KR20130006568A - Rotary piston steam engine with balanced rotary variable inlet-cut-off valve and secondary expansion without back-pressure on primary expansion - Google Patents

Abstract

In rotary piston steam engines having the same double rotary piston, a balanced rotary variable inlet shutoff valve is provided to improve efficiency. Exhaust vapors from the primary expansion are transferred to the secondary expansion while preventing back pressure for further efficiency. The rotary valve has balanced dual inputs and outputs on opposite sides. The discharge steam from the primary expansion is discharged when the rear end of the rotary piston passes the inlet port of the expansion chamber housing, and the outlet of the secondary expansion is disposed about 180 ° from the inlet of the primary expansion in the bend of the expansion chamber housing. However, back pressure is not transmitted to the main expansion.

Description

ROTARY PISTON STEAM ENGINE WITH BALANCED ROTARY VARIABLE INLET-CUT-OFF VALVE AND SECONDARY EXPANSION WITHOUT BACK-PRESSURE ON PRIMARY EXPANSION}

The present invention relates to a balanced rotary variable inlet shutoff valve and a rotary piston steam engine having secondary expansion without back pressure to main expansion.

The "Identical Double Rotary Piston" device was patented in France in 1832, but is now addressed by a balanced rotary variable inlet shutoff valve and secondary expansion driven by the discharge of the main expansion in a manner that does not deliver back pressure to the main expansion. Due to the variety of issues that arise, the potential of the device has not been fully appreciated.

Figure 1 shows the basic structure of an "identical double rotary piston" device. Two identical disk shaped rotary pistons are shown mounted in a parallel shaft and contained within an expansion chamber closely fitted around a path followed by a raised semicircular portion of the rotary piston. The raised semicircular face of one rotary piston and the un risen semicircular face of the other rotary piston are close to each other in the center of the expansion chamber. The piston “faces” between the raised and unraised portions of the rotary piston, the raised and unraised portions having a suitable gear tooth cross section. The top of the raised cam-shaped portion of the rotary piston extends nearly 180 °, and this long distance provides excellent sealing despite the absence of the piston ring. Two rotary pistons are fixed on two parallel drive shafts, each of which is fixed to a wheel with gears outside of the expansion chamber. These two identical gear wheels are engaged with the rotary piston and are synchronized and rotate at the same speed but in opposite directions. Pressurized steam (or any other working fluid) enters one side of the expansion chamber near the center of the device. This fluid exerts pressure on the driving surface of either of the pistons, the pressure being substantially orthogonal to the radius passing through the piston plane and the plane comprising the axis of rotation. In other words, the pressure is applied in an almost optimized orientation of the piston face, producing an almost maximum possible rotation moment from the pressure. Raised portions of other rotary pistons that are not driven form an abutment. The centrally directed pressure is taken by the bearing on the shaft without the loss of energy due to friction in the bearing as the bearing rotates. One rotary piston is driven to rotate half a turn and the other rotary piston is also driven, and then the situation is switched between the second half wheels and the device is driven in this way.

The device is slightly similar to a single lobed gear pump driven back as an engine. However, since one lobe does not produce continuous rotation, the movement is maintained by the outer gear set.

Unlike many other attempts at the rotary piston device, the two pistons have the same shape. For this reason, the device can be conveniently described as an "same double rotary piston" device, even if not fully defined. A more complete definition includes a raised portion of a rotary piston with a circular arc of approximately 180 °, which not only fits tightly within the expansion chamber but also expands as the two rotary pistons rotate in opposite directions on parallel axes. It includes two rotary pistons that are synchronized by a gear outside the chamber and move almost similarly.

The present invention aims to provide a balanced rotary variable injection shutoff valve and a rotary piston steam engine having secondary expansion without back pressure for main expansion.

According to one embodiment of the present invention, the energy efficiency of the same dual rotary piston power unit driven by steam is improved to allow for the expansion of steam or other suitable compressible working fluid in a close fitting expansion chamber. In a fully used power unit, a) a balanced rotary variable inlet shut-off valve with balanced dual inputs and outputs on the opposite side of the valve, b) the trailing face of the rotary piston The exhaust steam obtained from the primary expansion of the same dual rotary piston power unit exiting when passing through the inlet port of the expansion chamber housing is used, and the exhaust outlet of the secondary expansion is in the bend of the expansion chamber housing. At a position about 180 ° from the inlet of the main expansion in C) vapor leakage between the flat face of the rotary piston and the adjacent face of the expansion chamber housing is prevented by a special arrangement of seals and grooves, and d) a combination of at least one of the following claims. A power unit is provided.

The same double rotary piston engine has many advantages and few disadvantages. Overall, the same double rotary piston engine is a much better engine than all current car engines.

1. The rotary piston continuously rotates in the opposite direction, performing the function of a flywheel and conserving energy very efficiently. The main energy conserving factor is the complete elimination of energy waste due to reciprocating or oscillating movement, even in less critical components (eg valves or supports).

2. The output stroke of the "cycle" is almost 100%, compared with 25% of the output stroke of the four-stroke internal combustion engine.

3. The breakdown of force in the reciprocating piston and crank means that the piston and the connecting rod run very simply in an almost optimal orientation to produce a rotation. (Optimum position is the point where the piston and the connecting rod act in a straight line and are perpendicular to the arm of the crank. This point is only approximated simply in each cycle, but in a crank engine with finite size On the other hand, the same double rotary piston engine always forces the piston face almost perpendicular to the rotating shaft (depending on the inclination of the gear cross section), almost always producing an almost optimal rotation moment. This is much better than the Wankel rotary device.

4. The conversion of the reciprocating motion to rotational motion through the connecting rods and the crankshaft creates friction as the reciprocating piston has a component of the force directed to the cylinder wall upon angle change. This friction, which causes a loss of power and efficiency, is prevented in certain rotary engines of the present invention.

5. Also, unlike conventional internal combustion engines, there is no output loss by induction, early ignition compression, and exhaust stroke. The drive of the cam and the valve is also removed. This energy dissipation mainly occurs for springs operating in an inelastic manner, mainly involving reciprocation, and with considerable friction.

6. The two rotary pistons turn clockwise and counterclockwise in opposite directions, ensuring that the acceleration of the rotary pistons does not exert a final rotational inertia force on the housing. This is an important advantage in automotive powertrains where engine mounting makes up a significant portion of the power for weight optimization.

7. The inlet shut-off valve as well as the rotary piston are perfectly balanced, producing no vibrations at both high and low speeds. This reduces the size of the engine mounts and generally improves the power to weight.

8. The apparatus is not a turbine but a positive displacement engine. This results in good acceleration in a static position with respect to the load, which load is particularly required in conventional automotive applications. The turbine is very vulnerable to acceleration in a static position with respect to the load. A “same double rotary piston” device is a volumetric engine despite not being an orbital engine, vane engine or bankel engine, all of which are particularly one or more in automotive applications. There is a major problem beyond that.

9. There is little friction and wear at a constant direction of rotation and at almost constant angular velocity during a given cycle. Modern bearings, seals and timing gears have all evolved over generations for superior durability and performance, and are readily available in these new settings.

10. The long curved surface of the raised portion of the rotary piston and the long distance with close proximity to the housing ensure that, despite the absence of the piston "ring," vapor can hardly leak between the faces. The two faces have a maximum length approaching closest when needed most, ie when expansion begins and pressure is at maximum. The flat side of the rotary piston has a seal that prevents steam from escaping past the side of the raised portion of the rotary piston and from the main drive shaft bearing.

11. With modern sophisticated manufacturing techniques, there will be a very small constant distance between the two rotary pistons, with the center having a tangential approach of the two rotary pistons. This causes a very small amount of steam to escape from the center between the rotary pistons. This steam is retained in a sealed system, evacuated with the exhaust steam, and then condensed and reused. This is the only weakness of the overall design. This weakness is fully compensated by the many advantages of the rotary engine of the present invention over reciprocating rotary engines and other rotary engines.

12. Both rotary pistons function as both the piston face and the support in a solid, rigid member. This important fact distinguishes the device of the invention from most other rotary piston devices. Many other rotary piston designs are separate and mostly have small, mobile, relatively coarse supports. The uniformly curved and evenly distributed wear over the adjacent face, distinguishing the device from the other common weaknesses of many other rotary piston designs. The balanced rotary inlet shutoff valve is a very robust and simple design with excellent durability.

13. Since the present invention is an external combustion engine, unlike internal combustion engines, burned fuel residues do not enter the expansion chamber and produce contaminants or deposits. The oil for the bearings and the synchronous gears are kept clean, which reduces engine maintenance and extends life.

14. Properly controlled external combustion can produce less air pollutants and a wider selection of many different fuels. Fuels used to generate steam may include conventional petroleum based fuels such as gasoline, kerosene or LPG (natural gas). However, these fossil fuels increase carbon dioxide in the atmosphere and cause global warming and negative climate change. More environmentally friendly fuels are being developed. The environmentally friendly fuel includes renewable resources such as (regenerated) ethanol and algal oil. Less ideal fuels are the originally produced ethanol and vegetable oils such as canola. Hydrogen can be used as an external combustion fuel generated from various intermittent energy sources such as waves, wind and solar power, or from constant resources such as geothermal energy. However, burning the regenerated biofuel more directly provides a more direct and better option than hydrogen.

15. Whatever the ultimate source of energy, the engine uses high pressure steam. For at least the last thirty years, techniques for producing rapid steam with sufficient pressure and amount for a typical automobile can produce steam in about 45 seconds. Modern steam generators for automobiles are compact, lightweight, safe and reliable. Regulations on automotive steam are now well established. None of these two technical areas will be described in detail herein.

16. Identical dual rotary piston steam engines are simple, compact, have few moving parts, and are relatively inexpensive to manufacture. This is evidenced by the fact that the prototype rotary piston engine was made in a backyard garage with only small lathes, drill presses, hand tools and air compressors. Even considering the cost of the steam generator, the manufacturing cost will be lower than the manufacturing cost of the internal combustion engine.

17. The adequacy of steam driven “same dual rotary piston” power units for automotive applications is that they can be distributed to clutches and gearboxes, as some less efficient reciprocating piston steam cars have successfully performed in the past. The weight savings due to the removal of the clutch and gearbox increase the efficiency of the output over the weight of the power unit, further reducing manufacturing and operating costs. By having separate small identical double rotary piston engines that directly drive each drive wheel, it is also possible to eliminate other parts of the transmission train. However, this advantage will be offset by at least two engines requiring relatively large total thermal insulation, which will be counteracted by additional measurements performed to prevent the engine and pressure conduits from becoming closer to vibration by the road. will be.

As a result, it is believed that the engine of the present invention has the potential to render a four-stroke internal combustion engine obsolete in many situations. Automotive applications include long haul road transport, light haul and commuter hauling of heavy cargo, as well as train hauling, sea transport and even air transport. (In air transport, the engines and modern steam generators of the present invention will be much more efficient than the highly successful reciprocating piston steam engine propeller biplanes flew by William and George Besler in April 1933. The original news footage is www. Static applications include large generators and small combined thermal and electric generators. youtube.com/watch?v=nw6NFmcnW-8 Virtually any combustible fuel can be used in a furnace to produce steam, so farmers can use the fuel they have to generate the electricity they use. The portable device can generate electricity or drive a pump for pneumatic or hydraulic equipment. Many tools, including the compressed air system mainly used in the mining industry, can be easily retrofitted into the "same dual rotary piston engine". Many other industrial processes use steam output identical double rotary piston power units to enable more direct and efficient use of local energy sources.

1 shows a front view and a cross-sectional view of a rotary piston. FIG. 1 shows an engine that is switched from rotary piston N ° 2 drive to another piston N ° 1 drive. The expansion chamber is formed by the housing and the piston. The main face of the front portion of the rotary piston has an appropriate gear tooth cross-sectional shape, which curve forms the piston face. The engine will always rotate the rotary piston 2 clockwise and rotate the rotary piston 1 counterclockwise. The purpose of the gear tooth cross section (e.g., involute or other suitable curvature) on the piston face is to minimize the escaped vapor during the simple transition from one part of the cycle to another, which causes the rotary piston to disengage. This is because the small interval remains constant until it is. The non-driven rotary piston maintains its backing in the rear of the expansion chamber and the vapor pressure exerts a force on the major end of the piston face in the drive cycle.
The rotary piston 2 will continue to drive until the trailing gear cross-section completes the changeover and the other rotary piston becomes the driver. This operation will take place alternately for each rotary piston after the rotary piston has rotated 180 °. Thus, the output is alternately delivered for one half of the cycle by one rotary piston, and then for the other half of the cycle by another rotary piston, so that the driver becomes a driven gear and the driven gear in each transition. It becomes a drive gear. Note that what is described with respect to the rotary shown in any of the following figures applies equally to other rotary pistons when the rotary pistons are in an equal position, with the rotary pistons rotating in opposite directions. Although there are two rotary pistons, the engine is not considered a twin cylinder engine, since one rotary piston will not operate without the other rotary piston. Two rotary pistons are synchronized by gears on each rotary piston shaft. The gear has a circle diameter of the same pitch as the rotary piston. That is, they share the same diameter as the diameter corresponding to the midpoint of the small diameter and the large diameter of each rotary piston.
The following is a brief description of the various phases of the cycle, most of which are apparent from the drawings.
2 is a state in which the rotary piston 2 has completed a power stroke, and the rotary piston 1 has just started the power stroke.
In Fig. 3 the inner pressure against the diameter does not produce a rotational movement, three gear sections open to the driving pressure are shown, and the forces on the two sides of the rotary piston 1 are balanced to provide no driving force. The unbalanced force of the rotary piston 2 produces a clockwise rotation of the piston.
4 shows a state where the rotary piston 1 has passed through the middle of the power stroke and the discharge of the nearly previous power stroke has stopped.
5 illustratively shows a cross-sectional view of a balanced variable inlet shutoff rotary valve with four predetermined inlet shutoff settings. The number of cuts (not only four) and the cut-off rate can be chosen to suit a particular application.
FIG. 6 is an isometric view showing the property of having both sides of a balanced rotary valve. FIG. The three-dimensional nature of the grooved solid cylinder is not shown, only the outer edge of the groove on the surface of the cylinder. Four blocking settings are shown by way of example only.
7 shows an example of a rotary inlet shutoff valve relating to an engine. This figure shows an example in which in all equivalent stages steam travels through the inlet shutoff valve itself from the inlet to the shutoff valve of the inlet by the same length, the vapor being discharged from the inlet shutoff valve before being combined, thereby expanding the expansion chamber. Is discharged from the inlet of the. If a toothed timing belt is used to directly connect the main engine drive shaft and the inlet shutoff, a similar structure can be used. In a simple pulley system, rotation takes place in parallel planes, while other rotary movement systems allow non-parallel paths.
For example, one skilled in the art can use a bevel gear system between the main engine drive shaft and the inlet shutoff valve shaft, allowing closer access of the inlet shutoff valve to the inlet of the expansion chamber. The axis of rotation of the rotary valve may form a right angle with the axis of the main drive shaft, the axis of rotation passing through the center and in the plane of rotation of the rotary piston. In this system, the traction path of the vapor has mirror images of "S" shape and "S" shape, which are the same contour in the central area, and blocking occurs at the center of the "S" shape. The blocking is not shown in the figure.
8 shows two possible embodiments of an early discharge port for the extraction of trapped vapor for secondary use. Secondary use can be used in either mechanically coupled "combination engines" or non-mechanically coupled "assistant engines". Auxiliary engines can be used to generate electricity or to drive other auxiliary devices for automotive use. The aerodynamic path by steam leads to secondary expansion in the same favorable area for steam coming from both rotary pistons, ie to the centerline region near the initial main expansion exhaust.
9, 10 and 11 illustrate various methods of sealing a rotary piston in a flat plane. This method is in addition to the patent application WO 2006/102696 A1, filed on November 16, 2006, of the Applicant and claimed priority on the basis of AU 20050201741 (April 27, 2005).
The curved planar seal fits into a groove on the outer periphery of the flat face of the rotary piston. The groove is deep enough for the seal to be well supported by the side of the groove. At the base of the groove there is a recess provided with an appropriate number of springs, which are arranged around the seal so that a relatively evenly distributed appropriate pressure acts on the seal. The seal may be wider at the sharper corners to withstand the additional stress that this region receives, and this last feature is not shown in FIG. 9. One polygonal seal with a series of straight seals or straight segments may be used in place of the curved seal. The seal may be polygonal or regular polygonal, and the straight segment may be replaced by a gentle curve having a curvature smaller than the curve given by an arc centered on the center of rotation of the piston. The advantage of straight or slightly curved segments is that wear is distributed over the area of the flat face of the rotary piston. Straight segments may be cheaper to manufacture. The dashed line in FIG. 9 shows an example of a possible arrangement of straight segments.
A balancing weight is symmetrically placed within the unlifted half of the rotary piston, allowing the piston to remain statically balanced. The weight will consist of a material that is denser than the rotary piston and may be tungsten or lead alloy. Additionally or alternatively, at least one hole may be formed symmetrically within the raised half of the rotary piston for the same purpose (not shown in FIG. 9).
A person skilled in the art can fully explain the balancing of power units in this section. Auxiliary devices driven by primary expansion, balanced rotary variable inlet shut-off valves, secondary expansion, and secondary and primary expansion all rotate, ideally the rotation should be balanced, especially on acceleration. The core device of the primary expansion is inherently balanced, but the associated rotary shifting system that drives the main loads such as road wheels is not balanced. Similarly, the "balanced" rotary variable inlet shutoff valve is not balanced for dynamic angular momentum, only the force on the bearing is balanced, which is a static balance. Similarly, any rotary aid, such as a generator, driven by a secondary expansion engine, is generally unbalanced during acceleration. The spatial arrangement of these systems, accelerating together, can be arranged such that the final change in angular momentum almost cancels out. The component with the most unbalanced angular momentum would be a drive train, ie a drive wheel, attached to the main expansion. The main source of this imbalance that occurs during acceleration can be offset by arranging the direction of rotation of the rotary inlet shut-off valve and any auxiliary device driven by the secondary expansion engine. Dual generators with clockwise and counterclockwise rotors will be balanced as if they were a double identical rotary piston engine itself.
10 is a view closer to the seal. First, a circular seal can be installed in the groove in the engine housing to prevent vapor from leaking down the side of the flat surface of the rotary piston and to leak into the main drive shaft bearing. Secondly, an improved seal on the flat side of the centered housing can be affected by the second seal, the second seal being wide enough so that the circumferential distance of the appropriate gear tooth cross section is equal to or less than the width of the seal. have. This prevents the seal from tipping excessively while passing two piston faces at the center. Furthermore, the improved seal is located through shallow grooves in the flat and curved surfaces of the expansion chamber. Steam enters the groove and does not do any useful expansion. However, turbulence as it enters the grooves means additional movement of steam through the small space between the rotary piston and the housing, which faces greater turbulence and is resistant to leakage through the path. Whether this effect is beneficial and does not only increase the resistance to reduce leakage should be determined by experiment.
FIG. 11 is very similar to FIG. 10 except that a straight or at least slightly curved segment is used as the seal as in FIG. 9.

Balanced variable inlet shutoff rotary valve Balanced Variable Inlet Cut - Off Rotary Valve )

Reference is made to FIGS. 5, 6 and 7 that visually illustrate the basic concepts. There is no inlet block of any type employed in almost all prior art for the same double rotary piston engine driven by steam. This may be an important factor contributing to an exceptionally good device, an engine that has not been widely used for a long time. The prior art of disclosing any form of rotary variable inlet shutoff for the same dual rotary piston engine is not known to the inventors. Furthermore, the proposed valve is balanced, statically balanced and also balanced with respect to the pressure exerted by the steam on the bearing of the rotary valve.

Typical automotive power units have loads that change rapidly and are driven at widely varying speeds. It is essential to quickly and smoothly change between two, three, four or more inlet shutoffs to use the most appropriate amount of steam to achieve power balance economics. The design of the present invention allows for a quick and smooth change between a potentially large number of inlet cutoff settings. As a result, the inventors believe that the device of the present invention is particularly suitable for automotive applications. In some static situations, such as electrical generation with slowly varying loads, only one or two inrush cutoff settings may be required. The valve is simple, easy to make, effective, robust and durable. For this reason, the inventors believe that the design and application of the present invention is novel and very useful.

The importance of inlet blocking to enable more complete steam expansion was recognized by steam engineers in the 1830s. Without any inflow shutoff, sufficient steam horsepower can push the piston slowly for large loads and the exhaust steam can still have almost full pressure at the end of the stroke. The discharge of high pressure steam is a waste of energy.

Typical modern automotive steam generators can produce steam at least 20 times the atmospheric pressure. Even for fast engines running on light loads, it would be very inefficient to allow only 10 times expansion when generating output before steam is released to the atmosphere. An alternative would be to double the length of the primary expansion, but this is an inefficient way to get energy from steam that has already been inflated ten times, and most efficient energy transfer or operation is completed throughout the expansion. Because. In a better way, the inlet vapor is intercepted by expansion on its way, allowing for more complete expansion than the full pressure steam applied to the piston throughout the expansion. Rotary inlet shut-off valves allow steam to enter the rotary engine at the same point at the start of the "power stroke" of each rotary piston (ie twice at 360 ° rotation), Shut off at about 10%, 30% or 60%, or allow steam to enter the engine continuously for 100% of the cycle. Keep in mind that the engine is equipped with two rotary pistons. One rotary piston runs for half a turn (ie 180 °), and the other rotary piston runs for half a turn. Thus, in one 360 [deg.] Rotation of the engine, each rotary piston in turn drives 180 [deg.] While the other rotary piston discharges, thereby providing a nearly continuous output stroke.

The "balanced variable inlet shutoff rotary valve" of the present invention was initially designed for use in the same dual rotary piston rotary steam engine to improve efficiency. However, the valve can also be used in other applications.

With four inflow blocking settings Example  How it Works

a. Consider an example with a "economical" setting of 10%. This allows steam to enter the engine for about 10% of the output stroke of each rotary piston and allows for steam to expand for about 90% of the output stroke, achieving near maximum energy efficiency. The time taken to open and close the valve will reduce the optimally efficient valve actuation time to about 85%.

b. The 30% setting causes steam to enter the engine 20% more of the power stroke than the 10% setting, but the portion where steam expands before the power stroke is completed is reduced by 20% of the power stroke. This means that more steam enters during the power stroke, but less steam expands during the power stroke to achieve working potential. This provides more power while spending more money economically.

c. For the same reason, the 60% setting causes steam to flow by 50% more of the output stroke than the 10% setting, but it is very wasteful of fuel. It would be best to only use it for a short period of time under very high load conditions, such as climbing a steep hill.

d. In a car setting, if forward-neutral-reverse mechanical gearboxes and clutches are used, a 100% setting will be selected at cold start, allowing steam to enter the engine continuously to preheat the engine quickly. At the same time, allow the engine to rotate in neutral gear. Also, if the engine is turned off, even if the engine is still hot, in order to restart the engine, the drum valve will need to be in the 100% position to start the engine, which may cause the valve to stop in the closed position at other settings. Because.

Detailed description of the balanced rotary variable inlet shutoff valve (example with four shutoff settings)

1. The rotary valve includes a rotatable cylinder inside a sealed cylindrical bore housing. The inner cylinder rotates at the same rate as the rotary piston in the engine. The cylinder has a minimum distance from the bore without contacting the metal and the metal. The cylinder may be keyed or splined to the shaft and slid along the shaft. The cylinder has a groove cut around the circumference of the rotatable cylinder (at 100% setting) to prevent continuous flow of steam through the valve if the groove is aligned with the steam inlet and the discharge port on the opposite side of the cylinder bore. Do not.

The cylinder has three (or more) different grooves of different lengths around the circumference of the rotating drum, which grooves extend parallel to the continuous (100%) grooves and are spaced evenly along the drum. It is. The drum can move along the bore such that the grooved grooves can be aligned with the steam inlet and outlet ports. The beginning of each of the grooves is lined up and timed by a toothed belt drive or gear, causing the engine rotary piston to open when passing through the engine inlet port.

As mentioned above, the grooves have different lengths, for example 10%, 30% or 60% of the circumferential half of the drum. With respect to the groove, the rotatable drum has two sides. An even groove is formed in line with the groove on the other side of the drum so that, during one rotation of the valve drum, two grooves of equal length will pass through a given point. As a result, in one complete revolution of the grooved cylinder, as the cylinder rotates and the start of the groove passes through the inlet port of the valve, steam passes through the groove, exits the outlet port of the valve, duration). If the rear end of the groove passes the inlet port, the rear end of the groove blocks the flow of steam for the remaining half of the turn.

The same process takes place simultaneously on the other side of the valve, since two sets of grooves are provided on the drum and inlet-outlet ports are provided on both sides of the valve cylinder. This is repeated twice in one revolution of the valve and engine. The steam supply line is split to provide two valve inlets, and the two outlets are combined into one before steam enters the engine inlet port. Thus, in one rotation of the valve cylinder, steam enters and exits the valve twice in a short period of time, depending on the selected shutoff ratio.

2. As the steam conduits are split and flow into the valves opposite each other (combined again before entering the engine), the force of the steam pressurized on one side of the rotary drum is balanced by the same force on the other side. do. This will cause a long life of the rotary valve bearing. The valve drum fits snugly but does not contact the bore of the cylinder when rotating. Thus, no friction occurs except for bearings and seals, and can be driven with very little energy. This solves the friction and wear problems often encountered with rotary valves (especially rotary valves of internal combustion engines).

3. Since the incoming steam moves in the same direction as the rotating drum rotates, the initial impact of the steam pressure on the beginning of the groove acts like a turbine, helping the drum rotate. This reduces the effort required by a timing device such as a toothed belt drive to rotate the valve, thereby increasing energy efficiency.

4. Since the rotating drum is not in contact with the cylinder bore, there will be some leakage around the drum, which will cause the inside of the valve to pressurize, and if the valve is closed, a small amount of steam will continue to flow through the engine. This will not be a problem since the entire system is sealed, and some steam leaks into the engine will smooth the pulses of the inlet blocking steam and contribute positively to engine operation.

The purpose of the inlet shutoff valve is to produce a "pulse" of steam during the duration of the valve setting, even if the inlet shutoff valve does not completely stop the flow of steam when the selected groove is closed. Unlike reciprocating engines where the leaking valve causes a complete loss of energy, the leaking through the inlet valve of the present invention is only a small amount of steam entering the cylinder without blocking the inlet, which is less efficient than the steam used with the inlet blocking. The leak is not wasted.

5. The valve receives steam and only works if the engine is in drive or preheat mode. The movement of the drum along the cylinder bore will not be prevented in the selection of the different modes, because the end-pressure caused by the vapor trapped at one end of the hollow cavity of the valve housing is caused by the exhaust through the rotating drum. It will be even. Instead of a rocking arm selector as shown in FIG. 5, alternatively a rack and pinion can be used to move the yoke and slide the drum along the shaft.

6. When changing the shutoff setting, because the steam inlet and outlet ports of the valve are wider than the partition between the drum grooves, the next groove starts to open before the current groove is closed. As a result, there is no dead spot between blocking settings. The combination of two adjacent settings can effectively create an intermediate setting between the settings, resulting in a smooth change of effective blocking. Changing the cutoff setting should be smooth enough to not require the use of a clutch.

7. Instead of a fixed number of discrete inlet blocking settings, continuous variable inlet blocking is achieved by removing the partition between adjacent grooves, forming a pair of three-sided recesses on the surface of the cylinder. If a continuous groove is included, the pair of three-sided edges will be contacted at two of the edges of each triangle, ie at 100% blocking setting.

In such continuous variable valves, pressurized steam will not be effectively trapped in the grooves of the path as with discrete groove channels, but the fluid flow across the recess is largely within a two-dimensional curve that couples the inlet and outlet ports. There will be. This continuous shutoff valve will have increased turbulence compared to a valve with discrete grooves. However, the advantages of continuous variable inlet blocking are actually greater than this disadvantage.

The shape of the three-sided recess may be a triangle (with a straight edge) surrounded around the cylinder for simplicity, but curved edges (or edges) may be provided. For example, a person skilled in the art can compensate for the non-linear movement of the yoke for a constantly changing arc in which the simply hinged movable lever or handle is rotated, as shown in FIG. Alternatively, one of ordinary skill in the art can design an appropriate change in the variable shutoff that corresponds to a generally useful change in inlet shutoff determined for the application of the engine.

8. The rotary inlet shut-off valve of the present invention does not change the mechanical advantages of the engine and the shift. However, after the optimization of the automotive system, it can be experimentally determined whether the inlet blocking serves most of the purpose of the mechanical gearbox, or it can be experimentally determined whether it is better to be used with ordinary gearboxes. In the future, variable inlet isolation will provide energy efficiency rather than mechanical advantages.

Changing the inlet shutoff changes power and economy, but does not change the ratio of the engine to wheel rotation. Since the engine allows for very high revolutions, it is generally necessary to lower the gears, even when not using the usual variable ratio gearbox. The ratio of the gears depends on the wheel size, the maximum speed of the car and the required power. As a result, this determines the size of the engine capacity, the size of the steam generator, the fuel supply and the like.

Secondary expansion of steam within the same dual rotary piston engine- Back pressure  problem

Another important improvement of the same dual rotary piston engine is the design of a second engine that uses low pressure exhaust steam from the main expansion without applying back-pressure on the non-operating side of the piston associated with the main expansion. It is related to doing. If the input to the secondary engine is placed in the exhaust port located in the center of the main expansion, there will be a pressure build-up in the exhaust area of the main expansion which applies back pressure on the non-operating gear cross section of the rotary piston. . The energy obtained by the secondary expansion will use the energy loss from the primary expansion. Since there is an exhaust valve that closes after the main expansion, even a reciprocating steam engine allows the skilled person to simply use the exhaust steam for secondary expansion, and after the exhaust valve is closed, the back pressure is reversed to the main expansion. May not be applied. This is a salient problem solved using the same double rotary piston device, that is to determine a simple means involving the secondary expansion of the main exhaust steam without delivering back pressure to the main expansion. Introducing a new separate exhaust valve to the main expansion occurring in the reciprocating engine is one solution, but would be an unattractive solution involving a number of additional components, friction, corresponding losses and costs.

Solution to the problem

Referring to FIG. 8 in detail, the person skilled in the art has just confirmed that the raised portion of the rotary piston 2 has just blocked the steam entering half of the expansion chamber, and the rotary piston 1 has now begun the membrane output stroke. Can be. The volume of partially expanded steam between the leading and rear end faces of the rotary piston 2 is effectively sealed and constant until the leading face of the rotary piston 2 passes through the exhaust port for the remainder of the rotation, almost a quarter of a turn. Is maintained. During this period, steam trapped in this cylinder cannot expand and does not work. The vapor neither contributes nor interferes with rotation. This is a feature that can be used as an advantage. While these fixed cavities remain, the trapped vapor can be vented to secondary expansion through the preceding exhaust port, regardless of its location. If the leading face of the rotary piston 2 passes through the normal central exhaust port, the remaining steam will be exhausted through the exhaust port and the steam is not used.

The residual pressure in the central exhaust outlet of the primary expansion will be higher than the exhaust pressure of the secondary expansion. Ideally, two condenser systems would be required. The condenser for the secondary exhaust will be configured to operate at a lower pressure than the condenser from the remaining main exhaust. Incorporating a high pressure condenser system with a low pressure system will uselessly transfer some back pressure to the low pressure secondary expansion. However, since there will be no significant difference between the two exhaust systems, after some initial separate condensation has made both pressures very low and very close, the skilled person can merge the two exhaust systems and then the conventional The technician may have a final coupled condenser. Alternatively, the negative pressure of efficient condensation simply relies on having efficient and rapid condensation of a prematurely merged single condenser produced in steam from both the main and secondary exhausts without applying a large back pressure on either exhaust. can do. The end result is that the combined additional output from the two main rotary pistons supplies steam to the secondary expansion for nearly half of the main expansion cycle. This is a significant advantage in regenerating thermal energy into mechanical energy, and unregenerated energy will be lost to exhaust or transfer to the condenser.

Expansion engines: "Combination engine" (mechanically connected) and "Secondary engine" (not mechanically connected)

The steam usable for secondary expansion can be delivered to a secondary expansion chamber similar to the primary expansion chamber mechanically connected to the primary expansion, forming a "complex expansion" or a separate "secondary" not mechanically connected to the primary expansion. Engine ". The fixed mechanical connection formed between the two expansions such that both the primary and secondary expansions drive the final drive shaft includes selecting the optimal compromise ratio of the primary and secondary expansions. However, this optimal ratio varies with the changing load, because how much steam expands at a given rotational speed depends on how much force is being applied. As generally encountered in automotive applications, if the load and speed vary significantly, any fixed ratio is necessarily the next best option. Changing the connection ratio through a highly variable gear box that combines primary expansion and secondary expansion is feasible but would be impractical. Thus, the inventors believe that a separate auxiliary engine may be the best solution, especially in a car setting. A separate auxiliary engine can be used to generate electricity to charge the battery for numerous auxiliary uses in a fully built car. Instead of secondary inflation performed by the same dual rotary piston engine, with or without an inlet shutoff, a person skilled in the art would use a turbine, a "Roots blower", a "gear pump" engine or even a reciprocating piston engine. Can be used. However, many of the advantages of the same double rotary piston engine make it the best option.

Using an auxiliary engine, the arrangement of the inlets for secondary expansion is arranged in a plane located midway between the two main drive shafts of the primary expansion. In order to effectively utilize the inertial force of the vapor trapped between the raised portions of the rotary piston, one of ordinary skill in the art will move the exhaust to be used for secondary expansion through an outlet that substantially contacts the main expansion chamber at a predetermined point. . The gradually expanding cross section of the conduit assists the forward movement of the steam. The gentle angle of the exhaust port and the aerodynamic contour towards the central plane described above inevitably prefer that the secondary expansion input is close to the exhaust port of the remaining main expansion. There may be a small deviation from the plane containing the rotary piston so that the remaining main exhaust port is separated from the secondary expansion inlet but is located close to it. However, it may be more important to keep the deviation of the inlet to secondary expansion small, and preferably it may be more important that the path of the remaining main exhaust port be less off. Higher pressure and higher temperature residual main exhaust may be used to heat the steam jacket of the secondary expansion, or may be used to perform other energy regeneration processes for secondary expansion.

Using a dual expansion (main expansion and secondary expansion) chamber system with two pairs of rotary pistons operating out of phase, the pistons rotate both of the two main drive shafts in succession. In this case, the optimized placement of the secondary expansion inlet will be between two remaining exhaust outlets, which outlets are arranged such that one outlet passes each side of the secondary inlet before merging.

Because secondary expansion steam enters two pulses per revolution of the primary expansion rotary piston, secondary expansion does not need to be merged into one steam stream, and each pulse is generated simultaneously to substantially contact the steam flow direction. To the secondary expansion inlet arranged so that the vapor flow direction is optimized for the inlet on each side of the secondary expansion rotary piston. The shorter the distance between the secondary expansion inlet and the secondary expansion inlet, the better. This means that the secondary expansion should have its inlet port close to the exhaust port of the main expansion. It also means that the axes of the two expansion systems are parallel, which will be compactly constructed and will therefore have a thermodynamically advantageous arrangement, the secondary engine being placed upside down (relative to the main expansion), and the direction of rotation of the secondary expansion. Will be opposite to the direction of rotation of the main expansion (ie clockwise versus counterclockwise). This has the advantage of minimizing vibration and reducing reaction forces due to changes in rotational inertia. Other secondary inlet configurations with multiple chambers arranged in different orientations can be generalized from the examples described above by those skilled in the art.

Alternatively, when using secondary expansion (ie, mechanically linked expansion) through coupling, all main expansions to be used for secondary expansion are ideally of the same length and length before they converge symmetrically at the secondary expansion inlet. It will follow a path having a shape. The alternating nature of the exhaust discharged from each rotary piston of a pair of rotary pistons will provide a steady series of pressure pulse inputs with secondary expansion, providing smooth operation, as described above. As with the differential expansion, it can be delivered and co-generated to provide an optimal separate input for each of the secondary expansion inputs.

When using a composite engine, each early exhaust can be delivered separately and separately to a secondary expansion engine that will be mounted on the same drive shaft as the main expansion. In this case, the path from the early main exhaust to the secondary expansion inlet takes the shortest aerodynamic path as possible, and it is preferred that the two engines be mounted close to and parallel to each other. The phase relationship between the primary expansion rotary piston and the rotary pistons of the secondary expansion rotary piston ideally allows the pulse of premature exhaust to reach a nearly typical time for either of the secondary rotary pistons to reach the beginning of the expansion cycle. Is set. The optimum time can vary little by load, as in all complex expansions. Indeed, with the exception of very large loads, as most of the steam moves very fast, there will be a slight phase difference between the two engines.

If the primary expansion and secondary expansion are mounted on the same pair of axles, the radius of the rotary piston will have to be the same, and the increased volume of low pressure steam for secondary expansion is provided by the thicker disk-shaped rotary piston The piston face should be closer to the rectangle than the square in the relative cross section. In efficient expansion due to fluid dynamics, there is a limit to the rectangular proportion of this narrow expansion chamber space. Thus, a person skilled in the art can consider secondary expansion in a composite engine mechanically connected by a gear train, rather than simply connected to be on the same axle. The pair of axles of the secondary expansion out-flank the axles of the primary expansion and can be engaged with the main axle through simple parallel gears, with the odd number of gears in the gear train reverse the rotation (in clockwise direction). Counterclockwise), and vice versa for even gears in the gear train. As a result, the inflow into the secondary expansion may be at the "top" or "bottom" of the main expansion, depending on the number of gears in the gear train.

In the case of secondary expansion in a mechanically coupled composite engine with primary and secondary expansion on the same axle, there is a simple means of reducing wear on the external synchronized gear and the main axle bearing. Referring to FIG. 8, a pulse of steam to be used for secondary expansion from the main rotary piston 2 is shown. When this pulse of steam is delivered to the secondary expansion mounted on the same axle as the rotary piston 2, the steam expansion of the rotary piston is prevented from being driven while the secondary expansion of the rotary piston 2 is driven. The pulses have timing, which would be advantageous in terms of minimizing wear. This can be achieved by transferring the secondary expansion steam up from the rotary piston 2 towards the inlet area of the main expansion, while at the same time the raised cam shape of the secondary expansion rotary piston 2 Phase out of phase with the raised cam feature. Having an elevated cam shape of primary expansion and secondary expansion on opposite sides of the same axle is partly advantageous in balancing, but for complete balance it is necessary to balance the primary and secondary rotary pistons individually. Will be needed.

A similar principle can be applied when a person skilled in the art chooses to transfer secondary expansion steam from the rotary piston 2 to an inlet for secondary expansion located close to the exhaust area of the main expansion. This may be to keep the path as short as possible for the steam to be used for secondary expansion before secondary expansion begins. In order to maintain the same clockwise rotation of the rotary piston 2, the raised cam portion of the secondary expansion rotary piston 2 will be out of phase by about 90 °, which can be understood from the figure shown in FIG. .

Similarly, an arrangement in which the secondary expansion steam from the rotary piston 2 (see right in FIG. 5) intersects the lateral rotary piston 1 (see left in FIG. 5) may be constructed by one skilled in the art. It may be to minimize wear by distributing the driving force evenly on the two rotary piston axles, and at the same time to minimize the length of the steam conduit in the path towards secondary expansion, preferably with aerodynamically smooth conduits. It may be for sake.

Allow various secondary expansion ratios and speeds, change the radius and cross-sectional area of the secondary expansion piston face, secondary expansion axles (the axles are generally parallel to the primary expansion axle, but must be coplanar with the primary expansion axle) There are many possible structures for changing the location of a). These variables can be optimized for the end application. In general, mechanically coupled secondary expansion, ie, composite secondary expansion, is most suitable for relatively constant loads or at least slowly varying loads, so that fine tuning of these parameters can be achieved for optimal energy performance. Rather than ground transportation power devices such as automobiles, static engines, especially large generator units (and possibly larger marine applications), have relatively slow changing loads and are independent of the additional weight of additional machinery in the static engine. This may be the best setting for a composite engine. It is possible to justify the additional problem of relatively small energy efficiency in large power plants, since a very large total energy conversion is involved, so that a relatively small improvement in energy efficiency leads to significant savings.

Claims (15)

In a power unit that improves the energy efficiency of the same dual rotary piston power unit driven by steam, more fully utilizing the expansion of steam or other suitable compressible working fluid in a close fitting expansion chamber,
a) use a balanced rotary variable inlet shutoff valve having balanced dual inputs and outputs on opposite sides of the valve,
b) using secondary steam obtained from the primary expansion of the same double rotary piston power unit exiting as the trailing face of the rotary piston passes the inlet port of the expansion chamber housing, the exhaust outlet of the expansion is located at a position about 180 ° from the inlet of the main expansion within the bend of the expansion chamber housing, and no back-pressure is transmitted to the main expansion,
c) vapor leakage between the flat face of the rotary piston and the adjacent face of the expansion chamber housing is prevented by special arrangement of seals and grooves,
d) a power plant comprising a combination of at least one of the following claims. The method of claim 1,
The balanced rotary variable inlet shutoff valve includes a cylinder that rotates in a housing having two pairs of inlet and outlet ports,
The cylinder has a plurality of pairs of grooves formed around the circumference of the cylinder,
The plurality of grooves correspond to a predetermined number of inlet cut-off settings to be used in a particular application, with patterns of inlet and outlet alternating around the circumference,
A conventional aberration or turbine effect by the steam entering the valve helps the cylinder to rotate in the same direction. The method of claim 2,
The groove is oriented in a plane perpendicular to the axis of rotation of the cylinder,
The groove extends by a predetermined portion of 180 ° around the cylinder,
The predetermined portion is the same portion as the portion required for blocking the inflow of steam,
An example with 50% inlet shutoff has two grooves in the same plane, each groove extending by 90 °, spaced evenly around the circumference of the cylinder of the rotary valve,
One groove can extend one round around the cylinder of the rotary valve,
Power device, characterized in that full steam pressure is continuously applied to the expansion chamber. The method of claim 2,
The leading edge of the recess and the recess of claim 7 are aligned side by side such that the portions corresponding to the start of the inlet shutoff are aligned substantially in line. The method of claim 2,
Each of the pair of grooves and the non-circumferential edges of the recesses of the recesses 7 provide air to minimize turbulence in the high pressure, high pressure steam on the inlet to the valve, the passage through the valve and the outlet from the valve. Has a mechanically curved shape,
a) The curved shape is located in a cross-sectional plane perpendicular to the axis of rotation of the cylinder and is two short curves with a relatively small radius of curvature and meets one long string-like curve with a relatively large radius of curvature, all curves being generally Circular arc for convenience of manufacture, but does not exclude other suitable aerodynamic contours, and the two short curves are at an angle substantially in line with the holes forming the inlet and outlet ports as described in claim 8. It meets the face of the cylinder and the angles of the inlet and outlet are generally equal but not necessarily the angles of the inlet and outlet ports as they pass through the housing as described in claim 8,
b) Within the cross section of the plane including the axis of rotation of the cylinder, the shape of the groove of claim 2 or the recess of claim 7 has a side of the groove or recess exiting the face at an angle substantially perpendicular to the face of the cylinder. And preferably a base of a groove or recess connected to the sidewall within an aerodynamically smooth contour. The method of claim 3,
The number of grooves is plural corresponding to the number of predetermined settings of the inflow blocking,
The predetermined setting of the inlet shutoff is, for example, 100%, 50%, 20% and 10% in an inlet shutoff valve having four settings,
The pair of grooves are uniformly distributed along the axis of rotation of the cylinder, the grooves being spaced approximately equally apart, comprising a material of a suitable thickness to contain steam under pressure between each pair of grooves,
A power unit having shoulders at each end of the cylinder which is wide enough to ensure the stability of the cylinder rotating at high speeds within the valve housing described in claim 9, so that wear is evenly distributed and reduced. The method of claim 1,
The valve includes a cylinder rotating in a housing having two pairs of inlet and outlet ports,
The cylinder has a pair of equal three-sided recesses, rather than a plurality of pairs of grooves,
A recess is formed on the outer side of the cylinder, one edge of the three-sided recess is formed along the circumference, and the other two edges are the inlet blocking point and the outlet when the edge of the recess passes through the inlet and outlet ports, respectively. In response to a blocking point,
The pattern and orientation of the two outlets and the two inlets appear alternately around the circumference,
The power aberration or turbine effect of the steam entering the valve and facing the edge of the recess helps the cylinder to rotate in the same direction. The rotary valve cylinder of claim 2 or 7 is mounted coaxially on a rigid rotating shaft,
a) the inner side of the shaft and the inner side of the hole formed in the cylinder, using, e.g., spines, keys, key grooves, regular polygonal cross sections and polygonal cross sections, using support and fixing devices such as screws, pins, etc. By matching the shapes of, the cylinder is closely fitted along the shaft but allows the cylinder to move freely in the longitudinal direction, and the moving length of the cylinder along the shaft can be adjusted fixedly,
b) the shaft extends from at least one end of the cylinder, generally at least one is provided at each end, the shaft is fixed by a rotary bearing, the inner side of the bearing is fixed near at least one end of the shaft, and the rotary bearing The outer portion of the fixed to the valve housing of claim 9,
c) the shaft is rotated at the same speed as the engine of claim 1, the shaft being connected to the main drive shaft of the engine by means of a rotary transmission device such as gears, timing belts, especially notched belts and pulleys, timing chains, etc. Rotates at the same angular speed as the main engine drive shaft, the rotary transmission is connected to at least one of the main engine drive shafts, and the notched timing belt and pulley have a very smooth motion and speed up the timing compared to the timing chain and the timing gear. And slow adjustment can be easily achieved through jockey pulleys and the like, and when using timing gears, the timing gears can be connected to separate sets of spur gears and bevel gears, such as rotary inlet valves and The main engine inlet can be approached more closely, and the second set of gears or main The second portion of air is mounted on the main drive shaft, the rotation state but is separated from the engine synchronizing gear, and preventing the non-uniform wear on the main drive with gear synchronization,
d) the moment of inertia of the additional rotating mass directly connected to one of the main engine drive shafts, in the form of at least one separate part of the main engine synchronizing gear wheel, and via a rotary transmission device comprising the rotary valve itself, Balanced by other main engine rotary pistons and synchronized gearwheels with appropriately increased and symmetrically distributed masses, rotational acceleration occurs without unbalanced inertial reactions of the entire engine,
e) The rotary delivery device adjusts the rotation of the at least one component so that the same forward and delay of all inlet cutoffs can be achieved, an example of the rotary adjustment being by auxiliary rotation of the rotary device connected to the main engine synchronization shaft. And the secondary rotation is partially rotated and adjustablely fixed by grub screws, tapered screws and bolts, set screws, tapered keys, and pins in a set of holes. The arrangement of the valve housing relative to the main engine may be achieved by means of a similar rotary adjustment, the means of changing the length of the timing belt or chain by the operation of a rotary transmission component fixed to the shaft of the rotary valve, and additional rotary components such as jockey pulleys and the like. Power supply, characterized in that the forward and delay of the inflow shutoff timing is achieved. The method of claim 1,
The balanced rotary inlet shutoff valve comprises a hollow cylindrical valve housing with a tightly sealed end,
At least one end on the housing has a circular hole formed in the center to allow the shaft of claim 8 to rotate freely in a tight fit within the housing,
The shaft protrudes sufficiently from the housing to be connected to the rotation control and rotation transmission device of claim 8,
The valve housing is a hollow cylinder having an inner diameter to rotate freely at a small distance from the grooved cylinder of claim 3 or the recessed cylinder of claim 7,
Although not requiring exact vapor tightness, said vapor tightness is carried out by a vapor seal associated with protecting the bearing of claim 8 from high pressure steam, and an additional vapor seal is provided at the outer boundary of the valve housing,
Generally at least one end of the closed cylinder housing is removed and processes relating to sealing of positioning vessels and keys, gaskets, and pressure vessels generally known to those skilled in the art, such as bolts, screws, etc. And can be re-fixed using, so that the housing can be easily assembled and disassembled for manufacturing, maintenance and repair. The method of claim 9,
Holes for the inlet and outlet of the steam are formed in the valve housing,
The predetermined relatively small distance divides adjacent boundaries of each of the inlet and outlet ports,
The predetermined distance is set so that the manufactured material does not deform under the vapor pressure, the angles of the inlet and outlet of the inlet and outlet ports to the valve housing are set appropriately for the manufactured material,
The angles of the inlet and outlet of the inlet and outlet port lines are formed in a plane that substantially includes a pair of grooves and are angles to the curved surface of the cylinder to minimize turbulence,
The angle to the surface is a gentle angle with rounded edges, but does not exclude other angles and other contours,
As the substantially short curve exits the cylinder as described in claim 5, the selected angle substantially matches the angle of the groove,
The holes in the housing are generally circular and wide enough to extend over at least one groove and at the same time wide enough to extend over the divider between the grooves so that sliding of the inlet and outlet blocking ports to the cylinder from one blocking setting A power plant that transitions smoothly to another shutoff setting, wherein the cross section of the steam conduit always has approximately the same cross section. The method of claim 1,
The same dual rotary piston power unit driven by steam has a secondary expansion of steam, and by arranging two early exhaust ports in addition to the main exhaust port with a typical midline arrangement, secondary expansion Back pressure from the inlet of does not transfer back pressure to the non-driven piston face of the main expansion,
One early exhaust port is located on each side of the main expansion chamber, one early exhaust port is provided for each rotary piston, and steam is transferred to the secondary expansion through the early exhaust port,
a) When the rear end face of the same non-driven piston approaches the expansion chamber housing, opening of the port begins at a point around the periphery of the expansion chamber adjacent to the front piston face of the non-driven rotary, leading to the front of the non-driven rotary piston. An early vent is arranged to trap the medium pressure steam between the cross section and the rear end surface, the pressure of the steam being approximately equal to the pressure of the steam after the main expansion in the main steam input region, and the medium pressure steam is further added to the main input region. After an abnormal disconnect and before the trapped steam is exposed to the central main exhaust, it is transferred to secondary expansion,
b) the premature exhaust port is a hole in the expansion chamber starting at this point, which extends by a suitable small distance and is capable of delivering most of the trapped vapor with the intermediate pressure in time taken for about a quarter of a turn of the main engine Has,
c) the hole of the early exhaust port has an aerodynamic cross section, the hole enters the main expansion chamber at an aerodynamic contour, at least initially located generally in the plane of the two rotary pistons,
d) holes in the premature exhaust port enter the circular main expansion chamber at a gentle angle to assist in the movement of the trapped vapor,
e) the interface between the hole in the premature exhaust port and the circular curve of the main expansion chamber has an aerodynamically contoured front and trailing edges adapted to the material of manufacture and associated forces,
f) the cross-sectional surface area of the conduit towards secondary expansion is at least constant, not decreasing, preferably only slightly increasing, to assist in delivering large amounts of medium pressure steam,
g) the three-dimensional shape of the conduit towards secondary expansion is an aerodynamic curve in at least two dimensions and is formed to face the area of the central main exhaust port, even if it does not join the main exhaust port, prematurely from the two main expansion rotary pistons. The exhaust ports merge through conduits of the same length so that alternating pulses reach the inlets of the secondary expansion,
h) The secondary expansion engine is a low pressure to medium pressure rotary engine and is preferably of the same sized dual rotary piston engine, but does not exclude other power units such as turbines, reverse "root" blowers and reciprocating engines,
i) The final secondary expansion is:
j) A secondary engine that is not mechanically connected to the primary expansion, which prevents collisions between an optimal composite expansion having both secondary and primary expansion with varying loads, wherein the secondary expansion engine is preferably a power generation system and other peripherals. An auxiliary engine for driving the; or
k) a mechanically connected composite engine, wherein the main drive system is connected to the secondary expansion by sharing the same drive shaft, or is a combined engine connected via another fixed or variable mechanical rotary transmission system,
l) The mechanically connected complex expansion with each early exhaust outlet is individually connected to a secondary expansion engine mounted on the same drive shaft as the primary expansion, and the path from the early main exhaust to the secondary expansion inlet is as short as possible. Between the main expansion rotary piston and the rotary expansion piston of the secondary expansion rotary piston so that the pulse of the early exhaust port reaches the secondary expansion inlet at approximately the normal time that one of the secondary rotary pistons reaches the start of the expansion cycle. A phase relationship is formed, and the raised cam shapes of the main rotary piston and the secondary rotary piston on the same axle have a proper phase difference, and the phase relationship indicates that the driving force of the main expansion does not drive the secondary rotary piston. Occurs when possible, so that the primary expansion does not drive when the secondary rotary piston The sex, and so that the wear is minimized in the rotary piston and the associated synchronizing gear and the bearing,
m) The exhaust of the secondary expansion system can at least partially condense before it merges with the vapor from the remaining primary expansion exhaust, reducing the backflow from the primary expansion exhaust to the secondary expansion exhaust, but Power plant characterized in that premature combination of water and secondary expansion exhaust is not excluded. The method of claim 1,
The vapor seal of the flat surface of the expansion chamber of the same dual rotary piston engine driven by steam is substantially:
a) each rotary piston has two flat faces, each flat face being fitted with one curved flat seal fitted in a curved groove near the periphery of the flat face of the rotary piston, the curve having a larger radius and Two semicircular arcs of each rotary piston with a smaller radius and two gear tooth cross sections forming a front piston face and a rear piston face, wherein the groove containing the seal is such that the seal is well supported by the side of the groove. Formed deep enough, the base of the groove comprises a recess with an appropriate number of springs, disposed around the seal such that a relatively uniformly distributed appropriate pressure is applied to the seal, the seal widens at a sharp edge and Deepens to withstand the additional stress on the area,
b) each rotary piston has two flat faces, each of which is fitted with a set of straight sealing segments or one polygonal seal, the seal being either polygonal or regular polygonal, alternatively the straight segment It has a gentle curve, which has a curvature smaller than the curvature formed by an arc centered on the center of rotation of the piston, so that wear is distributed over a wider area of the flat face of the rotary piston, and the steam seal To improve, to facilitate manufacturing,
c) four circular seals are provided in the grooves formed in each of the two flat and parallel sides of the expansion chamber engine housing, the seal being centered on the axis of rotation of each rotary piston, The leakage of steam down and the leakage of steam towards the main drive shaft bearing are reduced,
d) The two substantially straight seals, grooves and seals in the grooves formed on each of the flat and parallel sides of the expansion chamber are oriented radially relative to the axis of each rotary piston and comprise two axes of the two rotary pistons. The width of the seal is wide enough to extend across the circumferential distance of at least the proper gear tooth cross section of the rotary piston as the rotary piston is fastened to the central point, the seal being Wide enough to prevent excessive tilting while passing, improving the sealing of the flat side of the housing at the critical center point,
e) The seal is combined with two circular seals joined by a straight seal, the straight seal being perpendicular to the tangent of the circular seal, all components are in a flat plane, the joining area is appropriately contoured and the thickness of the joining Is suitably formed to withstand the additional forces transmitted in the operation of the combined seal, thereby providing a higher stability to the central seal by securing it with a circular seal, separated straight with spring-loaded or wedge-separated support, etc. Power plant characterized in that it does not exclude the use of seals and circular seals. The method of claim 1,
The expansion chamber has shallow grooves formed in the flat and curved surfaces of the expansion chamber such that pressurized steam enters the groove and does not perform useful expansion, but the leaked steam encounters larger turbulence and is more resistant than normal resistance. To reduce the passage of steam through the small space between the rotary piston and the housing,
The grooves of the curved portion of the expansion chamber are substantially parallel to the axis of rotation of the main drive shaft and spaced at substantially uniform intervals around the periphery of the expansion chamber,
The flat face of the expansion chamber has a similar groove which faces radially or extends from the diameter by a distance at least substantially perpendicular to the axis of rotation of the main drive shaft and smaller than the smaller diameter of the rotary piston to the curved surface of the expansion chamber,
The groove on the flat face generally intersects the groove on the curved surface of the expansion chamber,
Sealing of the main shaft bearing by additional sealing is characterized in that it has a suitable distance from the groove. The method of claim 1,
A balancing weight or weights can be symmetrically placed within the unlifted half of the rotary piston, so that the piston is balanced,
The material of the weight is denser than the bulk material of the rotary piston,
The material of the weight is an alloy containing a lot of lead, etc.,
Additionally or alternatively, at least one hole may be symmetrically formed in the raised half of the rotary piston for the same purpose. The method of claim 1,
The same double rotary piston, which includes components of the main expansion, balanced rotary variable inlet shut-off valve, secondary expansion, and peripherals driven by secondary expansion and main expansion, is associated with driving the main load, such as the wheel of a car. The clockwise or counterclockwise rotation of the rotary delivery system and the main expansion rotates in opposite directions, and on an axis substantially parallel to a rotary peripheral such as a balanced rotary variable inlet shutoff valve and a generator driven by the secondary expansion engine. The total change in the angular momentum of the drive train attached to the primary expansion during acceleration, spatially arranged and oriented to rotate, results in a combination of a peripheral rotary inlet shutoff valve and a peripheral driven by the secondary expansion engine when using the peripheral device. Balance is maintained by the total change in angular momentum,
The total change in angular momentum in the core device of the primary and secondary expansions is due to the balanced structure of the entire rotary piston and the device as described in claim 14, or other types of balancing methods known to those skilled in the art. Power unit, which inevitably becomes zero.

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