst engine) of various shapes.

In fact, for these engine versions, the engine crank centre must be shaped like a gooseneck or made in two stages, compression, expansion, etc., of the mixed fuel connecting and running the internal combustion engine, and the hinge elements can be installed (houseing) and disposed of.

The coplanarity between the bore axes (57-58) and the orthogonal bores (56) of the hub (50) greatly improves the balance (B1) of the rotor, which therefore rotates at higher speeds, while the crank (80) keeps the axes substantially coincident with the stator (X-Z) intersection of the stator (a1) as evidenced in fig. 43 to 48. The solution of the invention thus makes it possible to minimize the bending forces of the hinge elements (B3) of the bars (620 to 630) and to minimize the length of the same hinge (B3) on the plane (51) of the hub (50), and also to reduce the contact time with the steam when it expands at its maximum temperature.

During the assembly phase, the free end of the valve stem (620 and 630) is screwed into the respective valve seat of the hub (50) and the valve stem slides axially due to the difference between the axes (X and Y) and the respective radii (R) and (R) of the stator (A1) to form an axial stroke to contact the cylindrical surface (31-41) of the expansion rotor (B1) and the cylindrical surface (401) of the compression rotor (B2) respectively close to the cylindrical pile (1-2) of the stator (A1).

As previously mentioned, due to the irregular polyhedral form of the central portion (81) of the crank (80), the crank can only be inserted in the irregular polyhedral valve seat (56) of the hub (50) with proper alignment, i.e. with its radial holes (86-87) coaxial with the holes (57-58) of the same hub (50).

The diameter of the holes (86) and (87) should be greater than the diameter of the valve stems (620) and (630) to prevent the valve stems themselves from coming into contact with the crank (80) and to allow the space between the elements to be used as a small reservoir for the lubricating oil circuit. The valve stems (620) and (631) can only slide in the center (57) and center (58) of the hub (50) at a minimum speed of movement.

With reference to fig. 34 and 35, the mechanism shape (500) between the ends (410) of the mechanism (B2) is specified, which includes the pin hinge (600) of the hinge mechanism (A3) and the force bearing surface of the hub (50) of the expansion mechanism (B1).

In more detail, the shape of the (501) th segment is approximately "C", its width corresponding to the width of the mechanism (B1 and B2) of the rotor (B), and slightly lower than the stator (a 1). The width (B) of the rotor is similar to the housing containing it, but less than the allowable width for rotation of the rotor, so that the rotor gauge (B) is prevented from sliding through the A2 and A3 side covers.

However, the clearance must be limited so that the seal segments (70), which are the only fluid elements in contact with the side covers (A3 and a2), can control the pressure of the active fluid well, as shown in fig. 16 and 17.

The sealing mechanism (500) has a pair of outer valve seats (502) and (503) and a pair of inner valve seats (504) and (505), and is adapted to receive a suitable gasket seal. The outer seal of the outer valve seat (502) and 503) is intended to slide along the smooth wall (51) of the hub (50) to which the rotor expansion element (B1) is connected, while the inner seal gasket (504 and 505) acts to slide radially on the semi-cylindrical head (410) of the compression mechanism (B2).

The same segment (501) also provides a pair of plugs (506) for insertion into respective valve seats (625) of the valve stems (620) and 630) in order to maintain the valve body (500) in a rigid position as shown in fig. 31. The mechanism (500) will also be configured with lateral seals (507 and 508), and the lateral seals (507 and 508) will act as connections to the respective seal segments (502 and 504) and (503 and 505) to form areas that can contain high pressure fluid, if desired, and longitudinal holes can be opened.

Referring to fig. 36 and 37, the mechanism would be equipped with a pair of cooling mechanism elements (90) that would be connected to the pins (50) and the rotor crank (80) of the expansion rotor (B1) to reduce the temperature and hence the temperature within the stator (1-2) of the stator (a 1).

More in detail, the pair of cooling elements (90/-90/b) are (91/-91/b-91/c) and (91f/e-91/-91/f), respectively, and each central hollow body (92/-92/b) has a cylindrical seat (96/-96/b) that can be used for the centering means (55) of the hub (50) through (93/a-93/b) and 93/c-93/d), the seat holes being intended to be aligned with the threaded holes (63) of the same hub (50). The same element (90/a-90/b) also has a shoulder (95/a-95/b) that can engage (65) the hub (50).

But this combination can be implemented in different ways according to other known techniques. Then, the central body (92/a-92/b) of each element (90/a-90/b) is equipped with a respective internal compartment (99/a-99/b) for the circulation of the cooling liquid and establishes an inlet (97a) and an outlet (97 b). The hole or tab (97/-97/b) is in line with the hole (88/88/b) of the crank (80) and will continue through the mechanism (50), through the hole (64/64/b), as shown in fig. 26.

With the combination of the two cooling means (90/a-90/b), the internal compartments (99/a-99/b) thereof are also combined, and between them a strip (99) is inserted, which is shorter than the same compartment (99/a-99/b) in which it is received, and which leaves a passage on the side remote from the inlet, thus forcing the formation of a return passage between said compartments (99/a-99/b), accelerating the cooling of the element (90) and the condensation of the fluid.

Referring to fig. 38-39 and 40, the valve (110) and its butterfly valve (120) would be interposed between the booster (a4) and the dual cylinder (1-2) stator (a1), and the valve (110) and butterfly valve (120) would be largely seated in the valve seat (70-70/a) of the same stator mechanism (a 1).

The central mechanism of the valve (110) has a body length slightly less than the width (A1) of the stator mechanism and has a longitudinal slit (112) which is axial and has a curvature (gamma) of about 120 DEG, resembling the angle (delta) between the slots (71-72) of the stator mechanism (A1). The central mechanism (111) is provided with two opposite axial bearing rings (114) and (115) which can be adapted to the inner diameter of each copper component (116) and (117). The copper member (116) is seated in a suitable seat around the seal (223-.

The butterfly valve (120) consists essentially of a corrugation (tile) (121) with a longitudinal slit (122) and a body (123) with a shank (124), preferably a threaded end. The thread (124) will pass through the hole (323) of the back cover (a3) and then be closed by one or more locking flaps (125) to lock the throttle valve (120) when in the correct radial position. The valve (120) may also be adjusted by external control means using known techniques.

The corrugations (121) of the butterfly valve (120) are housed coaxially to the hole (70) in a radial compartment (70/a) of the stator means (A1), in which a central valve means (111) is also housed, axially rotated and gradually adjusted in its slots (122) to the slits (112) of the said means (111), so as to adjust the lightening holes (light pass) through the slits (72) of the compartment (2) of the said stator (A1). The hollow interior compartment of the corrugation (121) may be fitted to the outer surface of the copper member (117) which abuts the compartment bottom (123), and the inner surface of the same copper member (117) acts on the end (114) of the valve shaft (110).

Finally, the crank (110) will be fitted with a copper member (116) support end that will project from the front end cap (a2) and, upon insertion of a suitable stop ring and spacer (118), will be used to fix a gear (R3) that will engage the rotary motion (R1) transmitted by the valve shaft (110) and slot (112) during reception of the rotor rotation (B) from the drive wheel by the return gear (R2). The operation of the valve (110) and its butterfly valve (120) is more evident by means of fig. 41, which fig. 41 describes the maximum inflow torque of the steam from the bucket wheel (bucket) (a4) to the expansion compartment (1) of the stator.

As previously mentioned, fig. 42 and 43 show that the lateral views of the rotor elements (B1-B2) are identical only in the two-cylinder compartments (1-2) of the stator (a1), and that the compression element (B2) will rotate at the intersection of the two planes (Y-Z) fixed to the ring (42) supporting the bearing (214), while the expansion element (B1) will rotate, in conjunction with the bearing (231), at the intersection of the planes (X-Z) by means of the crank (80) supported (not visible) by the flange (220) and its front cover (a 2). Likewise, the same rotor element (B1-B2) would also be supported by the opposite and corresponding bearing (314) and 331) and connected by the pivot (600) of the hinge element (B3), as shown in FIGS. 4-5 and 16-17.

With particular reference to fig. 16-17-19-30 and 35, on both sides of the rotor expansion element (B1) and of the compression element (B2) and on the end of the same compression element (B2), other simplified lines are shown to be adapted cylinder tops (buckling), which are mainly intended to strike (batting) the flat cover plates (a2-A3) of the cylindrical walls (200 and 300) and which will bear against the smooth walls (51) of the hub (50) and the cylindrical surfaces (410) of the element (B2), ensuring better steam sealing in each cycle phase. Furthermore, it is clear from the description that there are ten adapted seals, and no further description is necessary.

Having thus described the steam engine (L) and its main functional components, reference will now be made in general terms to the implementation of the specific object, in particular with reference to fig. 44 to 48, in which, for the sake of convenience of description, the insertion slot (122) of the butterfly valve (120), understood as valve (110), will be coaxially fastened to the insertion slot (72) of the maximum steam passage from the bucket wheel (a4) to the double-cylinder compartment (1-2) of the stator (a 1).

As previously mentioned, fig. 44 shows the initial phase of the thermodynamic cycle generated by the engine (L), during which steam or other active fluid is compressed inside the high-temperature high-pressure boiler or boiler compartment (a 4).

For the gear connection (R1-R2-R3), an expansion body (H1) containing movable fluid is formed by pushing the rotary motion of the crank (80) and the inertia of the flywheel (W), the valve (110) and the butterfly valve (120) through a pipeline (112) and 122 which are in the same line with the slot (71-2572) of the stator (A1) and the slit (77) of the bucket wheel (A4). The initial volume of the volume (H1) is close to zero, avoiding pressure losses that would lead to cycle inefficiencies if the boiler (a4) pressure and steam temperature were the same. Continued rotation of the valve (110), its slots (112-122) will deflect away from the stator slots (72-73 and 77) and prevent steam from entering the compartments (1-2).

The expansion force (H1) of the steam collected in the stator compartment (2) will act on the plane (51) of the hub (50), continuing to complete the expansion phase by the energy of the volume (H1). The rotating part of the expansion element (B1) also transmits the force to the compression part (B2) by means of the constraint determined by the zip-fastener (zip-B3) and this part operates with the valve stem (620) and 630) inside the housing of the hub (50) integral with the rotor (B1) ensuring that the rotor (B2) and its variable angle of reciprocation do not create volumes for the engine cycle (L) under test.

As shown in FIGS. 42-43, since the rotor (B1) is guided by the bearing (231) centered on the plane (Z-X) and the rotor (B2) is driven by the bearing (214) centered on the plane (Z-Y) and 314, the pivot (600) required as the semi-cylindrical head (410) and its compression rotor (B2) seal (500) slides along the same plane (51) of the hub (50) driven by the valve stem (620) and 630).

During the following rotation, the reciprocating movement between the rotor elements (B1, B2) and their hinges (B3) causes the internal volume of the stator chamber (1-2) to change, rapidly increasing the expansion volume (H1) and moving in the intermediate condition (H2), as shown in fig. 45.

It can be seen in fig. 45 that with the active rotation of the elements (B1 and B2), the input valve (110) will rotate along its axis, interrupting the communication between the expansion volume (H2) and the active fluid contained in the boiler (a 4). In this case, the rotor (B1-B2) will continue to rotate under the sole thrust of the steam contained in the expanded volume (H2). As the expansion volume (H2) increases, the boiler (a4) no longer feeds steam, the volume (H2) does not change, the pressure drops, and subsequently the temperature of the motive fluid will drop.

Referring to fig. 46, assuming that the maximum effective expansion volume (H3) is achieved when the smooth wall (51) of the expansion rotor (B1) is close to the opening (5) of the stator (a1), when both wings of the condenser are located at (a 5).

In this case, the compression rotor (B2) and its sealing head (500) will slide up on the wall (51) of the hub (50) starting from the lowest point, causing the expanded steam volume (H3) to be output to the condenser (a 5). The cylindrical end (36-46) of the casing (30-40) of the same rotor compression (B2) climbs along the wall (1-2) of the stator space, which facilitates the introduction into the condenser (A5) of the expanded volume produced by the products of the exhaust gases and the condensed steam still present in the upper hollow part (1) of the stator (A1). But the pressure and temperature of the motive fluid (H3) of the previous stage of discharging vapor offgas to the condenser region (a5) has been relatively low. In fact, as previously mentioned, after the initial phase (110) in which the expansion volume is in direct communication with the boiler (a4) through the admission valve (110), the volume of the boiler (a4) is much greater than the expansion volume (H1), a process which is constant pressure expansion and constant temperature expansion. Subsequent expansion of the fluid contained in the expanded volume (H2-H3) results in a reduction in the volumetric pressure and temperature, and ideally, this process achieves adiabatic expansion.

In the case shown in fig. 46, the steam meets the fresh air environment (fresh environment) of the condenser (a5), which causes the condenser (a5) to further decrease in temperature and volume.

After the expansion phase, the cooling of the active fluid produced by the condenser of the means (a5) is also obtained by the rotary motion of the masonry produced by the rotor (B) as a whole and by the cooling means (90) communicating with the hub (50) of the expansion means (B1). The fluid control of the refrigerant delivered through the condenser tubes (103-104) (100) maintains the desired temperature and pressure values within the shell (a 1).

A butterfly valve body (120) forming part of the inlet valve (110) changes its angular position in the compartment (70a) through the opening (122), operating with the stator ducts (71-72-77) to adjust the angle of rotation of the motive fluid into the expansion volume (H1). In fact, by varying the angular position of the butterfly valve (120) on the central mechanism (111) of the valve (110), you can adjust the quantity of active fluid that will enter the expansion phase (H1), and subsequently the residual pressure at the end of this phase (H3), at which point the face (51) will reach the opening (5) (aperture) of the condenser (a 5).

Adjusting the volume of the active liquid (H1) according to conventional techniques, it can be obtained that the pressure at the expansion end (H3) is equal to or very similar to the pressure in the condensation chamber (a 5). Thus, the fluid exiting the condensation chamber (a5) will be subjected to a constant pressure resulting from the expansion end transition until the condensation temperature is reached, since the volume of compartment (a5) is much greater than the expansion volume (H3), and therefore the compartment will tend to maintain constant temperature and pressure parameters. During the transition from the condition of fig. 46 to the condition of fig. 47, the volume of high-pressure steam and the residual temperature (H3) in contact with the cooling volumes of the condenser (a5) and of the rotor (B1) cooling means (90) are naturally pushed downwards, forming a volume of saturated and cooled steam (H4) inside the lower compartment (2) of the stator (a1), whereas the upper compartment (1) tends to maintain the high temperature absorbed, without significant thermal variations due to the volume of saturated and cooled steam (H4) which is conveyed into the lower compartment (2) of the same stator (a 1).

With reference to fig. 47, during the continuation of the upper dome (B1-B2) of the rotor group and its slide fastener (B3), also because of its inertia or in any case due to the inertia (W) of the external flywheel, and the relative travel on the smooth face of the rotor (B1) before the compression rotor reaches its maximum compression (H5) (as shown in fig. 48), the compression rotor (B2) will travel to the vicinity of the intersection region (3) and will start the compression phase of the cooling fluid (H4) by contacting the cone of said cylindrical lower compartment (2).

The compression point (H5) shown in fig. 48 is reached within the degree of rotation of the compression rotor (B2) compared to the intersection (4) when the volume gain (H5) reaches and exceeds the value of the boiler internal pressure (a 4). After this stage, the valve (75) is closed to prevent back flow of motive fluid, and in theory the compression process would be carried out under adiabatic conditions.

At the same time, continuing to rotate the valve body (110) anticlockwise, the slots (112 and 122) of the valve body gradually expose the slots (72 and 71-77) of the stator (A1), opening the steam inlet of the boiler (A4), after the surface (51) of the rotor (51) exceeds the intersection point (4), the steam reaches the expansion chamber (2) of the expansion stage (H1), and the cycle is repeated.

The above description and examples illustrate the constructive simplicity of the present invention. The present invention is one kind of rotating mechanism capable of running at high speed and thus has great output power and may be used in some specific application. The engine (L) has no bursting and combustion phases, therefore we propose a solution with minimum control and minimum silence, minimum vibration during condensation and compression of the expansion phase, and maximum thermal efficiency for each rotation of the rotor (B) on the stator (A1), which can meet other specific applications.

The invention has the advantages that the reverse heat exchange circulation between steam and metal in the conversion process can be avoided, only one expansion compression chamber is provided, and liquid conveying pipelines aiming at each stage are not provided, so that the dead zone loss existing in other similar devices does not exist, and the best efficiency can be achieved according to the Carnot principle.

Furthermore, the shape of the rotating part (B) does not have significant friction when in contact with the inner wall (1-2) of the stator casing (A), minimizing mechanical losses. Moreover, according to other specific applications, the thrust of the expansion fluid will act directly on the shaft (50) of the hub (80) by means of an effective thrust against the wall (51), the constructive solution and maintenance of which are substantially simple and easy.

The closed loop can be realized by a steam engine (L) under the condition of maximum elasticity (even if the rotation, pressure and temperature parameters are variable, the required effectiveness and high performance can still be guaranteed) and a steam active utilization part is combined, and due to the large volume difference between the maximum expansion area (H3) and the maximum compression area (H5), the passive part for compressing and reflowing the condensate in the bucket wheel (bucket) obtained by the movement of a single mechanism (B) comprises an expansion part (B1) and a compression part of each node in the stator (A), and the design can meet the requirement of another specified application.

Of course, the structural design of the steam engine described so far is merely exemplary and reference. The same objects and functions can be achieved by other similar structural solutions.

For example, if you wish to know the possibility of connecting several identical steam engines (L) in series, it is preferable to use a phased approach to treat a single engine crank (80) with more than one linear power than is available for one engine (L).

The intake valves (110-120) and the general control can be of different types according to known techniques without affecting the principles described in the present invention.

The condenser can have different shapes and dimensions without modifying the concept presented by the invention.

These and other similar modifications or adaptations must be intended to subdivide the novelty and originality of the invention which we intend to protect.

Claims

1. Steam engine, with stator and double rotating central pistons, rotating in the stator compartment formed by double cylindrical cavities, thus providing a closed steam temperature and pressure utilization cycle, obtaining effective mechanical work, the steam engine is characterized by comprising the following basic elements:

-a stator (a) formed by a central mechanism with a double cylindrical cavity formed on two parallel planes spaced apart from each other by a certain thickness along orthogonal vertical planes (Z), said double cylindrical cavity being shaped with two different radii of curvature and being closed by two cover plates (a2-A3), which double cylindrical cavity is able to be accessed by the pressurised steam of the boiler in which the admission valve is inserted and opens, through a compartment (5), towards the opposite condenser (a5) to promote the return flow of the cooling liquid into the boiler;

-a rotor (B) consisting of a pair of semi-cylindrical organs, one of which is called the rotary expansion element, which rotates inside the stator under the pressure of the incoming air and provides the effective rotation force to its driving crank (80), said rotary expansion element being connected to an articulation provided with two connecting rods which move through the articulated joint and drive the rotary compression element, sending the compressed exhaust gases back into the boiler through the reed valve (75);

-a boiler fed with liquid evaporation energy through a double cylindrical cavity with interposition of an admission valve (110) for the stator;

-a condenser (a5) for cooling and converting the steam after the maximum effective expansion has been completed using the comb (100) and the compartment base of the stator, and discharging the exhaust gases into the lower compartment of the stator in which the rotating compression element operates.

2. Steam engine according to claim 1, characterised in that the stator is an open casing with a built-in rotor (B) and has a central mechanism with a double cylindrical cavity and is enclosed by a front cover plate (a2) and a rear cover plate (A3) and will communicate with the boiler, having an opening (5) towards the condenser (a5), wherein the rotor (B) comprises a rotary expansion element, a rotary compression element (B2) and a linear hinge element (B3) interposed between the expansion element and the compression element.

3. Steam engine according to claim 2, characterized in that the larger upper compartment (1) in the stator will cooperate with a rotary expansion element, expanding the steam introduced from the boiler by inserting an air inlet valve (110), while the smaller lower compartment (2) will cooperate with a rotary compression element (B2), effecting the compression of the liquid cooled by the condenser (a5) and introducing it into the boiler through a reed valve (75), which will heat and pressurize it and introduce it back into the compartment of the stator (a) through the air inlet valve (110).

4. A steam engine according to claim 3, characterized in that the cavity of the upper compartment (1) communicates with the lower compartment (2) so as to define two intersecting sectors (3-4) whose radial position varies as a function of the distance between the two parallel planes and the ratio of the radii, thereby defining the expected maximum volume of expansion and compression of the fluid driven by the rotor.

5. Steam engine according to claim 4, characterised in that the stator has an open side (5) with a series of slots intended to engage exclusively with the teeth of a condenser (A5) for cooling the liquid in the double-cylinder compartment, in that the condenser (A5) is formed by a comb (100) with a knurled surface profile and adapted to engage with the slots of the stator, with sufficient clearance between the teeth and the slots to promote heat exchange, and in that the comb (100) is fixed to the opening of the free compartment of the stator, and in that the comb has at least one inlet duct (103) and one return duct (104), and in that the comb has one or more cross members (105) for the circulation of an external cooling fluid.

6. Steam engine according to claim 5, characterised in that the opening of the stator will be inclined at an angle (α) of 10 ° and the lower wall of the stator, the fins of the comb (100), will be inclined at an angle (β) downwards to ensure that the drained condensate will flow under gravity into the lower compartment (2) of the stator at a level lower than the intersection (3) of the upper compartment (1).

7. Steam engine according to claim 1, characterized in that in the other section of intersection (4) between the chamber of the upper compartment (1) and the chamber of the lower compartment (2) adjacent to the stator there is a through hole (70) shaped longitudinally adapted to the intake valve (110), said through hole (70) having a through slit communicating the through hole with the stator chamber and communicating the through hole with the inner compartment (73) of the boiler, and the through hole having a surface of larger diameter adapted to be connected to the control butterfly valve member (120), the adjustment of the surface being of the order of 120 degrees to allow the adjustment butterfly valve member (120) to be rotated half-way along the through hole.

8. Steam engine according to claim 7, characterized in that, in the position adjacent to the through hole (70) of the stator, there is a support surface (7) for fixing the steam generating means, which has an internal volume (73) and an open base (78) communicating with the cavity (74), said cavity (74) being formed at the bottom of the stator and being able to increase the volumetric capacity of the boiler and to allow the movement of the reed valve (75), which reed valve (75) is able to communicate the cavity with the lower compartment (2) of the stator when the liquid inside the boiler is in the maximum compression and collection phase.

9. A steam engine according to claim 3, characterized in that the rotary compression element (B2) is formed by a cylindrical surface (401) which extends over an arc of slightly less than 180 degrees, with a radius of curvature equal to the radius of the lower compartment (2) of the stator, and centered at the same intersection between the longitudinal axis (Z) and the transverse axis, wherein, the side of the cylindrical surface is composed of two radial and vertical wall surfaces (402-403), the shape of which is a torus arc, but with spokes and converging respectively to a first and a second supporting half-ring, each having a respective throat (406) with a threaded hole (407), while the cylindrical surface (401) ends in a tangential manner with a transversal end (410) having an axial hole (411) and a series of radial lightening holes able to join the loose joints of its terminal part.

10. Steam engine according to claim 9, characterized in that the rotating compression element is solidly supported by a pair of rings consisting of a first ring and a second ring, which are connected to interlocking means with throats (406) on the two supporting half-rings to adapt the inner ring of a bearing (214) 315) which allows the rotating compression element (B2) to rotate and which is concentric with the surface of the compartment of the stator, the cylindrical surface (401) being in slight contact with the cylindrical cavity of the lower compartment (2).

11. Steam engine according to claim 10, characterized in that the second ring supporting the rotary compression element has a transverse groove (431) of the same width as the second half supporting ring of the rotary compression element and comprising a crescent capable of engaging in the throat (406) of the second half supporting ring, wherein along said crescent a series of holes (433) are arranged providing a corresponding number of screw holes for fixedly connecting the second ring (430) to the wall (403) of the rotary compression element for fixing the inner ring of the bearing (314) fixed to and supported by the valve seat (330) of the flange (32) rigidly connected to the back cover plate (A3), and the first ring (420) also has a transverse groove (421) and a crescent (422) capable of engaging in the throat (406) of the first half supporting ring (404), and the bolt to be fastened is fixed into the threaded hole (407) through the hole (433) thereof so as to fixedly connect the first ring to the rotor with the bearing (214) supporting the rotor in cooperation with the wall surface.

12. Steam engine according to claim 11, characterized in that the rotary expansion element is formed by a pair of hollow elements (30-40) formed by cylindrical walls (31-41) which extend slightly below 180 °, through the outer wall and orthogonally to the outer wall (32-42), wherein there is also a shaped valve seat (33-43) with holes (34-44) for the connection of tie-rods and with suitable ribs (35-45) which are juxtaposed along the sides of the cylindrical surfaces, connecting the cylindrical surfaces together to form a single closed double shell, delimiting the maximum volume of said rotary expansion element (B1), wherein the radius of the cylindrical surfaces corresponds to the radius of the cavity of the compartment on the stator and extends from the intersection of the longitudinal axis (Z) and the transverse axis, while the outer walls (32-42) and the cylindrical walls (31-41) of the housing have a side closed by box-shaped flats (36-46) and holes (37-47) which enable any counter-weight to be applied.

13. The steam driven engine of claim 12, wherein the side walls of the housing are each formed with a sector to allow the housing to be secured to a hub (50) for mounting a crank (80).

14. Steam engine according to claim 13, characterised in that the hub has a smooth wall (51) with a pair of back ribs, which are provided with through holes (54) aligned with the holes of the shell in order to stably connect the shell to the hub (50) with tie-rods, wherein the smooth wall (51) of the hub is dedicated to take up the thrust of the active fluid during the expansion phase of the rotating expansion element (B1) and to transmit the torque to the crank (80).

15. Steam engine according to claim 14, characterized in that the smooth wall (51) of the hub (50) is connected to its central means (55) which is provided with a longitudinal hole (56) and has a polygonal portion for engaging and locking the crank (80), and two coplanar through holes (57-58) orthogonal to the axis of said longitudinal hole (56) and parallel to each other on a plane parallel to the plane of the smooth wall (51), said two coplanar through holes (57-58) being concentric with the bushes (59-60), while the irregular polygonal shape of the longitudinal hole (56) ensures that the central means of the crank (80) will engage with them only when the two coplanar through holes (57-58) are aligned with the inclined holes (86-87) of said crank (80).

16. Steam engine according to claim 15, characterised in that the irregular central polygonal part (81) of the crank is adapted to the valve seat (56) of the hub (50), with two coaxial valve seats acting as spacers for the successive segments acted upon by the inner ring of the bearing, while the outer ring is fitted to the valve seat of a flange fixed to the stator cover plate, wherein a segment of the crank (80) locks the gear wheel (R1) and the hub of the flywheel (W) in the radial direction, while its locking end is the active power take-off of the crank (80).

17. Steam engine according to claim 2, characterized in that between the rotary compression element and the rotary expansion element (B1) a hinging element (B3) is interposed for hinging in the double cylindrical cavity of the stator, the hinging element (B3) comprising a hollow pivot (600) fixed in the valve seat (411) of the head of the rotary compression element (B2), and a pair of valve stems mechanically connected to the pivot by means of pins (624) and 634) and able to perform axial displacements along the cylindrical valve seat of the hub (50) and the coaxial cylindrical valve seats (86-87) of the crank (80) which is rigidly connected to the rotary expansion element (B1).

18. The steam engine as claimed in claim 17, characterized in that the pivot (600) of the hinge element (B3) is provided with a through cavity comprising two ends (601- > 602) and is mounted at the end of the cylinder bore (411) of the rotary compression element (B2) by inserting two gaskets or bearings (411a-411B), and the cylinder expansion means (603- > 604) is divided by an intermediate weight-reduction section (605), the cylinder expansion means (603- > 604) forming two axial through slits (606- > 607) and an orthogonal through hole (608- > 609).

19. Steam engine according to claim 18, characterized in that between the end of the rotating compression element (B2) of the pivot (600) of the built-in hinge element and the smooth wall (51) of the hub (50) of the rotating expansion element (B1) a sealing means (500) is interposed, wherein the sealing means is C-shaped in cross-section (501) with a width corresponding to the width of the rotating expansion element and the rotating compression element of the rotor, and wherein the sealing means (500) has a pair of outer seats (502) and a pair of inner seats (504 and 505) to house respective seals which will slide along the smooth surface (51) of the hub (50) and the seals of the inner seats (504 and 505) will slide radially at the end of the half-cylinder of the rotating compression element (B2).

20. The steam engine as claimed in claim 19, characterized in that the cross-section (501) of the sealing means (500) has a pair of pins (506) for fitting the valve seats (625) of the valve stem (620) and 630) and is provided with lateral seals (507) and 508 as connecting elements for connecting the sealing segments to form a pressure-tight area.

21. Steam engine according to claim 1 or 2, characterized in that the cooling means (90) are constituted by a pair of crescent-shaped elements connected to the hub (50) of the rotating expansion element to reduce the temperature thereof and the temperature in the double cylindrical cavity of the stator, which crescent-shaped elements are provided with fins and hollow centering means (92/a-92/b) and are able to be mounted to the centering means (55) of the hub (50) by means of bolts passing through their holes in line with the threaded holes (63) of the hub (50), said crescent-shaped elements having a shoulder able to be connected to the shoulder (65) of said hub (50).

22. A steam engine according to claim 21, characterized in that the central mechanism of each crescent has a respective internal compartment for circulating the coolant and has an inlet (97b) and an outlet (97a) arranged in line with the openings of the crank (80), the connection to the openings of the hub (50), the connection to the internal compartment comprising a plug (99) shorter than the compartment in which it is inserted to allow the compartment to communicate on the side remote from the inlet and to force the coolant directed against the crescent to pass back and forth.

23. A steam engine according to any of claims 1-3, characterized in that between the double cylindrical cavities of the boiler and the stator is interposed an inlet valve (110) and its butterfly valve member (120), the intake valve (110) and the butterfly valve member (120) are disposed in a valve seat of a stator, wherein the length of the central mechanism (111) of the air inlet valve (110) is slightly shorter than the width of the stator, and the central mechanism of the intake valve (110) is provided with a longitudinal slit (112) passing through the shaft, the central mechanism (111) has two opposite axial sections (114) and (115) adapted to the openings of the bearing copper members (116) and (117), wherein the bearing copper member (116) is mounted in a valve seat adjacent to the sealing ring of the flange (220) of the front cover (A2), the bearing copper member (117) is also connected to the butterfly valve member (120) and is located near the sealing ring (323) of the flange of the back cover plate (A3).

24. Steam engine according to claim 23, characterized in that the butterfly valve member (120) is constituted by a deflector plate (121) with a longitudinal slit (122) and a head body (123) with a threaded shank (124), said threaded shank (124) passing through a hole (323) of the back cover plate locked by one or more locknuts (125) so that said butterfly valve member (120) can be locked after it has reached a suitable radial position, while said butterfly valve member deflector plate (121) is mounted in a radial compartment of the stator, wherein the compartment houses the central mechanism (111) of the intake valve (110) to ensure the possibility of rotating axially and gradually adjusting the butterfly valve member longitudinal slit (122) in alignment with the slit (112) of said central mechanism (111), the passage of which is adjusted by means of the stator slit (72).

25. Steam engine according to claim 24, characterized in that the shaft (111) of the inlet valve (110) comprises an end (115) supported by a bearing copper member (116), which end (115) will project from the front cover plate (a2) and will be used to hold the gear (R3) connected to the roller (R2) with the interposition of suitable spacing stop rings, and will follow the rotor in a rotary motion by the driving wheel (R1) by aligning its slits with the slits of the stator and the slits (77) of the base (78) of the boiler, thus delimiting the time of introduction of the steam into the stator chamber (2).