Engine or turbine with virtual pistons

Abstract

Engine or turbine with virtual pistons. The present invention relates to a new thermal engine paradigm, based on an unprecedented operating principle that is a hybrid between turbine operation, a piston engine operation, an electric motor operation. Made up of very few mechanical parts like an electric motor (circular rotor, stator, lids), is configurable through electrical and electronic controls that are used to determine both the ignition advance and the detonation position with respect to the position of the part that work like a piston. In this way, operation similar to the pistons engine (with virtual or equivalent pistons) or a similar behavior to the turbine is obtained. Compression is achieved by manipulating the relative gravity to which the mixtures are subjected, through centrifugal accelerations and other correlated phenomena.

Description

[0001] This invention regards the technical field of thermal internal combustion motors. In particular, it refers to an innovative motor that works in a similar way to both the piston engine and the reaction turbine, while its physical construction is as simple as the one of an electric engine. It is composed of a few parts and is configured so as to optimize both the friction control and the vibrations reduction, thanks to its simplicity of construction, which also allows simultaneous detonations in symmetrical opposite positions and therefore counterbalancing the generated forces.Prior art analysis

[0002] In addition to patents, both the articles of the sector and the prior art were examined. A review of the scientific production and the examination of designs and the inventions assessed by test laboratories was carried out. This way, it was possible to have an overview of the innovation on the field of rotary or circular motors, including the field of the turbines engines, focusing in particular on the products that could have connections with some parts of the invention. The more relevant products / patents are listed below, as well as their principle of operation: Wankel engine: a triangular piston rotates with offset wheel via a cam made with a gear and moves in various positions inside a ovoid chamber: the ignition occurs at a single point and the engine has a single point of entry of the mixtures and a single output point. It was built on a model of Mazda car, but the life of the engine is limited to 20,000 kilometres approximately, because the ends of the triangular piston are worn away by friction causing a loss of compression. Raphial Morgado MYT motor -massive yet tiny the pistons rotate around a crown , by moving close and away from each other while rotating tangentially, like two hands that applaude while rotating Piston Rotary Engine - - SYNISON Laboratory LTDMYT a variant of the previous technology, where the pistons run along a circular jacket, instead of meet "like an applause" Legacy engine by Power Source Technologies Inc. three cams similar to a "Y" rotate in a larger Y within three concentric circles Roto-motor ROTARY PIN ENGINE (RPINE) http: / / www.roto-motor.com It's a variation of the Wankel engine, where a hexagonal piston is used instead of a triangular piston Philistia rotary engine - Nikita Surgay It's a rotating motor separating the chambers, built within an egg-shaped structure, by means of springs that pull the barriers inside the more narrow part of the ovoid Rotary Internal combustion engine - Randy Koch a satellite piston turns within a circular cylinder Radmax, a roller-coaster engine, in which the cam rotation curves are made in the plane perpendicular to the rotation of the shaft http: / / radmaxtech.com / technology; the chambers are separated by movable barriers shifting along the cams with an up-and-down motion. CA REGI U.S., INC. 1153P12CA 2,496,157 2,496,157 Vane Type Rotary Appratus With Split Vanes US REGI U.S., INC. 1153P14US 11 / 705,580 7,896,630 Axial Vane Rotary Device And Sealing System libralato engine: two wings intersect to perform a semi-spiral motion and create chambers, as in the Wankel engine revisited www.libralato.co.uk A totally concentric rotary engine, where three rotors with a plug rotate inside two circular chambers joined on an eight shape; patent number 7,188,602 (US7188602 B1) Wave disk Engine by Norbert Mueller, pistonless induced-pressure turbine (pistonless rotary engine). Through the rotating blades, similar to those of the Pelton turbine, the pressure wave or "shock wave" is generated and used to replace the compressor of the classic thermal turbine. The design was stopped due to the technical problem of the imbalance of the generated forces, not being symmetrical the generation.

[0003] WO 2013 / 177613 A1 discloses an internal combustion engine similar to the one of the present application, but with a different arrangement of chambers and a different path of the combustible mixture through the ducts and channels of the rotary elements. $

[0004] EP 0 544 025 A1 and DE 10 2012 011548 A1 show further internal combustion engines with rotors and chamber and duct arrangements.Description:

[0005] The operating principles of the pistons thermal engine hasn't been renewed since several centuries. The motors have been improved over the years, the turbine and the Wankel engine were introduced, but the "Otto cycle" is still present under the bonnets of our cars. Many attempts were made in order to find alternative solutions, but no engine actually emerged and came up beside the classic the classical piston engine, which still is, up to now, the best solution in terms of duration and reliability. We now hope that this invention, which only employs the rotary motion instead of the rotary-alternative motion, could be a valuable contribution to the state of the art.

[0006] Indeed, this invention concerns a new type of internal combustion engine, based on a unique operating principle which is halfway between those of a reaction turbine, of a piston engine, and of the electric engine with which it shares the construction simplicity and the limited number of components.

[0007] Compared to a piston engine, the top dead position and the bottom dead position do not exist anymore, being replaced by rotary steps and specific angular positions, which do the same job by mutually sliding between two recesses, of which one is rotary.

[0008] The construction of the engine according to the invention is limited to three essential elements: a rotor with axis, a stator, a closing system. This structure makes it very similar to the construction of the electric motor and, like the electric engine, the the engine according to the invention can be built with an outer rotary box, that is, with the rotor rotating out of an internal stator. For the sake of simplicity, in this description the engine is described as having the rotor inside the stator, while the stator is fixed and external to the rotor.

[0009] The engine is made out of materials suitable to provide the mechanical strength that is required for its functioning, such as steel, cast iron, aluminium, but the use of plastics and ceramics able to bear the mechanical stress and the working temperatures are currently under assessment. The working temperatures of the engine according to the invention are lower than those of the traditional piston engine, being concentrated in specific areas with a very large surface, able to dissipate greater amounts of heat compared to the classic motor. As explained in more detail in the next lines, the position of these areas varies as well, as a function of the time and the ignition point of detonation, further improving the thermal feature through the distribution on several surfaces alternately. This particular thermal feature allows the engine according to the invention to be made out of mixed materials, usually not employed for the construction of motors. In this description some of these materials are mentioned, to be only considered as a nonbiding example.

[0010] The first working prototype was made out of aluminium with high dimensional stability, while the crossing axis was made out of hardened steel.

[0011] In the next lines the description and the construction of the engine according to the invention are described in detail; some parts required for its functioning, as the electronic controls and the systems to force the mixtures supply, external to the engine according to the invention, will be shortly described, because we will use solutions already available on the market, adaptable to the new motor.

[0012] The engine according to the invention, which can be seen in main Figure 1 , includes at least: an upper closure cover 101 ; a stator 300 with internal shape exclusively cylindrical; a lower closing cover 104 a series of tightening nuts and bolts 105 connecting the stator to the lids and containing the rotor with axis; a through axis 106 passing through the device, solidly connected to the rotor and connected to the covers by means of bearings, which allow the rotor to rotate inside the stator and the axis to transmit the movement of the rotor to the outside of the engine; a system for the forced supply of fuel and comburent mixtures, connected to the hole for the intake of the mixtures 107, composed of carburettors, turbines for air supercharging, sprayers, injectors, sensors and controls. This forced fuelling system is meant to push inside the engine the mixtures with suitable stoichiometric ratio for its functioning, with a pressure greater than the ambient pressure; a rotor able to rotate, internal to the stator and the covers, of prevailing cylindrical shape 401 ;-a series of holes and recesses made both on the stator 300 and on the rotor, designed to load, compress, activate, detonate, expand, remix, drain the mixtures and transform the combustion and / or the detonation of the mixtures in a rotational movement of the rotor; a series of ducts and channels made on the rotor 403 and 404 , designed to compress, accelerate and centrifuge the mixtures introduced in the hole 107 and to transfer them to the chambers of pre-compression made in a complementary way both on the rotor 401 and on the stator 300; this passage (between the channels and ducts and the pre-compression chambers) takes place through the bridge passages; at least two bridge passages, composed by: channels 403, bridge recesses 109 (fig.5) fixed or made on the inward surface of the lid, holes 402; these bridge passages feed the chambers only at the points of mixture loading in the pre-compression step; the passage between the channel 403 and the hole 402 is normally interrupted because there is no continuity between the two parts made on the rotor; the passage is allowed exclusively through the cyclic alignment of correspondence with the recesses fixed on the cover 109; which allows the passage of the mixtures by the ducts 403 through the recess 109 to reach the holes 402 which communicate with the pre-compression chambers 406; in the absence of this alignment, there is no communication between channels and holes. These bridge passages replace the engine valves to "Otto cycle motor" and perform the same function of opening and closing in phase. a series of spark plugs placed in holes 308, 309, 310, 311, gathered by combustion chamber and phase shifted among them in the same chamber of an angle to determine advance and ignition delay, adapted to initiate the detonation of the mixtures in at least two combustion chambers arranged symmetrically on the stator; an electronic control which ignites the plugs and adjusts the injection of the mixtures, and uses position and flow sensors to adapt the timing advance (of ignition of the plugs) and the working mode of the engine to the power requirements or number of revolutions formulated by the user, by means of an accelerator or other interface systems that interact with the flows of mixtures; a series of recesses geometrically complementary to the same engine function (motor phase) divided in two parts, one on the stator 300 and second part on the rotor 401, which have the same function assigned when facing or communicating, some recesses can communicate with the outside of motor as during the load of the mixtures and during the discharge of burned mixtures, the functions are performed in symmetrical positions offset by the same angle and are simultaneous in different angular positions: such function occur simultaneously in more parts as many as are the combustion chambers (or the number of the equivalent pistons or virtual piston), whereas the simultaneous functions occur with a specific sequence of events determined by the change in angular position from recesses formed on the rotor, as a result of the rotation of the same (the rotor) inside the stator; said succession of events and functions are: the load of the mixtures, the pre-compression, the compression, the detonation, the expansion, the discharge of burned or exhausted mixture. Each event and motor function has a chamber with the same name on the stator, while on the rotor the same chamber has more engine function and support several motor phase, like a load mixture, detonation on "modality A", expansion, discharge. In fact the stator with recesses contains the rotor also build with recesses, and these grooves, made both on the rotor and on the stator, are geometrically mutually complementary. When they are facing each other or corresponding, i.e. when the parts on the rotor and the corresponding parts on the stator communicate, contribute to the formation of the dimensions of the chambers, like pre-compression chamber, detonation chamber, compression chamber, expansion chamber, exhaust expulsion chamber. On the rotor some surfaces such as those more external 407 , are comparable to those of the upper part of a piston (or equivalent piston or virtual piston). Other recesses on the rotor form surfaces for driving the mixtures 406, which enable displacement thereof into the various successive positions during the rotation.The shape of these chambers (load and pre-compression chamber, compression and explosion chamber, expansion chamber, discharge chamber) varies during the operating cycle and depends on the relative position of the stator with respect to the rotor during rotation, which causes a change in the size and geometry of the shape of the corresponding chamber and engine corresponding function or phase; the sliding of said chambers, consequent to the rotation of the solid compound as a rotor with axis inside the stator, generates the physical phenomena corresponding to the specific function of the functional chambers affected by the passage of the surfaces 407 and of the recesses 406 of the rotor which is active by rotating slides and passes through the chambers by varying the shape of the corresponding functions (activating them) and changing the geometries available; the physical phenomena corresponding to the chambers and the functions of these are cyclically: the pre-compression with load mixtures, compression, the detonation or the combustion, expansion, the discharge, the mixing of the mixtures which takes place between the various phases and chambers. Brief drawings description:

[0013] In figure 1 is visible the engine according to the invention in the assembled condition, from which it is possible to observe the outer parts that compose it, whereas in the figure 2 is visible the exploded view with all the parts of the engine according to the invention, in order to understand the composition and the assembly of the individual parts and the insertion on the inside and on the outside of the stator. By these two drawings it is already possible to describe the construction and the mechanical connections that are required: the steel axis is rigidly connected to the rotor, made of aluminium with circular shape. A key and / or a pin interconnect axis and rotor and prevent it from slipping and the reciprocal movement. This constraint of connection must be solid to permit at the rotor to transmitting torque and movement to the axis and consequently to user parts connected to the same axis, which exploit the forces generated by the motor during its operation.

[0014] As can be seen in Figure 1 through the orthogonal projection and the axonometric view of the engine according to the invention, it is noted that the stator is constructed preferably circular with its exterior, while the inner rotor is necessarily build with circular shape, in order to be able to rotate with appropriate shape or internal chamber of completion. As already said, the device can be realized with an inner rotor rotating, or outer casing rotating. In the drawings reference is made to the inner rotor rotating and the outer stator fixed. In this case the shaft is integral with the rotor and rotates with it, and both rotate inside the stator.

[0015] Figure 1 shows the following parts (Legend Figure 1): upper lid 101, body of the stator 300 , 4 lower lid 104, fixing screws 105 , rotating axis motor 106, fuel inlet hole 107 , the exhaust discharge 307. In this version, four the exhaust holes are provided.

[0016] In Figure 2 it is shown the motor an exploded view in its parts to show insertions and the connections for its assembly and explain the composition thereof. On the left shows a side view of the engine, while the right side of the drawing, by the same reference numerals as in the left part is placed the axonometric projection.

[0017] Figure 2 legend: upper lid 101 - rotor 401 - stator 300 - lower lid104 - fixing systems 105 - drive shaft 106 - hole for input mixtures 107 - discharge holes 307.

[0018] The number 101 in figure 2 is the upper lid that shows (constructed with) the hole 107, necessary for the inlet of the mixtures in the motor, and part of the system of bridge passages 109. The system of bridge passages is constructed by recesses conduct and holes, but in this figure 2 are not visible because the passages on the cover 101 is made on the lower side of the lid (but they are visible in figure 5 in transparency with number 109). Also shown are the part of the passages on the bottom cover 104, because the said passages may be formed on one or on both lid on the internal side. The "bridge passages" are a fundamental part of the invention and construction because they correspond to the operation of the valves in a piston engine Otto cycle. As explained in more detail below, it is anticipated that these recesses form the passage of the mixture between parts interrupted on the rotor: as for the valves that must introduce the mixtures in certain phases of the piston, also the "bridge passages" allow the passage of the mixtures in the engine according to the invention that must be carried out cyclically only in precise points of correspondence with the stator, through the "bridge passage" is possible to feed the pre-compression chamber of the engine according to the invention.

[0019] The pre-compression chamber is composed of two separate parts, one on the stator part 300 and second part on the rotor 401: the pre-compression chamber 302 on the stator and the pre-compression chamber 406 on the rotor. Unlike the classic valves that are moving, the "bridge passages" that allow the insertion into the chamber of pre-compression of the mixtures are obtained by alignment between the ducts 403 and the holes on the rotor 402 with the passages on the cover 109 and do not move as the valves: the passages on the lid are always fixed, while the passages 403 and the hole 402, are interrupted on the rotor and rotate together with it.

[0020] The part number 401 is the rotor, constructed in circular form in order to be able to rotate inside the stator. As can be seen, the rotor is build with recesses constituting the part of the expansion chambers 406 and pre-compression chamber 406 (as just mentioned, said chambers are divided into two parts by volume: a volume made on the rotor and a volume realized in correspondence with repetitive symmetrical geometries on the stator). The stator part of the pre-compression chamber is indicated by the number 302. Also on the stator are visible the pre-compression 302 and expansion chambers 304 which are shared between the stator and the rotor with suitable geometries on both parts. The part Number 104 constitutes the lower lid, which may build with inputs of mixture and dispatch systems of centrifugal mixtures, like bridge passage. Both the upper lid that the lower lid may have holes which can be used for the discharge of foamed and burned mixtures, while in this version the unloading position uses an appropriate hole 307 conically made on the stator 300, in order to exploit the expulsion facilitated also by means of the centrifugal force due to the rotation, which is added to the pressure due to the expansion stroke which occurs after the detonation. The part number 105 shows the fixing systems and closing and retention of the parts listed above. The part number 106 is the drive shaft that transmits the movement of the engine and is integral with the rotor401 by means of a key block of mechanical key or other blocking and fixing methods. The shaft and the rotor may be made in one piece or single piece, as also the stator and a lid may be made in a single block or single piece to facilitate centring of the axis to the perfect centre of the block. On the shaft are mounted bearings which are fixed on the upper cover and lower in order to allow the rotation of the shaft connected to the rotor. In this exploded view are not reported the bearings and are accommodated in an appropriate recess present on the lids and which support both the transmission shaft that the rotor and both are locked in site by the bearings. The bearings can coexist or substituted by means of bushings, better suitable at high rates of rotation. The coexistence between the bearing and bushing is carried out by inserting inside the bearing a bushing. The reverse is also build with the bearing inside on the bushing. Further assumption for the operation of the engine, relates to the closing system which can provide gasket and segments, while the rotor turns freely in the seat of the stator by means of precise mechanical couplings, which prevent the transfer of the mixtures in the areas where this is not provided. For particular applications in unfavourable environments as the desert, the couplings can be more spaced, in order to be able to function even in the case of presence of sand drawn from the inlet manifold fuel and air 107. In this case the rotor work like millstone, pulverizing the silica sand and the other materials in the form of powders which will be expelled through the exhaust. The segments and the elastic bands typical of the classic pistons, could not be used in many invention applications, because the centrifugal force prevents the ignition or detonation of mixtures of leakage, while in other invention applications, liquids and the mixtures could require gaskets and elastic bands both the radial and tangential and circular, necessary in order to increase the performance of the engine according to the invention in applications in which it is search for example the maximum compression obtainable at low rates of rotation. For couplings is understood as the distance between the stator and the rotor which allows the geometry of the rotor to rotate freely without friction within the geometry of the stator; said distance can vary from a few hundredths of millimeters to more than one millimeter.

[0021] For couplings it is also to be understood the distance between the rotor and the covers, also this can range from few hundredths to more than one millimeter. The centrifugal force tends to bring possible unexpected spills, caused due to the distance of coupling, toward the most external parts of the geometries can be reached inside the stator (the various chambers and holes), making it useless for many applications the use of radial and / or circular segments, oil scraper and seals. Also the ducts can be provided inside the stator or provide geometries tending to close upon themselves, which are designed to limit the output from the paths provided for the mixtures.

[0022] In Figure 3 it is shown the stator 300 and its parts, shown in various projections and axonometric views. The geometry of this part is more complex one, because it is built with numerous recesses and holes.

[0023] Figure 3 legend: 301 - expansion stator chamber (recess); 302 - load and pre-compression stator chamber; 303 - combustion stator chamber; 304 - expansion stator chamber (equal to chamber 301 shifted of 90°) ; 305 - pre-compression and load chamber ( chamber 302 out of phase by 90 degrees ) ; 306 - combustion chamber ( chamber 303 out of phase by 90 degrees ) ; 307 - exhaust discharge hole on stator; 308, 309, 310, 311 - holes for spark plug insertion and screw; 312 - housing for insertion and protection plugs.

[0024] For pre-compression chamber means the chamber or phase that is before compression chamber or phase . The same chamber is used for load part of introduced mixtures.Inside the stator 300 rotates the rotor 401 (with virtual pistons). The stator is constituted by a metal or ceramic ring that has numerous recesses built for removal working or moulded, for realize defined volumes, confined and specialised (recesses and holes) which constitute precise necessary parts for the operation of the engine according to the invention. In this figures, each of the recesses of the chambers and the exhausts holes are repeated every 90 degrees for 4 times. These are: part 301 that forms the hollow dedicated to the expansion of the gases turned on by a spark, the expansion cavity has a corresponding recess also on the rotor. The sum of the volume of the recess on the rotor and the volume of the recess on the stator, correspond to the maximum volume of the expansion chamber, equivalent to the bottom dead point of the old roto-alternative (eigh cycle) engine. This overall volume is obtained for the period during which the two recesses (one on the rotor and one on the stator) are facing each other during rotation. The expansion of the gas detonated takes place in this chamber, and this causes the moving away of the two parts and providing the thrust in the desired direction of rotation of the rotor. The part 302 corresponds to the recess dedicated to the load of the mixtures oxygenated, thrusts in the recess by pressure and centrifugal force. Such volume constitutes a part of the pre-compression chamber, and as the expansion chamber, shares the space with a recesses or notch on the rotor (recess 406) .

[0025] While on the stator the expansion chamber 304 and pre-compression chamber 302 are well separated and different, that are specialised, instead the part on the rotor 406 that forms coupled to the stator different chambers, is the same chamber which has the double function of complete both the expansion chamber that the pre-compression chamber and the load chamber, and the distinction between the functions of completion is determined the relative angular position of the rotor relative to the stator. The part 303 corresponds to the compression chamber and explosion or ignition position. Also in this chamber and phase exist a correspondence area on the stator, constituted by the chamber 406 and surface 407 . In this area 303 are allocated in a different position more spark ignition systems, such as for example the four spark plugs which are inserted into the holes in sequence 308, 309, 310, 311. The plugs are protected by a recess 312, made on the outer part of the stator which also allows the tightening of the same. In the part 303 face the active push rods of the spark plugs. Such spark plugs operate independently or in sequence in the same recess 303 . In case of ignition of the spark plug corresponding to the hole 308, there is a spark advance, while with the sparking plug ignition corresponding to the hole 311 , there is a ignition delay. Take parts also involved in the regulation of the position of the virtual or equivalent piston, which engages the explosion chamber 303, in advance or delay in respect of the moment of ignition of the single spark plug, as explained in the following text. In Figure 3 the stator 300 is configured for the management of a rotor with pistons equivalent or virtual, ranges from 1 to 8 pistons. The case shown in Figure 4 uses a rotor 401 equivalent to 4 virtual pistons, selected in this configuration for ease of understanding and explaining the operation and the construction of the engine according to the invention. Always in figure 3 we find the expansion chamber 304 which corresponds to the expansion chamber 301, rotated through an angle of 90 degrees. In fact the stator 300, will be constituted with symmetrical part every 90 degrees, so that also the recesses or chamber above reported replicate periodically (cyclically) every 90 degrees. Therefore the conical hole 307 that is a gas discharge, is repeated symmetrically every 90 degrees as the recess 305 corresponds to the pre-compression chamber 302 rotated by 90 degrees, as well as the recess 306 corresponds to the recess 303 rotated through 90 degrees. Stators larger can have symmetrical cavities as listed by the numerals 301 to 312 in number repetitive and symmetrical more than the four now shown, consequently offset must be of different degrees with respect to current 90 degrees. The minimum number of chambers and notches group (from 301 to 312) that allows a symmetry behaviour is with 2 for each single stator.

[0026] In Figure 4 it is shown the rotor and its parts, shown in various projections and axonometric views.

[0027] Figure 4 legend: 401 - rotor; 402 - hole which leads the mixture to pre-compression chamber on the rotor; 403 - tangential conduits rotor; 404 - circular groove common supply; 405 - hole for rotor axis; 406 - chamber that allow in sequence and cyclically the phase an the areas: load mixture, pre-compression; compression, expansion, burned ejection chamber; 407 - virtual piston surface (or equivalent piston surface); 412 - inclined plane for facilitate the passage and compression of mixture.

[0028] The upper surface of the rotor 401 is constructed with cavities, holes and grooves necessary for generation of the centrifugal forces to which subjecting (are subjected) the mixtures; at the same time the same steps are used to blow the mixtures under pressure and the forced feed that arrive from the outside. Therefore the mixtures are subjected both to forced pressure feed that to centrifugal force, and are introduced in the paths of the rotor which will be described more below, via the passage hole 107 . The supercharge pressure (forced external feeding) and the centrifugal force, feed the outermost positions of the rotor, chamber part 406 and virtual piston part 407, with the mixtures. From these positions on rotor, the mixtures pass to recesses formed on the stator. For mixtures is understood for example air and gasoline or air and gas, in suitable parts of volume to provide the best stoichiometric ratio. The forced feed is generated by a turbine which feeds fast air from outside of the engine according to the invention (or of appropriate gas such as oxygen) and mix propellent trough a carburettor, a sprayer, an injector or a venturi tube with gate, which adjusts the fluids inserted in hole or holes on the cover a pressure higher than the external one. The hole 405 represents the housing of the motor shaft integral with the rotor 401 . The drive shaft is passing from side to side of the rotor, or may be forged or obtained from a single piece which simultaneously achieves rotor and shaft. The circular groove 404 is fed with the mixture introduced and / or forced by one or more through holes made on the cover, holes corresponding exactly to the position of the groove (always hole 107) . Being the groove 404 with circular shape, evenly distributed the fluids in the four paths half / tangential to the centre of rotation. These tangent paths are indicated by the number 403 . During the rotation of the rotor a centrifugal force which accentuates the over supply is generated, providing a gravitational acceleration relative to the mixture corresponding to several G of acceleration toward the most external part of the piston and of the system. Therefore the mixtures introduced in the groove 404 with the over-supply, are pushed by the rotation toward the exterior of the rotor by the centrifugal force, resulting in a further suction (or self-turbine) which facilitates the introduction of the mixture of fuel and comburent fluid. Therefore the engine is to be fed by means of three physical phenomena: the supercharging (with external turbine), the centrifugal force and the vacuum generated by it or auto-turbine. The fluid that is flowing in the groove 404 is pushed in tangential conduit 403 . The outermost part of this path is with a inclined geometry which facilitates the passage from the conduit 403 to the through hole 402 , through the recesses bridge on the lid. In fact the jump from the duct 403 to the hole 402 is made by means of a suitable hollow made on the upper cover, visible in transparency to 109 of fig. 5, allowing the passage only in correspondence of pre-compression chamber made on the stator. The through hole 402 allows the passage of the fluids with fuel in the chamber 406, produced with particular geometry for the purpose both of achieving a step of driving the fluids that a useful surface for exploiting the pressure of the gas expansion triggered by a spark ignition.

[0029] In Figure 5 it is shown a greater detail of the upper lid and the rotor to better explain their construction and operation. The figures are shown in various projections and axonometric views.

[0030] The parts shown in Figure 5, may be constructed on the rotor and on the cover indifferently both on the upper and the lower surface of the same, or both (upper part and on the lower part and of the rotor and the lid) , keeping internal the ducts.

[0031] Legend Figure 5: 401 - rotor;402 - hole pre-compression chamber rotor; 403 - rotor tangential conduits; 404 - circular groove common supply; 405 - rotor hole axis; 406 - pre-compression chamber; 407 - virtual piston area; 101 - upper cover; 109 - recess bridge passage; 107 - hole on the lid for input mixtures in the engine; 411 - groove for bearings for the rotation of the shaft and the rotor; 412 - inclined fitting

[0032] The upper cover is constructed with several holes on the most outer part, suitable to hermetically seal of the system. Said holes are also suitable to the angular displacement of a few degrees for rotation of the fastening of the cover with respect to the position of chambers made on the stator, to configure mechanically the advances of delivery of the mixtures, by the change of the position of the recess bridge 109 that are made on the lid, which is / are parts of the "bridge passage". In fact it is reported on the lid at least one inlet mixtures hole 107 , which supply the motor. Always the hole 107 on the lid is connected and communicating but not integral with the circular groove 404 that is connected to the grooves 403 , preferably arranged tangentially to circular groove. Both the circular groove 404 and the grooves 403 , are necessarily made on the rotor. On the rotor 401 are reported a number of holes equal of number to the pre-compression chambers, which in this case are 4 holes as 4 are the grooves part 403 . Therefore the mixtures pass from the hole 107 to the groove underlying and rotary 404, which represents the point common distribution for the passages realized by groves 403. Being rotatable, the mixtures, forced by external pressure and by increased relative gravity due to centrifugal force, pass from the duct / groves 403 to recess 109 on the lid, which inserts them in the points provided in pre-compression or load chambers 406 by means of the holes 402, by providing the passages called "bridge passage". In fact the recesses bridge 109 are fixed and integral with the lid and the cover is fixed to the stator, therefore allow the passage of the mixtures only and exclusively when the holes 402 pass under the passages to bridges 109, during the rotation of the rotor. In Figure 5 are represented the cover 101 and the rotor 401 in a suitable position for the passage of the mixtures from the hole 107 to all the pre-compression chambers 406 . In the drawing of figure 5 it is also indicated the area 407, which is the upper area of the virtual (or equivalent) piston which is used to reduce and compress the volume of the mixtures and for close the detonation chamber. The passage of the mixtures from the pre-compression chambers 406 to the surfaces of the equivalent or virtual piston 407 occurs mainly by sliding through the fitting inclined surface 412 (inclined for example at 45 °), which connects the two areas (the area 406 with the surface 407) and facilitates both the compression that the passage of the fluid. As partially anticipated above in Figure 4 description, the engine must have at least a fuel feed system to operate. The mixtures necessary to the power supply of the motor can be for example: air / petrol, methane, LPG / air, hydrogen / air, hydrogen / oxygen air / kerosene, etc. These mixtures are pushed inside the engine according to the invention through external systems, such as turbines and / or compressors that force the air and the mixtures at pressures higher than the environment, these fluids forced intercept in their path the injectors, sprayers or tubes with Venturi effect that combine the propellant to atomized flow in input to the engine. In fact the inlet hole mixtures 107 is connected to an external duct which leads into a outer mixing chamber, such as for example a carburettor area which is shared by a turbine which compresses the air (or any suitable fluid), or with a system which provides fuel (any suitable fluid), by injector sprayers and venturi etc.. This outer part of mixing and injection is not drawn or represented.

[0033] As already stated, these external parts force the mixtures through the hole 107 and they push inside of the engine according to the invention the mixtures necessary to pressure higher than the ambient pressure. In combination with the forced entry of the mixtures described above, the invention also uses a inside system of injection and compression of the mixtures , which exploits the centrifugal accelerations. Such accelerations are generated by the rotation of the collective channel 404 that feeds the channels 403 periodically connected to the load or pre-compression chambers of the motor. The rotation increases the relative gravity of mixtures, which are subjected to numerous G of gravitational acceleration made by centrifugal escape type, which increases as is increased the number of revolutions of rotation. The forced passage of the mixtures pushed by centrifugal acceleration from collective channel trough connection channels with the load chamber and virtual piston, causes a depression that sucks other new mixture from the inlet hole 107. Such a construction of the channels on the rotor constitutes a further centrifugal turbine or "self-turbine", which is combined with external turbine or compressors.

[0034] Figure 6 shows the functioning of the engine according to the invention, through the travel of the mixtures along the parts built on the lid, on the rotor and on the stator, now assembled in the right starting position of the cycles. The chambers change their position and shape during the mutual sliding of the components divided between stator and rotor, as a consequence of the rotation of the rotor with axis inside the stator in clockwise direction . This sequence shows the functioning mode "A", in which the detonation of the mixtures takes place in advance on the complete closing of the combustion chambers 303 which in turn takes place when the surfaces of the virtual piston 407 cap (seal) the combustion chambers during the sliding or rotation at a reciprocal overlapping position.

[0035] Figure 6 legend: A1 input of the mixtures from the supply hole 107 while the bridge passage, which feeds the pre-compression chambers, starts opening; A2 start of the phase of pre-compression of the mixtures, with complete opening of the "bridge passage"; A3 compression; A4 mixtures detonation; A5 expansion with thrust on the major surface; A6 discharge with centrifugal expulsion of the exhaust gases.

[0036] In the figures shown in Figure 6 are visible in transparency all the components indispensable constructed and connected to the operation of the engine according to the invention. Are stacked downwardly from the cover, the stator inside which rotates the rotor. In most outer circumference is visible the stator toward the centre and the chambers on the rotor, the passages of the lid and the ducts on the rotor. In the succession of sequences wheel change of only the rotor position in time and in steps. Therefore the parts that rotate with the rotor and change the position in the sequences are exclusively those built thereon. The sequences represent the mode "A" of operation of the engine: in the beginning sequence A1 of Figure 6 is visible the path, indicated by the arrows, which follows the mixture which enters the inlet hole on the upper cover, passes to the common ring of distribution on the rotor and from this passes on the 4 channels of distribution on the rotor. From the channels passes to the hollows bridge or "bridge passage" (in the drawing are 4) made on the lid. In this engine phase it can be seen the beginning of the transfer of the paths of a "bridge passage", which exploit a small part of the communication hole made on the rotor which transports the mixture between the lid and the pre-compression chambers. In this engine phase is still open the discharge hole 307, therefore it facilitates the escape of the gases, already possibly present in pre-compression chamber, and its replacement with new mixtures the incoming, cause external open passage and consequent absence of pressurizing. The arrows symbolize the outgoing expulsion of gases present in the chambers of pre-compression, before the new input of the mixtures described. In the sequence A2 of Figure 6, the rotor has performed at least 5 degrees of rotation and now the discharge hole 307 is completely closed by the solid part of the rotor, corresponding to area of the virtual piston 407, while the pre-compression chamber is filled with mixture. The pressure of the mixture now it is determined by the number of revolutions per minute, which determines the speed of rotation at the outermost point, added by the centrifugal effect and at the pressure of over-supply determined from the turbine inlet, to which is added the force of self-turbine generated through the ducts on the rotor. The point CH.1 (Chamber 1) identifies always the same pre-compression chamber, for recognize it during the rotation in the contiguous figures, although this to occur simultaneously in each of the four chambers. In the Figure A3 of Figure 6 , the rotor has assumed a new position with an angular rotation of at least further 5 degrees clockwise direction, causing circular acceleration (due to the movement of the step or groove 406) in addition to the radial centrifugal acceleration. The inertia force that tends to keep motionless while the accelerated mixtures, contributes to determine the sliding of the mixtures in delay with respect to the rotation of the rotor, passing from the step or groove 406 trough inclined surface 412 and to be positioned above the surface of the virtual piston 407; in this position the expansion chamber has the minimum volume.

[0037] The overall volume of expansion chamber is composed of the pre-compression chamber on the rotor 406 (that is multi-function and participate also to expansion phase and chamber) and the corresponding expansion chamber on the stator 304.

[0038] This phenomenon, the circular acceleration plus the radial acceleration, is defined with the term "gravitational compression", being due to the increase of relative gravity of the mixtures, and corresponds to the vectorial resultant between the centrifugal force and the force of inertia resistant to advance in the direction of the mixtures circulation; this phenomenon of gravitational compression, is added the known phenomena of fluid dynamics correlated to the change of volume of the chambers which slide between them. It should be noted that the engine step just described, the A3 of Figure 6 , does not obtain the maximum possible compression that can be reached by the arrangement according to the present invention , that can be obtained by "B" mode described later, in fact anticipates the ignition to initial position with partial compression, shown in position A4 of of fig 6. position advanced at least other 5 angular degrees with respect to the preceding position. After the ignition of A4, the explosion of the mixture move the rotor in engine phase A5, which is rotated in a clockwise direction by at least 5 degrees. In this step the expansion of the gases consequent to the trigger which push over the larger surface of pre-compression chamber 406, which has now transform in the expansion chamber as a result of the change of position. The expansion chamber reaches its maximum volume until it reaches the discharge slot of the gases, by means of rotation of at least 5 degrees in clockwise direction which lead to step A6 of discharge phase.

[0039] In this position the chamber of pre-compression and / or expansion, communicates outwards through the stator (or through a hole on the lid), and communicates to collecting and reuse system for of exhausted gases or of unburnt residues (mufflers or other motors in cascade).

[0040] Figure 7 explains the operation of the engine according to the invention in B operation mode, through the travel of the mixtures along the parts constructed on the engine according to the invention in the various steps. In the "B" operation mode, the ignition of the mixture is made at the time of maximum compression, with the equivalent piston that completely closes the combustion chamber.

[0041] Legend Figure 7: B1 input mixtures; B2 filling pre-compression or load chambers, B3 start of compression phase; B4 increase compression with wetting of virtual piston surface from the twisting mixtures in load camera 302, corresponding to a portion of the pre-compression chamber present and fixed on the stator; B5 maximum compression phase with complete occlusion of the combustion chamber 303 occluded by the surface of the virtual piston 407; B6 detonation at the first opening of the combustion chamber (anticipate before the opening, to give greater power); B7 start expansion phase, which however does not occur in the chamber which has pulled the mixtures CH.1 , but occur next chamber (following chamber) CH.2 ; B8 maximum expansion phase; B9 starting of expulsion; B10 complete expulsion exhaust mixture.

[0042] As in Figure 6, also in Figure 7 are visible, in transparency, all of the indispensable components, constructed and connected for invention functioning . Are stacked downwardly from the cover, the stator inside which rotates the rotor. In most outer circumference is visible the stator, toward the centre the chambers on the rotor, the passages of the lid and the ducts on the rotor. In the succession of sequences rotate only the rotor, that change position in time and in steps. Therefore the parts that rotate with the rotor and change the position in the sequences are exclusively those built thereon.

[0043] The operating sequences are provided in "B" motor functioning, in which the first three passages (b1..b3) are identical to the system of engine operation in modality "A". In the sequence B1 of Figure 7 is visible the path indicated by the arrows which the mixture follows which enters the inlet hole 107 on the upper cover, passes to the common distribution ring 404 on the rotor and from this passes on the 4 distribution channels 403 of on the rotor. From the channels passes to the hollows of "bridge passage" 109 realized on the lid.

[0044] In this step it can be seen the beginning of the transfer of the "bridge passage", which exploit a small part of the communication hole 402, made on the rotor, which transports the mixture between the cover and the pre-compression chamber 406. In this step is still open the discharge hole 307, therefore facilitates for open passage and consequent absence of pressurizing, that allow the escape of the gases already possibly present in compression chamber 406, 407, 303, and its replacement with incoming new mixtures.

[0045] The outgoing arrows, out of discharge hole 307, symbolize the expulsion of gases present in the pre-compression chambers 406, or air, before the new input of the mixtures now described. In the sequence B2 of Figure 7 the rotor has performed at least 5 degrees of clockwise rotation and now the unloading hole is completely closed by the solid part of the rotor (area of the virtual piston), while the pre-compression chamber (or load chamber), which has not communication with external part, becomes filled with mixture.

[0046] The pressure of the mixture now it is determined by the number of revolutions per minute which determines the speed of rotation at the outermost point, added by the centrifugal effect and by the pressure of over-supply, determined from the turbine inlet, to which is furthermore added the force of self-turbine generated through the ducts on the rotor.

[0047] The point CH.1 (Chamber 1) identifies always the same pre-compression chamber, for recognize it during the rotation in the figures contiguous. In Figure B3 of Figure 7 , the rotor has assumed a new position with an angular rotation of at least further 5 degrees clockwise direction, causing the mixture to a circular acceleration in addition to the radial centrifugal one.

[0048] This phenomenon, the circular acceleration in the rotation direction, is added to radial acceleration, hereinafter called, for simplicity and synthesis of text, as "gravitational compression" (already cited in operating mode "A"). It should be noted that the phase just described above B3, which is equal to A3 of Figure 6 , does not obtain the maximum possible compression that can be reached by the present engine according to the invention, but it reaches progressively in the subsequent steps.

[0049] In fact in the position B4 of Fig. 7, the pressure of the mixtures under the spark plugs, covered by equivalent or virtual piston is increasing, while starts a transfer of the mixtures which tend to stay still due to opposite inertia that resist to the rotation direction, an the mixture pass from the pre-compression chamber to surface of virtual piston, passing through the inclined step 412, wetting the spark plugs and the area of the combustion chamber.

[0050] Always in figure B4 is indicated, by the arrows in the clockwise direction, the passage of the mixtures locked in part of the chamber of pre-compression 302 made on the stator, that wetting the surface of the virtual piston and which are dragged by means of the clockwise rotation of the rotor. In the subsequent phase B5 of Figure 7, reaches the maximum pressure, because the mixture under pressure is blocked by the top surface of virtual piston at on one side and from the combustion chamber from the other sides, without exit possibility from any part.

[0051] In this phase the possible ignition, although symmetrical in the four combustion chambers placed at 90 °, could destroy the motor by explosion. For this reason the ignition is carried out to the first opening of the space above cited (or just before for the advance), which takes place in subsequent 5 degrees of rotation of the virtual piston in a clockwise direction, in phase B6 of Figure 7 . The ignition expands the mixture by detonation, exiting in a counter-clockwise direction from the opening between combustion chamber and the step of expansion chamber constructed on the rotor (which also operates as pre-compression), shown in step B6 of fig.7, by pressing the surface of the chamber CH.2 (chamber 2)giving it a force of rotation during clockwise, being the larger surface is predominant because has the greater side of the two sides of the pre-compression chamber, which now acts as expansion chamber. In phase B7 of Figure 7, the rotation of the rotor increases of other 5 °, being moved by the thrust simultaneous of 4 symmetrical knocking of phase B6, and the expansion phase begins to arrive at next step B8 of maximum expansion. The subsequent phase B9 sees the opening of the discharge hole, which ejects the gas under pressure, a phase that is concluded at position B10 for which the gases leave by centrifugal force and thrust of the step of the expansion chamber on the rotor, in rotation together with this, in addition to the force of venting of the greater pressure due to the explosion. It should be noted that a difference of the operation mode "A", in which the load chamber CH.1 It is also the same expansion chamber for the same cycle of load, for operating mode B the load chamber CH.1 has as an expansion chamber that is the next chamber CH.2 , by applying a 90 degree phase shift between load chamber and an expansion chamber. Obviously the above phenomenon occurs in a cyclic way and simultaneously for each of the 4 chambers, for which the CH.1 will be the expansion chamber of the previous one (that is CH.4 , reference not shown in the figures).Results obtained

[0052] In the following lines we describe the combined use of the parts of the engine according to the invention, built for the generation of physical phenomena and forces necessary to convert a chemical and thermal reaction into a rotary motion of the rotor and, as a consequence, of the axis rotation. In particular, the connections between the parts and the consequences due to the variations in their position are analysed.

[0053] The construction of the engine according to the invention described in the figures forces the mixtures to pass through the motor and its parts in well defined paths. The mixtures (fuel and comburant), hence, undergo six types of forces before overflowing from the outlets 307.

[0054] The first force is external, caused by the outer compression (force A), generated by the compressor and / or the turbine, external to the engine according to the invention, which supply the motor through the hole 107 and push toward the inside of engine the mixtures and the necessary fluids, nebulized, atomized or sprayed in their path between the compressor turbine and the mixtures inlet hole of the engine 107. This force generates an increase in the pressure of the incoming fluids, which now are under a greater pressure than the ambient pressure.

[0055] To this first force, the centrifugal force and acceleration (force B) is added, which leads the mixtures to shift towards the outer part of the engine, where the virtual pistons and the chambers on the stator are located, through the appropriate channels 403; this force is basically radial and it is due to the rotation of the rotor. The mixtures are injected in at a point close to the centre of rotation of the engine, for an optimized exploitation of the centrifugal force.

[0056] The movements of the mixture from the centre towards the outside, caused by the centrifugal force, generates a depression that sucks (force C) further mixture from the outside through the hole 107. The turbine geometry, made by means of the collective duct 404 combined with semi-tangential ducts 403, improves the depression in input from the hole 107 and is turned into a pressure increase toward the chambers of pre-compression. This behaviour of the mixtures in the ducts represents a self-turbine system inside the engine according to the invention. In this phase of their path towards the exterior of the rotor, the mixtures are subject to the sum of the forces A+B+C.

[0057] The mixtures have then passed from the ducts 403 to the pre-compression chambers 406 through the alignment of the bridge passage 109, which allows the duct 403 and the hole 402 to communicate. Figure 5 shows the bridge passages 109 in position of alignment between hole 402 and ducts 403, which results, in that specific position, in the communication passage of the mixtures, which can thus pass through the hole 402 and reach the rotor compression chamber 406 which is connected and located exactly under the through hole 402.

[0058] Once the fluids have reached the pre-compression chamber, they start rotating as a consequence of the rotation of the rotor inside the stator. The step built on the rotor (406, which represents the pre-compression chamber and subsequently the expansion chamber) pushes outwards the mixtures, containing and retaining exclusively (always on the step) the quantity of mixture that cannot pass from the step 406 to the virtual piston 407, exploiting and passing through the inclined surface 412. The further centrifugal effect produced by the step 406 in rotation generates the alteration of the fluid dynamic behaviour of the mixtures (force D) subject to a centrifugal acceleration that cause the decomposition and separation of the compounds of the mixture. Because of these phenomena, the mixtures are (would be) pushed toward the outermost surface of the recesses on the stator, if a further phenomenon would not occur to mix the separated fluids.

[0059] In fact, the turbulence and the pressure variations (force E) obtained by means of the narrow stretches interposed between the chambers (e.g. between the pre-compression chamber and the combustion chamber on the stator) mix the mixtures and facilitate the homogeneous filling of the chambers, recovering by means of vortices the mixtures confined on the outer parts of the chambers formed in the stator. This turbulence is amplified by the volume changes of the different chambers, like the pre-compression chamber which has larger volumes of the combustion chamber. Such changes in volume between the chambers have an important impact on the increase of the pressure, according to the fluid dynamics laws.

[0060] The sliding flow of the fluids which rotate in the available spaces, obtained thanks to the distance between the stator and the rotor, is designed to obtain a delayed movement of the mixtures (force F) between the rotation of the rotor and the consequent rotation of the mixtures dragged in rotation, which can thus sliding flow and pass from the pre-compression chamber 406 on the rotor to the area 407 of the virtual piston. Said sliding flow is determined by two phenomena: the resistant inertia of the mixture to advance in the rotation of the rotor (force F1): in other words, the mixture tends to maintain the position imposed by the centrifugal force (part of gravitational compression), by opposing an inertial resistant force, in a direction opposite to the one of the rotation of the rotor; such inertial resistant force is perpendicular to the centrifugal radial force (force B); the sum of the centrifugal force (force B) plus the inertial resistance (force F1) results in the gravitational compression to which the mixture is subject.

[0061] To the phenomenon described above, the epicyclic rotation of the mixtures (force F2) is added, according to which the mixture, in addition to the force F1, is subject to the drawing by rotation of the rotor and, as in a satellite gear, such mixtures rotate in the direction opposite to the rotation of the main rotor. This phenomenon is also helped by the combination of molecular cohesion and the density resulting from the combination of the different elements of the mixture; in other words, the overall molecular cohesion and the wetting of the surfaces of the virtual piston, help to move the mixtures in a counter-rotation, thus facilitating the mixing and the compression. The step 412, built in the pre-compression chamber, is needed to facilitate the dragging of the mixtures, also by sliding, and to activate a counter-rotating rotation of the mixtures.

[0062] In summary, the phenomena of decomposition of the mixtures, which are mainly due to the centrifugal force, are compensated for by the geometry of the chambers which varies in time due to the rotation of the rotor in relation to the stator.

[0063] These phenomena considerably affect the effectiveness of the ignition system and the detonation system of the engine according to the invention, by generating considerable pressures (compression pressure in the combustion chamber and expansion pressure in expansion chamber); such pressures are proportional to the number of revolutions of the rotor.

[0064] The phenomena described above are determined by the simultaneous and symmetrical movement of the parts of the engine according to the invention connected to each other and built on the rotor, keeping in mind that the rotor is the only part of the engine according to the invention that moves.

[0065] In order to provide a terminology suitable to the technical discussion of this disclosure and the presentation of this new type of motor to experts, we decided to adopt some specific terms to clarify the main features of the engine according to the invention. This is meant to explain the functioning, the geometric variations, the interconnections, the physical consequences, the new physical aspects, which have raised a considerable interest in both the academic and industrial partners of this project.

[0066] The terms identified are the following: gravitational compression, gravitational friction, bidirectional rotation (epicyclic rotation) of the mixtures, inertial sliding.

[0067] The forces of the "gravitational compression" correspond at least to the vectorial sum of: a) centrifugal force pushing the mixtures along the radial ducts made on the rotor towards the pre-compression chambers made on the rotor and passing the mixtures to the chambers made on the stator; plus b) inertial force that tends to keep steady the mixtures located between the rotor and the stator, with a vector opposite to the rotation of the rotor.

[0068] The forces of "gravitational friction" correspond to the resistance due to the sum of the surface tension of the active components of the mixture, plus the force of molecular cohesion of the components of the mixture, plus the viscosity of the mixture, plus the coefficient of wettability of the surfaces of rotor and stator that contribute to drag (the rotor) and slow down (the stator) both the mixtures and their different components, causing the phenomenon of the "bidirectional rotation" of the mixtures; the phenomenon of the "bidirectional rotation" tends to rotate the mixtures in a direction opposite to the main direction of rotation of the rotor (epicyclic rotation), increasing the mixing effects and increasing the compression. The phenomenon of "gravitational friction" is increased by gravitational compression which increases the density of the fluid and tends to separate the elements by means of the centrifuge effect; the elements are scrambled by the disruptor which consist, besides the phenomenon of bidirectional rotation, in the passages between the different chambers which in turn act as a bottleneck modifying the density due to the increased velocity or pressure, according to the laws of physics of the fluids.

[0069] The forces or the phenomenon of "inertial sliding" are a desired effect which is induced by the structure of the engine according to the invention, allowing of the mixtures to flow out-of-phase with the rotation of the rotor, in order to exploit the forced passage on the surface of the virtual piston, causing an increase of pressure in the mixtures which are forced to compress into a smaller volume. In addition to the bidirectional rotation, the above phenomena contribute to the variation in the density of the mixture during the viscous passages between the chambers, which add to the mixture further intentional turbulent rotations.

[0070] The sum of above mentioned phenomena represents the forces which contribute to the achievement of the necessary pressure for the correct functioning of the engine according to the invention, which is comparable, at a low speed of rotation of the rotor, to the pressure of a piston raising to compress the mixtures inside a cylinder of a thermal engine with old Otto-cycle technology. The pressure inside the combustion chambers of the engine according to the invention is proportional to the number of revolutions of the rotor.

[0071] Comparative analysis of the results: being composed of very few mechanical parts such as an electric motor (circular rotor, stator, lids) by electrical and electronic controls to determine both the anticipated ignition that the position of detonation with respect to the position of the piston (virtual piston), such a method of construction and operation has obtained a reconfigurable arbitrary motor: the maximum torque is reaches both at a low number of revolutions that at high speed, as well as at different points in this range, simply by varying the moment of ignition of the spark plugs and the number of these affected of the ignition. This motor is suitable for coupling with a motor shares the same axis, because in the absence of the fuel has no compression and does not provide any mechanical resistance to the rotation of the electric motor. The motor is particularly symmetrical and balanced, because the detonation can be simultaneous and in positions offset by the same angle.

[0072] The engine that constitutes the invention, utilizes a rotor which shows various virtual pistons, as four or eight pistons. The roto-alternative motion of the Otto-cycle is replaced by only the rotation. The phases of the alternating piston (bottom dead point, top dead point) no longer exist and are replaced by the sliding of rotation of the virtual piston on the rotor; such shaped rotor rotates inside a stator with the geometries shaped in order to obtain the new steps: pre-compression, compression, ignition, expansion, exhaust exit. These steps can also be symmetrical and simultaneous for each virtual piston, also offset of any degree, in preferably symmetrical groups, or work even in succession (revolver mode). In this way, the eight-cylinder engine equivalent can operate only to a one cylinder in succession (rotating), the displacement of which equivalent is from 1 / 8 8 / 8 of the maximum displacement, obtainable with simultaneous operation or in shifted in groups (symmetrical and asymmetrical manner). The compression of the mixtures in the engine and the phenomenon or behaviour of the virtual piston, takes place through various physical principles combined: the change of volume of the chamber of pre-compression, which forces the fluid to pass in smaller space, combined with the sliding of the fluid that leaves the groove of the compression chamber to pass on virtual piston, to gravitational acceleration due to rotation, as explained in the present text. Once the propellant occupies the pre-compression chamber in which it has been injected, it is rotated by the movement of the rotor, being thus compressed by the sliding between the shaped surfaces (the step of pre-compression chamber) and the flat surfaces of the virtual piston . In manner of operation mode "A", described below, the expansion chamber and the combustion chamber on the rotor are the same chamber but with shifted functions and with alternate function. The top dead point does not exist and it is replaced by narrowing of compression and ignition, and consisting of parts present both on the stator (the compression chamber and burst) and on the rotor (the surface of the virtual piston 407).

[0073] The numerous spark candles, posed in different positions on motor, subsequent in position and present in the same chamber, turn on the mixtures of fuel and comburent at different times as a function of the number of revolutions of the rotor.

[0074] This aspect coincides with the concept of advance of the classic piston engine ignition, but is determined by rotation angles instead of position as in the normal old motor with cylinder and pistons. In fact the engine timing / phase of the engine according to the invention is variable and determined by spark plug positioned in succession on an arc of a circle constructed on the stator and interface with the outermost part of the rotor which forms the equivalent or virtual piston.

[0075] The pre-compression chamber is divided in two parts, one part on the stator and second part on a rotor, therefore one part is fixed (one on the stator) and the other part is rotating and moving (the one on the rotor). The pre-compression chamber is filled with explosive mixture (e.g. gasoline / air), this is pushed through injection or compression of the self-turbine as well as the gravitational acceleration due to the rotation which further compresses the mixture. The mixture, trough the drag obtained from step 406 on rotor that turn, associated to the sliding of the fluid from the step to the most external part of the rotor that is a surface of virtual piston 407, is moved in the angular position subsequent. This new position corresponds to the compression and explosion chamber, and in this position ignited by spark. A considerable difference between the classical piston and the virtual piston of the engine according to the invention, is that while the maximum pressure of a piston which compresses the mixtures in a cylinder toward the combustion chamber is defined and unchangeable and is independent of the number of revolutions of the engine (or slightly dependent in a non significant manner, in particular in connection with operating temperatures which increase with the number of revolutions by widening due to thermal expansion the size of the piston), the pressure of the virtual piston is variable and proportional to the number of rotations of the rotor inside the stator. This characteristic of the engine according to the invention introduces new power characteristics obtainable at high engine speed, it is limited only by mechanical resistance to breakage of the materials used for the construction of the rotor and in particular for those of the stator which is the most stressed with respect to the rotor. Among the direction of rotation clockwise and anticlockwise in Figure 5 the prevalent rotation is clockwise, but the motor can operate in both directions of rotation (clockwise and anticlockwise) with different operating characteristics, especially in terms of point of maximum torque as a function of the number of revolutions. If the rotor of the engine according to the invention rotates in a clockwise direction, the maximum torque will be at a smaller number of rotations, compared to that obtainable by the motor with the rotor that rotates in the counterclockwise direction. In fact the expansion forces, that is those due to the explosion of the mixtures, avail of the surfaces of the pre-compression chamber (that becoming expansion chamber only changing position) on the rotor : said useful surfaces to impress the rotating pair to the rotor are greater for the clockwise rotation, being imprinted on the longer side which determines the major surface of the compression chamber 406. The rotation in the opposite direction is obtained, despite the smaller surface of side exploited, thanks to the impression explosion moment that is more delayed or with more angularly offset, to better use of the tangency force applied to said surface.

[0076] In this way the forces prevailing on the shorter side (to which also contributes the inertia of the rotation already started in the counterclockwise direction, for example by a electric starter or handle crank) are greater than the forces applied to the major surface, because they have a larger lever even if the thrust surface occurs by using the smaller side (with less surface) of the step chamber 406. For a perfect rotation in both directions, the channels 403 must be preferably radial.Effects of the control of ignition of the spark plugs:

[0077] The motor can operate in many different ways and in the two directions of rotation clockwise and anticlockwise. Moreover the torque curve is modifiable as desired depending to the delays which can be obtained as a result of the position of the rotor with respect to the moment of ignition of the spark plugs. The operation of the motor may also be varied as a function of the combination of ignition of the spark plugs and of its successions. These characteristics of the engine according to the invention allow a wide electronically reconfiguration controllable by means of the ignition of the plugs, knowing the position of the rotor by means of sensors as an encoder which detects the position by reading the angular position and / or of the references magnetic connected to rotating parts of the engine according to the invention.

[0078] Between the configuration possibility, made by the ratio between the position of the rotor and the combination of candles in ignitions, both simultaneous that sequential, the motor has main ways of operation of the engine according to the invention that has two main methods of operation, to which is added the simultaneous combination of these methods to reach the third operating mode (operation "A", operation "B", operation "A+B"). Such methods allow a full exploitation of the constructive characteristics of the engine. The operation in mode exploding "A" comprises a ignition of the mixture in advance with respect to the compression and uses the complete pre-compression chamber combined with a part or portion of limited area of the virtual piston 407 in compression or partial compression. The operation "A" does not wait for complete sliding of the mixture on area 407, which is the area of the virtual piston, but turns on the mixture with minimum compression as soon as it is inserted partially between the point 407 and the part 303 , which is the combustion chamber. In this way the mixture ignites just loaded in pre-compression chamber, which automatically becomes even the same expansion chamber. In this mode the fire / blaze and the explosive mixture expands in the direction of rotation of the rotor, to exit from the discharge hole that is encountered after a few degrees of rotation. The operation "B" provides that the ignition of the mixture is made at the time of maximum compression, with the equivalent or virtual piston that completely closes the combustion chamber. In this case it is effective both the concept that in delay that in advance, with the mixtures when lighted in early opening of the combustion chamber B5 of fig.7 , or are switched on in delay with the combustion chamber open B6 fig.7 . This last procedure is very similar to the way of functioning of the turbine, because the mixture exits directly from the prior discharge hole offload exploded and in the direction opposite to the rotation of the rotor, as the reaction engine or the turbine engine.

[0079] More in detail, unlike that in A, the mixture loaded in the pre-compression chamber, waits for this when has passed completely in the area of the virtual piston 407 and in this position ignited. In this way the expansion chamber is no the same load chamber or pre-compression chamber CH1, but it is its subsequent CH2. As already said in this mode of operation, the blaze and diffusion of the expansion of the fire in the explosion chamber occurs in the opposite direction with respect to the rotation of the rotor, whereas the prevalent thrust forces of rotation are anyway applied in the expected direction. The ignition of the mixtures of the operation "B", is delayed with respect to the operation "A", and exploits the pre-compression chamber following instead the pre-compression chamber that initially has loaded and drag the mixture just injected , moved by sliding on the surface of the virtual piston. Since the switching on of the mixtures in operation "B" occurs when the surface of the equivalent piston is completely under the explosion chamber, the expansion can only take place in the position of the rotor (that is already rotating) subsequent or expands after the loading phase of the mixture. For this type of operation, the part of the pre-compression chamber made on the stator, chamber 302, contributes to the distribution of the mixture on the surface of the virtual piston 407, which is wetted by the residue of the mixture still present in the chamber 302, not transported from the step 406 during the rotation of the rotor. The operation "A+B" provides an advanced ignition, characteristic of the operation "A", followed immediately by an ignition postponed characteristic of the operation "B". In this way it is obtained a greater combustion of the mixture with fuel, obtained by a double detonation, in which the first combustion is partial and the second combustion completed the total use of fuel mixture. It may also modulate the amount of mixture in order to obtain the double detonation shifted but completely separated, for which the flame does not transmit the primer to the surfaces following. This separation can also be obtained using spark plugs are spaced from each other for the step "A" and the phase "B" in succession (to obtain the operation "A+B"), such as for example the spark plug 308, and the spark plug 311, which are to the ends of the set of 4 plugs which is facing on the combustion chamber 303.

[0080] The operation of type A and the operation of type B , correspond to an engine with 4 equivalent or virtual pistons, in the case of the geometry of the rotor constructed according to Figure 4 (Figure 4 ) , while the operation "A+B" corresponds to a motor to 8 virtual pistons, having the double explosion for each equivalent or virtual piston.

[0081] The operation "A+B" provides to use the functionality A to almost simultaneously to the mode B, for which the double detonation is offset by a few degrees. The first detonation occurs before the complete passage of the surface of the virtual piston 407 in the explosion chamber 303, according to operating mode "A" (step A4 of Figure 6 ) , followed of a subsequent detonation after the passage of the virtual or equivalent piston under the same combustion chamber 303, according to mode "B" (step B6 of Figure 7 ). Condition to keep both the detonation, is the maintenance of sufficient fuel as to pass from one phase to the other, or the availability of other passages on the cover and non return valves for the mixture introduced to adequately powering the double detonation. The situation is possible because the two minor detonations are separated in step (step of angular rotation) and separated mechanically, because there are no passages between the previous chambers and the next, less than the distance between the outermost surfaces of the rotor by the innermost surfaces of the stator, which are facing each other and spaced by couplings minimum obtainable. The separation Is provided also by gravitational phenomenon. The pre-compression chambers 302 feed the surface of the virtual piston even after the detonation A4 fig.6 , as can be seen in step B4 of Figure 7 . The compulsory passages and the narrow stretches between the chambers increase the turbulence of the mixtures, imparting to these a chosen rotation counter-rotating, so as to prevent the decomposition by centrifugal cleavage.

[0082] Evaluation of the differences of construction and behaviour as compared to the classic piston engine.

[0083] The present invention is a simplification of the piston engine and an improvement of the turbine and has a stator and a rotor as the electric motors. As regards the comparison of the piston engine, the piston is substituted by a rotation of an cylinder inner to another cylinder, for which the stator surrounds the rotor and has the special parts which different form, such as the combustion chamber, the piston head is replaced by the equivalent or virtual piston surface 407 and the various intermediate positions which are present in the phases of the motor, that replace the same steps of the Otto cycle.

[0084] The particular geometry of the engine enables it to rotate in two directions, both clockwise and anti-clockwise, generating different thrusts copies of a different number of revolutions. The classic cycle engine piston 8 cannot rotate in two directions. The equivalent cycle of the engine according to the invention is not comparable with the cycle a eight or to any type of piston cycle, but it is far more efficient since there are no friction or continuous changes of direction characteristic of the reciprocating motion roto-alternate, in which the piston changes direction continuously (up and down). The direction is always the same and the efficiency is also due to the fact that the number of mechanical parts in rotation is decidedly limited, for which the friction and the sum of friction are much lower than classic thermal motors. Consequently we have an equivalent system to a piston engine, wherein is provided only for successions and for equivalent positions engine phase, like the phase of engine according to the invention that are: the input of the mixture , the phase of compression, the ignition phase, the expansion phase and the exhaust exit phase. The stator is constructed to ring shape, and the part that constitutes the combustion chamber is made in the form of an arc of a circle in its inside. The length of this arc it is affected by a succession of more spark plugs mounted staggered by a few degrees. Therefore the plugs allow an ignition in different angular points or even simultaneous. For this constructional feature it is likely that the engine according to the invention can start without electric starter or (starter motor), can start with a minimum amount of mixture with the rotor in any position with respect to the stator. The ignition sequence must be driven to obtain the maximum performance of the engine: assuming a limited number of plugs equal to four (4) for combustion chamber may turn on the first plug which meets the mixture and the other in succession to homogenize the rotation and to adjust the number of revolutions, as explained more clearly later in the text.

[0085] The number of revolutions in the classical engine mainly depends on the amount of mixture of fuel which is introduced; instead in the present engine according to the invention the number of revolutions varies for the same amount of fuel introduced, according to the mode of operation and of the series and amount of spark plugs switched on. Therefore it is the variable power and efficiency which can be obtained with the same quantity of fuel introduced. Obviously also in the engine according to the invention , increasing the availability of fuel or mixture (i.e. of air and gasoline) , will increase the performance, but with a greater variability of use and performance introduced by the management of successions and timing of ignition of the spark plugs, which displaces the maximum point of the torque curve at different speeds of rotation. Particular efficiency of this system is given by the fact that the number of equivalent or virtual pistons can be very high in limited spaces and the thickness of the cylinder is that can be modulated as a function of displacement that to be realized (the higher thickness allows the greater displacement for a given diameter). Also the modification of the diameter may reach the same effect, increased by possible combination of variation of diameter and thickness of the rotor and consequently of the stator to which it is coupled.Problems solved by the present invention and examples of application.

[0086] The present invention is intended to provide a thermal engine fuel very simple, balanced and symmetrical which is compatible with the electric motors, possibly shares the same transmission member such as a same common coaxial shaft. The actual engines are not suitable for this application, and the invention solves this problem. The problem that the piston engines are not suitable to provide a direct connection between the shafts of the two types of motor (electric motor and the thermal piston engine), derives from the compression obtained by the pistons slide in the cylinders, required for its operation; such a pressure locks the free rotation, offering an important resistance to drive an electric motor directly connected. Therefore an electrical motor may not be directly connected to a shaft of a piston engine. This type of motor has also numerous moving parts, such as rods, cranks, cams, valves, etc, which though being on bearings or bronze bushings, have a sum of friction important, for which friction and compression consequent, it is not possible to drive the axis directly. Also any detachment members and coupling between the axis of the two types of engine, such as reduction gears and clutches, involve losses of energy by entrainment and friction. As for the piston engine, also the direct connection between an electric motor and a turbine engine, is complicated because the number of revolutions of a turbine is very high, in the order of 300 '000 turns a minute. An electric motor would have a problem of bearings or bushings to that number of revolutions but most of all to turbine stops, the electric motor would have the drag of the blades in rotation in the case of a direct connection. While it is possible to have a turbine which is connected to an electric motor for the production of energy or other, is not possible have an electric motor which turn a turbine engine not fed by fuel (if not for a temporary use as for its ignition, in fact some turbine engines are turned on by electric brushless motor )because it would use whole of its power, without having energy available for other application. Differently from the above, the characteristics of the engine according to the invention deriving from its construction and functioning that are compatible with the combination directed to an electric motor mounted on the same axis. The present engine according to the invention has no resistance due to the compression of the pistons, because in the absence of fuel (or mixtures), does not generate any compression (as the piston engine) or resistance to aerodynamic rotation (of the blades of the turbine to reaction). The only resistance of the engine according to the invention is the momentary inertia due to the mass of its rotor 401 , which easily rotates on its few bearings, and may be moved through its axis 106. Also in the case of displacement engines according to the invention equivalent of over 4000 cubic centimetres, the rotor and its axis can easily be rotated with the hand force, if made with the construction method that is described for the invention . This situation (the manual rotation of the axis) is impossible with a normal piston engine of this displacement. In the presence of fuel and mixtures, the engine according to the invention generates pressures equivalent to that of a piston engine, while maintaining some characteristics of the turbine. In fact in practice the present invention is a hybridization between the piston engine and the turbine engine. The power obtainable from the engine according to the invention is greater than that of a turbine engine, and this power is available at a number of revolutions decidedly smaller compared to the number of revolutions of typical operation of the turbine. In fact the geometry of the equivalent or virtual piston, replaces the inclined blade of the turbine, while the expansion of the propellants triggered in the turbine is not preceded by the pre-compression as in the invention, or uses a compression deriving from vacuum (suction) in front and not by compression of defined volumes.

[0087] One of the applications conceived for the invention, is that of combined use with the electric motors of next drones for human transporting. Such drones, for example with four motors and the same number propellers, may raise loads for the transportation of goods and persons. Each electric motor of these drones, mounted coaxially with the present engine according to the invention, will allow to use the complete autonomy of the electric batteries, and in case of necessity or paths incompatible with the duration of the batteries for the distance and the time required, will start the engine according to the invention to operate alternatively (or simultaneously) to the electric motor by using fuel. At the actual time, the fuel allows a better autonomy of the electric batteries, as well as a better energy weight ratio. Even in the case of an automotive use, each wheel of a motor vehicle can have an electric motor coaxial to the present engine according to the invention. Not to be neglected the generation of electric current for which the present invention could be suitable, running with a generic fuel gas.Advantage of the invention compared to turbines

[0088] In further comparisons with the turbine, the engine according to the invention has no cavitation phenomena, because not use the vacuum generated by the turbine which sucks air in front of it, as the vacuum, and because the vacuum cannot exceed the maximum negative value of -1 bar at sea level, as physical phenomenon known. The compression process can be obtained through the compression of the equivalent or virtual piston, performs the turbine equivalent which undergoes no cavitation of any fluid that is managed in the process of rotation induced and has always of the powers manageable, independent of the cavitation of suction. The technology of the invention can attain a high number of revolutions, probably more than the classical turbine, due to the absence of the blades and for the reasons described above also can rotate even at a number of revolutions more limited, for a good compromise between turbine and piston engine. In fact its construction and its operation allow a rotation to a number of revolutions lower minimum of ten times the number of revolutions of the internal combustion engine Otto cycle, which rotates with a minimum between 600 and 800 rpm, and the engine according to the invention is stable (in rotation) already at about 100 revolutions per minute. The combination to the electric motor in the axis of the rotary system can facilitate ignition, as well as increasing the efficiency of the engine at low running and a possible generation of energy by means of the termal motor connected to the electric motor; the electric motor in addition can generate a rotating torque may be usable as a brake also to refill or energy recovery, as in modern motor vehicles. Alternatively to the above the injection system can be formed in different points on the stator, in addition or in place of the solution of using the centrifugal force to make reach the fuel and the explosive mixture in the combustion chamber, by means of the rotation and the passages bridge. The phenomenon of rotation increases the availability of fuel and the suction of the fuel itself while in other solutions at low performance but with high reliability, the injectors can be positioned proximate to the explosion chamber or near the pre-compression chamber, so that they can inject fuel directly in these chambers, in addition to or in place of the bridge passages. This solution to injectors directed in pre-compression and compression chambers, makes the motor more dependent upon the control of the injection, but will be less performance because not exploits the centrifugal force to increase compression by the radial channels. The chambers of the engine according to the invention made on the rotor, stator, lids, are referred to as geometries and solid surfaces rectangle and base triangle, to simplify the description and understanding the operation of the engine according to the invention, while embodiments more harmonious will aid in the management of the mixtures of fuels, performed comburent and of the exhausted after the combustion phase, by geometries similar but more performance through connectors more fluid-dynamics which increase of the performance of the engine according to the invention.

[0089] The particular requirements of the engine according to the invention allow a couplings that is much more abundant in terms of precision with respect to the need of piston engines, i.e. the couplings can be less precision with respect to a precision of a few hundredths of a millimetre required by piston engines. As has already been said, may not be necessary any type of gasket o-ring, segments or equivalent, but may be provided and arranged of the systems of scraping of the fuel and / or of lubrication, in order to avoid the dispersion in the system for specific applications at low speeds of rotation or requiring torque at low speeds of rotation of the rotor. As regards the management of the exhausts, these can be placed to the side of the stator and these gases can be taken up and injected directly or force into a secondary system equal to rotating motor just described. In fact the rotating engine according to the invention can be connected and followed by further identical motors, that exploit the unburnt gases expelled both by the centrifugal force that the expansion step. Such unburnt mixtures can be put back in secondary motors to be used for a new generation of torque and again burned in a more complete manner. This number of stages can be greater than one , and therefore can be provided two, three or four subsequent stages to maximize the exploitation in higher mode of the mixtures and reduce both the pollution or contamination that the unburnt matter and to increase the overall efficiency. The engine according to the invention can be connected to a series of mufflers which can muting the output of explosions and gases, including the resonance muffler which resonates for a better extraction.The best mode to realize the invention

[0090] This engine / turbine with virtual piston, is constructed with a few elements such as stator, rotor, closure systems such as lids, which figure 1 represents the assembled assembly in which appear these mentioned parts ; stator 300 is intended as a fixed and non-rotating element, which includes geometries or cavities built to make the pre-compression chamber, compression chamber, burst chamber, expansion chamber, explained in Figure 3; these chamber operate in a contemporary and symmetrical manner and are constructed in angular positions also symmetric, such as that the contemporary thrusts obtained by detonation do not introduce force imbalances with the consequent vibrations reduction; said chamber have match parts also on the rotor; said rotor turn inside to the stator, maintaining a minimum spacing that avoid rupture and allow mixture scrolling an rotation; said rotor carry on cavity and geometries, as step 406, which allow explosive mixtures drag in rotation by introducing several numbers of phenomena, including "gravity compression", which also lead to "out of phase sliding" of mixtures rotation that are delayed in reference to rotor rotation; said out of phase is exploited to the compression increase and obtain blends ignition delay, refer to the chamber passage that dragged themselves blends; said cavities or steps built on the rotor are alternately both pre-compression chamber and expansion chamber, completing the corresponding chambers on the rotor; said rotor is connected to rotation center by means of an axis 106; said axis allow perfectly circular rotor turn (rotation), very important for external rotor parts for obtains a equidistant and repetitive presence under burst chamber; said axis is connected to almost two bearings and / or bronzines, that allows both rotor and axis rotation and held in center place within the stator; said bearings and / or bronzines are held in place because are connected and blocked to closing motor / turbine system, fixed or connected or molded with stator; said closing system can be build with two parallel lid that including the rotor and are fixed on the stator, shown in the figure 1 with number 101 and 104.

[0091] The stator shown in figure 3 is build with ring shape in which center rotates the rotor, and is completed with machinings also from mold shape that allows a symmetrical and periodical succession of necessary cavity for motor functioning, such as the expansion chamber 301, the combust mixture output hole 307, the pre-compression chamber 302, the burst chamber 303, the ignition candles (spark plug) sequence corresponding to the holes 308, 309, 310, 311, out of phase of degrees that allows the management of the sparkle advances and the necessary ignition points for the engine according to the invention, said hole with candle succession faces the compression and burst area 303, said holes with candles are connected to cavity insertion surface 312, able to screw the candles and their housing in the appropriate position on the stator, said insertion cavity 312 (groove) is build and adapted to furnish right extremity candles distance between candles and rotor; said cited parts (301, 307, 302, 303, 308, 309, 310, 311) are repeated in succession sequentially at the same distance between them, and are repeated, both singly and in group, with the same shift angle in order to obtain whole and non-fractional numbers of each chamber, such as four successions with the 90 degree phase shift shown in the figure 3, for which the expansion chamber 301 has a corresponding chamber 304 phase-out of 90 degrees and symmetric chamber equal to every 90 °, such as the discharge holes 307, which are offset by 90 °, and also the rooms 312, cited each 4 times in shape and always out of phase of 90 °.

[0092] Inside and at the stator center of fig.3, held in place by means of a coaxial through-shaft 106 to which it is connected; said shaft is connected by bearings and / or bronzes, with two parallel lids: on one side to the lid 104 (that can be mold with the stator shape in a single body), on the other side to the closing lid 101, connected or fixed to stator through screw fixings 105; at least one of said lids is removable to permit insertion of shaft 106 joined to rotor 401 with related bearings and / or bronzines; said rotor is circular with grooves or cavities, holes and channels needed to generate the centrifugal force to which the mixtures are subjected, injected from the hole 107, passed to the circular channel 404 obtained on the rotor, which mount as many channels as the equivalent or virtual pistons and pre-compression chambers numbers; said channels 403 are preferably tangent or angled to channel 404 so as to constitute a centrifugal favorable escape, as in FIG. 4 in which centrifugal channels 403 prefer centrifugal clockwise rotor rotation; said channels constitute both the centrifuge and the turbine proper to the engine, or auto-turbine, which acts as an aid to the external injection turbine for blends, introduced in hole 107; said channels or grooves 403 constructed on the rotor are interrupt and are close to hole 402, but are not communicating; said hole passes the rotor top to allow passage of the mixtures from the top (of the rotor) to the pre-compression chamber 406 below; said channels and said holes communicating with each other only during rotor rotation under the corresponding synchronous passage of as many "bridge passages" 109, made and fixed on cover 101; said "bridge passages" 109 have a specific position to allow passage and injection of the blends at the points provided for filling the pre-compression or load chamber 406, as shown in Figures 6 and 7; from grove size and volume, that performs the "bridge passages" 109, depends the mixture amount, while from its angular width, understood as a circle arc, depends injection time duration into the pre-compression chamber, during rotor rotation; therefore the lid position and the corresponding cavity position or "bridge passages" position, allow a different operating configuration and phase motor advances also obtained by cover rotating, when mounting and closing the engine; said rotor 401 mount the pre-compression chambers 406 which are also connected to the inclined fitting 412 , designed and constructed to allow the mixture passage from the pre-compression chamber 406 to the equivalent piston surface 107 (that is the virtual piston); said inclined fitting (sloped fitting) also allows the out of phase mixture sliding to lag behind the rotor rotation and facilitates the gravity compression; said gravity compression which the mixture is subjected, is at least composed by vectorial sum from centrifugal force and inertia force that oppose the mixture rotation in rotor rotation direction, to which the mixture density variation is added during the viscous passages between the chambers, which introduce desired and designed turbulent mixture rotations.

[0093] The engine assembly, consisting of stator with chambers, circular rotor with cavity and equivalent or virtual piston, fixing and cover lid, axes, bearing and / or bronzines, is connected to a candles (candles = spark plugs) succession with angular position repeatedly increase; said candles overflow within the size of the burst chambers in succession in order to determine: a) the engine operating mode b) ignition advance and delays c) piston sequential slides sparkling in case of single piston equivalent (single virtual piston), intended as the rotating sequential ignition of a single or a few rotor chamber (but not all) and equivalent / virtual piston surface available on the rotor; said succession candles are connected to the control unit which distributes high voltage for spark generation; said control unit distributes the current simultaneously to the same candles, in symmetrical positions in the different burst chamber, or in sequential order to facilitate sliding or to reduce the number of equivalent pistons switched on; said control unit obtains angular position information, of the rotor parts, by means of suitable sensors such as a phonic wheel; said equivalent piston number used or interested by detonation, may vary depending on the operation mode and power and consumption that you want to obtain; said equivalent piston number build or mold thrust cavity and surface succession on rotor, can be different from burst chamber number, mold or build on the stator; said candles succession, controlled by the control unit, which interacts with the will of the pilot / controller, determines the operation of the engine according to the invention according to the "A" mode of FIG. 6, wherein the mixture spark ignition occurs prior to the complete passage of the equivalent piston under the burst chamber, or according to the "B" mode of Fig.7, in which the blends ignition occurs during or after the complete passage of the equivalent piston under the burst chamber, or according to the "A + B" mode, in which the ignition occurs before and after the equivalent piston passage under burst chamber, respectively in step A4 of fig. 6 in step B6 of Fig. 7; in the "A + B" mode the number of equivalent pistons (equivalent piston = virtual piston) is double to the physical ones, each acting as two pistons, therefore conventionally also thereof effective cylinders comparison number is the same double number, equal to the effective double equivalent physical pistons number.

[0094] The engine according to the invention is build with few essential elements, such as stator 300 with a circular interior, within which rotates a circular shape rotor 401, which has cavity and symmetrical channels, a closure system as upper lids 101 and bottom lid 104 from which exits the transmission axis 106, joined to the rotor; said axis turn by means of two bearings and / or bronzines secured to the lids; ; the stator of fig. 3 is build so as to have, in the inner circular part, some cavities that they constitute the pre-compression chamber 302, the compression and burst chamber 303, expansion chamber 304, the hole or slit for exhaust and gas and fluid expulsion 307; said succession may be symmetrical and regular so as to allow rotation in both directions; said succession is repeated, at the same position and offset, by a number of equal degrees for each symmetric repetition; the rotor of FIG. 4 is a preferably full cylinder to operate also by inertial flywheel, showing excavations that form the pre-compression chamber succession 406 and expansion chamber 406 which is the next one in the rotation direction, or each one of them can perform the same function, both from pre-compression chamber and to expansion chamber, depending on rotation and position progress, compared to the correspondence on the stator; between the chamber (pre-compression and expansion chambers) there is an outer connection surface that constitutes the surface of the equivalent piston 407; the rotor mount independent radial channels system, which are fed by corresponding holes on the lid, only in coincident position with the fluid passage communication between the hole and the radial channel, or as in Figure 5 by one or more holes 107 that feed a common circular channel 404 made on the rotor that simultaneously supplies them (the radial channels 403); said radial channels 403 communicate directly with rotor cavities 406 (pre-compression chamber) , otherwise the radial channels 403 are interrupted and feed the cavities / chambers on the rotor by means of a hole 402 which communicates the part interrupted through a "bridge passage" 109 made on fixed cover / lid 101, which communicates in a precise position with the hole 402 and with the radial channel 403 stuck (fluid communication interrupted) on the stator, feeding it with the blends; the holes on lid 107 feed the motor through a carburation, injection, compression and / or turbine system that pushes the blends inside the engine from one or more sides, starting from the center closest to rotation axis to increase the centrifugal effect and the rotor auto-turbine power effect; the discharge exhaust hole 307 can communicate directly with other equal motors, even mounted on the same axis, in order to make best use of the unburned (partially combustible mixtures) or to be connected to mufflers; said motor operates by simultaneous or sequential or independent candles ignition, which show the sparkling parts inside the burst chambers 303 and positioned in succession with different angles, and the ignition control of such spark plugs determines the operation of one or more equivalent pistons, both contemporary or out of phase or in succession; said artifice allows operation according to method A, method B or A + B method; said sparkling control burn with efficacy; said ignition system is effectively triggered to obtain explosive expansions and considerable pressure with efficiency because it uses the phenomena of the "gravity compression", of the "gravity friction", of the "bidirectional rotations", as well as "inertial sliding", which are added to the self-turbine compression and the inlet blends compression, allowed by the invention constructive method and the behavior during rotor rotation; said gravity compression corresponds at least to the vector sum of the a) centrifugal force pushing the blends along the radial conducting paths build in the rotor towards the pre-compression chambers made on the rotor and from these to the chambers built on the stator, added to the b) inertial force which tends to keep blocked the blends in the spaces between the rotor and the stator, with contrary vector to rotor rotation; said gravity friction correspond to resistance due to sum of the chemical surface tension of the mixture active components, the molecular cohesion force of mixture components, the mixture viscosity, the wettability coefficient of the rotor surfaces and the stator surface, contributing to drag (the rotor) and slow down (stator) the mixtures and blends individual components of the resulting in a phenomenon of "bi-directional rotation", understood and defined as rotation for blends bidirectional dragging; said bidirectional phenomenon tends to rotate the blends contrary to the rotation rotor sense, increasing mixing effects; said gravity friction is increase to gravitational force that increases the density of mixture and tends to decompose the elements by centrifugal effect, scrambled by the perturbators that are, in addition to the bidirectional phenomenon, the passages between the various chamber that act as a strain that modifies the density by increasing velocity pressure according to fluid physics laws; said inertial sliding is a desired and sought phenomenon by means of invention construction, which allows the mixture delay to lag behind the rotor rotations to exploit the forced passage on the equivalent piston surface; said phenomena correspond to forces that contribute to pressure required achievement for the engine according to the invention running, equivalent or comparable pressure such as that obtained from a classic-type piston that compress the blends inside a cylinder of a thermal cycle eight; said invention pressure obtained within the burst chamber 303, is proportional to the rotor rotational speed.

Claims

1. An internal combustion heat engine, comprising: an upper cover (101); a stator (300) with an exclusively cylindrical internal shape; a lower cover (104); a series of fasteners (105) which join the stator (300) between the covers (101, 104); a rotor (401) capable of rotating, inside the stator (300) and the covers (101, 104), with a prevalently cylindrical shape; a pass-through axis (106) that is solidly connected to the rotor (401) center, and is connected to the upper and lower covers (101, 104) by means of bearings and / or bushings that allow the rotor (401) to rotate inside the stator (300) and to the axis (106) to transmit the motion of the rotor outside the engine; a mixture inlet hole (107) carried by the upper cover (101) close to the center thereof and to the axis (106), which receives at the input the comburent and combustible mixtures having a stoichiometric ratio suitable for the functioning of the engine, supplied at a higher pressure than ambient pressure; a series of holes and notches made both on the stator (300) and on the rotor (401), suitable to operate in a complementary way to compress, remix, ignite, expand, discharge the mixtures and transform the combustion and / or the detonation of the mixtures in a rotational movement of the rotor (401); wherein said series of holes and notches comprises, made on the stator (300): pre-compression chambers (302), each followed by a combustion chamber (303), each followed by an expansion chamber (304), each followed by an exhaust hole (307); wherein said series of holes and notches further comprises, made on the rotor (401), a rotor chamber (406) configured for facing, in sequence upon rotation of the rotor (401), said pre-compression chambers (302), combustion chambers (303), expansion chambers (304) and exhaust holes (307); a ducts and channels series made on the rotor (401), constructed to compress, accelerate and centrifuge the mixtures inserted through the mixture inlet hole (107); said ducts and channels series comprising at least two bridge passages (403, 109), each consisting of: a channel (403) carried by the rotor (401), a fixed bridge recess (109) on the cover (101), a hole (402) made on the rotor (401) and communicating with the rotor chamber (406) for feeding or supplying the mixtures into the rotor chamber (406) only at an established point for mixture loading, through cyclic alignment of the channel (403) and hole (402) with the bridge recess (109) when the rotor chamber (406) faces the pre-compression chamber (302); series of holes (308, 309, 310, 311) able to house spark plugs, and these holes with a spark plug are gathered in the combustion chamber (303) and are out of phase with each other, i.e. separate from each other by an angle in the same chamber, for determining advance and delay to ignition, suitable for triggering detonation of the mixtures in at least two combustion chambers (303) symmetrically arranged on the stator (300).

2. An internal combustion thermal engine, according to the previous claim, characterized by the fact that at least said mixture inlet hole (107) and exhaust hole (307) communicates with the outside during a mixtures loading function and during a burnt mixtures discharge function, respectively.

3. An internal combustion engine, according to the previous claims, characterized by the fact that the at least said pre-compression chambers (302), are realized in symmetric positions offset of a same angle in different angular positions around said axis (106).

4. An internal combustion heat engine, according to claim 3 characterized by the fact that at least said detonation take place in a simultaneous manner in as many parts as there are combustion chambers (303).

5. An internal combustion heat engine, according to the preceding claim 4, characterized in that simultaneous functions occur, as a consequence of the rotation of the rotor (301) internal of the stator (300); said sequence of events and functions being: loading of the mixtures (A1 fig.6), pre-compression (A2 fig.6), compression (A3 fig.6), detonation (A4 fig.6), expansion ( A5 fig.6), burnt mixture discharge (A6 fig.6).

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