DESCRIPTION

This innovation is concerned with the realization of a steam engine, with a a double center piston rotating in a double cavity compartment substantially cylindrical, resulting in a closed cycle of exploitation of temperature and steam pressure, to obtain useful mechanical work, passing through the various temperatures and pressure in the various stages of the cycle.

The main feature of this innovation is to foresee the making of a steam engine consisting of the following basic elements:

a stator which is substantially constituted by a central double-cavity cylindrical body, formed on two parallel planes and spaced along an orthogonal and indicatively vertical plane, called double cavity being implemented with two different bending radii. Being enclosed by two side covers, the same cavity for the interposition of a supply valve, it is connectable to the pressure steam of a proper boiler, and is open to an opposing element of condensation, for the return of the cooled fluid in the same boiler;

- a rotor which is essentially constituted by a pair of semi cylindrical bodies, one of which, of power or expansion, which, at the pressure of the steam supply, rotates within the stator and provides useful rotation to its crankshaft, said body of expansion being associated with a hinged device that is equipped with two rods that, through a head joint, translate and drag in rotation a second semi cylindrical body of compression and rotation, translate and drag, via a joint, a second semi - cylinder compression and return body of the exhausted steam in the ebullition boiler, using a lamellar valve;

- an ebullition boiler providing water or fluid evaporation energy to be inserted into the stator compartment, by interposition of a regulating valve; - a capacitor for cooling and transforming steam after its maximum useful expansion, with a comb body and a housing base which is suitable for conveying the exhausted steam to the lower compartment where the rotor compression element acts.

The steam engine is generally intended as that device which, using a source of steam under pressure, transforms thermal energy into mechanical energy, using various mechanisms, alternating or rotating. Within the rotating machines turbines are normally used.

Steam turbines require rather complex manufacturing processes and the use of high quality materials and high rotation speed allows obtaining great powers, such as those achievable in thermoelectric power plants or in specific industrial applications such as paper mill refiners. In these turbines, efficiency and reliability issues are influenced by variations in the parameters where the loop develops, where even small variations in the steam title can lead to the damage of its pallets or to a drastic downsizing of its performance and efficiency.

There are also many types of piston alternating machines, with one or two phases of expansion, with or without overheating. There are other known machines which are based on the mechanics of the Wankel engine, on impellers and / or turbo machines. In all these alternative machines, however, there are various kinds of dissipation phenomena.

Among the most deleterious is what appears when the steam enters the cylinders, finding them at a temperature below its own, so it heats the walls and suffers a condensation principle. Later, towards the end of its phase of expansion and during its discharge phase, with lowering pressure and temperature, the water, which had been condensed during the intake period, returns to evaporate, returning to the walls the heat it had submitted by condensation. The cylinders, therefore, work alternately by capacitors and generators, and the heat exchanges occurring periodically in reverse, between steam and metal, translate into an unnecessary transport from the boiler to the atmosphere of an amount of calories that could have been transformed into useful mechanical work.

In actual cycles, the current configurations of the various devices to realize the cycles without turbines, provide for coercive volume variations. Any unnecessary variations in volume, can load the cycle with unnecessary pumping phenomena.

In the closed loop the fluid is confined and there is no room for manoeuvring to lighten the phenomenon; indeed the problem is substantial if you consider the need to reduce dead space, that is, spaces that separate a device from the other and where no active phase takes place.

Other mechanisms for exploiting the fluid expansion are not very efficient and in any case they present problems like the difficulty of expelling the condensation products, or they need other pumping devices to bring the fluid in the vaporization chamber, or are still bulky or expensive and however inefficient as the turbines remain unused within their narrow design parameters. The sensitivity of changing the cycle parameters, makes the use of these machines critical, ineffective of faulty.

Specifically there is a shortage of solutions for the realization of rotary steam engines, for their lack of efficiency and their constructive and functional complexity, not following this technique but instead following rare solutions proposed for example with i patents n. US 1,715,490 of 20.02.1924 and n. US 3,865,522 of 30.08.1973. Other disadvantages limiting the use of the current exploitation technology of vapor or other similar fluids, capable of realizing a cycle of exploitation of an external heat source to obtain mechanical strength, are given by the costs and the complexity of such installations, as well as their bulk, their noise and yields that are extremely sensitive to variations in the parameters of their cycle.

The main task of this innovation is to be able to optimize the closed cycle performance of a steam engine, because of the fact that it is possible to transform into useful work the greater amount of thermal energy produced by the boiler or exploiting the favourable relationship between the volume of expansion of the steam coming out of the kettle, having its maximum temperature and pressure, with the minimum volume required for compression and return of exhausted steam, cooled and at minimum inlet pressure to the same vaporizer.

Within this task, another important purpose of this innovation is to be able to make a steam engine that is ultimately simple and compact, where the fluid or steam supply to the expansion phases, of condensation and compression for vaporization can take place simultaneously and without dead volumes, as well as without the application of complex and expensive pumping devices.

Yet another task, another important purpose of this innovation is that you can make a steam engine that minimizes mechanical leakage as the boost of the expanding fluid is exerted directly on the shaft of the rotor element.

Another purpose of this innovation is to be able to achieve a steam engine that minimizes friction, as the rotor is placed at contact with the stator casing only through its seals, which flow over the flat or cylindrical surfaces, with minimum friction coefficient.

Another purpose of this innovation is to be able to achieve a steam engine that, thanks to its simplicity and compactness, allows the best installation and maintenance conditions, so it guarantees the containment of construction and usage costs.

The ultimate aim of this innovation is to be able to achieve a a steam engine where the fluid can remain confined within its closed loop. Another purpose of this innovation is to reduce vibrations due to rotating masses that are not balanced and the flexing stress on the central parts of the rotors that strongly affect the effort to keep the two main parts of the rotor itself decreasing to the maximum the excursions outside their home elements that act as a hinge and thus increase the maximum speed limit rotation and power generation.

Another purpose is to reduce to the maximum, for the same amount of useful effort received, the surfaces on which acts as an active fluid, reducing thermal losses and decreasing stress mechanics.

These and other purposes are perfectly achieved with this innovation that uses a motor structure derived from endothermic engine solutions as well called "rotating pistons", which are designed and built to overcome the limits of inertia and clutter that characterize the current "piston-driven" motor alternatives". In particular, this innovation is developed and adapted to the use of steam or other fluids, the technique already proposed by the owner of this innovation, following the patent applications published at no. WO 2004/020791 - WO 2010/031585 and WO 2014/083204, where, with several subsequent refinements, a rotary endothermic motor is based on the kinematics of an open-loop rotor, consisting of two partially semi cylindrical parts which are hinged together with a cursor that allows a reciprocal scroll and a suitable one divided into a double compartment of a stator to determine the areas of aspiration, compression and bursting of a combustion mixture, with a following zone or phase of useful expansion, for the rotation of a power take-off connected to the rotor element receiving the rotation thrust.

This proposed solution, in accordance with the appended claims, and its correspondence to the specified purposes, is better described and illustrated below, with a purely indicative and non-limitative title, also with the aid of n. 50 schematic figures, reproduced in n. 28 sheet attached and of which:

10 - Fig. 1 of sheet. 1 represents a perspective view of the assembly, from above, of the steam engine under examination;

- Fig. 2 of sheet. 2 represents a view, according to the section plane longitudinal II - II of FIG. 3, only for the stator or central part of the steam motor of fig. 1;

15 - FIG. 3 of sheet. 2 represents a side view, from the III point of view only of the central body of the stator block of fig. 2;

- Fig. 4 of sheet. 3 represents a perspective, longitudinal, and exploded view of the main parts constituting the stator of the steam engine of fig. 1;

- Fig. 5 of sheet. 4 represents a perspective view and exploded of the same 20 elements of the stator of fig. 4, according to a longitudinal viewpoint;

- Fig. 6 of sheet. 5 represents a vertical view of the anterior lid to be fixed to the stator of fig. 2 of the motor of fig. 1;

- Fig. 7 of sheet. 5 represents a vertical view, according to the section plane VII to VII of the cover of FIG. 6;

25 - Fig. 8 of sheet. 6 represents a vertical view of the rear lid to be fastened to the stator of fig. 2 of the motor of fig. 1;

- Fig. 9 of sheet. 6 represents a vertical view, according to the plane of section IX - IX of the lid of fig. 8;

- Fig. 10 of sheet. 7 represents an internal and magnified vertical view of the reduction and closing flange to be applied to the front cover of fig. 6;

- Fig. 11 of sheet. 7 represents a vertical view, according to the section plane

XI-XI of the flange of FIG. 10;

- Fig. 12 of sheet. 8 represents an enlarged and vertical view of the reduction and closing flange to be applied to the rear cover of fig. 8; 10 - Fig. 13 of sheet. 8 represents a vertical view, according to the section plane XIII

- XIII of the flange of fig. 12;

- Fig. 14 of sheet. 9 represents a longitudinal sectional view of the condenser to be applied to the stator of fig. 2, according to section XIV - XIV of FIG. 15;

15 - FIG. 15 of sheet. 9 is a side view of the condenser of FIG. 14;

- Fig. 16 of sheet. 10 represents a forward and exploded perspective view of the main parts of the rotor to be housed within the stator of FIG. 1 and 2;

-Fig. 17 of sheet. 11 represents another prospective live rear view, of the same main parts constituting the rotor of fig. 16;

20 - Fig. 18 of sheet. 12 represents a front view of the semi -cylindrical element which comprises the compression rotor of fig. 16 and 17;

- Fig. 18A of sheet. 12 represents a cross-sectional view of the compression element of fig. 18, according to its section weight XVIII - XVIII;

- Fig. 19 of sheet. 13 represents a perspective view of the same semi-cylinder elements of the compression rotor of fig. 18 - 18 A, connectable to a pair of side rings;

- Fig. 20 of sheet. 13 represents a perspective view and a cross-sectional view of the same components of the compression rotor of fig. 19, assembled together;

5 - FIG. 21 of sheet. 14 represents a perspective view of the shell that composes the semi-cylinder of the expansion rotor, as shown in Figs. 16 and 17;

- Fig. 22 of sheet. 14 represents a perspective view of a second shell that composes the semi-cylinder of the expansion rotor, as shown in Figs. 16 and 17;

- Fig. 23 of sheet. 14 represents a perspective view of the two shells together of Fig. 21 and 22 forming the cylinder core of the expansion rotor of said Fig. 16 and 17;

- Fig. 24 of sheet. 15 represents a vertical view of the outer shell of Fig. 21;

- Fig. 25 of sheet. 15 represents a vertical view of the outer shell of Fig. 22; - Fig. 26 of sheet. 16 represents a front perspective view of the hub or central body, union and rotation of the shells of Fig. 21 and 22 within the stator casing of Fig. 2, in addition to the housing and rotation of its shaft, as referred to in figs. 28 and 29, in union with their cooling body according to Figs. 36 - 37, and the joining and translating of their hinged element as shown in Figs. 30 to 31 and 32;

- Fig. 27 of sheet. 16 represents an upside-down perspective of the same hub of fig. 26;

- Fig. 28 of sheet. 17 represents a longitudinal view of the drive shaft which supports the expansion rotor of fig. 16 - 17, for the interposition of the hub or central body of FIGS. 26 and 27;

- Fig. 28 A of sheet. 17 represents a cross-sectional view of the tree of Fig. 28, according to its section plan XXVIIIA - XXVIIIA;

- Fig. 29 of sheet. 17 represents a cross-sectional view of the tree of Fig. 28, according to its section XXIX - XXIX;

5 - Fig. 30 of sheet. 18 represents a prospective and live view of the hinged components and articulation between the compression rotor of Fig. 19 and the expansion rotor of fig. 23, for interposition of the hub of fig. 26, also with reference to figures 16 and 17;

- Fig. 31 of sheet. 18 represents a vertical and longitudinal sectional view alongside one of the stems of the hinge element of fig. 30;

- Fig. 32 pes. 19 represents a side view of the hinge pin of Fig. 30;

- Fig. 33 of sheet. 19 represents a cross-sectional view of the same pin of fig. 32, according to its section plan XXXIII - XXXIII;

15 - FIG. 34 of sheet. 19 represents the vertical view of the element of held to be associated with the hinge element of fig. 30;

- Fig. 35 pes. 19 represents a side view of the same sealing element of fig. 34. - Fig. 36 pes. 20 represents a perspective view of the pair of refrigerant and balancing elements which are semi-circular, to be associated with the hub of figs. 26 - 27, for the internal cooling of the steam in the stator compartments of fig. 2 and the same rotor elements of fig. 16 - 17;

-Fig. 37 of sheet. 20 represents a perspective view of the same refrigerant and balancing elements of fig. 36, according to their different and opposed observation points;

- Fig. 38 of sheet. 21 represents a perspective and live view of the power supply valve of the steam that is produced in the vaporizer, as exemplified in figs. 1 and 2;

- Fig. 39 of sheet. 21 represents a perspective view of the same elements of the valve of fig. 38;

- Fig. 40 of sheet. 21 represents, in a particular view, the cross section of the central body of the valve shaft of fig. 38;

- Fig. 41 of sheet. 22 represents a transversal view of the same central part of the valve of fig. 40 and part of the stator of fig. 2, where said valve is housed, being depicted in the state of maximum opening, for the passage of the steam from the vaporizer to the stator compartment of fig. 2;

- Fig. 42 of sheet 23 represents a vertical view of the element of rotation of Figs. 16 - 17, in a vertical position and housing in the bicilindric compartment of the stator of fig. 2, the semi cylindrical compression body of of Figs. 18 - 19, which body is joined to the semi - cylindrical body of expansion of fig. 23 and its cooling body of Figs. 36 to 37, by means of the zipper or cursor of fig. 30 and the hub of fig. 26 - 27;

- Fig. 43 of sheet. 24 represents a vertical view of the same rotor complex of fig. 42, being depicted including its anterior bearings for supporting the covers of Figs. 6 to 8 and to their flanges of figs. 10 - 12; - Fig. 44 of sheet. 24 represents a cross sectional view of the stator of fig. 2 and of the complete rotor of fig. 42, being depicted at the start of the initial step of entering the steam into the expansion compartment of the engine in question;

- Fig. 45 of sheet. 25 represents a cross-sectional view of the same motor of fig. 44, being depicted at an intermediate stage of the expansion of the fluid contained between the rotor of fig. 43 and the case of fig. 2.

- Fig. 46 of sheet. 26 represents a cross-sectional view of the same motor of figs. 44 and 45, being depicted at an early stage of the condensation of the exhausted steam, shortly after its maximum expansion phase;

- Fig. 47 of sheet. 27 represents a cross-sectional view of the same motor of figs. 44 - 45 and 46, being depicted at an initial stage of collection and compression of the cooled fluid, as well as ventilation and cooling of the compartment inside the stator of fig. 2;

- Fig. 48 of sheet. 28 represents a cross section of the same motor of figs, from 44 to 47, in its ultimate compression phase of the exhausted fluid and possible liquid components, towards the evaporation compartment, for the start of a new closed cycle. In all figures the same details are represented or are intended to be represented with the same reference number.

According to this innovation and with reference to the above figures, a A steam engine (L) is synthetically constituted by a stator (A) and a rotor (B), which are interconnected and rendered functional by the interposition of particular steaming, transmission, condensation and steam recovery devices, to transform its thermal energy into mechanical energy.

The stator (A) is an open case for the rotor housing (B) and has a central body (Al) which is equipped with a double inner passage (1 - 2), which is closed by a front cover or front panel (A2) and a similar cover or back side (A3), as well as being equipped with a vaporization chamber (A4) and a cooling or condensing compartment (A5), which are rendered communicating with said double inner compartment (1 - 2) of the central body (Al), such as exemplified particularly in Figs. 1 to 15.

For simplicity of representation, a crankshaft (80) has been represented in Figs. 1 - 16 - 17 and 28, while in the other figures, the same tree (80) should always be understood as rigidly connected to the expansion element (B l) of the rotor (B) which makes the rotation useful.

In more detail and with particular reference to fig. 2, a stator body (Al) encloses a two-way chamber compartment (1 - 2), which is defined by a pair of planes (X - Y) that are indicatively horizontal and with an intermediate space or distance (s), and are aligned along an orthogonal and indicatively vertical plan (Z).

At the intersection between the planes (X - Z), the upper compartment vault (1) has one radius curvature (R), while at the intersection between the planes (Y - Z) the bottom of the lower compartment (2) has a smaller radius curve (r). As better highlighted in the following, the larger compartment (1) cooperates with the rotating element (Bl) to achieve the expansion phase of the steam, while the smaller compartment (2) cooperates with the rotating element (B2) to achieve the compression of the condensed, cooled fluid (A5) and to fully immerse it in the condenser boiler (A4), it conforms to a normal closed steam engine cycle.

The top of the upper compartment (1) is enclosed with the vault of the lower compartment (2), defining two intersection tracts (3 - 4), whose radial position varies in relation to the variation of the space (s) between the planes (X and Y), as well as in relation to their radii (R - r), in order to define the maximum volumes foreseen for the aforementioned expansion and compression phases of the fluid moved by the rotor (B) into the stator (A). With reference to Figs. 2 to 5, the stator body (Al) has an open side (5) with a plurality of slots (5a - 5b - 5c - etc.) where a body (A5) is inserted which cools the fluid contained within the bicilindrical chamber (1 - 2), said cooling body or condenser (A5) having an intense heat exchange with the outside environment or with a low temperature air tank.

Also with reference to Figs. 14 and 15, said capacitor (A5) is basically consisting of a comb or laminate body (100), whose tee (lOOa-lOOb-lOOc- etc.) are preferably made of rough or knotted surfaces and are suitable to be housed in the slots (5a - 5b - 5c - etc.) of the stator body (Al) with free space between the teeth (100a - 100b - etc ..) suitable for promoting heat exchange, aligning and shaping the respective inner ends of the radius (Rl) similar to the radius (R) of the stator compartment (1) so as to always allow rotor rotation (Bl), while the same combed body (100) is secured to the mouth of the free compartment (5) of the stator (Al), using two brackets (101 - 102).

With particular reference to Figs. 5 to 14 and 15, the comb body (100) is provided with at least one outlet duct (103) and a return duct (104), with one or more traverses (105), for the circulation of a refrigerant fluid, and their input ports (106) and output ports (107) are derived for example on the bracket (102), where an attachment (108) can also be arranged for the application of a thermostat or other flow controlling devices on the same condenser (A5), to keep your teeth fresh(100a - 100b - 100c - etc.), which are thus capable of cooling the vapor after its maximum expansion phase, as specified below, according to other techniques.

According to a preferential constructional form of the stator body (Al), its plan (5) of the coolant body (A5) for fixing the comb body (100) and of its brackets (101- 102) is inclined with an angle (alpha) of approximately 10 °, as exemplified in Fig. 2, so the sheets (100a - 100b - 100c - etc.) are inclined to the inside of the body (A) of an angle (beta), as exemplified in fig. 14, to ensure that the condensation fluid caused by the body (100) flows from gravity in the lower cavity (2) of the stator casing (Al) at a level that is either lower than its intersection (3), comparedto the bottom of the openings or slots (5a20 - 5b - 5c - etc.), as exemplified in Figs. 46 and 47.

Still with reference to Figs. 2 and 5 and 47, respectively of the other section (4) intersecting between the upper chambers (1) and the lower chamber (2) of the stator body (Al), a hole is longitudinally obtained through passage (70) which is adapted to accommodate a valve (110) to inlet steam as best described below. Said obtained hole (70) is crossed by a slot (71) connecting it to the stator chamber (2), and a slit (72-77), which connects it to the interior (73) of the bucket (A4). Said slots (71-72) are radially converging on the axis of the hole (70).

The same hole (70) has an outer part or surface (70 / a) which is Larger in diameter, for accommodating a control butterfly (120), and which has an exemplary width of about 120 ° to allow for an adjustable semi-rotation of the same butterfly (120) around the same axis of the hole (70) as also exemplified in Figs. 39 and 41 and as further specified below.

In a position adjacent to said hole (70), a support plane (7) of the stator (Al) is suitable for fastening the vaporisation body (A4), presenting one room or cavity (74) which increases the volume capacity of the same bobbin (A4) and allows the movement of the lamina valve (75), which connects the lower compartment (2) of the stator body (Al) in the fluid compression phase, as exemplified in Figs. 2 and 48.

With reference to Figs. 1 and 2, a vaporizer or vaporization body (A4) is exemplified in its convex casual form and with the bottom (78) open on the chamber (74), whose basin (A4) is stably associated with the wall (7) of the stator (Al), and still it has its own inner compartment (73) as well as with the vapor input slot (77) in the stator chamber (2). That said evaporator (A4) is equipped with an electrical resistance or other heat source (76), to bring the water or fluid previously cooled by the gas into the gaseous state condenser (A5) and then conveyed and compressed into said compartment (73-74) by the rotor element (B2), following the opening of the lamina valve (75).

The stator (Al) is completed with the application of the closing covers (A2 - A3), of course after having housed the rotor (B) with its support bearings (214 and 314) and its steam input valve (110-120).

Specifically, by means of suitable screws, the cover (A2) is fixed to the stator (Al), on the side of the power take-off (80) while the cover (A3) is secured to the side opposite to it.

With particular reference to Figs. 6 and 7, the front cover (A2) includes a surface (210) supporting the edge of the stator (Al), with its own set of passageway holes (211) for securing the screws or closure rods to the corresponding ones through holes (6) or possibly threaded of the same body (Al). Said cover (A2) comprises an outer cylindrical part (201) and a large smooth surface (202), which is slightly upward from the surface (210), and the external edge of which follows the contour of the stator compartment (1 - 2), being centered on similar axes horizontal (X - Y) and vertical axis (Z), for respective radii (R - r) having distance (S).

The inner edge of said smooth surface (202) corresponds to the outer edge of a cylindrical hole (203) centered on the intersection between the vertical axis (Z) and the horizontal axis (Y) of the cover (A2), and is suitable for housing the outer track of a bearing (214), as shown in FIGS. 16 and 17, having its internal track solid to the ring (420) and which, in turn, is integral with the compression element (B2) of the rotor (B), as exemplified in FIG. 43 and as further specified below. The same lid (A2) has an external profile that corresponds to the external profile of the stator body (Al), including its lateral surface (207) aligned to the base (7) of the stator (Al), being inclined at a corresponding angle (alpha). Similarly, with reference to FIGS. 8 and 9, the opposite rear lid (A3) has an external surface (310), resting on the other edge of the stator (Al), with a series of through holes (311) for housing the screws or tie rods in the corresponding threaded holes (6) of the same body (Al). Said cover (A3) further comprises an outer cylindrical part (301) and a contrasting large internal smooth surface (302) which is slightly upward, compared to the surface (310), and whose outer edge follows the above-mentioned profile of stator compartments (1 - 2) with radii (R - r) centered respectively on the intersection of the vertical axis (Z) with the horizontal axes (X-Y).

The inner edge (303) of said smooth surface (302) corresponds to the outer edge of a cylindrical hole (303) centered at the intersection of the axes (Z - Y) and is actuated to accommodate the outer track of a bearing (314), whose inner track is integral to the ring (421) of the compression body (B2) of the same rotor (B).

The same lid (A3) has an external profile that matches the profile external to the stator (Al) including its lateral surface (307) aligned with the base (7) of the stator (Al), being inclined at the same angle (alpha).

Still with reference to FIGS. 7 and 9, the lid (A2) has a double compartment (204- 205) which is coaxial with and adjacent to the compartment (203), as well as the lid (A3) has a double compartment (304 - 305) which is adjacent and axial to its compartment (303). In particular, the double compartment (204 - 205) is adapted to accommodate the head (222) and the body (221) of the flange (220) exemplified in 10- 11, while the double compartment (304 - 305) is adapted to accommodate the head (322) and the body (321) of the flange (320) exemplified in Figs. 12 - 13. Said flanges (220 and 320) are conformed to a base (222 and 322) which is partially carved in its lower part to ensure its proper position, as well as with their central body (221 - 321) and their external projection (224 - 324) that are concentric to the intersection of the planes (Y - Z), and therefore to the respective holes (203 - 303) of the lids (A2 - A3) on which are associated the outer tracks of the already mentioned bearings (214 - 314) for driving the expansion element (B2) of the rotor (B).

The flange (220) is provided with a series of through holes (223) allowing the application of suitable closure screws in the threaded seats (206) of the cover (A2), as well as the flange (320) is provided with a series of through holes (323) which allow the application of suitable closure screws in threaded seats (306) of the cover (A3).

With reference to FIGS. 10 - 11, the outer surface (222) of the anterior flange (220) has a cylindrical seat (230) which is arranged on the intersection of the planes (X 10 - Z) and is suitable for housing the outer track of a bearing (231) for supporting of the crankshaft (80) on the front cover (A2), as exemplified in the figs. 4 and 5.

Referring also to FIGS. 12 to 13, the outer surface of the flange (320) has a similar cylindrical seat (330) which is arranged on the intersection of the planes (X-Z) and is suitable for housing a second rolling bearing (331), for supporting the rear side of the same shaft (80) on the rear cover (A3), as exemplified in Figs. 4 and 5.

The inner thicknesses (221 - 224) of the flange (220) have a through hole (232), with a preferred groove (233) for applying a sealing ring, said hole (232) being in axis with the hole (230) for the passage of the front of the shaft (80). Similarly, the thicknesses (321 - 324) of the flange (320) have a through hole (332), with a preferred groove (333) for applying a sealing ring, said hole (332) being in an axis with the hole (330) for the passage to the back of the same shaft (80). With particular reference to Figs. 4 and 5, the outer bearings (231 - 331), supporting the crankshaft (80), are axially engaged in their seats (230 - 330) by means of rosettes (235 - 335), which are closed at respective flanges (220 - 320) by means of suitable screws fixed in the holes (240 - 340) of the same flanges (220 - 230). Also with reference to fig. 28, the inner tracks of the same bearings (231 - 331) are bound to the seats (83 / a - 83 / b) of the same crankshaft (80) by stop rings (234 - 334).

With particular reference to FIGS. 1 to 4 to 5 to 10 and 11, the outer surface (222) of the flange (220) is completed by the presence of a cantilever support (236) with its blind cylindrical seat (237) housing a shaft (239), which is intended to support a return gear (R2), with a hole (238) of housing a stopping grain, as hereinafter specified.

Finally, also with reference to FIGS. 1 - 6 - 8 - 38 and 39, covers (A2 - A3) are provided with a respective passage hole (215 - 315) which is arranged in an axis with the already mentioned transverse hole (70) of the stator (Al), for the end housing of the shaft or steam inlet valve (110) and its adjustment (120), from the boiler or vaporiser (A4) to the compartment (1), by means of the head transmission (R3).

As already mentioned and with reference to FIGS. 16 - 17, the rotor part (B) of the motor (L) in question is constituted by a semi -cylindrical expansion body (Bl) to which it is provided the drive shaft (80), and a semi -cylindrical compression body (B2), which bodies (Bl - B2) are articulated by a hinge or slider (B3) which allows the to rotate reciprocally within the spaces (1 - 2) of the stator (Al).

Referring also to FIGS, from 18 to 20, the rotating compression body (B2) is consisting essentially of a cylindrical surface (401), which is developed for an arc of just under 180 °, with a radius of curvature (r) that is substantially equal to the radius (r) of the lower compartment (2) of the stator (Al), having as center the same intersection between a vertical plane (Z) and a horizontal axis (Y). The lateral arches of the edge (401) consist of two radial and orthogonal walls (402 - 403), which are shaped as a circular crown, preferably with rays (402 / a-403 / a) and are converging to a respective semi-support ring (404 - 405). Each semi-ring (404 - 405) is provided with a groove (406) with a set of threaded holes (407). The same cylindrical surface (401) on the side of the junction with the body (Bl) ends with a transverse semi cylindrical head (410) having an axial hole (411) and a series of three radial windows (412 - 413 and 414) of lightening which also allow the mounting of its head joint.

Said compression rotor (B2) is securely supported by a pair of rings (420-430) to be joined together by grooves (406) to its semi-rings (404 - 405) in order to accommodate the inner bearings (214 - 314) which allow the rotation of the compression element (B2) concentrically to the surface of the stator (Al) compartment (2), in contact between the reciprocating surfaces of the compartment (2) with the outer surface (401). In more detail and with reference to FIGS, from 16 to 20, the back ring (430) of the compression element (B2) has a lateral decrease (431) having width similar to that of the support ring (405) of the same rotor (B2) and comprises a semiconductor tooth (432) which is adapted to accommodate in the compartment (406) of the same ring (405). Along said semi lunate tooth (432) a plurality of holes are arranged (433) which allow the passage of many screws that firmly join the ring (430) with the side (403) of the same rotor (B2). Said ring (430) thus allows the mounting and fixing of the inner track bearing (314), whose outer track is secured and supported by the seat (330) of the flange (320) which is integral with the rear lid (A3). Similarly and with reference to Figs, from 16 to 20, the front ring too (420) is provided with a lateral cut (421) and a half-ring tooth (422), not shown, to engage in the stiffening ring (406) and, through its holes (433), allow the fixing of screws into the holes threaded (407), for the stable joining of the ring (420) to the compression rotor (B2), in order to be able to apply the bearing (214) cooperating with the side (402) to obtain the same function as described above.

With particular reference to FIGS. 17 and 18 / a, the cylindrical surface (401) and the side walls (402 - 403) of the compression element (B2) determine the formation of an internal compartment (V) that, in the sequence of operation phases of the motor (L), allows it to always have space for the rotation of the cooling element (90) and the support hub (50) of the rotor expansion (Bl), as shown and exemplified in FIG. 46. With reference to Figs. 16 - 17 and 21 to 25), the rotor element of expansion (Bl) includes the presence of a pair of shells or cable elements (30 - 40), which are constituted by a respective cylindrical wall (31 - 41), having development of little less than 180 ° and have their outer orthogonal walls (32 - 42), within which are provided seats (33 - 43) with holes (34 - 44), for the passage of tie rods and, with appropriate ribs (35-45), for the passage of assembly pins, not shown, with which the same cylindrical surfaces (31 - 41) are side by side joined together, along their respective sides (31 / a - 41 / a), in form of a single double closed shell (30-40) that constitutes the largest volume of said rotor expansion element (Bl).

With particular reference to Figs. 24 - 25, the radius (R) of the cylindrical surfaces (31 - 41) of shells (30 - 40), essentially corresponds to radius measurements (R) of the upper compartment (1) of the stator (Al), except that tolerance that allows rotation without direct contact, having development from the intersection of the vertical axis (Z) with the horizontal axis (X). The exterior walls (32-42) and the cylindrical surfaces (31 - 41) of the shells (30-40) have a side closed off by a respective flat box surface (36 - 46) with a hole (37 - 47), by means of which it is possible to apply appropriate counterweights, not represented, in order to achieve the best balancing conditions in the rotation of the expansion element (Bl). Shells (30 - 40) also provide support for the application of radial seals and lateral (70) of the active pressurized fluid, exemplified in FIGS. 16 - 17 - 23 and 25, however, help to improve the volumes and pressures of the fluid in the various stages of the cycle. The walls (32 - 42) of said shells (30 - 40) are shaped by a respective circular sector (38-48) which allows their application to a hub (50) on which the drive shaft is applied (80).

Referring also to FIGS. 16 - 26 and 27, a hub (50), of the union of said cable bodies (30 - 40), has a smooth or pushing wall (51) with one backward pair of ribs or fins (52- 53) which are equipped with two or more through holes of lightening and / or fastening (54), which are arranged in axis with the holes (34 - 44) of said shells (30 to 40), for the application of rods which allow it to be stable union to their respective fins (52- 53), thus securing the union of said wire bodies (30 - 40) to the same hub (50). As shown below, with reference to FIGS, from 44 to 48, the smooth wall (51) of the hub (50) is intended to receive the thrust of the active fluid, during its expansion phase, transmitting torque to the crankshaft (80).

The same smooth wall (51) of the hub (50) is associated with its central body (55), which is provided with a polygonal longitudinal hole (56) for housing and locking of the aforesaid motor shaft (80), as well as a pair of passing holes (57 - 58), which are orthogonal and coplanar to said longitudinal hole (56) and have their respective parallel axes lying on a plane parallel to the plane of the smooth wall (51), said holes (57 - 58) being obtained in their respective tops (59-60) of the same central body (55). The irregularity of the unique polygonal hole (56) of the hub (50) allows 10 the housing of the central body (81) of the crankshaft (80) only in the condition in which its holes (57-58) are aligned with the diagonal holes (86 - 87) of said shaft (80) as shown below. The central part (55) of the hub (50) is then provided with holes (62) which are adapted for housing threaded bolts or screws, which, also passing through the holes (39 - 49) of the cable elements (30-40) contribute to the stability of their union to the same hub (50). The same central body (55) of the hub (50) is finally equipped with two sets lined with threaded blind holes (63 - 64), which allow screws to be screwed for the union of the two elements constituting the cooling body (90) to be applied always at the same hub (50), also thanks to the tooth configuration parts (65).

With reference to Figs. 28 to 28 and 29, as well as Figs. 4 - 5 - 16 and 17, the crankshaft (80), whose central polygonal central section engages in the seat (56) of the hub (50), has two coaxial seats (82 / a - 82b) for spacing functions, relative to the adjacent tracts (83 / a - 83 / b) on which the slopes are applied inside of the bearings (231-331), while their outer track is housed in the seats (230 - 330) of the flanges (220 - 320), which are then fixed to the lids of the stator (A2 - A3).

The length of the spacers (82 / a - 82 / b) of the shaft (80) corresponds substantially to the thickness of the protruding bodies (201- 301) of the same sides 5 (A2 - A3), while said bearings (231 - 331) are axially blocked by the rosettes (235 - 335), after interposing of the suitable arresting rings (234 - 334) by housing in the respective crankshaft seats (80), as well as having suitable sealing rings (233) and for housing (333) of the flange (220 - 320).

A section (84 / a) of the crankshaft (80), adjacent the section (83 / a), is slotted to be able to radially lock a toothed wheel (Rl), in addition to the hub of a flywheel (W), while its adjacent pointed end (85 / a) constitutes the useful force grip of the crankshaft (80). The opposite end (85 / b) of the same shaft (80) protrudes from the rear cover (A3) and is tilted to accommodate another toothed wheel, not represented, which can serve as additional strength, for example it can force the circulation of the cooling fluid. The same polygonal central body (81) of the crankshaft (80) is then equipped with two passing holes (86 - 87), which are arranged in a uniquely radial position to be aligned with the holes (58-57) of the hub (50). Such holes (86 - 20 87) have a slightly larger diameter than the reamed holes (58 - 57) of the hub (50), to prevent sliding with the hinging rods (620-630) (B3), shown below, and which are slidly housed therein. At the ends of the central body (81) of said motor shaft (80) there are two holes for attachment (88 / a - 88 / b), which are connected with a respective axial duct (89 / a - 89 / b) and are open respectively at the ends (85 / a) and (85 / b) of the same shaft (80), with a final stretch that is suitable for connection to a circuit of external cooling. In particular, the attachment (88 / a) is aligned with the hole (64 / a) and the attachment (88 / b) is aligned with the hole (64 / b) of the central hub (50), to connect the cooling circuit also with the connections (97 / a) and (97 / b) of the elements (90 / a and 90 / b) for cooling and balance as described below.

With reference to Figs. 30 to 35, as well as Figs. 16 and 17, a hinged body of articulation (B3) is interposed between the rotating compression element (B2) and the rotating expansion element (Bl), for their articulation within the biaxial compartment (1 - 2) of the stator (Al).

This hinged body (B3) comprises a hollow pin (600), to be fixed in the seats (411) of the rotary compression element (B2) of the cylinder head (410), and one pair of stems (620 - 630), which are fastened to the same pin (600) and can shift axially along the cylindrical seats (57 - 58) of the hub (50) and along the coaxial cylindrical seats (86 - 87) of the drive shaft (80) which are joined to the rotor expansion (Bl). In more detail, the pin (600), preferably with a passing cavity (610), comprises two ends (601 - 602) which, with the interposition of two bushings or bearings (411a - 411b), are to be housed at the ends of the cylinder hole (411) (410) of the rotor element (B2), while two increments of diameter (603 to 604) are preferably spaced apart by an intermediate lightening (605). These increments (603 - 604) allow the formation of two axial passageways (606 - 607) and an orthogonal perforation (608 - 609), which are achieved with the same distance between the radial compartments (412 and 414) of the same perforated semi -cylinder (410) of the compression body (B2) and, especially with the same distance between the stem pair (620-630) of the hinged body (B3).

Said pair of stems (620 to 630) comprise a cylindrical body (621-631), preferably hollow, with one end free and the opposite end that is eyelet shaped (622 -632), with a respective passing hole (623 - 633) studs (622 - 632) of the stems (620 - 630) are housed, with minimum flexibility, in the respective slots (606-607) of the pin (600), to be engaged by respective plugs (624 - 634), to be permanently housed in the transverse holes (608 - 609). In this hinging condition, said stems (620 - 630), although narrow within limits, are free to slide in the axial direction thanks to the axial play of the bearings (411a-411b) and also in radial direction on the pins (624-634) of the pin (600). This minimum flexibility doesn't allow you to feel the possible thermal expansion and small machining and assembly tolerance, making the rotation of the rotor B fluid. The same stems (620 - 630) are finally endowed with a blind hole (625), only partially visible in Fig. 31, for the solid constraint of the sealing body (500). With reference to Figs. 26 and 27, the complanarity of the axis of the holes (57 - 58) and their shirts (59-60), with the orthogonal axis of the polygonal hole (56) of the same hub (50), exceeds a structural and balancing problem of the rotor (Bl) which had remained unresolved and limited in the previous versions used in the construction of various shapes of burst engine, according to the solutions already proposed with the above mentioned international patent applications and other similar solutions.

In fact, for those engine versions, the engine shaft had to be centrally shaped like a goose neck, or it had to be made in two sections that would allow the housing and handling of the hinging elements, necessary to join and operate the compression phases, expansion, etc. of the fuel mixture used for these blast-off motors.

Said coplanarity between the axis of the holes (57 - 58) and the orthogonal hole (56) of the the hub (50) substantially improves the rotor balance (Bl) and then the shaft (80), allowing it to rotate at a higher speed, which shaft (80) essentially rotates while retaining its axis in line with the intersection of the stator (X - Z) of the stator (Al) as verifiable as well from figs, from 43 to 48. This innovative solution therefore reduces to minimizing the bending forces of the hinge element (B3) of the rods (620 to 630), as well as minimizing the length of the same hinge (B3) on the plane (51) of the hub (50), also reducing its contact time with steam in expansion at its maximum temperature.

At the assembly stage, the free ends of said stems (620 - 630) are thus threaded into the respective seats (57 - 58) of the hub (50), where they can slide axially, for an axial stroke, which is due to the values of the difference between the axes (X and Y) of the stator (Al) and the respective radii (r) and (R), in order to allow the touching of the cylindrical surface (31 - 41) of the expansion rotor (Bl) and of the cylindrical surface (401), compression rotor (B2), near the respectively cylindrical stubs (1 - 2) of the stator (Al).

As already stated, for the irregular polyhedral form of the central part (81) of the shaft (80), its insertion into the irregular polyhedral seat (56) of the hub (50) is made possible only in its proper arrangement, for which its radial holes (86-87) are arranged in axis with holes (57-58) of the same hub (50).

Said holes (86) and (87) have diameters greater than those of the stems (620) and (630) to prevent the stems themselves from contacting the shaft (80) and the space between the elements can be exploited as a small tank for a possible circuit lubrication. The stems (620) and (631) are bound to slide with minimal play, only in the hubs (57) and (58) of the hub (50).

Referring also to Figs. 34 and 35, a particular body shape is illustrated (500) which is interposed between the head (410) of the body (B2), which already houses the pin hinge (600) of the hinge body (A3), and the thrust surface (51) of the hub (50) of the expansion body (Bl).

In more detail, a section (501) is shaped approximately to a "C" with one width corresponding to the width of the bodies (Bl and B2) of the rotor (B) and slightly lower than that of the stator (Al). The rotor width (B) is similar to that of the chest containing it but less than enough to allow it rotation, avoiding that the rotor sides (B) slip through the side covers A2 and A3.

This gap must, however, be limited to allow for a good hold of the pressure of the active fluid by the sealing segments (70), exemplified in part in figures 16 and 17, which segments are the only elements to flow in contact with its sides (A3 and A2). The sealing body (500) has one pair of outer seats (502 - 503) and one pair of inner seats (504 - 505), for the housing of suitable sealing gaskets. The outer seals of the outer seats (502 - 503) are intended to slide along the smooth wall (51) of the hub (50) joining the rotor elements of expansion (Bl), while the inner sealing gaskets (504 - 505) are intended to slide radially on the semi cylindrical head (410) of the compression body (B2). The same profile (501) then presents a pair of plugs (506) that are intended to be inserted into the respective seats (625) of the stems (620-630) with the aim of holding the body (500) in rigid position as exemplified in fig. 31. That body (500) is also equipped with lateral seals (507-508) which also act as a connection to the respective sealing segments (502-504) and (503-505), to create areas to hold the fluid under pressure, while for any reductions you can create longitudinal holes.

With reference to Figs. 36 and 37, a pair of cooling body elements is presented (90) to be associated with the pin (50) and the rotor shaft (80) of the rotor of expansion (Bl), for lowering their temperature, as well as the temperature inside the stator (1 - 2) of the stator (Al).

More in detail, a pair of cooling elements (90 / a - 90 / b) are (91 / a - 91 / b - 91 / c) and (91 / e - 91 / f - 91 / f) and a respective central hollow body (92 / a - 92 / b) having a cylindrical base (96 / a - 96 / b) which is adapted to be applied to the central body (55) of the hub (50) by means of (93 / a - 93 / b) and 93 / c - 93 / d), whose holes are arranged to be aligned with threaded holes (63) of the same hub (50). Same elements (90 / a - 90 / b) have a shoulder (95 / a - 95 / b) which allows the shoulder engagement (65) of said hub (50).

However this union can be differently achieved according to other known techniques. The central body (92 / a - 92 / b) of each element (90 / a - 90 / b) is then equipped with a respective internal compartment (99 / a - 99 / b), for the circulation of the cooling fluid, with its input (97a) and its output (97b). Said holes or joints (97 / a - 97 / b) are arranged to be in line with the holes (88 / a and 88 / b) of the crankshaft (80) and they continue throughout the body (50) through the holes (64 / a and 64 / b) as identifiable in fig. 26. With the union of the two cooling bodies (90 / a - 90 / b), there is also a union of their inner compartments (99 / a - 99 / b), among which a lamina (99) is interposed, which being shorter than the same compartments (99 / a - 99 / b) that receive it, leaves a passage of communication in their side further away from the entry points, forcing the return passage between said compartments (99 / a - 99 / b) and favouring the cooling of the element (90) and the condensation of the fluid.

Referring also to Figs. 38 - 39 and 40, a valve (110) and its butterfly (120) are interposed between the booster (A4) and the two-cylinder (1 - 2) stator (Al), said valve (110) and said butterfly (120) being largely housed in the seat (70 - 70 / a) of the same stator body (Al).

The central body (111) of the valve (110) has a slightly lower length to the stator body width (Al) and has a longitudinal slit (112) which passes along the axis with a curvature (gamma) of about 120 ° which is similar to the angle (delta) between the slots (71 - 72) of the stator body (Al). Said central body (111) is equipped with two opposite and axial tracts (114 - 115), which are suitable for housing the inner diameter of a respective bronze (116 - 117). The bronze (116) is housed in a suitable seat near the sealing ring (223 - 233) which is on the flange (220) of the front cover (A2), while the bronze (117), which is also associated with the butterfly (120), is located close to the sealing ring (323) of the flange (320) of the rear cover (A3).

The butterfly (120) is basically constituted by a tile (121) with a slot longitudinal (122), and a head body (123) having an axial shank (124) thereof, with preferably threaded ends. Said thread (124) is passed along the hole (323) of the rear cover (A3), then is closed by one or more locking dices (125) so as to lock said throttle (120) when disposed in the correct radial position. This valve (120) can still be regulated by an external control device, as by known techniques. The tile (121) of said butterfly (120) is housed in the radial compartment (70 / a) of the stator body (Al), in axis with its hole (70), where the central body (111) of the valve is housed (110) to axially rotate and then gradually align its slot (122) to the slit (112) of said body (111) in order to regulate its light passage with the slit (72) of the compartment (2) of said stator (Al). The internal hollow compartment of the tile (121) is adapted to accommodate the outer surface of the bronze (117), batting against its bottom (123) while the inner surface of the same bronze (117) is applied to the end (114) of the valve shaft (110).

Said shaft (110) is completed with the presence of a supported end (115) from the bronze (116), which end is designed to protrude from the front cover (A2) and, by interposing appropriate stop rings and spacers (118), is suitable for fastening a toothed wheel (R3) which, in connection with the return wheel (R2), receives from the drive wheel (Rl) the rotational motion in phase with the rotation of the rotor (B), valve shaft (110), and slot (112). The operation of the valve (1 10) and of its butterfly (120) is more apparent and obvious with the aid of fig. 41, where the moment of maximum inflow of steam is depicted, from the bucket (A4) to the expansion compartment (1) of the stator (Al).

As already mentioned, Figs. 42 and 43 represent an identical transversal view of only rotor elements (Bl - B2) to be housed in the twin - cylinder compartment (1 - 2) of the stator (Al), and with the figures of which is highlighted the fact that the element of compression (B2) rotates on the intersection of the two planes (Y - Z), being fixed to the ring (42) supporting the bearing (214) while the expansion element (Bl) rotates on the intersection of the planes (X - Z), together with the crankshaft (80), being supported by the bearing (231), not visible, by the flange (220) and its front cover (A2). The same rotor elements (Bl - B2) are likewise supported by opposite and corresponding bearings (314 - 331) as well as united by the pivot (600) of the hinge element (B3), as can be expected with the aid of figs. 4 - 5 and 16 - 17.

With particular reference to Figs. 16 - 17 - 19 - 30 and 35, on the sides of the rotor expansion elements (Bl) and compression (B2), as well as on the head of the same compression element (B2), other suitable examples are exemplified are suitable ceiling clasps, which are mainly batting the flat circular walls (200 and 300) covers (A2 - A3), against the smooth wall (51) of the hub (50) and against the cylindrical surface (410) of the element (B2), ensuring the better steam sealing conditions, during the various stages of the cycle. Moreover, they said ten seals seem obvious and appropriate, without the need for a further one Illustration.

Once completed the description of the steam engine (L) and its main features parts, it summarizes its operation, also with reference to achievement of the specified purposes, particularly with the aid of Figs, from 44

15 to 48, where, for convenience of description, it is understood that the slot (122) of the butterfly (120) of the valve (110) is coaxially secured to the slot (72), at maximum steam passage from the bucket (A4) to the twin - cylinder compartment (1 - 2) of the stator (Al).

In Fig. 44, as already mentioned, represents the initial phase of the thermodynamic cycle generated by the motor (L), when steam or other active fluid, at high temperature and pressure, is compressed in the boiler or in the boiler compartment (A4).

For the gear connection (Rl - R2 - R3), the rotary movement of the crankshaft (80) and by inertia of its flywheel (W), the valve (110) and its butterfly (120) are brought with their conduit (112 - 122) in line with the slots (71 - 25 72) of the stator (Al) and the slit (77) of the bucket (A4), creating the expansion volume formation (HI) that accommodates the active fluid. Said volume (HI) starts from a near-zero volume, avoiding pressure leakage losses which would render the cycle inefficient, having the same pressure and the same steam temperature already present in the boiler (A4). Continuing rotation of the valve (110), its slots (112 - 122) deviate from the alignment with the stator slots (72-73 and 77) and therefore no longer allow steam to enter in said compartment (1-2).

The steam expansion force (HI) harvested in said stator compartment (2) acts on the flat surface (51) of the hub (50), continues its active phase with expansion, due to the energy alone of said volume (HI). The rotating part of the expansion part (Bl) is also transmitted to the part of compression (B2), by their constraint determined by the zip (B3), which runs with its stems (620-630) also inside the housings (57 - 58) of the hub (50) already integral with the rotor (Bl), ensuring the rotor (B2) as well as their variable reciprocal angle, for which the various volumes of the engine cycle (L) under test are formed.

Since, as already mentioned in Figs. 42 - 43, the rotor (Bl) is guided by the bearings (231 - 331) which are centered on the planes (Z-X), while the rotor (B2) is driven by bearings (214 - 314) centered on the planes (Z - Y), the post (600) which is part of the head (410) and its compression rotor (B2) seal (500) are required to slide along the same flat surface (51) of the hub (50), driven by the stems (620-630).

In the immediate continuation of rotation, the reciprocal movement between the rotor elements (Bl, B2) and their hinge (B3) creates a variation in the internal volume of the stator chamber (1 -2), to quickly increase the expansion volume (HI) and move, for example in an intermediate situation (H2), as exemplified in fig.45.

In said fig. 45, it is noted that with the active rotation of the elements (Bl and B2), the input valve (110), rotates on its axis, interrupting the communication between the expansion volume (H2) and the active fluid contained in the boiler (A4). In this condition, the rotation of the rotor (Bl - B2) continues under the sole thrust of the vapor contained in the expansion volume (H2). With the increase in that volume of expansion (H2), no longer feeding from the boiler (A4), pressure of the same volume (H2), it drops and consequently the temperature of the active fluid.

With reference to Fig. 46, it is assumed that the maximum useful volume of expansion (H3) is reached when the smooth (51) wall of the expansion rotor (Bl) arrives in proximity to the opening (5) of the stator (Al), where the wings of the capacitor are (A5).

In this situation, the compression rotor (B2) and its head seal (500) are rising from their lowest point of sliding on the wall (51) of the hub (50), favoring the output of the expanded steam volume (H3) to the condenser (A5). The cylindrical ends (36 - 46) of the shells (30 - 40) of the same rotor compression (B2), climbing along the walls of the stator spaces (1 - 2) favor the passage to the condenser (A5) of the expansion volume (H3) from its exhausted or product of condensation vapor still present in the upper hollow part (1) of the stator (Al). The condition of the active fluid (H3) at the stage immediately previous to the discharge in the condenser area (A5), however, is already at a relatively low pressure and temperature. In fact, as before mentioned, after an initial phase where the expansion volume is in direct connection with the boiler (A4), through the inlet valve (110), the volume of the boiler (A4) being much larger than the expansion volume (HI), it is determined a constant pressure expansion and constant temperature. The subsequent expansion of the fluid contained in the expansion volume (H2 - H3) causes a reduction in its volume pressure and temperature, ideally achieving adiabatic expansion.

With the situation shown in said fig. 46, steam meets the fresh environment of the condenser (A5) which further lowers the temperature and therefore reduces its volume. The cooling of the active fluid, after the expansion phase, as well as from the condenser (100) of the body (A5), is also favored by the swirling motion of the gas generated by the rotor (B) as a whole and by the cooling body (90) which is associated with the hub (50) of the expansion body (Bl). The flow control of the refrigerant fluid, fed through the condenser ducts (103-104) (100), maintains the desired temperature and pressure values inside the case (Al).

The butterfly body (120), which is part of the inlet valve (110), by varying its own angular position within the compartment (70a) through its opening (122), works with stator ducts (71 - 72 - 77) to adjust the rotational degrees in which the active fluid is entered into the expansion volume (HI). In fact, varying angularly the position of the butterfly (120) on the central body (111) of the valve (110), you can adjust the amount of active fluid that will go into the phase of expansion (HI) and consequently also residual pressure (H3) at the end of this phase, when the surface (51) reaches the aperture (5) of the condenser (A5).

By regulating, according to habitual techniques, such volume of active fluid (HI), it is obtained the expansion end pressure (H3) equal to or very similar to that contained in the condensation compartment (A5). In this way, the fluid released in the condensation chamber (A5) undergoes a constant pressure transformation from the expansion end to condensation temperature, because the volume of the room (A5) is much larger than the expansion volume (H3), and therefore tends to to keep the temperature and pressure parameters stable. In the passage from the condition of fig. 46 to the condition of Fig. 47, the volume of the pressure steam and residual temperature (H3), coming into contact with the cooling volume (5) of the condenser (A5) and the cooler body (90) of the rotor (Bl), is pushed naturally downwards, forming a new volume of steam saturated and cooled (H4) which is located in the lower compartment (2) of the stator (Al), while the top compartment (1) tends to preserve the high temperature already absorbed, without undergoing substantial thermal variations by the presence of volume of saturated and cooled steam (H4), which is conveyed to the lower compartment (2) of the same stator (Al).

With reference to Fig. 47, while the upper vault continues the rotor group of (B 1 - B2) and its zipper (B3), also because of their inertia or in any case due to the inertia of the outer flywheel (W), the compression rotor (B2) arrives near the intersection zone (3) and starts the phase of compression of the cooled fluid (H4) by touching the taper of said cylindrical lower compartment (2), also thanks to the relative advancement of the same rotor compression (B2) on the smooth plate (51) of the rotor (B 1) until it reaches its maximum compression (H5), exemplified in Fig. 48.

Said compression point (H5) of Fig. 48 is reached within a few degrees of rotation of the compression rotor (B2), compared to the line of intersection (4) when the volume gain (H5) reaches and exceeds the value of the internal pressure of the boiler (A4). After this phase, the valve (75) closes, preventing the reflux of the active fluid, in a condition of compression theoretically without heat exchange.

Meanwhile, continuing the anti - clockwise rotation also of the valves body (110), its slots (112 - 122) are gradually brought to the light of the slots (72 and 71 - 77) of the stator (Al), thus opening the steam input that from the boiler (A4) reaches the expanding (HI) expansion compartment (2) forming, after the rotor surface (51) of the rotor (Bl) has overrun said intersection point (4), for repeating the cycle described above.

Related to what has been described and exemplified hereinbefore, the constructive simplicity of the invention is illustrated. This invention, being a rotary mechanism, can achieve a high speed and therefore a great developing power, conforming to some of the specified purposes. Said motor (L), being free from burst and combustion phases, then presents a its minimal grip and quietness, as well as minimal vibrations while simultaneously developing its expansion phases condensation and compression, for each revolution of its rotor (B) on its stator (Al), with maximum thermodynamic efficiency, conforming to other specified purposes.

This innovation has the advantage of avoiding heat exchange cycles, which occur in reverse, between steam and metal in the alternating mechanisms, having a single- expansion and compression chamber, as it does not present of the conduits for the fluid transport to the various phases, so all those losses for dead volumes that characterize other analogous devices are absent, achieving the best possible yield, according to Carnot's theory.

In addition, the shape of the rotating part (B), which touches the inner walls (1 - 2) of the stator casing (A) without significant frictions, it allows to minimize the mechanical losses. To this it is added that the thrust of the expanding fluid is exercised directly on the shaft (50) of the hub (80) through the useful push on the wall (51), with a substantially simple and easy construction solution and maintenance, in accordance with other specified purposes.

The closed loop can be achieved with the steam engine (L) at the maximum elastic, in how much it can guarantee the desired efficiency and high performance even with variable parameters of rotation, pressure and temperature, incorporating its part active steam exploitation, with the passive part of compression and return of the condensed fluid in the bucket obtained by the movement of a single body (B) include its expansion part (Bl) and its compression part (B2) for every turn within its stator (A), due to the high volumetric difference between the maximum expansion zone (H3) and the maximum compression area (H5), it conforms to another of the specified purposes. Of course, the constructive design of a steam engine so far described is intended to be propose with an exemplifying and non-limiting title. The same goals and the same functions can also be achieved with other similar constructive solutions.

For example, you want to indicate the possibility of aligning a plurality of identical steam engines (L), preferably with phased stages, to dispose of one single motor shaft (80) with a multiple and more linear power than that available with only one motor (L).

The inlet valve (110-120) and generally its control, may be of different type according to known techniques, without this affecting the principles here specified.

The capacitor may have different shapes and sizes without it being constituted a variation of the concept expressed here.

These and other similar modifications or adaptations are, however, intended to be subdivided in the novelty and originality of the invention that we want to protect.