IT202000027176A1 - HYBRID PUSHER - Google Patents

Description

Title: Hybrid Pusher.

DESCRIPTION

The present invention relates to a hybrid pusher. A hybrid pusher is a hybrid electric/endothermic engine device capable of generating thrust. Placed on a vehicle ? capable of generating a propulsive thrust or a braking counter-thrust, both adjustable by centripetal force.

The term hybrid means both electric and endothermic operation. How will it be? described below, the two operations are possible both alternatively and simultaneously.

The invention ? been studied with particular reference to the vehicle handling sector, however other applications are not excluded.

STATE OF THE ART

At the state of the art are already? Endothermic engine devices are known which are able to generate the aforementioned thrusts from the centripetal force obtained by rotation and counter-rotation of the pistons in synchrony with their radial movements from the point of explosion to the axis of rotation and vice versa. This centripetal force provided by combustion? converted into centrifugal force by an effect which we will hereinafter call "VIRTAL RESULTING PISTON". This technique? useful for eliminating the torque transmission apparatus from the engine to the wheels or to the propellers or rotating blades, instead directly exploiting the thrust generated as a handling force. Said motor devices are referred to below for simplicity? "endothermic pushers".

Such a system? known for example from the previous Italian patent of the same applicant, corresponding to number 102015000033627 and defined as a ?motor device?.

The evolution of the automotive sector, and of traction in general, towards hybrid solutions leads to the need to combine these internal combustion engine devices with electric motors.

Purpose of the present invention? to satisfy this need.

A preferred object of the present invention ? to provide a hybrid pusher able to work alternately in mode? electric and in mode? endothermic, thus resulting in a "full hybrid" system.

A further preferred object of the present invention ? to provide a "full hybrid" system compatible with plug-in charging technology.

Another further preferred object of the present invention ? to provide a hybrid pusher capable of operating simultaneously in mode? endothermic and electric, where the second ? of aid to the first, thus resulting in a "mild hybrid" system, ? preferable that the entities? of the endothermic and electrical inputs are inversely proportional to each other.

GENERAL INTRODUCTION

According to a first general aspect thereof, the invention relates to a hybrid pusher (10), comprising an endothermic engine (26) of the type capable of generating a propulsive thrust (S) in a predetermined direction, preferably both in a first direction and alternatively in the opposite direction, by rotation of masses (18), which are movable during said rotation to continuously vary their distance from an axis of rotation (X);

the internal combustion engine (26) comprises combustion means for generating said distance variation of said masses endothermically, in particular the masses comprise pistons (18) movable inside respective cylinders (16) rotating around said axis;

characterized by the fact that:

- the hybrid pusher (10) comprises at least one electric motor (35) coupled to the internal combustion engine (26);

- the endothermic engine (25) comprises at least two mounted rotors (15) counter-rotating around said axis (X), where the number of cylinders (16) of each mounted rotor (15) ? => 2;

- the cylinders of each mounted rotor (15) have combustion synchronized with the radial positions of their pistons and the two counter-rotating rotors (15) have two cylinders in phase, one for each rotor mentioned to exert the respective thrusts (S) in the same direction;

the electric motor (35) and the internal combustion engine (26) are coupled to each other in the following manner:

- the axis of rotation of the electric motor? coupled to the axis of rotation of the mounted rotors to give or receive torque.

According to some preferred embodiments of the invention:

- the electric motor (35) and the internal combustion engine (26) are coupled to each other by means of an offset architecture as follows:

- the hybrid pusher (10) comprises a first reference support (20), called fixed support (20), which internally supports the internal combustion engine (26) which can be rotated inside a second support (30) which can be translated with respect to the reference support (20) perpendicular to the rotation axis (X) of the mounted rotors (15),

The electric motor (30) ? integral with the reference support (20), and ? coupled to a transmission shaft (19), said fixed shaft, also integral with said support;

the internal combustion engine comprises a transmission shaft (17) integral with the second support (30) and for this said translating shaft (17);

the translation of the second support (30) with respect to the reference one (20) ? capable of making the hybrid pusher (10) pass between a configuration in which the fixed shaft (19) and the translating shaft (17) are mutually aligned along said axis of rotation (X) to a condition in which ? there is an offset (D) between them;

the two shafts are capable of exchanging torque with each other in both configurations.

According to a second general aspect thereof, the invention relates to a process for generating a thrust characterized by the fact of providing a hybrid pusher (10) of the type indicated above, where the pusher is? operated in at least one of the following ways:

1) ONLY ENDOTHERMAL: ? a mode? in which there is no electrical input to the thrust, pu? be obtained either by implementations with or without offset architecture;

2) MYLD HYBRID: ? a mode? in which there is simultaneously both an endothermic and electric input to the thrust, where the two contributions to the thrust or counter-thrust generated are of entity? inversely proportional to each other; can? be obtained either by implementations with or without offset architecture;

3) FULL ELECTRIC HYBRID: ? a mode? electric only so it takes place in the absence of endothermic operation; the push or counter-thrust result only from the conversion of the electric torque, pu? be obtained either by implementations with or without offset architecture;

4) FULL HYBRID RECHARGE: ? a mode? only endothermic where a part of the torque of the rotors ? used to carry out an electric recharge; can? be obtained either by implementations with or without offset architecture;

Preferably the mode? 2 MYLD HYBRID can? take place in the following two ways;

2a) MYLD HYBRID WITHOUT OFFSET: ? a mode? in which there is simultaneously both an endothermic and electric input to the thrust, where the two contributions to the thrust or counter-thrust generated are of entity? inversely proportional to each other; can? be obtained either by implementations with or without offset architecture;

2b) MYLD HYBRID WITH OFFSET: Like the previous one where the thrust is adjusted by applying an offset between the fixed shaft (17) and the translating shaft (19); ? supported by hybrid pushers with offset architecture.

DETAILED DESCRIPTION

Further characteristics and advantages of the present invention will become clearer from the following detailed description of its preferred embodiments, made with reference to the enclosed drawings and given by way of non-limiting example. In such drawings:

Figure 1 schematically shows a vehicle according to the present invention;

- figure 1a shows the real trajectory of a piston of a hybrid pusher;

figure 2 schematically represents a rotor mounted as part of a rotor system of a hybrid pusher according to the present invention;

- figure 3 schematically represents a hybrid pusher according to the present invention, of which the mounted rotor of figure 2 is part;

- figure 4 shows an offset architecture of figure 3 in a configuration without offset, where the elements XX and YY are not represented for simplicity? descriptive but are understood to be present;

- figure 5 shows the same offset architecture of figure 4 in a configuration with offset;

- figures 6, 7 and 8 are schematic representations of a behavioral model of the particles of the rotor system of the hybrid pusher of figure 3 during rotation.

With reference to figure 1 ? schematically shown the operating principle of a vehicle according to the present invention. The vehicle ? indicated as a whole with the reference number (1) and comprises a motor device indicated as a whole with the reference number (10) and hereinafter also referred to as a hybrid pusher. The hybrid pusher understands, how will it be? shown below, two oriented misalignment mechanisms.

The hybrid pusher (10) ? placed to exert a thrust on the vehicle in a predetermined direction of travel, indicated by the arrow (S), useful for putting it in motion.

The direction (S) ? preferably in a predetermined plane (P) of the vehicle, for example intended to remain parallel to the ground (T), more? preferably this direction pu? be varied as desired in this plan. In the case of aerial or naval vehicles it could be desirable to vary the direction (S) also in such a way as to be inclined with respect to this plane, for example for take-offs or dives.

The vehicle does not need organs for transmitting the rotary motion of the hybrid pusher (10) to other organs, such as, for example , elements that adhere to the ground or rails, such as wheels in the case of a land vehicle, or propellers in the case of an air vehicle or maritime, to what extent? the thrust (S) itself that moves the vehicle.

The same principle? applicable to any machine that requires forward movement.

With reference to figure 2 ? summarily described the known principle which generates the thrust (S) which can be exploited for movement. Figure 2 in particular shows a basic element of the hybrid pusher, hereinafter referred to as "PORTED ROTOR (15)". The led rotor (15) can? have a plurality? of rotating cylinders (16) around an axis (X), but the maximum functionality? is reached by 2 cylinders without ruling out an increase in this number. They are arranged in such a way as to divide a circular sector orthogonal to the rotation axis into equal angles, so that in the case of the two cylinders shown in the figure, their arrangement is? at 90? around the (X) axis.

Each cylinder (16) contains a mass (18) which varies its distance from the axis (X) during rotation. This mass (18) ? a piston that slides inside the cylinder dividing it into two chambers, called chamber 1 and chamber 2, where the sliding ? triggered by: fuel combustion. The resulting engine? therefore of the endothermic type. The synchronism between half a turn of the counter-rotating rotors and the complete stroke of the pistons in the expansion phases in chamber 1 and compression in chamber 2 of at least 4 cylinders generates a thrust (S) given by the centripetal force of the masses or pistons (18) always oriented in the same direction, conventionally denoted as a rotation angle of 0?. The direction of thrust (S) pu? be varied by varying the advances and delays of the combustions with respect to the point 0? predetermined.

All the cylinders of the carried rotor (15) rotate integral with each other as a single body, and their combustions are in phase with the cylinders of the other rotor carried counter-rotating, with respect to the one mentioned, in such a way as to generate the thrust S in the same direction.

The generation of thrust ? explained by an effect resultant hereinafter referred to as "VIRTUAL RESULTANT PISTON".

In general, the resulting virtual piston derives from coupling at least two counter-rotating mounted rotors 15 to each other by at least one differential, creating a basic core in which their rotation axes are aligned. Is it also possible to multiply this scheme by coupling pi? basic cores by means of further differentials. As mentioned ? it is also possible to provide for each rotor n cylinders where n=>2, provided? the rotors are equal to each other.

The pistons are arranged in the respective cylinders 16 so as to carry out the respective phases of expansion in chamber 1 and of compression in chamber 2 in phase two by two, where in the case of two cylinders per rotor illustrated in the figures the two couples in phase have a lag between them 90?, both pairs having the same burst point.

As a result of the combination of the linear movement of the piston and the rotation of its cylinder from one burst to the next, the center of gravity of the piston generates a trajectory of which figure 1a shows an example. Said trajectory of the center of gravity of a piston during the outward stroke has an asymmetrical "potato" shape, which is in itself non-functional, but a corresponding counter-rotating rotor piston, in phase with the previous one, allows to reduce this dysfunction and to obtain a resultant of the trajectories represented by a straight line that goes from the point of explosion to the center of rotation and vice versa.

The presence of the other pair of pistons, or in general of the other pairs of pistons, in phase with each other, allows to obtain another resultant (or in general, respective other resultants) of the trajectories. The resultants of all pairs meet at a point which ? place always in the middle between the burst point and the center of rotation of each half stroke, and ? conventionally considered the center of gravity of the resulting piston of the driving device.

Of the resulting piston, virtually static, but rotating on it due to the rotor system, ? rational to consider that the expansion, compression and inertial forces acting on the surfaces of at least 4 pistons (in general of all pistons) are zeroed; instead the summation of the progressive tangent forces of the pistons allows you to vary the speed? angle of the counter-rotating rotor.

The centrifugal force of the resulting piston, generated by the speed? angular, from its mass and for its radius of rotation, equal to half? of the half stroke, is transferred through the combustion gases to the heads, which by reaction causes the formation of the adjustable thrust which moves the vehicles with the endothermic energy.

The static and off-centre position, due to the rotation radius, of the center of gravity of the piston resulting in the mode? endothermic, ? to be considered a virtual misalignment from the axis of rotation in the absence of a real misalignment of the rotors.

In the beginning, the push pu? also be obtained by turning the rotors by means of an external torque, for example given by an electric motor. In such a way? It is possible to convert this external torque into thrust. There? ? usable both to switch to mode? of functioning totally electric that hybrid, as sar? clarified later. In the modes? hybrid the outer pair ? applied as an aid to the thrust obtained from the endothermic operation of the hybrid pusher. How will it be? clarified later, if this mode? a real misalignment is also added, it will be possible to obtain further advantages such as the dosage of the electric contribution, dependent if only on the entity? of the real offset. To get these benefits ? necessary to make use of a real misalignment architecture between the fixed axis (19) of the rotor system (25) and the axis of rotation of the counter-rotating rotors, which will be? described below, but what ? to be considered optional.

With reference to figure 4 ? shown is a hybrid pusher, indicated as a whole with the reference numeral (10) and comprising said offset architecture.

The hybrid pusher (10) comprises a first support (20) having the function of a reference bearing structure, for example a frame, hereinafter also referred to as a fixed support. The fixed support (20) internally supports a rotor system (25) capable of assuming two working configurations, as it will be? clarified later.

The rotor system (25) comprises at least two counter-rotating rotors (15) of the type previously described. They are counter-rotating around the same X axis and are, as mentioned above, synchronous, that is? such as to generate thrust (S) in the same direction. The set of rotors carried? considered an internal combustion engine (26).

To allow counter-rotation around the same axis (X), the mounted rotors are joined together by a fixed crown differential (28).

The mounted rotors (15) and the relative differential (28) are supported and rotatable around the axis (X) on a second support (30), for example a second frame. The second support (30) ? translatable with respect to the first support in a direction (Z) orthogonal to the axis of rotation (X) of the mounted rotors (15).

The translation? operated for example by linear actuator devices (32), such as for example hydraulic devices. In the example in figure 3 four are shown.

Each mounted rotor (15) comprises a rotation shaft (17) directed along the axis (X) operatively connected to an electric motor (35) fixed with respect to the first support (20), to exchange torque with it.

This operational link? made by means of an offset architecture (40) between the fixed axis (19) of the rotor system (25) and the driven rotor (20), suitable for exchanging the torque even when the axis (X) of the driven rotor (15) ? offset from the axis (X1) of the corresponding electric motor due to the translation between the first and second support (20), (30).

Figure 3 shows an operating configuration in which the axes of the driven rotors (15) and of the electric motors (35) are aligned with each other, i.e. they have zero misalignment.

The rotor system (25) ? completely specular symmetry, whereby there are two electric motors and two corresponding offset devices (40) with respect to the related mounted rotors (15) driven by electric motors (35).

In figure 4 ? an offset architecture (40) is shown on an enlarged scale.

The misalignment architecture (40) comprises a rotation shaft of a driven rotor (17), also called translating shaft as it is supported by the translating support (30), and a rotation shaft (19) of the electric motor or connectable to the motor electric shaft (35), also called fixed shaft as it is supported by the fixed support (20).

In the configuration of figure 4 the two shafts are coaxial.

The fixed shaft (19) rotates a crank system (58) comprising two crank arms (48) and (62) coupled facing each other by means of a crank pin (60), translatable with respect to one of the two. In particular, the crank pin (60) translates with respect to the fixed shaft (19) by an amount? equal to the offset D applied by the actuators (32).

To accomplish this? the crank system (58) ? made for example in the following way.

A crank pin? made in the form of an idle third (47) shaft. It ? a satellite tree as ? integral in rotation with the fixed shaft (19) and ? placed at a predetermined distance from it. The bearing pin (47) in particular ? supported by a first crank arm (48), also called bearing crank or bearing rotor, driven in rotation by the fixed shaft (19).

The bearing pin (47) therefore rotates around the fixed shaft (19), but the rotation on itself? limited to implement the one imposed by the directional position of the fixed pinion (54). This device, called fixed adjustable pinion (54), can be commanded by means of a hydraulic device (XX) and the arm (YY) to rotate with respect to the conventional pivot point of 90? right or 90? to the left.

To get there? the bearing pin (47) ? idle fixed to the bearing crank arm (48), for example by means of bearings (49), and ? rigidly fixed to a pinion (50). The pinion (50) is therefore in turn mounted idle on the supporting crank arm (48).

The pinion (50) ? connected by a chain (52) to the adjustable fixed pinion (54) rigidly fixed to the fixed support (20), so? not to rotate with respect to it, and coaxial to the fixed shaft (19) so that the rotation of the supporting crank arm (48), by means of the chain (52), rotates the idle pinion (50) and consequently the bearing crank pin (47) to maintain their angular orientation unchanged during rotation around the fixed shaft (19).

There? allows to couple integrally with the bearing crank pin (47) a linear guide (55) directed in the direction of misalignment which can be achieved by the actuators (32) in both directions permitted by the aforementioned direction.

The linear guide (55) drives a crank pin (60), parallel to the idler crank pin (47), so to be sliding with respect to it and orthogonally to the axis of rotation X. This pin (60) ? said pin translating with respect to the fixed shaft (19).

The translating pin (60) ? supported by a second crank arm (62), which rotates the shaft (17) of the mounted rotor (15).

Each offset architecture (40) preferably has at least two bearing crank arms, related pins, linear guides and translating pins, idle pinions and the adjustable fixed one, for example in figure 4? shown an offset architecture (40) where the described components are doubled.

In figure 5 ? shown is the configuration in which the actuator devices are operated to create an offset (D) between the translating shaft (17) and the fixed shaft (19). In this case, does the translating pin (60) translate by the same amount? in relation to the carrying pin (47). Since the linear guide (55) does not change its angular orientation during rotation, the translating pin (60) and the bearing pin (47) can rotate misaligned to each other in both directions. Which start from the center of the guide (55) and reach its ends. Each aforementioned pin rotates respectively around the translating shaft (17) and the fixed shaft (19).

In use, the hybrid pusher can? be used in the following ways, some depending on its configurations with or without the offset architecture:

1) ONLY ENDOTHERMAL: this modality? ? obviously adoptable both for embodiments with or without offset architecture. The push or counter-thrust? determined by the direction of rotation and the resulting virtual piston center of gravity offset described above.

2) MYLD HYBRID WITHOUT REAL OFFSET: ? a mode? in which there is simultaneously both an endothermic and electric operation, where the two contributions to the thrust or counterthrust generated are of entity? inversely proportional to each other. The component of the push or counter-thrust given by the endothermic operation? given by the offset of the center of gravity of the resulting virtual piston described above, while the component given by the transfer to the rotors of the electric torque ? from the resulting virtual cam with real offset equal to zero, where the absence of offset ? given either by the absence of the offset architecture or by its positioning at the zero value.

3) MYLD HYBRID WITH REAL OFFSET: like the previous one where to? there are misalignments of the virtual cam >0, so ? possible only in the presence of the offset architecture.

4) FULL ELECTRIC HYBRID: ? a mode? electric only so it takes place in the absence of endothermic operation. The push or counter-thrust result only from the conversion of the electric torque, pu? be obtained either from implementations with or without offset architecture.

5) FULL HYBRID RECHARGE: ? a mode? only endothermic where a part of the torque of the rotors ? used to carry out an electric recharge. Can? be obtained either from implementations with or without offset architecture.

In the case of embodiments with offset architecture, the thrust (S) generated ? adjustable type for at least two reasons.

It is in fact possible to adjust at least the magnitude of the thrust (S), by acting on the speed? of rotation of the rotors brought (15) in the modality? endothermic, instead in the electric one ? possible to vary the radius of rotation of their resulting virtual cam, as described below, but ? can also adjust its direction.

If a first adjustment of the direction pu? take place by managing advances and delays of the resulting burst point of the pair of cylinders in phase with respect to the conventional point of rotation at 0?, according to a general characteristic which can also be applied independently of the other adjustments, ? It is possible to directly modify the angular orientation of the mounted rotors (15) with respect to the fixed support (20).

This change can easily take place allowing a predetermined rotation controlled by vertical hydraulic devices (XX) which by activating the arm (YY) of the adjustable fixed pinion (54) making it rotate, with respect to a reference point of 0?, to the right up to 90? or to the left up to 90?. There? Allows the linear guide (55) to maintain the same direction parallel to the angular direction of the adjustable fixed pinion (54).

It should be noted that the misalignment from translation pu? take place in one direction or in the opposite direction and therefore generate either an adjustable thrust to move the vehicle forward or an adjustable counter thrust to brake it.

We will now explain from the physical point of view, and with reference to figures 6, 7 and 8, the reason for the behavior of the hybrid pusher in the two configurations.

HYBRID PUSHER PUSH TRAINING

The rotor system (25) of the hybrid pusher (10), in configuration without offset, in the absence of endothermic operation cannot? transform the driving torque received from the electric motor into thrust WITH ADJUSTABLE DIRECTION (S). In this configuration, therefore, the endothermic operation? essential by transforming the energy of combustion into an adjustable thrust and, if desired, also into a driving torque, usable for example for energy recovery by generating electric current to be stowed in special accumulators.

This result is explained by evaluating the n particles, constituting the rotor system (25) (see figure 6), which due to their symmetry around the axis (X), admit a center of gravity (BSR): defined as the center of gravity of the n particles but, being zero its radius of rotation, the following physical quantities are zeroed: their moments of inertia, their directional components of their centrifugal forces and does not transform the driving torque received from the electric motor into an adjustable thrust.

Instead, in the presence of the misalignment (D) of the rotors with respect to the fixed axis (19) of the rotor system (25) in a first direction (figure 6), the hybrid pusher (10), using the resulting virtual cam of the particles x, (described below), obtained from the misalignment, also adjustable, between the axis of the rotor system and the virtual ones of the counter-rotating rotors, this acquires the decisive functionality to produce an adjustable thrust in one direction, imposed by the misalignment. On the other hand, with an offset in the opposite direction with respect to the previous one, a counter thrust is generated in the opposite direction to the previous one, which allows the movement of the vehicle to be braked.

This result is explained as follows.

With the offset (D) in one direction, in the absence of endothermic operation, the rotation axes (17) of the mounted rotors (15) are spaced from the fixed axis (19) of the rotor system (25); the n particles of the rotor system, reported in a resulting rotary plane, present the following situation:

from the different lengths of the rotation radii from the trajectories of the n particles of the rotor system, allow those belonging to rotors (15) to be counter-rotating, and but having a radius greater than the maximum one possessed in a non-misaligned configuration, with respect to the fixed axis (X) of the rotor system are defined particles x; the radius increase, with respect to the maximum one possessed in a non-misaligned configuration, has a value derived from the misalignment and corrected by the cosine of the rotation angle;

all the particles x of each counter-rotating rotor, as defined above, identify the mass affected by the variations of their moments of inertia, due to the different radius of rotation with respect to the axis of the rotor system (X); the set of said particles, due to the half-moon shape, give rise to the real cam (80) of the x particles and admit their own barycentre: defined real barycentre (BRX) of the x particles.

The value of the misalignment (D), as already? said, multiplied by a correction factor given by the cosine of the value? of the angle of rotation, is calculated? entity? of the variation of the maximum construction radius of each particle x and for each rotation angle we have the following situation for each angular sector (figure 7).

In the one included from 270? to 0?, an increase in the radius of the particles x is recorded, which passes, at 270?, from the maximum one possessed without misalignment to 270?, to add to this data the misalignment value at 0?, in the intermediate angles between the quoted values, the increase is affected by the quoted correction factor; the entity? of the moments of inertia of the particles x increases due to the effect of the energy supplied by the driving torque (CEL) of the electric motor (35) and they are defined as particles x+.

In the one from 0? at 90? is recorded a decrease in the radius of rotation of the particles x, which passes, to 0?, from the maximum possessed without misalignment pi? the misalignment value at 0?, to reduce to the maximum one possessed without misalignment at 90?, in the intermediate angles of the cited values, the decrease undergoes the effects of the cited correction factor; the entity? of the moments of inertia of the particles x decreases due to the effect of the energy transferred to the rotor system and are defined as particles x-.

In essence, the center of gravity (BX+) of particles x+ ? given by those which increase the moment of inertia and use energy supplied by the driving torque (CEL) of the electric motor. Instead, the center of gravity (BX-) of the particles x-? given by those which decrease the moment of inertia and transfer the energy to the rotor system.

This asymmetry between the forces involved creates a non-functionality.

The set of particles x+ and that of particles x-, (see figure 7) admit two specific centers of gravity (BX+) and (BX-), defined by the values of their moment of inertia, differently displaced and, therefore, create an asymmetry non-functional but, the presence of rotors brought against rotating, d? origin to a resulting virtual center of gravity (BRV) between the aforementioned four specific centers of gravity (see figure 8), two for each counter-rotating mounted rotor; for which the particles x have a single center of gravity: defined as the resulting virtual center of gravity of the particles x relative to both rotors mentioned.

The particles x of each rotor brought against the rotation, give origin to the real cam of the particles x but, the whole of the rotors brought, give origin to a virtual cam (80) of the particles x.

Furthermore, the trajectories of the particles x admit a resultant identified by a single point: defined as the virtual resultant point of the trajectories of the particles x which, coinciding with their resulting virtual barycenter BRV of the particles x, demonstrates the functionality? of this system.

The continuous variation of the moment of inertia of each particle x, of the counter-rotating rotors, in the angular sector of 270? at 0?, it allows to accumulate the energy supplied by the driving torque (CEL) of the electric motor during the increase of the moments of inertia of each particle x+; instead, in the angular sector from 0? at 90?, during the decrease of the moments of inertia of each particle x-, their possessed energy is transferred to the counter-rotating rotors in the form of centripetal force (CP).

From the latter, a centrifugal force (CF) arises by reaction which, acting on each particle x, gives rise to the directional components of the adjustable thrust (S) of the hybrid pusher, while the orthogonal components are zeroed; both components mentioned use the driving torque of each electric motor, indicated respectively by (CEL1) and (CEL2), in conditions of misalignment of the rotor system of the hybrid pusher.

To allow a continuous transformation of the driving torque of the electric motor into an adjustable thrust by the hybrid pusher without the use of the transmission? the following conditions must be met:

the particles x of the two counter-rotating rotors admit a center of gravity, virtually positioned between the two rotors mentioned and defined as the resulting center of gravity (BRX) of the particles x;

the mean radius of rotation of the particles x ? equal to that of their resulting center of gravity;

the mass of the particles x ? given sum of their individual masses;

the direction ? defined by two resulting barycentres: that of the n particles on the axis of the rotor system (BSR) and by that of the x particles of the counter-rotators (BRX);

the direction starts from the resulting center of gravity of the n particles (BRS) on the axis of the rotor system and reaches the resulting center of gravity of the particle cam x (BRX).

The conditions mentioned above, together with the speed? angle imposed by the driving torque of the electric motor on the rotor system, determine the directional components of the centrifugal forces of the particles x, which generate the adjustable thrust.

The functional contents of the hybrid pusher (10), demonstrate:

the possibility? to transform the driving torque of an electric motor into an adjustable thrust, with the elimination of the transmission when the modalities are used? electric and combined;

to improve the hybridization process compared to current techniques.

The combination of the aforementioned advantages gives rise to an optimal solution for realizing the hybrid pusher (10), capable of providing an adjustable thrust with the following modes: endothermic, electric, and combined; alternately between the three mentioned.

The concept of a virtual resulting cam of particles x has the following characteristics:

a static position, even if its components vary with continuity? during operation;

a mass;

a radius of rotation;

a speed? angular.

In the presence of functionality? endothermic, the hybrid pusher ? capable of transforming the driving torque of the electric motor into an adjustable push additional to that obtained from combustion, as it has a functionality? to produce adjustable thrust.

On the other hand, in the presence of a misalignment due to translation in the opposite direction to that described, the real cams (80) and the resulting virtual cam (80) assume a position opposite to that illustrated and in these conditions a braking counter thrust of the vehicle is generated .

It should be specified that the hybrid pusher (10) functioning with the modalities? electric has the capacity? to vary the? intensity? of equal pushes? of the other conditions. This occurs by acting on each hydraulic jack (XX) and on the arm (YY) of the fixed pinion (54), which is rotated from 0? until 90? to the right or from 0? until 90? on the left, but the connections made with the linear guides (55) allow these to always remain parallel with the angular direction of the adjustable fixed pinion (54) independently for each misalignment architecture (40). This allows to vary the angular position of the real cams (80) of each mounted rotor realizing: analogous angular displacements both to the right or both to the left; opposite angular displacements one right and the other left or vice versa. In the case of similar displacements of the real cams (80), a change in the thrust direction of the hybrid pusher (10) is obtained. In the case of opposite displacements of the real cams (80) is a variation of the intensity obtained? of the thrust of the hybrid pusher (10) since the resulting virtual cam (80), obtained from the sum of the real ones, reduces its radius of rotation until the value is reset to 90?. This is due to the fact that centrifugal forces increasingly? divergent, they bring the centers of gravity of the real cams and the resulting virtual one closer to the axis of rotation of the rotor system, reducing the thrust or counter thrust.

GENERAL INTERPRETATION OF TERMS

In understanding the scope of the present invention, the term "comprising" and its derivatives, as used herein, are understood to be open-ended terms specifying the presence of the stated characteristics, elements, components, assemblies, integers and/or phases, but do not exclude the presence of other undeclared characteristics, elements, components, groups, integers and/or phases. The above also applies to words that have similar meanings such as the terms "including", "have" and their derivatives. Furthermore, the terms "part", "section", "portion", "member" or "element" when used in the singular can have the double meaning of a single part or of a plurality? of parts. As used herein to describe the embodiment(s) above, the following directional terms "forward", "backward", "over", "down", "vertical", "horizontal", "under" and "transverse" , as well as any other similar directional term refers to the embodiment described in the operating position. Finally, terms of degree such as "substantially", "about" and "approximately" as used herein mean a reasonable amount of deviation of the modified term such that the final result is not significantly changed.

While only selected embodiments have been chosen to illustrate the present invention, it will be it is clear to those skilled in the art from this description that various modifications and variations can be made without departing from the scope of the invention as defined in the appended claims. For example, can the size, shape, position or orientation of various components be changed as needed? and/or wishes. The components shown directly connected or in contact with each other may have intermediate structures disposed between them. The functions of one element can be performed by two and vice versa. The structures and functions of one embodiment may be adopted in another embodiment. Not ? It is necessary that all the advantages are present in a particular embodiment at the same time. Each feature that ? compared to the prior art, alone or in combination with other features, should also be considered a separate description of further inventions by the applicant, including the structural and/or functional concepts embodied by those features. Thus, the foregoing descriptions of embodiments according to the present invention are provided for illustrative purposes only and not for the purpose of limiting the invention as defined by the appended claims and their equivalents.

Claims (10)

1. Hybrid pusher (10), comprising an endothermic engine (26) of the type capable of generating a propulsive thrust (S) in a predetermined direction, both in a first direction and alternatively in the opposite direction, by rotation of masses (18 ), which are movable during said rotation to continuously vary their distance from a rotation axis (X); the internal combustion engine (26) comprises combustion means for generating said distance variation of said masses endothermically, in particular the masses comprise pistons (18) movable inside respective cylinders (16) rotating around said axis; characterized by the fact that: - the hybrid pusher (10) comprises at least one electric motor (35) coupled to the internal combustion engine (26); - the endothermic engine (25) comprises at least two mounted rotors (15) counter-rotating around said axis (X), where the number of cylinders (16) of each mounted rotor (15) ? => 2; - the cylinders of each mounted rotor (15) have combustion synchronized with the radial positions of their pistons and the two counter-rotating rotors (15) have two cylinders in phase, one for each rotor mentioned to exert the respective thrusts (S) in the same direction; the electric motor (35) and the internal combustion engine (26) are coupled to each other in the following manner: - the axis of rotation of the electric motor? coupled to the axis of rotation of the mounted rotors to give or receive torque. 2. Hybrid pusher according to claim 1 characterized in that: the electric motor (35) and the internal combustion engine (26) are coupled to each other by means of an offset architecture as follows: - the hybrid pusher (10) comprises a first reference support (20), called fixed support (20), which internally supports the internal combustion engine (26) which can be rotated inside a second support (30) which can be translated with respect to the reference support (20) perpendicular to the rotation axis (X) of the mounted rotors (15), The electric motor (30) ? integral with the reference support (20), and ? coupled to a transmission shaft (19), said fixed shaft, also integral with said support; the internal combustion engine comprises a transmission shaft (17) integral with the second support (30) and for this said translating shaft (17); the translation of the second support (30) with respect to the reference one (20) ? capable of making the hybrid pusher (10) pass between a configuration in which the fixed shaft (19) and the translating shaft (17) are mutually aligned along said axis of rotation (X) to a condition in which ? there is an offset (D) between them; the two shafts are capable of exchanging torque with each other in both configurations. 3. Hybrid pusher (10) according to claim 2, characterized in that the fixed shaft (19) and the translating shaft (17) are coupled to exchange torque between them by means of an offset architecture (40) comprising a crank (58) comprising at least two crank arms (48, 62), respectively coupled to one and the other shaft, and coupled to each other, where the coupling between them takes place by means of at least one crank pin (60), translatable with respect to one of the two, and said for this translatable pivot. 4. Hybrid pusher according to claim 3, characterized in that the crank pin (60) is? movable by a quantity? at least equal to the offset (D) between said shafts (17), (19). 5. Pusher according to claim 3 or 4, characterized in that the offset architecture (40) comprises a bearing pin (47) rotated around the fixed shaft (19) at a fixed distance from it by means of a crank arm carrier (48), the bearing pin (47) rotates around the fixed shaft (19) but ? limited to rotate on itself, to get there? the bearing pin (47) ? fixed idle to the bearing crank arm (48) and ? rigidly fixed to a pinion (50), which is in turn idle mounted on the supporting crank arm (48); the idle pinion (50) ? connected by means of a chain (52) to a fixed pinion (54) integral with the fixed support (20) so as not to rotate with respect to it and coaxial with the fixed shaft (19) in such a way that, as the arm gradually bearing crank pin (48) rotates, the chain (52) rotates the idle pinion (50) and consequently the bearing crank pin (47) to maintain their angular orientation unchanged during rotation around the fixed shaft (19 ); a linear guide (55) directed in the direction of misalignment, ? integrally coupled to the bearing crank pin (47); the linear guide (55) guides the translating pin (60) in translation, keeping it parallel to the bearing crank pin (47), so? to be sliding orthogonally to the axis of rotation X; the translating pin (60) ? supported by a second crank arm (62), which rotates the translating shaft (17). 6. Hybrid pusher according to claim 5 characterized in that it comprises a device for modifying the angular orientation of the fixed pinion (54) so as to to modify the direction of thrust generated (S). 7. Process for generating a thrust characterized in that a hybrid pusher (10) is provided according to any one of the preceding claims, where the pusher ? operated in at least one of the following ways: 1) ONLY ENDOTHERMAL: Is it a modality? in which there is no electrical input to the thrust, pu? be obtained both from forms of implementation with or without offset architecture for which ? supported by hybrid pushers according to any one of the preceding claims; 2) MYLD HYBRID: ? a mode? in which there is simultaneously both an endothermic and electric input to the thrust, where the two contributions to the thrust or counter-thrust generated are of entity? inversely proportional to each other; can? be obtained both from forms of implementation with or without offset architecture for which ? supported by hybrid pushers according to any one of the preceding claims; 3) FULL HYBRID ELECTRIC: Is it a mode? electric only so it takes place in the absence of endothermic operation; the push or counter-thrust result only from the conversion of the electric torque, pu? be obtained both from forms of implementation with or without offset architecture for which ? supported by hybrid pushers according to any one of the preceding claims; 4) FULL HYBRID RECHARGE: Is it a mode? only endothermic where a part of the torque of the rotors ? used to carry out an electric recharge; can? be obtained both from forms of implementation with or without offset architecture for which ? supported by hybrid pushers according to any one of the preceding claims. 8. Process according to claim 7, characterized in that the modality? 2 MYLD HYBRID can? take place in the following two ways; 2a) MYLD HYBRID WITHOUT OFFSET: ? a mode? in which there is simultaneously both an endothermic and electric input to the thrust, where the two contributions to the thrust or counter-thrust generated are of entity? inversely proportional to each other; can? be obtained both from forms of implementation with or without offset architecture for which ? supported by hybrid pushers according to any one of the preceding claims; 2b) MYLD HYBRID WITH OFFSET: Like the previous one where the thrust is adjusted by applying an offset between the fixed shaft (17) and the translating shaft (19); ? supported by hybrid pushers with offset architecture, whereby according to claim 2 or a dependent thereof. 9. Process according to any one of claims 7 or 8, characterized in that the orientation of the thrust direction is modified in at least one of the following ways: - in electric operation: by modifying the angular orientation of the internal combustion engine with respect to the fixed support (20) to modify the thrust direction (S); - in endothermic operation: anticipating or delaying the burst points with respect to a point 0? predetermined - by applying both modalities at the same time? said when it works with both modes? energy. 10. Process according to any one of claims 7 or 9, characterized in that it modifies the magnitude of the thrust in the mode? by moving the counter-rotating mounted rotors (15) in the opposite way.