GR1010404B - Hydrostatic rotary motor - Google Patents

Abstract

The invention refers to a rotary hydraulic motor, which operates by exerting hydrostatic pressure and only on its contained fluid dynamic mass. The rotor (38) has a cylindrical drum (3) of two pieces (3a & 3b), which ends at the two ends of the shaft (1), where, through bearings (11), it rests on the bases of the shell (8 & 9), with a suitable socket shape. One end of the shaft (1), has a passage (7), through which the controlled intensity, hydrostatic pressure, of the engine operation is transmitted. Inside the drum (3) of the engine and in evenly spaced arcs, there are fixed several fins (2), each side of which exposes to the hydrostatic pressure a different size of area, (2a) a small area and (2b) a very large one. By exerting hydrostatic pressure, due to this difference in area, a torsional couple and rotational movement is caused, with a constitutive direction, perpendicular to the sides and from the side of the larger area (2b), to the side of the smaller one (2a).

Description

DESCRIPTION

HYDROSTATIC ROTARY MOTOR

The invention refers to a rotary engine with vanes, which for its operation requires only a certain amount of fluid mass, on which either positive static hydraulic or pneumatic pressure or negative pressure, of controlled intensity, can be exerted, which is directly converted into rotary motion.

The known rotary motors with vanes operate by the continuous circulation through them of a fluid mass with high pressure and relatively high energy consumption, ensured by an independent pump, forcing the shaft - rotor with the vanes carried on it to rotate.

Based on the principle of conservation of energy, but also the hydrostatic principle that, the pressure exerted in a closed container has the same intensity at all points of its surface and the forces (result of these pressures), exerted on the surfaces, are perpendicular to these surfaces, I then reveal the engine, which operates with complete self-sufficiency, with the payment of a small intensity of force, easily available, converting completely ecologically, only static pressure or negative pressure into rotational movement, without any dependence and need of any pump or which will circulate continuously and under pressure some fluid through it.

The engine, with a very concentrated volume, having a very large ratio of energy produced to its volume and weight or mass, has unlimited capabilities and fields of application, without the need for batteries, fuel and their distribution networks. It is also suitable for remote control.

In contrast to known rotary engines, the vanes of the disclosed, permanently expose their same constant and unvarying extent or area surfaces to the applied static hydraulic or pneumatic pressure, or vacuum. These vanes are fixedly fixed and distributed on the inner or outer periphery of the rotor drum, or both. All this is surrounded by a protective shell. Depending on the area of attachment of the blades, the rotational movement can be received: firstly from the rotor axis, secondly from the outer circumference of the rotor drum and thirdly, with the option of receiving, either from the rotor axis, or from the drum circumference , simultaneously or optionally. While they are also characterized as single rotation or reversible motors.

The principle of operation of the engine is as follows. Suppose we have a cylindrical container, in the center of which there is an axis, where two fins are fixed on it in two diametrically opposite areas, with the same surface area for both of their exposed sides. Thus, due to the existence of the two fins, the toroidal space between the cylinder and the shaft is divided into two semi-cylindrical sectors/spaces or semi-rings on either side of them. If at the same time, we develop the same amount of pressure within these two spaces, either hydraulic or pneumatic, because the area of the fins exposed to the pressure is the same, nothing will happen, no movement. Suppose now that we vary the area or exposed extent of the fins, but only on one side of each of them, which will be full of uniform depressions and protuberances, and upon these surfaces, there will be similar formations of smaller size, and the final surface will be treated with corrosion or sandblasting, to finally approximate that of an orange peel. While the other side will be perfectly flat and smooth. So the area of one side of the wings will be at least four times the other. When placing and fixing the fins on their carrier or axis, the orientation will be the same, i.e. parallel to each fin and its smooth surface, there will be the other with the surface of increased area, facing the smooth surface of the previous one. We again simultaneously apply some joint pressure to the two sectors of the toroidal space. Now the forces developed on the sides of the wings are not the same as before, because the product of the joint pressure, on the total area / area of the surfaces on which it acts, is different and due to the specific orientation of the wings, a torsional couple develops moment, with direction and direction of components, perpendicular to the planes of the blades, or from the side of the blade with a large area, to the side with a small one. That is, the direction and direction of each constitutive force developed in each fin coincides with the tangent to its center of symmetry, on which the hydrostatic or pneumatic pressure or underpressure is exerted. So if the number of blades, with similar characteristics and mounting orientation, increases or multiplies, minimizing the gap of the sectors or spaces between them, then the torsional effect will multiply proportionally, with the same or even less intensity of applied static pressure, or vacuum . Why depression? The application of static positive pressure causes the movement, from the side of the wing with the large area, towards the one with the small area, which for the sake of clarification we call: thrust. By applying static vacuum to the areas between the blades, the surfaces of the blades now receiving it develop reverse forces, forcing the shaft into reverse rotational motion. Which we call attraction. That is, the application of the negative pressure causes a reversal of the rotational motion of the motor shaft. Suppose that the fins, apart from the area or side of their fixation, the other side does not touch anywhere, but is exposed to the surrounding space of the cylindrical container. What changes then? It simply reduces the number of components that make up the engine. While again the previously mentioned surfaces simply give the same recommended thrust or torsional effect, again causing the same torsional moment couple, while the shaft sections are carried outside the closed cylindrical container, simply for fastening.

This toroidal ring with the fins fixed to the motor shaft, does not close completely, but has an area - a zone with openings, through which the applied hydraulic or pneumatic pressure will be able to act simultaneously on all its surfaces or sectors toroid ring. The engine can easily cope with the various variables, without the need for a flywheel of large mass and even without the need for a gearbox, i.e. a speed reducer. It stands to reason that: the static operating pressure required is minimal, and almost nothing is consumed to develop it.

Special features of the motor are that it works with little sound and almost zero thermal footprint. Its start-up does not require pre-heating and the performance of the maximum generated power is achieved within a minimum period of time, developing large torque values from the beginning of its operation. No cooling or preheating required for operational readiness.

Also, depending on the type of recipient, the movement produced, the motor can have a short or long length, or a small / large diameter, i.e. it can be elongated - axial or disk-shaped.

This allows it to be inserted directly into the generator rotor, so these generators no longer need an external or separate motor to activate them. In this way, all current electrical devices can become completely autonomous, making them independent of connection to an electrical network. Then they will not completely abolish distribution networks and the care of setting up and maintaining them, freeing cities and settlements from the presence of unsightly poles and cables, and especially wooded outdoor areas or steppes, from fire risks. In the form of nanoelectric generators, they can take all forms of batteries, either the conventional cylindrical ones or the special forms that the flat batteries of all small electronic devices have, freeing the devices once and for all from the care of charging, or replacing them with charged ones. They can also be inserted into the wheels of all kinds of wheeled vehicles. Because their characteristic is large amounts of generated power or torque, and precisely because of their singularity, they can even be inserted entirely into propellers, whether floating or flying. Or for these propellers to take a special form, incorporating elements of these hydrostatic rotary engines. Of course, there is no reason for their effective exploitation by unmanned vessels, known as drones.

Also another serious exploitation is the use of these in aircraft engines. These engines can easily drive the air compressors of gas thrusters, freeing them from wasting the fuel required for this purpose. So after the air compressors compress the air, it will pass into the chamber - space of the burners and then it will exit from the propellant tube, giving full thrust. In other words, these engines will act, like another type of thrusters, which will be activated from zero speed and not only after reaching supersonic speed, as is the case with conventional ones. Their position will be in the front part of the air compressor, in the air intake cone, from where control / maintenance will be easy, while there will be no cooling issues.

In a roughly analogous manner, they will be able to be inserted into the umbilical of a boat propulsion propeller, freeing these boats, regardless of size, from the requirement of a dedicated engine room. With such an application, they also relieve them of the need for a rudder mechanism, since they will be able to change the propeller face angle. If they are not inserted completely into converging nozzles, giving a new shape and capabilities of the Azipod systems, they contribute to the more efficient operation of the entire installation. While again in the Water Propulsion systems of boats with minimal engine room space, it will be a hopeless gift, as again these engines will form a single unit with the axial flow propeller or impeller of these systems.

Of course, the engines can be used for the movement of helicopters, as well as helicopters, freeing them from the need to use dangerous fuels, while its transport capacity will increase, with no longer the need to calculate range.

For amphibious vehicles: surface - air, or surface - bottom, due to their lightness, and their manufacturing simplicity and flexibility of handling, with the simultaneous absence of supply pipes, etc., the non-reliance on fuel or batteries, make these engines the right selection.

At the same time, the expansion of use in movement and general energy production in submarines will free them from the need for large fuel storage areas, batteries and even nuclear reactors.

It should also be emphasized that the use of these engines exempts the owners/users from the obligation to pay environmental pollution tax and they are not subject to any control of their efficient operation.

These and many more will be revealed hereafter, by reference to the accompanying drawings.

In Fig. 1a, Fig. 1b and Fig. 1c, in the three figures on the same page, the principle of operation of the engine in question, as described before in the introduction, is graphically presented. Thus, on the left side of page Fig. 1a, where the area of the two exposed sides of the two fins, at the same pressure (P) is exactly the same extent, no movement is observed. But sideways and to the right in Fig. 1b, one side of each wing has a much larger area than the other. And their fixing and their orientation on the axis is the same. So when some pressure is exerted simultaneously on both identical spaces or sectors of the toroidal ring, determined by the fins and their position on the shaft, then the product of the area times the exerted pressure intensity, on the two sides of the fins with the large area surpasses the other two. So necessarily the rotary motion will begin. And its direction will be the one indicated by the large embossed arrows. That is, from the surface with the increased area of the fins, to this completely flat and smooth one. In order for the results to be more efficient, i.e. to obtain greater torque - power and speed more easily, with the need for smaller applied pressures, then the number of blades will be a multiple of two. The arrangement, of this shape of this principle of operation, can support the construction of engines, such number of models, of those that will be exposed subsequently for the next category, based on Fig. 1c. But here only those based on the operating principle of this last shape will be described, due to their constructional simplicity. Thus in this Fig.1c, the working principle of this motor is generally disclosed. It is a closed cylindrical container, which has several fins attached to its inner circumference or drum. While the space located towards the center between the wings is open and allows the simultaneous communication of all the spaces around it. If a hydrostatic pressure or negative pressure is again applied to these spaces, the same torsional effects are again caused, due to the difference in exposed area, on the two surfaces of each wing, whose fixing plane coincides with their radius of finding. So in this case, as in the previous case, the level of development of the constitutive torsional force coincides exactly with the tangent of the radius of this level and the effect of the force resulting from the applied static pressure. This characteristic is also one of its main advantages, apart from the manufacturing simplicity, of this engine. It should also be emphasized here that the method of increasing the area of an exposed surface, under pressure basically, or under pressure, contained within a closed frame, of any shape, just disclosed, is also a method of constructing a force multiplier, which is far superior to known force multipliers especially of TANDEM, while it also excels in manufacturing simplicity compared to them.

Referring to Figs. 2a, 2b and 2c. On the left side of the page and in Fig. 2a, the entire engine is shown in side section. In a front view, the difference in treatment of the planes of the sides of the wings is clearly visible, where the sketched one is the side of the large area, against the other flat side, which will follow in all the shapes of the invention. The way of dividing and fixing the parts that make it up is clearly visible, as well as the possibility of choosing the output area of the generated movement. While in the middle and right part of the page, in Figs. 2b & 2c respectively, additional ways of developing the static pressure or vacuum operation of the engine are presented, to achieve reversal of rotational movement. It is also clear that the movement can be received both from the end of the rotor shaft and from the outer area of its drum.

Referring to Fig. 3a, Fig. 3b and Fig. 3c. Now here is the engine in side view, with the vanes wedged into the inner circumference of the rotor drum, which consists of two sections, which here are threaded together, while for large units there will be another way of connecting, which will make it easier and inspection work. It should be noted here that, if the engine is of a large size, in order not to show bending or deformation of the shape of the fins, it is possible to place radial elements along them, which will support the fins against these distorting stresses. It is noted that the movement output to the receiver is not from the support shaft, but from the outer periphery of the rotor drum, without excluding the output from the end of the shaft. In fact, in this arrangement, on the outer circumference of the drum, the permanent excitation magnets of the synchronous self-excited generator, whose inductance windings surround the excitation, are fixed. Thus engine and generator coexist in a single unit, where to facilitate inspection or replacement of bearings, the side parts of the shell of the unit are not one piece, but divided, as clearly shown in the drawing. It should be noted that on the outer circumference of the drum, instead of the permanent magnets of the excitation of a synchronous generator, either a pump impeller, or a fan or an air compressor can be fixed, just as easily. Also in Fig. 3b and Fig.

3c, are shown in a repetition and here the three different ways of developing and controlling hydrostatic pressure of the engine operation, analogous to those that appeared in Figs. 2b and Fig. 2c.

In Fig. 4 the same engine model is shown, but with the possibility of reversal, not only by applying negative pressure, but by simultaneously applying positive pressure to one half of the engine and negative pressure to the other half, as will be seen below. This way and this model is chosen, for more positive results. For this purpose the rotor consists of two coaxial drums. Where on each drum the fins are fixed in a different orientation. Thus, depending on how the piston of developing and controlling the intensity of applied static pressure, or negative pressure, moves in the central area of the rotor of the inner drum, in the sectors of one drum it will compress the fluid medium and develop a consistent torsional force of one rotation, and in others will cause negative pressure or negative pressure causing counter-rotating motion. The direction and time that will develop on the wings of each drum, will be related to the orientation of fixing the sides of the wings, to their different area and to the type of pressure exerted. That is, if they are subjected to compression of the fluid medium, or underpressure. Thus, depending on the desired direction of rotation, the control piston will sometimes move to the right and sometimes to the left, inside its cylinder. Thus, with these characteristics, it can easily be placed in the center of a wheel of land vehicles, or give movement to propellers of boats, because the possibility of reversing movement without interference from other auxiliary mechanisms, is a very great quality. In fact, the movement cannot be taken simultaneously from the end of the rotor, through a flange, but also from the periphery of the outer drum of the rotor, without any problem, serving various goals. Engines of this arrangement can easily provide movement to jet propulsion systems of catamaran boats, due to the narrow space of the two side engine rooms of these types of boats, they can comfortably accommodate them. As they can also conveniently be used in azipod systems, which usually contain electric motors, or hydraulic motors, inside a sealed package, which project under the hull of the boats, rotating the propeller, with the possibility of rotation, for steering purposes, 360 degrees around the axis of their support base. They are also suitable for manufacturing outboard engines.

In Fig. 5 is shown in front section the reversible engine of the previous figure, fitted to the center of a wheel of a land vehicle. In fact, it is possible for the engine with a shorter length and thus power, to be placed on all the wheels, which will be controlled by the central control system of the body, through cables or flexible hydraulic pipes of small diameter, and thus the adhesion in the various forms and conditions of road surfaces, as well as cornering or steering of the vehicle. While comfortably it can instead of the wheel, be a propeller, again an azipod of a special type, or the rotor and impeller of an air compressor, of the axial flow type, which will be able to be placed exactly in the air intake cone of an aircraft engine, as mentioned earlier.

In Fig. 6a and Fig. 6b, a special type of coexistence: hydrostatic rotary engine with nanoelectric generator in the shape and volume of various known types of conventional batteries is revealed in side section. Thus, this set can replace all known shapes and sizes of electric accumulators, so that with the use of such a unit, recharging or replacement with a charged battery is no longer required. And if the motor is too short in length, the unit can take the flat form, which the batteries of all modern small electronic devices have, as will be seen in the next drawing 7. In Fig. 6a, it can be seen that the way of controlling the hydrostatic engine operating pressure, is done by using an electromagnet. While in the side plan Fig. 6 b, the control is achieved by using a piezoelectric capsule.

So they are seen here on the outer part of the drum, to be wedged permanent magnets, which constitute the excitation of the synchronous type of generator. While peripheral to the permanent magnets, there are its inductance windings. At the ends of the shell, the different poles of the battery are shown with / - signs. In larger physical sizes, we will have a power bank unit, even portable or permanent generators, of any power size. It goes without saying that such models or constructions, with the appropriate size, can also be installed in electric cars, freeing them from all the care of charging, as well as the multitude of overweight batteries.

In Fig. 7a, shown in plan section and in side section in Fig. 7b, the whole of another combination of hydrostatic rotary motor with integrated synchronous nanoelectric generator, in a flat shape, suitable for supplying electronic microdevices. And this set can be made in various sizes, serving various small - large needs. It is an integrated system that includes its self-propelled nanoelectric generator as well as the control and filtering system of the generated electric current.

Referring now to these accompanying drawings, the preferred embodiment of the invention will be described, making its utility and mode of operation clear.

We start again with the figures which make the principle of operation of the engine fully understandable. Thus in the left part of the page in Fig. 1a, all the visible sides (a) of the vanes (2) which are fixed antidiametrically to the shaft (1) and within the toroidal space enclosed, between the outer shell (24) and the shaft (1) appear to exhibit the same area. So by applying the static pressure (P) to all regions of the toroidal space, no kinematic change occurs. But if the fins (2) are made in such a way that one side of them (b) is filled with uniform sinusoidal depressions and bumps and the final treatment of their surface gives the effect of an orange peel texture, then compared to the others (a) , has four times or more exposed area, as shown in Fig. 1 b , then the product of the applied static pressure, multiplied by the area of each side, gives a larger magnitude of the resultant force, on the sides (b). So because the vanes (2) are antidiametrically fixed on a common axis and with the same orientation, the result is a rotational movement, with direction and direction from the side of the vanes (2) with the large area to the side of the small area. The direction and direction of the induced forces, which develop on the surfaces of the sides of the wings (2), are indicated by the arrows in the figure. And the larger and bold arrows indicate the direction and direction of the induced constitutive force, on the sides (b) of the blades (2), which is greater than the other side (a) which coincides with the direction of rotational movement of the motor shaft . Fig. 1c generally discloses the principle of operation of the type of motor which will be extensively referred to and explained in this patent application. It is a closed cylindrical container, on the inner circumference of which, or of its drum (3), several fins (2) are fixed. The sides of the fins (2) on one side have a completely flat and smooth surface (2a), while the other (2b) is shaped exactly as described in Fig. 2b, full of sinusoidal dents and bumps with a final surface texture similar to of an orange peel, so that compared to the other (2a), it exposes to the static pressures a quadruple or even greater area. And the space that is towards the center between the wings (2), is open and allows the simultaneous communication of all the spaces around it with the static pressures exerted at any time. So when a hydrostatic or pneumatic pressure is again applied to these spaces, the same torsional effects of rotational movement are again caused, with direction and direction, indicated by the arrows. Said motors can be actuated, either by applying hydrostatic pressure, or by applying static pneumatic pressure. In these disclosures, however, reference is made to the use of hydraulic oils, thus hydrostatic pressure, due to the high degree of "incompressibility" of hydraulic oils and the greater accuracy of the results of use.

On the left side of the page and in Fig. 2a, the entire engine is shown in side section. Its main element is the shaft (1) of the rotor (38) with two ends, where the rotor (38) is completed by forming a divided, in two drum sections (3a & 3b). The division is made to allow easy access to its inner part, so that the fins (2), on the sides (2a, 2b) of which the hydrostatic operating pressure will act, can be inserted and fixed in special grooves. The area of the side surfaces of the fins (2) as described is not the same. The side numbered (2a) is completely flat and smooth, while the other (2b) has four times or more exposed area compared to (2a). The two parts (3a & 3b) of the drum are connected to each other with a thread, while a sealing ring (15) is inserted between them, so that there is no case of leakage of the fluid dynamic operating fluid and problems of deregulation arise. Also the left end of the shaft (1) of the rotor (38) and at its bearing point with the elements (11), which are bushings or bearings, there are also rubber sealing rings (21), for the same purpose, of holding in internal and only of the engine, of the working fluid dynamic operating medium. This set of the rotor with its bearings or bearings are supported in turn on two shells, on the left in (8) and on the right in (9). In front of the left end of the rotor (38), there is fixed (here with thread) a hydraulic cylinder (5), inside which the piston (4), with the help of a piston (6), can move right or left, inside the cylinder (5). Even if it moves to the right, then inside the cylinder (5) the fluid dynamic liquid will be compressed. This pressure rise through the channel or passage (7) will be transmitted inside the rotor drum (3a, 3b) with the vanes (2) of different surface areas, so depending on the intensity of the compression a consistent torsional force will be obtained, from all the fins (2), with direction and direction from the surface (2b), towards (2a). Also depending on the number of blades (2), the rotational speed that will be obtained, on the axis (1) of the rotor, will be proportional to the number, the difference of exposed areas of the surfaces of the blades (2) and the intensity of the applied hydrostatic pressure. If the piston (6) pulls the piston (4) inside the cylinder (5), then a negative pressure will be generated inside the cylinder (5) which through the channel (7) will be transmitted again, inside the rotor drum (38) ) and on the exposed surfaces of the fins (2) of those fixed within it, now reversing the direction of the rotational movement compared to the previous one. The rotational movement produced can be received, either from the flange (10) at the right end of the rotor shaft (1), or from the outer circumference of the drum, in many ways, here a hub (14) can be distinguished which can to belong to a pump impeller, fan, rotary compressor, etc., or simultaneously from both areas. In the middle of the page and in Fig. 2b is shown the left part of the engine and the ability to control the intensity of its operating hydrostatic pressure, from an external source, through the hydraulic coupling (12). And on the right end of the same page, another variation of the way to control the hydrostatic operating pressure is presented, using a reversible stepper motor or piezoelectric motor, or rotary hydraulic oscillator (13). It should be noted that both for the motor disclosed here, but also for all the rest of the application, if its size is small, then the elements (11) are bearings for receiving thrust shocks, which are placed face-to-face on the shaft. And if the size is large, then the elements (11) are bearings, and there is a need to place additional such, in the form of a ring, receiving axial shocks, in a suitable position at both ends of the shaft, they are not designed here, as easily understood.

At the left end of the page and in Fig. 3 a is shown in complete form, in side section, the single hydrostatic rotary engine unit, located exactly in the center and within the rotor (38) of a permanent magnet synchronous generator, which naturally surrounds it and is moved by him. The elements depicted here in this figure, which have the same numbering as in the previous figure, are exactly the same and need no explanatory repetition. The rotor shaft (1) in this arrangement does not exit at its right end. And it is completely surrounded by the shell (9). But as will be seen, the two shells (8,9) that support the rotor shaft (38) respectively, for reasons of easy access for inspections or maintenance, are located in the center of larger shells (16, 17). While these end shells are completed with the middle shell (20) of cylindrical form to enclose all the contents in a safe operating environment. On the outer circumference of the drum, there is now a fixed ring with permanent excitation magnets (18), whose magnetic lines during their rotational movement, in front of the windings of the inductance (19) act on them causing, as is known in electrology, an electro-exciting induction power, or electricity that is. So in this way a complete unit of synchronous type of self-excited electric generator is assembled, whose rotor (38) is also its operating engine, without the need to use other external and independent engines, which in order to work consume some known form of energy or fuel or exploiting some volatile factor of renewable forms of energy. Also in Fig. 3b and Fig. 3c, the three different ways of developing and controlling the hydrostatic pressure of the engine are shown in a repetition, similar to those that appeared in Figs. 2b and Fig·2c.

In Fig. 4 the same engine model is shown, but with the possibility of reversal, with the simultaneous application of positive pressure to one half of the engine and negative pressure to the other half, as will be seen next. While inversion can also be achieved in the previous model, as mentioned, with an alternative application of negative pressure (vacuum), instead of positive pressure. But the way of this model is also chosen, for more positive results. For this purpose the rotor (38) consists of two coaxial drums. The inner drum (3c), which is here threaded, is fixed to the common body of the right part of the outer drum (3b) which is completed with its left part (3a), which is connected to the right part, again with a thread. The threading method offers a convenience for small units, while for large ones, other more suitable and durable methods will be chosen. The fixing orientation of the fins (2), with the special surfaces of increased side area on the two drums, is not the same, but on one it is the reverse of the other. Thus, depending on how the static pressure intensity development and control piston (4) will be moved, with the help of its rod (6), which is driven by the element (23), which can be a stepper motor or a rotary hydraulic oscillator ( 13), when positive pressure will develop in the space and fins (2) of the inner drum (3c), by moving it to the right inside the cylinder defined by the inner walls of the inner drum. While at the same time a negative pressure develops in its left part, which is transmitted through the passages (7) to the outer drum and to the existing surfaces of the fins (2) fixed inside it. In this way, the negative pressure that develops in the left part of the cylindrical space of the internal drum (3c), does not remain completely unexploited. But the design reason for this provision is not exactly that. The reason is the convenience provided to the engine of this type, by reversing the movement of the hydrostatic pressure control piston (4), to give the possibility of direct reversal of the rotor (38) of the engine, without other complicated ways and servomechanisms. Thus the compressed fluid dynamic mass with the right movement of the piston (4), on the other surfaces of the inner drum (3c), will exert compression and forces of the same torsional couple on the surfaces of its fins (2), as in the previous case of Fig. 3a, while on the surfaces of the outer drum (3b) it will develop an inverse torsional couple. In order not to displace the rubber seal (21) during the development of negative pressure in front of it, during the movement of the piston (4) to the right, it is held in place with the help of a safety ring (22). Thus, with these characteristics, it can easily be placed in the center of a wheel of land vehicles, or give movement to propellers of boats, because the possibility of reversing movement without interference from other auxiliary mechanisms, is a very great quality. In fact, the movement cannot be taken simultaneously from the end of the rotor (38), through the flange (10), but also from the periphery of the outer drum of the rotor (38), without any problem, serving various goals.

In Fig. 5 there is shown in a sectional front view the reversible motor of the preceding figure, fitted to the center of a wheel of a land vehicle, which together with it form a single unit here. It is attached to the elements (27), which can be bicycle forks, or the various wheel fixings of various means of transport or machine tools. On top of the outer circumference of the outer drum (3b), with the help of the wedge (25), the wheel (29) is adjusted, which is located in the radial extension of the wheel or rim (28).

In Fig. 6a is disclosed in cross-sectional side view, an illustrative implementation of the invention, a particular type of coexistence, hydrostatic rotary motor-nanoelectric generator in the shape and volume of various known types of conventional batteries. In general, this is a micrograph of the unit, also revealed in Fig. 3 a. The difference here lies in the operation control mechanisms. So here too, the central part consists of the hydrostatic rotary motor, with a simple drum on its rotor (38), to which is fixed the ring with permanent excitation magnets (18) of the synchronous nanoelectric generator, with inductance windings (19), which surround the ring (18), also supported at its ends on bearings (11). While the bearings or bearing rings (11) of the rotor (38) at its left end, rest on an intermediate element (36), which at the same time constitutes the nest for holding the annular electromagnet (30) in its correct position. Between the ring electromagnet (30) and the left shell of the unit (8), which is also the positive (+) pole of the battery, there is a suitable gap so that the ring armature (31) of the electromagnet can slide. While this armature (31) is kept in close contact with the electromagnet, with the help of the spring (32). The extreme left shell (8) with the positive pole (+), is connected to the central cylindrical shell (20), with a thread. As well as the right end shell (9). While the shells are run by conductors - cables, depicted with thin checkered lines and terminals (33), located at some key points, connecting the various sections together. Between the nest (36) and the left part of the shaft (1) of the drum rotor (3), there is again a rubber seal (15), to prevent leakage of the fluid dynamic working medium. While inside the empty frame, which appears on the right part of the unit, there is a space, which will accommodate some electrical storage elements (batteries), so that there is also some reserve and the engine-generator does not work continuously. How to enable and start operation is as follows. When the accumulator elements are fully or sufficiently charged, the electromagnet (30), being continuously supplied, has the necessary attractive force to hold the armature (31) in contact with it. While the spring (32) is fully extended, the left side of the annular armature (31), which also houses the hydraulic piston, is in an inactive state. If the build-up load drops to levels such that the current supplied to the electromagnet (30) is not sufficient to keep its armature (31) in contact with it and deactivated, then the spring (32) which is a "pull" spring , pulls the armature (31), which is also the annular hydraulic piston, to the left, which in turn transfers the compression, through the passage (7), to the inside of the drum, acting on the surfaces of the vanes (2 ) and setting the rotor (38) and drum (3), and the ring with permanent excitation magnets (18), fixed to it, in motion, inducing an electric current, which will supply the needs, and recharge the electric accumulators , which are in the empty box to the right of the module. So this set, with a very small size, can replace all known shapes and sizes of electric accumulators, so that by installing such a unit, recharging or replacement with a charged battery is no longer required.

In larger physical sizes, we will have a power bank unit, even portable or permanent generators, of any power size. It goes without saying that such models or constructions, with the appropriate size, can also be installed in electric cars, freeing them from all the care of charging, as well as the multitude of overweight batteries.

In the side view on the same page in Fig. 6b, an alternative implementation of the unit activation mode only is shown, while the other elements are the same and unchanged. The difference lies in the use of a piezoelectric capsule (34), which is fixed and firmly held at the base of a cylindrical nest, with the help of a ring (35), on the extreme left shell (8) and positive pole (+). The way and reason for activating the capsule and hydrostatic motor is similar to the previously mentioned. That is, in the state of full load of electric accumulators, the piezoelectric capsule (34) remains bent to the maximum bending arrow. As soon as the supply current of the capsule (34) is reduced or zero, then this capsule (34) loses its curvature, as a result of which it shrinks towards the right part of its cylindrical nest, thus forcing the fluid dynamic medium into compression, where through the of a known diode (7), will end up affecting the inside of the drum (3) of the rotor (38) with its blades (2), etc. Elements in rotary motion and production and storage of electrical energy.

In Fig. 7a, at the top of the page, the entire body of a device, which is a self-contained unit, is shown in cross-section at the top of the page, which is of various sizes, as are the various flat batteries of electronic devices. In its left space there is the complete self-propelled nanoelectric generator, where in the upper part of it, and in the center there is the hydrostatic rotary engine, next to the motor drum, there is a fixed ring with permanent excitation magnets (18), whose magnetic lines during the rotation, act on the windings of the inductance (19), shown in Fig. 7b, inducing an electric current in them. In the center is the hydrostatic engine, with the special configurations of the sides of its fins (2a and 2b), and the hydrostatic operating pressure development and control piston (4). The space (37) under the motor is available for controlling the operation of the motor and rectifying and filtering the generated electric current, while in the other space (26), there is a system of a minimum accumulation of electric current, for the operation of the memory, and the avoiding the continuous operation of the nanoelectric generator. At the bottom of the page, in Fig. 7a, the above unit is shown in side section. On the left side of the page, in addition to the parts already mentioned, the shape of the piezoelectric capsule (34) is shown, which when the small battery is fully charged or does not require power generation and supply, to carry out tasks, will cease to be supplied with power and so, due to its construction, it will bend upwards, forming the arc shown in the drawing, entraining the piston (4) attached to it, which in turn releases the inner space of the drum (3), from the hydrostatic pressure and thus stops the operation of the engine. This will stop the engine and generator from running. The capsule (34) is fixed to the unit shell with the ring (35). While the cylindrical part of the drum in its center, together with the bearing (11), completes the good support of the motor-generator. It should be noted that the apparent dimensions in this figure do not correspond to the real ones, which are much smaller, but were used for reasons of clarity.

So it is noted here that the description of the invention was made with reference to indicative application examples, to which it is not limited. Thus, any change or modification regarding the shape, size, dimensions, materials used and construction and assembly components, variety of fields of application, as long as they do not constitute a new inventive step and do not contribute to the technique of the already known, are considered included in the aims and objectives of the present invention.

Claims (2)

1. Hydrostatic rotary engine, consisting of a shaft (1) of a rotor (38) with a hollow drum (3), of two parts (3a, 3b), which on its inner circumference carries fixed vanes (2) with two sides (2a, 2b) , mounted on a bushing (11), and in the common space of the drum (3) through a channel (7) controlled intensity hydrostatic pressure is transmitted, through an integrated hydraulic cylinder (5) and a hydraulic piston (4), located at the end of a rod (6) , characterized by the fact that one side (2a) of the fins (2) is completely smooth and flat, while the other (2b) has a configuration with sinusoidal depressions and bumps, so that its area is greater than the first (2a) and the orientation of the sides (2a, 2b) of the wings (2), when they are fixed, on the inner circumference of the drum (3), is the same for all the wings (2), so that in the successive row, facing an exposed side of small area ( 2a) to expose the side (2b) of the next wing with the large area. 2. Hydrostatic rotary motor, according to claim 1, characterized in that on the outer periphery of the drum (3), a ring with permanent excitation magnets (18) is fixed, whose magnetic lines during their rotational movement affect the windings of the inductance (19).