EP0663984B1

EP0663984B1 - Integral motor

Info

Publication number: EP0663984B1
Application number: EP94900663A
Authority: EP
Inventors: Jordan Borislavov Kolev
Original assignee: "Jordan Kolev Integral Motors"-LP
Current assignee: "Jordan Kolev Integral Motors"-LP
Priority date: 1993-07-29
Filing date: 1993-11-23
Publication date: 1998-07-22
Anticipated expiration: 2013-11-23
Also published as: EP0663984A1; ES2119149T3; DE69319917D1; DE69319917T2; BG61045B1; JPH08506400A; WO1995004216A1; ATE168740T1; BG97993A

Abstract

It is used in automobiles, tractors, ships, airplanes and other means of transport, heat-power industry, using the solar energy and everywhere that needs driving force, that works with any type sources of energy - liquid fuel, gas fuel, solid fuel, chemical fuel, electricity and solar energy, at high coefficient efficiency, economical and high driving moment, light, technological, with high wear resistance and automation of the processes with ecological cleanness and noiseless. The integral motor consists of: motor block (1), cast-in with head (3) and combustion chamber (2). In the block are made cylinders in which are put piston-connecting-rod groups, installated with neck-crankshaft (7) on the capsulated rolling bearings. In the motor head (3) of the block (1) is coupled gas-steam distribution shaft (14) and the control cylindrical slide valve, that is connected through holes with the evaporator cylinder in the combustion chamber (2), in that are coupled gas-oil burner (39), water injection nozzles (32), supplied with axial plunger pump (35), there is little steam turbine (49), steam condenser (48) and so on.

Description

The invention relates to an integral motor with an area of application in automobiles, tractors, ships, aeroplanes, and other means of transport, the heat-power industry and the use of solar energy, so in all areas where a drive is needed.

Until now motors (engines) with external and internal combustion are known. To this end there are known the steam engine, the steam turbine, the stirling engine of the first type, and the petrol motor, diesel motor, rotary motor and the gas turbine of the second type and the like. In principle, these engines are differential motors, because each of them needs a special type of fuel with definite operational characteristics.

Defects of most of the currently used petrol and diesel motors are known. Most of them are:

discrepancy of motor driving moment and resisting moment of motion of the means of transport that calls for the use of a gear box with a coupling and motors with a high number of revolutions that lead to most wear,

the need of distribution of a driving moment to two or more wheels leads to usage of mechanical transmission with a final drive and a differential which, together with the gear box and coupling, increase the weight of the power unit and leads to wasted power up to 15% and more because of mechanical losses,

using high-temperature thermodynamical cycles leads to a need for cooling systems for the motors that waste fuel calorific power to about 30-35%. A second defect is the formation of noxious nitrous oxides (NOx) due to high temperature and pressure in the combustion chamber of the motor,

imperfect thermodynamic cycles because of the impossibility of full expansion of the burnt gases, which leads to waste of heat with the same loss of 30-35% of inputted fuel calorific power,

working of the motor when stopping the car in city movement (idle stroke) that leads not only to extra consumption, but also makes the air foul with unburned gases such as carbon monoxide (CO) and hydrocarbons (CmHn),

complicated fuel-mixing systems like carburettors for petrol motors and fuel-injection pumps with nozzles for diesel motors,

more heavy construction caused by high pressures and dynamic loads in the burning of mixed fuel,

need to use a sleeve crankshaft and connecting-rod bearings with forced lubrication, caused by the listed defects,

use of four-stroke cycles that leads to less liter power and

noise caused by working motor that calls for using exhaust silencers.

Defects of the steam engine and the steam turbine are:

large weight and volume, caused by steam boiler

a low coefficient of efficiency, caused by external combustion,

less mobility, caused by large quantity of water that must warm up to boiling point, which takes time, and

the steam turbine requires the use of a reducer.

Defects of the gas turbine are:

a low coefficient of efficiency, caused by waste gases with high temperatures,

a high number of revolutions and an unfitting driving moment caused by using a reducer, and noise.

A combustion engine having an external combustion chamber is known from DE-A-32 46 402 and comprises a device for injecting water or steam into the external combustion chamber after completion of the combustion cycle of the fuel in the hot compressed air within the engine. The combustion is concentrated in a narrow but long gap so that this can be easily cooled. Immediately after combustion, which takes place under forced conditions at any location within the gap with an exactly defined relationship of fuel to air, the mixing of the combustion gases with water is effected, the water immediately evaporating in the gases. This produces a considerable reduction in temperature while the evaporation and expansion of the water or steam performs work.

A combustion engine is also known from US-A-50 74 110 and comprises a piston and cylinder assembly wherein the cylinder receives hot gases emitted from a combustion chamber in which the hot gases are generated from the combustion of any of a variety of combustible materials such as wood, coal, dry vegetation or the like. After introduction into the cylinder, the hot gases are subjected to a compression stroke during which water is injected therein to create steam from the compression of the hot gases and injected water. The resulting energy of expansion of the steam within a greatly reduced volume produces a power stroke of the piston so as to perform work which can be delivered to a power take-off structure such a crankshaft or the like.

The object of the invention is to create an integral motor that may use any type of conventional and unconventional sources of energy - solid fuel, liquid fuel, gas fuel, electricity and solar energy, to have a driving moment corresponding to the external resistance that has an effect on the working engine, to be light, economical, technological, wear resistant, efficient, ecological and noiseless.

This problem is solved by means of providing an integral motor that unites steam engine and piston engine elements. According to the invention, the integral motor comprises: a motor block, cast-in with a motor head, and a combustion chamber closed from below with a crankcase and at the sides with covers. In the motor block there are cylinders for pistons and seats for crankshaft bearings. The crankshaft is dismountable with capsulated crankshaft rolling bearings on neck-crankshafts. At the outside is staved a cogget wheel for coupling with a steam-gas distribution shaft by means of a cogget belt, and a spline end, on which is installed a brake disk of unferromagnetic material with magnetic sectors on the periphery. The pistons are provided with two radial seal segments, one in the head, the second in the skirt. The connecting rod is installed in the piston bolt and the crankpin through capsulated needle-roller bearings. For cars, in the motor block there are installed two crankshafts(double-side driving), one to each driving wheel, with a minimum of three cylinders on each crankshaft, so as to ensure that during one revolution (360°) at least one cylinder works (120°). It is possible to provide any other combination of a number cylinders more then three and with different dispositions (V-shaped etc.).

On the inside of the crankshafts there are muffs on the spline shaft, installed in the neck-crankshafts in a rolling capsulated bearings, and the muffs are connected with a fork. On the top-side of the block, cast in with it, there is the head, which is made with a cylindrical grinding hole through the length of the block across the cylinders and connects with them through rectangular holes. In the cylindrical hole, there is one gas-steam distribution shaft for one-side driving or two gas-steam distribution shafts for double-side driving and control cylindrical slide valve.

The gas-steam distribution shaft is essentially a cylindrical slide valve and has two cylindrical pipes with different diameters, cast-in one in the other, with respectively two holes (one for inside pipe and one for outside pipe) for connection with every cylinder separately. The space of every cylinder at the gas-steam distribution shaft is sealed with two radial and four frontal segments, pressed against cylindrical hole by ribbon springs, put in respectively slots of the shaft. On the outside of the gas-steam distribution shaft the same kind of cogget wheel is fitted as that at the crankshaft, and it is coupled with a cogget belt. The gas-steam distribution shaft is installed on a capsulated roller bearing at the outside and with a needle-roller bearing on the inside. In the middle of the motor head between the cylinders for double-side driving and at the first end for one-side driving, there is provided a control cylindrical slide vale with a lever. The control cylindrical slide valve has two pipes with different diameters that are cast one in the other, with one for every pipe opposite holes at the outside diameter. These holes are sealed with two radial and four frontal segments at the outside pipe and radial segments at the inside pipe, which fit into the same of gas-steam distribution shaft. In the motor head there are orthogonal holes that are disposed across the control cylindrical slide valve. The top hole and the bottom hole are connected with a by-pass pipe in which a plunger oil pump is disposed, and one of the side holes is coupled with the evaporator cylinder. The evaporator cylinder has two cylindrical containers with different diameters, one welded inside the other, the space between them being filled with a liquid or solid heat-retaining medium. A heating coil is arranged in this space. Coupled to each end of the evaporator cylinder is a water injection nozzle, each being connected to a water axial plunger pump which is controlled by a pedal and supplied via a direct-current motor and a point contact. In the evaporator cylinder, there is a temperature pick-up and emergency valve. For fuel containing oxidant (gun powder, chemical fuel etc.) fixed to a flange at the evaporator cylinder is a capsule with fuel and a detonator. At the bottom side of the evaporator cylinder, there is a fire-place for solid fuel (brick), connected to a bin with a screw and a shutting flap, and there is gas-oil burner covered with a heat insulating cone, and an ash bin and an ignitor. All of the inside space of the combustion chamber is covered with a fire-proof covering and closed by a cover. The heat-retaining medium in the evaporator cylinder is connected to a gear pump through pipes having vertical ribs, the pipes being installed in the focus of high temperature solar parabolo-cylindrical concentrators (above 150°) which are made like a solar coil on the body of the means of transport or the body stationary on the land, and are covered with transparent material. The brake disks with magnetic sectors on the periphery thereof are surrounded at a distance by the two sides of a copper winding connected with the brake pedal and with the heating coil for the heat-retaining medium in the evaporator cylinder. The same mechanisms are put on the undriven wheels. At the other side hole of the motor head across control cylindrical slide valve, there is a small steam turbine which is connected through a belt and belt wheels with a fan and a motor generator, and with a flange of an exhaust steam condenser, in the casing of which are installed the central shutter and the side shutter, these being linked by a lever system. Installed under the control cylindrical slide valve in the motor block, there are the flue pipes and the tail pipe for burnt gases. On the control board there is an electric switch.

The advantages of the integral motor are:

The possibility of simultaneously using conventional and unconventional sources of energy (including solar energy). AT low revolutions of the crankshaft there is transmission of a high driving moment. There is a high coefficient of efficiency and good economy because of the full value of using and conservation of fuel calorific power and the heat recovered when stopping, using low-temperature cycles (that eliminate cooling the motor), retaining the heat during the non-working period, and using the solar energy. The integral motor is reversible, light and technologically simple because of using less machine parts (and because of elimination of the coupling, gear box, final drive and differential). There is a high level of automation of the combustion processes and the possibility of controlling them. There is also a high wear resistance because of the lower temperatures in the cylinders, low revolutions of the motor and the absence of dynamic loadings. Not least, there is ecological cleanliness and noiseless operation.

One exemplary embodiment of the invention is described with reference to the Figures:

Fig. 1 shows a cross-section of the integral motor through a first cylinder;

Fig. 2 shows cross-section A-A of Fig. 1;

Fig. 3 shows cross-section B-B of Fig. 2;

Fig. 4 shows cross-section C-C of Fig. 1;

Fig. 5 shows a sealing cassette of the gas-steam distribution shaft and control cylindrical slide valve;

Fig. 6 shows the idle stroke of the control cylindrical slide valve;

Fig. 7 shows the return stroke of the control slide valve;

Fig. 8 shows a stop pedal;

Fig. 9 shows an injection water system;

Fig. 10 shows a solar coil;

Fig. 11 shows cross-section D-D of Fig. 10;

Fig. 12 shows an evaporator cylinder with capsule fuel;

Fig. 13 shows a plunger oil pump;

Fig. 14 shows a water injection nozzle; and

Fig. 15 shows an electrical switch.

According to an embodiment of the present invention, as shown in Fig. 1, the integral motor consists of: a motor block 1, to which are cast-in the combustion chamber 2 and the motor head 3. In the block, there are cylinders in which pistons 4 with two radial segments 5 are arranged. A connecting rod 6 is tied to a piston bolt 63 and neck-crankshaft 7 by means of a capsulated needle-roller bearings 64 (Fig. 2). As shown in Fig. 2, the crankshaft 7 is dismountable with capsulated crankshaft rolling bearings 8. In double-side driving, the integral motor has two crankshafts (one for each driving wheel) respectively having piston-connected-rod groups that must be a minimum of three in number (3x120°). Between the cylinders in the middle of the motor block for double-side driving and at a first end for one-side driving, there are flue pipes 9 and the tail pipe 10 (Fig. 3). As may be seen in Fig. 2, at the outside end, the crankshaft 7 is staved to cogget wheel 12, connected to cogget belt 13. The catching made on cogget wheel marks, so that realize the phases of gas-steam distribution. The outside of the cogget belt 13 is covered with a cover 62. The crankshaft 7 end is provided on the outside with splines, tied directly to the wheels. On these splines are staved hubs with unferromagnetic disks 15, on the periphery of which positive and negative magnetic sectors are consecutively connected. As illustrated in Figs. 2 to 4,, these sectors are surrounded on both sides by copper windings 16, connected through a brake pedal 17 and a point contact 18 with a heating coil 19, which is arranged close to the evaporator cylinder 20 having a heat-retaining medium. The same brake mechanisms are put on the undriven wheels of the means of transport.

Returning to Fig. 1, the bottom side of the motor block 1 is closed by a crankcase 59. On the inside, as shown in Fig. 2, there is provided on the spline-shaft 22 at double-side driving, fitted through capsulated rolling bearing 23 in seats, made in the neck-crankshaft. On the spline shaft 22, there are muffs 24 gripped by fork 25 (Fig. 3). Fig. 1 also shows at the top side of the motor block 1 a motor head 3, cast in together, in which a ground cylindrical hole is provided across the cylinders to the parallel axle of the crankshaft 7 and connected with the cylinders through rectangular holes. In that cylindrical hole and connected with a slide fit is a gas-steam distribution shaft 14 for one side driving or two gas-steam distribution shafts 14 for double-side driving and, respectively, a control cylindrical slide valve 21 (Fig. 2) double-side passable for two gas-steam distribution shafts 14 or one-side passable for one-side driving. Illustrated in Fig. 2, the gas-steam distribution shaft 14 is provided at its end with capsulated rolling bearing 60, and inside with a needle-roller bearing 61. The gas-steam distribution shaft 14 has two cylindrical pipes with different diameters which are cast one in the other with two holes for connection with a respective cylinder, dephasing to each other depending on order of the working of the cylinders. The phases of entry and discharge are respectively 180° or, for one revolution of crankshaft 7, there is one working and one exhaust cycle. For sealing each cylinder at the outside diameter of the gas-steam distribution shaft 14, there are made two radial slots and four frontal slots on the ends of the holes. In these slots are disposed two radial 26 and four frontal 27 segments, pinching to cylindrical hole through ribbon springs 28, these together representing a sealing cassette. In the middle side of the motor head between the cylinders for double-side driving and at the first end for one-side driving, there is a control cylindrical slide valve 21 for supplying the steam (gas) to the cylinders. The control cylindrical slide valve 21 has three positions that are controlled through lever 53 from the driver or ruling of the motor:

A/ forward motion- (Fig. 3)

B/ neutral position (idle stroke) - (Fig. 6)

C/ return motion and work in compression regime - (Fig. 7).

As in the case of the gas-steam distribution shaft 14, the control cylindrical slide valve 21 has two cylindrical pipes cast one in the other, that respectively enter into the outside pipe and the inside pipe of the gas-steam distribution shaft 14. The sealing is realised by

radial segments

29 and 30 for the inside pipe and a sealing cassette for the outside pipe (Fig. 5). In the motor head 3, opposite the holes of the control cylindrical slide valve 21, there are four holes through which the steam exchange (gas exchange) is realized, as the top hole and the bottom hole are coupled through a by-pass pipe 31, in which a plunger oil pump 69 is arranged

As shown in Figs. 3 and 4, the evaporator cylinder 20 is arranged in the combustion chamber 2 and coupled through a flange on the one side hole thereof in the head 3 to the control cylindrical slide valve 21. The evaporator cylinder 20 has two cylindrical containers with different diameters, welded one within the other, and the space between them is filled with heat-retaining medium (alkali metal, liquid salt etc.). In said space there is a heating coil 19. Coupled to both ends of the evaporator cylinder 20, there are water injection nozzles 32 which are protected against heat by heat insulating cones 33, and the nozzles 32 are connected with an axial plunger pump 35 (Figs. 1 and 9), which is supplied by a direct-current motor 36 (Fig. 1) and point contact 37, tied to a pedal 38 for water. A modification of the evaporator cylinder 20 shown in Fig. 12 has a hole into which a capsule with fuel 65, containing oxidant (gun powder, chemical fuel), is placed. Referring again to Fig. 4, the evaporator cylinder 20 has an emergency valve 68 and a temperature pick-up 34. At the side of evaporator cylinder 20, gas-oil burners 39 and an ignitor 40 are provided. Under the evaporator cylinder 20, there is fire-place 41 for solid fuel bricks etc., connected with a bin by means of a screw 42 (Fig. 3) having a shutting flap 43 and an ash bin 44 on the combustion chamber bottom. All the space around the evaporator cylinder 20 is covered with heat insulating material 45. The combustion chamber 2 is closed with a cover 46. At the other side hole of the motor head 3 against the control cylindrical slide valve 21, as also shown in Fig. 3, there is installed a small steam turbine 49, coupled via a belt pulley 51 to a fan 47 and the motor generator 50 (Fig. 2), and with a flange thereof to an exhaust steam condenser 48, in the cover of which are installed the central shutter 11 and side shutter 52 (Fig. 1), these being coupled with a lever system so that when one set of shutters is open, the other is closed and vice versa. As illustrated in Figs. 4 and 10, the heat-retaining medium in the closed space of the evaporator cylinder 20 is linked through gear pump 54 with a solar coil 55 provided on the body of the means of transport (or stationary on the land). Shown in more detail in Fig. 11, the solar coil 55 has parabolo-cylindrical concentrators 56 and a pipe with two vertical ribs 57 is disposed in the focal zone and covered with transparent material 58. On the control panel (dashboard) in the means of transport or the control board for stationary motors, there is an electric switch 67 for controlling the selection of fuel, see Fig. 15.

The integral motor of the present invention works in the following way:

The choice of the respective type of fuel is made through electric switch 67, which has five positions - for solid, liquid and gas fuel, electricity and solar energy. The switch 67 is turned to one of these positions to switch on the respective electric supply for the pump for liquid fuel, the electric motor of the bin with the screw 42 for solid fuel, or the electric motor of the circulation pump for the solar coil 55, or to turn on the heating coil 19 to an outside source for electricity, or the gas valve for gas supply to the burner 39. Regarding turning on the circulation pump to the solar coil 54, this must reach the definite temperature of the heat-retaining medium in the solar coil, that is measured with a temperature pick-up.

After turning the electric switch to define the respective energy source, the ignition key is turned to the starting position. In that position, in the combustion chamber 2, fuel or gas is injected through burners 39 and ignited with the ignitor 40. The fan 47 is turned on with a control knob by the motor generator 50 to provide an air supply to combustion chamber 2. During the motion that realize through driving the small steam turbine 49. This continues until the evaporator cylinder 20 with the heat-retaining medium is heated to boiling temperature. Inclusion and exclusion of the burning is automatically controlled through the temperature pick-up 34. In burning the solid fuel after supplying the definite dose put electric switch 67 to position for liquid or gas fuel for a few seconds to burn the bricks, after that is returned again to the position for solid fuel. It passes automatically at dozes from time to time, so that after the burning keep it all the time.

After reaching the predetermined temperature in the evaporator cylinder 20, the integral motor is ready for operation. The control cylindrical slide valve 21 is placed in a forward position by means of the lever 53, after which the pedal 38 is pushed down to inject water. In the next moment through point contact 37, electric motor 36 is switched on to place the axial plunger pump 35 in motion. With further pressing on the pedal 38, the angle a of the axial plunger pump is increased, leading to an increase in the capacity of water injected into the evaporator cylinder 20 through the water injection nozzles 32. When the water capacity is low, it is injected through the side holes. When the injection water increase raises the needle cone end of the central hole, this automatically regulates the pressure of the injection water in the evaporator cylinder. So with a change in the volume of the injection water, the power of the motor, i.e. the number of revolutions, is increased. The big surface inside, warmed up to the definite temperature, quickly contributes to evaporation of the water. The steam received across the hole of the motor head 3 passes to the control cylindrical slide valve 21, from where it enters to the inside pipe of the gas-steam distribution shaft 14 and into the cylinders. Here, the steam exerts pressure on the pistons, which turns the crankshaft 7. In bottom dead point of the piston, the input hole is closed and the output hole opened by the turning of the gas-steam distribution shaft 14. The steam passes to the outside pipe of the gas-steam distribution shaft 14 and the outside pipe of the control cylindrical slide valve 21 through the side hole in the motor head 3 and then passes through the small steam turbine 49 and enters the exhaust steam condenser 48. The small steam turbine 49 turns the belt and belt pulleys 51, motor generator 50 and the fan 47, which cools the exhaust steam condenser 48 and the flue pipes 9 and supplies warm air into the combustion chamber 2. In case of automatic cut-out when the combustion in the combustion chamber 2 reaches the predetermined temperature, work is with electricity and with solar energy and, automatically, the central shutter 11 is closed and the side shutter 52 is opened. In this way, the air for combustion is not admitted into the combustion chamber 2 when there is no combustion and the heat-retaining medium in the evaporator cylinder 20 is warmed up by means of electricity or solar energy.

In motion of inertia (idle stroke), the control cylindrical slide valve 21 is placed in the middle position such that the air (steam) in the cylinders passes from one into the other and no water gets into the evaporator cylinder 20 in this way keeping heat.

In switching the control cylindrical slide valve 21 to the backward position (reverse) and the car motion forward, the motor goes into a compression regime. This means that the pistons press air into the evaporator cylinder 20, in that the pressure increases until the moment the car stops and, if the control cylindrical slide valve 21 is not switched off in middle position, the compressed air turns the motor backwards.

For stopping, disks 15 with magnetic sectors on its periphery are used. In switching on the electric set with the brake pedal 17, the sectors induce electricity in the copper winding 16 that reduces into heat from heating coil 19 in heat-retaining medium. In this way, instead of losing the heat when stopping, it is recovered again in the integral motor.

The motion of the integral motor with electricity is possible in municipal transport, where at the end stop the heat through the heating coil 19 in the heat-retaining medium is obtained that with one charging may reach to the other end stop. Often stops also help to keep the heat in the aforesaid way.

Use of the solar energy is possible on sunny summer days. Because of the difficulty of orientation to the sun in motion of the means of transport, the parabolo-cylindrical concentrators have ribs on the pipes 57 of the solar coil 55 that catch displacement of the focus of 20° sunshine at the side of the vertical. This permits the means of transport to use solar energy to 40°-50° northern and southern latitude, respectively, during the summer.

For high-speed automobiles (to set records for speed and acceleration), the capsules with rocket fuel 65 are placed in the evaporator cylinder 20 and, during combustion thereof, create in the evaporator cylinder a high pressure for a short time that produces high revolutions of the integral motor. To overcome bad road conditions, the block muffs 24 are provided, coupled to the both ends of the crankshafts 7, prevent slipping of the wheels of the car.

Claims

Integral motor, comprising a motor block with at least three cylinders and three piston-connecting rod groups disposed symmetrically (x120°), at least three pistons with radial seal segments, at least three connecting rods being tied to respective piston bolts and a respective crankshaft neck through capsulated needle-roller bearings, and a dismountable crankshaft (7) with the crankshaft necks installed in the motor block on the capsulated crankshaft roller bearings, each of said parts being covered at the bottom side thereof by a crankcase and at sides with covers, wherein the motor block (1) comprises a cast-in motor head (3) in which a cylindrical hole is formed parallel with the axle of the crankshaft (7), across the cylinders, the cylindrical hole being connected through rectangular holes in the motor head to each cylinder, and the motor head further comprising a gas-steam distribution shaft (14) formed as a whole from an inside and an outside pipe having different diameters, there being against each cylinder in the distribution shaft (14) one hole for the inside pipe and one hole for the outside pipe, sealed with two radial (26) and four frontal (27) segments pressed by ribbon springs (28), the distribution shaft (14) being mounted at its outside end with a capsulated rolling bearing (60) and at the inside thereof with a needle-roller bearing (61) and being connected through a cogget wheel (12) and a cogget belt (13) with the crankshaft (7), that, in the hole in the motor head (3) at a first end thereof there is provided a control cylindrical slide valve (21) formed with an outside and an inside pipe with different diameters adjoining the pipes of the gas-steam distribution shaft (14) and being sealed by radial segments (29) and (30) the control slide valve being connected to a lever (53) for controlling the position thereof that passes through a slot in the motor head (3), that the control slide valve has two opposite holes, one for the outside pipe and one for the inside pipe thereof, the holes being sealed with respect to the cylindrical hole in the motor head (3) by means of two radial (26) and four frontal (27) segments pressed by ribbon springs (28), that in the motor head (3) against the holes of the cylindrical slide valve (21) there are four holes, the top hole and the bottom hole of which are connected with a by-pass pipe (31) in which a plunger oil pump (69) is provided, that to the one side hole of the control cylindrical slide valve (21) there is fixed an evaporator cylinder (20) formed by two cylindrical containers, one welded within the other, the space between them being filled with heat retaining medium (liquid salt, alkali metal) and having therein a heating coil (19), and at both bottoms of which are fixed water injection nozzles (32) with small peripheral holes and a central hole, closed by a cone needle that is connected with a water axial plunger pump (35) with variable flow, controlled by a pedal (38) and provided with a direct-current motor (36) and a point contact (37), that the evaporator cylinder (20) is provided with a temperature pick-up (34) and an emergency valve (68), that into the motor block (1) there is cast a combustion chamber (2) covered on the inside thereof with a fire-proof covering (45), the combustion chamber containing the evaporator cylinder (20), gas-oil burners (39), a fire-place for solid fuel (brick) (41) an ash bin (44) and an ignitor (40) and being closed on the top with a cover (46), connected to which is a fuel bin with a screw (42) that are separable from the combustion chamber (2) by shutter flaps (43), that at the other side hole in the motor head (3) against the control cylindrical slide valve (21), there is provided a small steam turbine (49) coupled through belt pulleys (51) with a fan (47) and a motor generator (50), and through a flange thereof with an exhaust steam condenser (48), in the cover of which are installed a central shutter (11) and a side shutter (52) which are connected to each other by means of a lever system, that in the motor block (1) under the control cylindrical slide valve (21), there are installed flue pipes (9) and a tail pipe (10), that the output end of the crankshaft (7) is provided with splines on which the cogget wheel (12) is installed and which is tied directly to the driving wheels and mechanisms, and that the motor is operable through an electric switch (67).
Integral motor according to claim 1, characterized in that for automobiles and tractors, every drive axle has one motor with a monolithic motor block (1) in which there are installed two crankshafts (7) with piston-connecting rod groups separate for the left and right wheels, at least three numbers for each group, connected at their inside ends through muffs (24) on the spline shaft (22), installed on the necked crankshaft (7) on the capsulated rolling bearings (23), and the muffs (24) are operated by a fork (25), and that in the respective motor head (3) there are disposed two gas-steam distribution shafts (14), between which is installed a control slide valve (21) passable on both sides.
Integral motor according to claims 1 and 2, characterized in that a solar coil (55) is formed on the body of the means of transport and has parabolo-cylindrical concentrators (56) in the focus of which is installed a pipe with vertical ribs (57), wherein each concentrator is covered with transparent material (58) and the pipes are filled with heat-retaining medium from the evaporator cylinder (20) and coupled with the evaporator cylinder (20) through a gear pump (54).
Integral motor according to claims 1 and 2, characterized in that on the output side of the crankshaft (7) on the splines brake disks (15) are provided having magnetic sectors on their periphery and being surrounded by copper windings (16), the brake disks (15) being set by a brake pedal (17) and connected through a contact (18) with the heating coil (19) in the evaporator cylinder (20), and that the same mechanisms are installed on the undriving wheels too.
Integral motor according to claims 1 and 2, characterized in that there is coupled to a flange on the evaporator cylinder (20) a capsule with fuel (65) containing an oxidant and a detonator (66).