EP2360348A2 - Hybrid engine under the effect of a vacuum or hydraulic pump or under the effect of permanent magnets and a vacuum or hydraulic pump for heating/air conditioning and electrical production - Google Patents

Abstract

The method involves operating a heat engine of a vehicle under effects of a vacuum or a hydraulic pump or under effects of permanent magnets, where the permanent magnets are positioned on bores (55) at a level of liners and arranged on a piston. The piston is connected to a connecting rod assembly. The permanent magnets are centrally drilled with holes and placed at inside a hydraulic actuator that is placed on the piston, where acceleration or deceleration of a position of the hydraulic actuator is controlled by a camshaft. An independent claim is also included for a device for operating a heat engine in a vehicle.

Description

The present invention fig. A 1.1 / 51 to 6.6 / 51 refers to a two-stroke speed boat engine with a crankshaft, connecting rods, pistons, cylinder head, camshaft, hydraulic motor or rotary electric stepper which will transform the rotary movements into transverse movements to give the crankshaft output a rotational movement slowed, accelerated or decelerated according to the positions given in space time at the dead and dead points (PMH and PMB) of the pistons which can work in line, Vee or even star to allow a balancing of the engine on the positions of the pistons and connecting rods around the bearings of the crankshaft in dead and top dead position (PMH and PMB) during operation and in a space given time, following other types of x cylinder engine or x shape. A vacuum pump is coupled directly to the crankshaft hollow shaft, it will charge a vacuum battery or supply live vacuum circuits, it can be powered to operate by all possible sources of energy exteriors. This system and process will replace the turbo compressor and will bring to the engine at a given time and position in accelerated high or low dead point (PMHA or PMBA) additional energy and propulsion to the rotational movement of the engine, thus a greater power . Energy is the basic principle of the engine and it will also be provided by magnetic propulsive flows called magnets (boron iron neodymium or samarium cobalt), distributed and synchronized so as to give a reciprocated slow motion, accelerated or decelerated each piston at a given time. The automatic regulation of the distances between the magnetic propulsion flows is studied and defined by the operating principle which is here conceived by two plunger pistons sliding one inside the other in opposite transverse reciprocating movements, movement given for one by the camshaft and the position of these cams, defined by a stepping rotary hydraulic or electric motor or a manually operated divider or any other control means and the other piston whose movement is given by the resultant and the components of the forces of the magnetic thrust flows which result therefrom and allow the rotation of the crankshaft, the magnets of which have opposite magnetic thrust fluxes (rep4, 7, 8 and 10 of Fig. A No. 1.1 / 51) act on their screws to magnet screws (rep101, 6,9 and 109 of figure A n ° 1.1 / 51) in order to make the system functional and dynamic, judiciously respecting all the positions of the magnets with respect to the phases engine, for the purpose of generating the resulting forces and components of the opposing magnetic thrusters according to the poles of the magnets which repel each other. It is understood that the adjustments will be made so that the magnets overlap only on the ¾ of their opposing poles magnet screw, so as to cause propulsion in the direction where the movement is expected to ensure the translational movement which will turn into a rotary. This overlap varies continuously from a minimum to maximum state, which varies the forces generated by the magnets on the speed of the engine. This method of two plungers sliding one into the other, in a jacket, gives the possibility and the advantage under the action of the rotating cam shaft which acts as an accelerator by varying the position cross-section of the plunger rep3, which thus benefit two types of propulsion in top and bottom dead center (PMH and PMB),

The vacuum effect is provided by a vacuum pump, an installation makes it possible to ensure the distribution, the control, the detection and the reserve of the vacuum towards the pistons. After each phase of vacuum action in PMH and PMB on the pistons, a venting of the circuits is ensured, to cancel the vacuum and regenerate in air the hollow cavities designed in the aluminum pistons that will allow their suctions by orifices and sealing segments positioned on either side of the skirt of the pistons and the two sealed hollow cavities in the upper and lower position in the piston. The hollow cavities may be independent of each other in the operation of the vacuum and the free air or communicate with each other to allow the suction of the vacuum and the free air continuously on one end or the other following the vacuum action in PMH or PMB. At each crankshaft revolution on a four cylinder, two pistons are in TDC, while the other two are in PMB. The action of the vacuum is exerted on the two pistons in PMH and PMB, simultaneously and inversely with each turn of crankshaft, which is a serious advantage, to increase the yield, the power, the nervousness and the number of revolutions per minute the engine vacuum effect then plays the role of a turbo compressor, ensuring a natural cooling pistons, it is the same for the two-stroke engine described here. The only loss is that of the installation and the vacuum pump that makes three horses. Unlike the four-cylinder combustion engine, where the compression and explosion of each piston is in the order of 1-3-4-2 on two crankshaft revolutions, the effect of the vacuum is exerted on each turn on all pistons, both uphill and downhill. This will therefore save energy, without pollution. Two ports are accurately positioned on the jacket after each phase of working pistons and allow the flow of vacuum to the PMH and PMB circuits by two pipes welded to the jacket at the location of the corresponding holes. This cycle will be repeated following each revolution of the crankshaft in the same way and continuously or only the speed of rotation will vary according to the idle, the accelerated and the super accelerated or also by associating the accelerated and the super accelerated, it is with to say the energy which is the vacuum and the opposing propeller magnetic fluxes working together and continuously according to the principle of idling, accelerating and decelerating. The thermal energy produced by all the mechanical elements of the motor by friction and rotation is recovered by a cooling circuit (heat exchanger) in the low position of the engine, to supply a central heating unit and a hot water production in all domains. This engine may, if necessary, run an installation to produce electricity. We realize the enormous potential of the vacuum in the operation of an engine, in association with the energy of the magnetic propulsive flows that can be combined with other energies such as air with the compressor and the water, the oil with the pumps. This method by the resultant and the components of the forces of the magnetic propulsive fluxes is used in the field of two-wheeled cycles or one transforms in the same way a transverse movement in rotary movement with respect to a pedal axis and its eccentric which transforms this movement by means of a mechanical device with magnetic flux defined propellers identical to the application of the temporal motor with variable speed. We already know different types of engine, the arrangements of the type cited that arise for example, documents fig. A No. 1.1 / 51 or FIGS. A n ° 2.2 to 6.6 / 51 representing the overall operations of the described application systems, they make it possible to transforming and transmitting a transverse movement to pistons for outputting a rotary motion of a crankshaft, desirable in many applications to allow to drive in rotation, any apparatus or machine that requires to rotate to provide a job, but who can not do it alone. This engine method provides the complementary energy by a vacuum pump, the capacity and the power of this energy stored by this pump is used as a turbo compressor to obtain additional power at a given time of the operation and the position of the piston in high and low dead point (PMH and PMB). The basic energy for rotating the machine is given by the resultant and the components of the magnetic flux propulsive forces. Used and placed judiciously and accurately to achieve balanced engine rotation, idle, accelerated or decelerated rotation. The disadvantage but also the advantage of these magnetic propulsion flows is that the interchangeability of these elements can be done without any problem at the desired moment either on the engine or achieve a standard exchange, the advantage of this method and type engine, is not to be polluting, ecological, silent and to combine power and autonomy. The significant advantage also of this type of engine is to be able to recover the thermal energy that all the mechanical elements produce by friction and rotation, the development of the cooling circuit as realized in the system by the circulation of an oil very fluid will recover the heat calories that will be used to supply and heat a central heating unit and a hot water production. The disadvantage, but relative, is that all this technique requires the development of an engine with significant study structures and investments or in place, but not impossible, all at a cost, but the design, technique , the needs and the expected and restored results of this principle of energy in the situation and the current context of the planet earth with respect to the increasing demand of the oil, which can not be filled by the current production and the lack of deposit , become increasingly rare or difficult to exploit, so very expensive, is worth to be exploited and marketed in all these areas. The problem that the present invention proposes to solve, lies in the design of a fuelless engine with clean energy, autonomy and power that can compete with the gasoline, diesel or gas engine, but in others areas such as wind turbines to provide electricity, heating, but also air conditioning for homes and the industry of trains and trams of the new generation, this lies in the improvement of renewable and ecological energies so as to contribute to the protection of the earth by installing in a simple way and on a reduced space with well-founded and inexpensive investments, the variable speed motor device associated with the machines it will cause to supply energy in various forms to avoid the mentioned drawbacks of known arrangements of the conventional heat engine on pollution and warming climate change. It is understood that all types of engine, all types of fuels can be used to develop the MTVV system, here used on a two-stroke boat engine. This concept also solves and improves the two-wheeled cycle conditions for people with physical disabilities or illness. It therefore saves raw materials, such as oil, gas and reduce the long-term use of nuclear power and make each home autonomous in these needs for electricity, heating and hot water production. . It therefore proposes to solve many problems in different sectors of activity. In the invention, the solution of this problem consists, for a time-varying speed motor, combining power and autonomy, for a motor of the cited type, to provide two pistons disposed opposite to transform a rotary movement output of the crankshaft substantially equal without much loss of yield. This engine can be equipped with an undetermined number of pistons undetermined in line, vee or star depending on the dimensions and spaces determined by the type of engine. It also consists in providing a cooling circuit that can be used for heating and for producing external hot water or in the internal lubrication circuit of the engine. As well as two energies, specific to the operation of the engine, see a circuit using the vacuum stored in one or more batteries or directly by a vacuum pump and the resultant and the components of the magnetic thrust forces provided by magnets, which are used to enable its operation. From where a camshaft with eccentric cams in lines which act on the pistons by means of a hydraulic motor or electrical rotary step by step or here of a manual divider, ordered and programmed by the user. This same piston is provided with a magnetic magnet with opposing thrusters having an axial action and a set of opposing magnetic flux magnets having a radial action, well defined in a given space time, it is provided with two segments external in high position and two segments in low position, to ensure the sealing and guiding between the different elements of the mechanical concept. Drilling on the same piston in high position will ensure the connection with the vacuum circuit of the vacuum pump, two magnets one positioned on the sleeve and the other on this piston will continuously push the piston in contact with the cam eccentric of the camshaft. A bore in the jacket of the upper cavity of the cylinder head and the jacket which provides cooling, will ensure the lubrication of the segments that can not be. The piston in connection with the crankshaft connecting rod will be provided with a set of elements for mounting sets of magnets, one with opposite magnetic thrusters having an axial action on the other piston, it will be calibrated by a drilling at its center to allow the phenomenon of sussions under the effect of the vacuum at a position and a given time in top dead center and a set of opposing magnetic flux magnets propellers in upper position having a radial action well defined in a given space time relative to the radial magnet of the other piston in the upper position. There is another set of magnets with opposed magnetic flux on the rod piston in its middle having a well-defined radial action in a given space time of the bottom dead center relative to another set of opposing magnetic flux magnets. radial action placed in the inner body of the liner in the low position in cells obtained during machining and assembly. A calibrated bore (nozzles or other) in the piston in the lower position communicating with the vacuum chamber communicates with another calibrated bore, made in the liner in the lower position to allow the venting of this chamber or the use of the vacuum circuit in the bottom dead center position by external circuits. Although it is also possible to take advantage of the cooling circuit on this type of engine, it still seems to be a serious advantage for domestic hot water and central heating, because the design of the lubrication and cooling system in any the cylinder head and the jackets make it possible to recover the thermal energy that all the mechanical elements produce by friction and rotation, by its elaboration of the circuit as realized in the system by circulating a very fluid oil which will recover the heat calories in passing, through a heat exchanger for the return and use in different forms and needs. Although it is obviously possible to change after a certain time of use, all the permanent magnets of type, neodymium iron boron or samarium cobalt, these magnets are unalterable, withstand temperatures of 300 ° and the engine mechanics will be worn before the magnets, which do not lose their power and efficiency for a lifetime of twenty years warranty, respecting the rules of operation. It is certain that this is not a problem, since we will proceed to a standard exchange of the engine and all its magnets being removable, as well as all its wear parts, we will recover only the vital organs that do not undergo deterioration and wear. But it is certain that the mechanical parts such as bearings, seals, sealing segments, etc., will be worn out and considered to be no longer functional even before the end of life of the magnets. This engine process keeps its functional and innovative advantage, whose performance and quite recognized and assured over time on its profitability.

In another embodiment of the invention a heat engine can not be sufficient to function itself, it currently uses energy such as oil, diesel or gas, which is expensive and polluting, besides the fact that natural resources are decreasing and the use of nuclear power can not be considered. But from now on the resultant and the components of the forces of the opposite magnetic propellant flows exceed the expected yield to solve these problems and allow the operation of an engine combining power and autonomy, with advantages not to be polluting, silent and ecological.

In a particularly preferred embodiment of the invention, a complementary energy obtained by a vacuum pump which stores this energy in batteries or connected directly to restore the operation of the engine, this system and process will replace the turbo compressor and will provide the engine with a time and a given position in accelerated high or low dead point (PMHA or PMBA) additional energy and propulsion, thus a greater power to the engine which is advantageous, since the Vacuum pump can rotate independently. It is therefore possible during the night or the day to charge the batteries of vacuum to guarantee continuous autonomy.

In this embodiment of the invention as described and particularly preferred to the noisier heat engine. This results in a very simple construction, whose operation is reliable, but it has the advantage of being silent by design. The invention is described in more detail below with the aid of the embodiment shown by extracts and partly schematically in the various drawings of FIGS. At 1.1 / 51 to 6.6 / 51 representing a cross-section of the two-stroke engine in the accelerated position, the right piston is at the accelerated low dead center (PMBA) and the left piston is at the accelerated top dead center (PMHA) according to the invention makes it possible to observe the speed variation engine device showing the different phases of the transverse movement of the pistons inside the shirts fig. At 1.1 / 51, it even mounted in the breech fig. A 1.1 / 51 rep27 which represents a cross section of the entire cylinder head, with two pistons in line. A camshaft fig. A 1.1 / 51 rep33 with two aligned eccentric cams rep30 (A, B,) controlled in rotation by a manual divider, mounted on a splined shaft of the camshaft and fixed to the cylinder head by fixing and centering elements fig. A 1.1 / 51 which will allow to transmit and give a definite transverse position to left and right pistons rep3, according to the request of the user in high idle, accelerated or decelerated, to give a desired temperature, the faster the engine and the higher the temperature will be raised. All these combinations of transverse movements will turn them into crankshaft output in a rotary motion. The invention described in more detail by incorporating each mechanical element exposed by the drawings, will identify and make functional all of the invention based on FIGS. A 1.1 / 51 to 6.6 / 51 of the time-varying speed motor. Description of the piston rep1 fig. A 1.1 / 51 and 3.3 / 51 to define these phases of work and these machining operations. First of all this piston is equipped with a rep112 chamber with a thread which will receive the calibrated pierced ring acting as a nozzle rep108 fig. A 1.1 / 51, which will be brass, it will even receive the pierced magnets rep109 fig. A 1.1 / 51 blocked by a circlip and which will have a bore of 5mm also communicating with this room rep112 which itself will communicate with the room rep107 via a calibrated bore or a nozzle rep113, this last room will have a calibrated bore or a jet rep47 which will communicate with the pierced circuits rep55, 56, 79 and 25, according to the work position in PMH or PMB of the piston, all these circuits will be as appropriate, either in communication with the vacuum circuit or venting. The volume of the chambers is calculated according to all parameters of engine rotation speed, vacuum pump, flow rates provided by the latter, circuit calibrations and rates of the working phases of the pistons. These very small calibrated holes will allow the piston to be emptied by the vacuum in the final phase of accelerated top dead center (PMHA) or accelerated bottom dead center (PMBA) to provide a significant additional power such as a turbo compressor, via the drilled circuits 50, 76, 77, 113, 47, 55, 56, 79 and 25, FIGS. A 1.1 / 51 which corresponds to the circuit of storage of the vacuum in accumulators or directly by the vacuum pump or the venting of these same circuits following the working phase of the piston in PMH or PMB. But it is understood that these two circuits will open or close at the same time in each phase of work. The assembly of this piece rep108 fig. A 1.1 / 51 will accommodate between it and a circlip a magnet or crown magnets pierced at its center by a hole of 5mm and mounted so that the magnetic fields repel with the magnet or magnets pierced ring calibrated rep10 fig. To 1.1 / 51 and 2.2 / 51. At a precise and well defined distance in the upper position of the piston, a cylindrical machining in the shape of a dovetail will receive the magnets rep6 fig. A 1.1 / 51 which will have a conical bevel shape so as to be blocked on mounting on the piston rep1, the latter will be loaded like a cylinder by the rep107 grooves, which have been machined, the latter will be closed once the magnets set position with tin or resin to prevent them from moving. The magnets rep6 fig. A 1.1 / 51 and fig. A 3.3 / 51 will work in opposite magnetic flux with their vis-à-vis rep7 of the plunger rep3 fig. A 2.2 / 51 in the top dead center phase, It is of course, is very important, that the magnets rep4 and 8 positioned on the bores at the rep2 and 5 shirts and those rep7 of the plunger rep3 and which are opposed to the magnetic flux magnets rep6 and 9 positioned on the piston rep1, are double the length of the magnets of the piston to allow a thrust with maximum efficiency and power without too much energy loss. All the magnets are placed at a certain position in the technological concept so as to work with their vis-à-vis in opposition to magnetic flux in each operating phase in the PMH or PMB position, according to the periods of idling, acceleration or deceleration given by the position of the plunger, which is controlled by the camshaft, this makes it possible to vary the transversal overlap of the magnets, more or less, thus generating a transverse thrust force, more or less powerful, thereby varying the speed of rotation of the motor, the latter rotating a vacuum pump which restores its energy, the energy supplied to the vacuum pump to turn, can come from an external source that can be connected to 230V, powered by a battery, an alternator and a 12V / 230V transformer, solar collectors, this vacuum pump restores its energy by charging the energy generated by the vacuum pump into a vacuum tank or directly. It is understood that all the magnets will be welded and assembled on the respective parts with tin and will thus have curved shapes, drilled or machined concave or various internal shape on their fields. The action and the position of the magnets rep9 on the piston rep1 are defined at a precise and well-defined distance in the lower position of the piston rep1 relative to their magnets rep8 with opposite magnetic flux, trapped between the bolt rep27 and the jacket rep2, for what is the technological function of the rep8 magnets, it is identical to that of the magnets rep6 of the piston rep1. The material of the piston rep1 will be aluminum 1A-S12U3-5N3G or other derivatives of this type having the same mechanical characteristics, obtained by casting of a core foundry, once machined the piston rep1 will undergo a heat treatment of surface on the cap and the skirt of the latter. Two segments seal cast steel rep18 and 19 fig. A 1.1 / 51 and 3.3 / 51 will seal between the different operations, phases and chambers, as well as the guide of the piston in the shirts rep2 fig. A 4.4 / 51 and rep104 fig. A 5.5 / 51. A last segment rep106 said scraper in the lower position of the piston rep1 will scrape the lubricating oil and recycle to the axis of the big end and in the block crankcase crankcase. A bore in the lower position of the piston rep1 will receive the axis rep24 fig. A 1.1 / 51 and 3.3 / 51 of the respective rod rep20 fig. At 1.1 / 51 of the crankshaft, two grooves will house the rods rep26 fig. A 1.1 / 51 and 3.3 / 51 for locking the connecting rod axis in translation.

Description of the folder rep2 fig. A 2.2 / 51 to define these phases of work and these operations of machining, first of all this shirt will be in non-magnetic stainless steel, cells which will be either perforated, open or obstructed rep60 will receive in their housings to the number of eight magnets individual rep8 fig. A1.1 / 51 mounted so that the magnetic fields repel with the magnets rep9 fig. At 1.1 / 51, these magnets will be welded and assembled in each housing of the breech rep27 with tin or resins such as araldite or other. These magnets will have conical bevel shapes or any other forms so as to hang when mounting the rep2 folder with the cylinder head. One bore and two segments, one sealed and the other scraper rep19 and rep106, will house and guide the piston rep1 fig. A 3.3 / 51 and rep1 fig. A 1.1 / 51. Four cavities D, E, F and G circularly hollow around the outer diameter of the shirts rep2 and rep5 will be obtained gross foundry and will ensure cooling and lubrication by circulation of a very fluid oil between the cylinder head and the shirts so as to cool the engine and recover the thermal energy dissipated by the mechanical members, to produce a production of domestic hot water or supply a central heating via a heat exchanger. Two holes rep52 and 51 of the shirt fig. A 6.6 / 51 and fig. A 1.1 / 51 communicating with the cavity F of the breech rep27, allow the passage of very fluid oil circuit lubrication to the rep75 and 72 fig. A 1.1 / 51 to lubricate the segments rep18, 19 and 106 fig. A 1.1 / 49 and rep17 fig. A 1.1 / 49. Drilling rep50 makes it possible to connect the holes rep67, 76 and 77 fig. A 1.1 / 51 of the piston rep3 and the ring rep103 fig. At 1.1 / 51 and the replica chamber rep112 of the piston rep1 fig. A 1.1 / 51 via the calibrated drilling of magnets rep109 and the rep108 ring which corresponds to the vacuum circuit which will be activated at a specific moment of accelerated top dead center (PMHA) to provide additional power playing the turbo compressor role in a very short space time. V-notches rep53 between the cavity D and E and that rep54 between the cavity F and G will allow the circulation of the cooling circuit fluid homogeneously over the entire surface of the shirts. The calibrated holes rep55 and rep56 in communication with the rep79 and 25 fig. A 1.1 / 51 and fig. A 4.4 / 51 will allow the venting or connection with the vacuum circuit, in the bottom dead position of the piston chamber rep111 of the piston rep1 fig. A 1.1 / 51 and Fig. 3.3 / 51 .

The description of the folder rep104 fig. A 1.1 / 51 and 5.5 / 51, to define these phases of work and these machining operations, first of all this shirt will be made of nonmagnetic stainless steel, it will be screwed into the plunger rep3 according to the thread rep105 with the help pins and a pin wrench rep113. The rep7 chamfers of this ring will form the dovetail which will receive the rep7 magnets and ensure their tightening and blocking on the plunger rep3. The bore rep30 fig. A 1.1 / 51 and 5.5 / 51 will provide guidance and sealing through the rep19 waterproof segment positioned on the piston rep1. Drilling rep55, 56 and 79 will ensure continuity and communication with the free air and vacuum systems in low dead point.

The description of the folder rep5 fig. A 1.1 / 51 and 6.6 / 51, to define these phases of work and these machining operations, first of all this shirt will be in nonmagnetic stainless steel, it will be mounted very slightly hard on the breech rep27. The chamfers rep4 of this ring will form the dovetail which will receive the magnets rep4 and ensure their tightening and blocking relative to the breech rep27 and the clamping ring. The bore rep17 fig. A 1.1 / 51 and 6.6 / 51 will provide guiding and sealing via the rep17 sealed segments positioned on the plunger rep3. Drilling rep52 and 51 will ensure continuity and communication between the different cooling and lubrication circuits inside the cylinder head and the engine

Description of the piston rep3 fig. A 1.1 / 51 and 2.2 / 51 to define these phases of work and these machining operations, first of all this piston will be aluminum alloy 1A-S12U3-5N3G or other derivatives of this type having the same mechanical characteristics, raw foundry by molding of carrot. A housing will receive cone-shaped dovetail-shaped magnets rep7 fig. A 1.1 / 51 and 2.2 / 51 mounted and made for the magnetic fields to repel with magnets rep6 fig. A 1.1 / 51 of the piston rep1 which will be solicited in dead center high idle and accelerated to act in thrust on the piston rep1 fig. A 1.1 / 51 and transmit its force to allow the rotation of the crankshaft. The segments rep17 will guide and seal with the lining of the breech rep5 fig. To 1.1 / 51 and 6.6 / 51. The threaded housing will receive a standard rep14 brass or aluminum ring, which itself will be clamped by a magnet rep10 fig. A 1.1 / 51 and 2.2 / 51 between a rep12 brass or aluminum ring, we can adjust the position of the magnet which will be drilled at its center diameter of 5mm to allow the action of the vacuum, by placing machined rings on one side or the other of the magnet, respectively, the latter is mounted and made so that the magnetic fields repel with the magnet rep109 fig. A 1.1 / 51 of the piston rep1 which will be solicited in high dead point accelerated or idle, to act in thrust on the piston rep1 fig. A 1.1 / 51 and 3.3 / 51 and thus transmit their force to allow the rotation of the crankshaft. A threaded end rep66 will be screwed and mounted to the bearing seal in the piston rep3 fig. A 1.1 / 51 with tapping and will receive the piece rep 15 fig. At 1.1 / 51 this piece will be made of steel and will undergo a quench, it also mounted to the bearing seals. With regard to the cylindrical bevel shape machined in conical bevels and formed by the assembly of the locking ring rep103 on the piston rep3 and the parts rep66 and 15 fig. At 1.1 / 51, she will receive magnets rep101 fig. A 1.1 / 51 and 2.2 / 51 mounted and realized so that the magnetic fields repel with the magnet rep4 fig. A 1.1 / 51 to maintain the piston rep3 fig. A 1.1 / 51 via the piece rep15 fig. A 1.1 / 51 in punctual and permanent contact with cams A and B rep30 fig. A 1.1 / 51, which they will also be made of steel and will be quenched.

Description of the magnet rep4 fig. A 1.1 / 51 to define these phases of work and these machining operations, it will be positioned on the breech rep27 fig. A 1.1 / 51 according to the cone-shaped dovetail-shaped housing obtained by assembling the jacket rep5 fig. A 1.1 / 51 and the locking ring fixed by screw rep114 fig. A 1.1 / 51 to lock magnets rep4 fig. A 1.1 / 51, whose main role is to repel magnets rep101 fig. A 1.1151 to hold the piston rep3 fig. A 1.1 / 51 via the piece rep15 fig. A 1.1 / 51 in punctual and permanent contact with cams A and B rep30 fig. A 1.1 / 51.

The description of the magnet rep6 fig. A 1.1 / 51 defined its role on the piston rep1 fig. A 1.1 / 51 with respect to the magnet rep7 fig. A 1.1 / 51 in other descriptions above that allowed to define their respective roles with respect to each other. It is understood that all the cone-shaped dovetail-shaped magnets will block them with the respective parts, but may have other shapes, thus small curved or machined concave or other internal machined on their fields to allow their blockages, they will be according to the cases and the possibilities of assembly, of form in half moon, in several individual magnets or in ring according to the types.

The description of the magnet rep8 fig. A 1.1 / 51 defined its role with the piston rep1 fig. A 1.1 / 51 with respect to the magnet rep9 fig. A 1.1 / 51 in other descriptions above that allowed to define their respective roles with respect to each other. It is understood that all the cone-shaped dovetail-shaped magnets will block them with the respective parts, but may have other shapes, thus small curved or machined concave or other internal machined on their fields to allow their blockages, they will be according to the cases and the possibilities of assembly, of form in half moon, in several individual magnets or in ring according to the types.

The description of the magnet rep 10 fig. A 1.1 / 51 defined its role with the piston rep1 fig. A 1.1 / 51 with respect to the magnet rep109 fig. A 1.1 / 51 in other descriptions above that allowed to define their respective roles with respect to each other. It is understood that this magnet will be ring-shaped cylindrical pierced in the middle by a hole diameter of five mm to allow the action of the vacuum can communicate and play its role, their thickness may vary according to the mode of adjustment of the distance and the power required and requested to this magnet in relation to its role and its opposite, but may have other shapes depending on the case and the possibilities of mounting, half-moon shape or ring according to the types presented.

The description of the magnet rep109 fig. A 1.1 / 51 defined its role on the piston rep1 fig. A 1.1 / 51 with respect to the magnet rep10 fig. A 1.1 / 51 of the piston rep3 in other descriptions above which allowed to define their respective roles with respect to each other. This magnet will have a 5mm hole in the center, but the rep108 ring will have a calibrated and well defined hole, it will play the role of nozzle with several calibrations according to demand and needs.

The description of the piece rep108 fig. A 1.1 / 51 defines its role on the piston rep1 fig. A 1.1 / 51 with respect to the magnet rep109 fig. A 1.1 / 51 in other descriptions above that allowed to define their respective roles with respect to each other.

The description of the piece rep15 fig. At 1.1 / 51 to a capital importance, first of all it is a piece of steel C 40 hardened, having a point contact with the cams A and B rep30 fig. A 1.1 / 51 which allows the connection of the controls and movements between the camshaft rep30 fig. A 1.1 / 51.

and the piston rep3 fig. A 1.1 / 51 and 2.2 / 51 defined in other descriptions above which allowed to define their respective roles with respect to each other.

The description of the steel cast iron segments rep17, rep18 and rep19 fig. A 1.1 / 51 ensure the sealing and guiding of the various parts and elements that are in movement between the folders rep2, rep5 and rep104 fig. A 1.1 / 51, 4.4 / 51, 5.5 / 51 and 6.6 / 51 and the pistons sliding between them rep3 and 1 fig. To 1.1 / 51, 2.2 / 51 and 3.3 / 49. The segments rep106 fig. A 1.1 / 49 and 3.3 / 51 plays the role of oil scraper segment.

The description of the rod rep20 fig. A 1.1 / 51 has only a current mechanical importance only the respect of the lubrication via a bore on the big end and its axis rep24 fig. A 1.1 / 51 compared to a self-lubricating ring which must be respected, from the moment the connecting rod has been the subject of a specific study according to the efforts to be provided according to each type of engine, as an indication the rods outside rep26 fig. A 1.1 / 51 will allow the translation stop of the axis rep24 fig. A 1.1 / 51.

The description of FIG. A 1.1 / 51 shows the cross section of the cylinder head and the engine seen from the front, as well as the camshaft rep30 and the breech rep27, the camshaft rep30 mainly supports a radial force along the eccentric cams A and B rep30 with a rotary motion. It shall be supported radially by two tapered or otherwise opposed roller bearings and bearing caps sealing with double-lip scraper seals mounted on the camshaft and C30 steel shims mounted between the sealing caps. bearings and the cylinder head body will allow the adjustment of the axial operating clearance by machining or by shims in foil by acting on their sliding rings. The splined shaft at the camshaft output fig. A 1.1 / 51 will receive here a manual divider or a stepping hydraulic or electric rotating motor which will themselves be fixed and centered on the bolt rep27 by screws and centering feet. The threaded holes rep72, 75 and 78 will allow the connection of the cooling and lubrication circuits between the cavities of each chamber and the camshaft housing by a pump recycling the oil by watering the cams A and B of the camshaft rep30. With regard to tapered roller bearings on the rep30 camshaft, they will be lubricated for life by greasing, not subject to excessive stresses in speed of rotation, but rather to axial forces exerted by the piston rep3 . Vacuum circuits are also defined by the rep50, 67, 76 and 77 allowing the connection and the communication of these circuits between the different chambers rep111 and 112, all these circuits will be connected to controlled solenoid valves, controlled check valves or piloted injectors, itself in connection with storage batteries that the pump empty will have loaded and whose opening and closing will be given in a specific time space of accelerated high dead center (PMHA) or accelerated low dead point (PMBA) as the case, connecting these circuits with the setting free air or vacuum, when the check valve controlled in conjunction with the rep50, 67, 76 and 77 controls the opening of the vacuum circuit in connection with the chamber rep112, the check valve controlled in conjunction with the rep47, 55, 56, 79 and 25 control at the same time and at the same time the opening of the venting in connection with the chamber rep111 and vice versa at each phase of the PMH or PMB of each piston rep1 following their position in PMH or PMB. Regarding the rep55, 56 and 79, they correspond to the venting or vacuum to the repussion chamber rep107 of the piston rep1 fig. A 1.1 / 51 through the rep47 calibrated nozzle of the same piston and calibrated holes very small and rep55, 56 fig. A 1.1 / 51 of the rep2 jacket and breech rep27. The holes rep79 fig. A 1.1 / 51 are connected via bridges and copper pipes to the pilot-operated check valve of the vacuum circuit, operated at a very precise moment of accelerated low dead center (PMBA) to bring a complementary power such as a turbo compressor, while its opposite will be in the open air at the same time, as soon as this space time is over, piloted check valves are no longer actuated and we reverse the trend, opening inversely circuits . It is understood that the piloted check valve of the vacuum circuit rep77 of the top dead center of the right piston and the rep47 circuit of the left piston in low dead point is the same and opens these two vacuum supplies in the same space time, while in the same time space the piloted check valve of the left piston which is in low dead point puts this circuit rep77 in the open air, and the rep47 circuit of the piston of the right when it is in neutral up and opens these two venting supplies in the same time space and at the same time, there are only two check valves that simultaneously manage the vacuum and vent circuits. . The cylinder head will be cast aluminum alloy ENAB-43000 (AISi10Mg) which is molded, machined and welded well, suitable for saline air, but you can choose another type of aluminum.

The description of the camshaft rep30 fig. A 1.1 / 51 shows its simplicity of realization, it will be made of steel GC40 molded which is suitable for the heat treatment with alternative choice quenching when a high resistance to wear is a determining criterion, which is the case for the eccentric cams A and B which will be in permanent and punctual contact with the parts rep15 fig. At 1.1 / 51 according to a radial force. The bearings will receive tapered roller bearings and will be made by machining, a splined tip will receive the manually operated divider or a rotary motor for its drive, it will be grooves with parallel flanges of strong series real cut keys in the shaft.

The description of FIG. A 1.1 / 51 shows the two bearings that will allow the installation of the camshaft rep30 on the breech rep27. These two bearings will be mounted on the bearings of the camshaft and will mainly support radial forces. This will be an x-type mounting of tapered roller bearing type angular contact bearings, the mounting requires adjustment of the operating clearance, it must be performed by acting on the sliding rings. They support relatively large radial and axial loads for specific highly stressed mechanisms like here the camshaft. A crankcase will come to relate to the breech over the camshaft. Clamping on the cylinder head will be ensured by screws following the holes 94 and bore holes in the cylinder head. A flat gasket of very specific shape according to the crankcase will be made of cellulose fiber impregnated and plasticized with gelatin having good resistance to oils. A sprinkler lubrication ramp fed by a small copper pipe from the engine oil pump circuit will respectively lubricate the cams A and B of the camshaft rep30 fig. A 1.1 / 51 and pads rep15 fig. A 1.1 / 51. The casing will receive in its central position on a pierced housing a plug with a vent that will be provided with a small air filter. The rep42 housing will be die-cast zinc alloy and Zamak type 3.

The description of FIG. A No. 40 corresponds to a plastic plug (polymer + additives + additives, obtained by die casting). The cap will vent the chamber of the camshaft housing through a small air filter and this plug will act as an oil filling during the emptying or possible supplement between two oil changes .

The description of FIG. A 1.1 / 51 shows a magnet with magnetic flux propulsors rep101, opposite the magnet rep4 fig. A 1.1 / 51. It will be shaped like a dovetail with conical bevels. The magnets rep101 1 and rep4 repel each other to maintain plated the piston rep3 fig. A 1.1 / 51 in point contact with the piece rep15 fig. A 1.1 / 51 with cams A and B of the camshaft rep30 fig. A 1.1 / 51 permanently at a sufficient force relative to the overall weight of the piston rep3 fig. A 1.1 / 51 equipped with all these mechanical elements and efforts taken into account.

We will now take into account the description of the hybrid engine suitable for all types of engine and fuel by studying the operation and the technology shown, described and exploited in FIGS. A 7.7 / 51 to 10.10 / 51. Fig. A 7.7 / 51 represents the technology of a hybrid piston used under the effect and the principle of vacuum in a four-cylinder engine. First of all we can explain the role and the advantage of vacuum and this mode of piston. A four-cylinder gasoline-type inline engine operates under ignition principle 1, 3,4 and 2, which means that it takes two crankshaft turn to ignite and explode all the pistons. The advantage and the use of the vacuum in this mode of operation make it possible to cause the action of the vacuum on each piston, each revolution of the crankshaft and as well in the phase of raising the piston towards the top dead center as the bottom dead point . In the case of a four-cylinder, it is a sussions action under the effect of vacuum, which then plays the role of turbo compressor on all pistons. As each crankshaft turn has two pistons that are in top dead center while the other two are in low dead point, the action of the vacuum is exerted on the two pistons that go up and the two down each turn thus, on two turns, an action is exerted under the effect of the vacuum on eight pistons, plus the action subjected by the compression, the ignition and the explosion of all the pistons under the effect of the fuel which is here the petrol. By this principle we act and multiply our force on the pistons at the rate of four thrusts and eight forces of aspiration and sussions on eight pistons. This allows to improve the efficiency of the engine, its power, its torque, its nervousness, its energy saving here gasoline, its speed of rotation in rev / mn and especially to be less polluting, therefore ecological and to answer standards in force defined by Europe. We will therefore resume the description of the piston fig. At 7.7 / 51, the AA cut shows that it is made in three parts which are assembled by assembly squeezing blocks press. So we have a first part rep1 fig. At 7.7 / 51 the crown of the piston, with on a part of the skirt, a fire-rated segment rep4 and a sealed segment rep5, a hollow cavity rep7 will receive by interlocking assembly blocks press the part rep2, a hole rep16 will receive a centering foot in a manner well assembled and in the right direction parts rep1 and 2.Two rep10 machining will have the shape of a vee and will be calibrated and defined by calculations according to the criteria of the standard engine specifications and the results to be obtained, these orifices will allow empty and free air to be conveyed inside the hollow cavity rep7. The rep1 portion forming the piston crown will be aluminum 1A-S12U3-5N3G, or other derivative of this type having the same mechanical characteristics, heat treatment of the cap and the skirt will be performed after machining to improve the mechanical characteristics the hardness and resistance to the heat of fusion compared to the explosion of the fuels put in compression.

The part rep2 fig. At 7.7 / 51 forms the second part of the piston, with a second sealed segment rep5 positioned in the middle of the piston skirt, a third sealed segment rep5 is positioned on the lower part of the piston skirt and just behind this segment, a last rep6 scraper segment will ensure the lubrication and scraping of the oil, it will also ensure the lubrication of the axis of the big end, through holes drilled rep14. The zones between the different watertight segments will define the zones working in top and bottom dead positions in the rep13 jacket, four calibrated holes or positioning of four calibrated nozzles on either side of these rep9 and rep10 zones, will convey the empty or open air to the hollow cavities rep7 and 8, via the orifices rep11 and 12 placed on the rep13 jacket, which themselves communicate with the circuits piloted check valves, piloted solenoid valves or piloted injectors according to the modes of use of the vacuum and the free air in the operation and the phases of cycle of the engine and the pistons in PMH and PMB. When assembling the rep2 part on the rep1 part the holes drilled and calibrated rep10 must coincide with those of the piston head rep1, a calibrated nozzle will be mounted on the rep10 hole at the skirt of the piston of the part rep2, the rep16 hole on the rep2 part, will receive the same footing as the rep1 part to define their mounting and centering directions. The hollow cavity rep7 will define the actual volume of the upper suction chamber and it will be calculated accurately according to the characteristics of the motor and the vacuum pump that will be used, as well as the operating rates of the pistons depending on the number of turns. / mn, diameters of the pipes and their length and the equipment used for the order. The hollow cavities rep8 will be two lights in the form of half-moons distributed on each side of the inside diameter of the rep2 part which will receive the rep3 part in tight mounting blocks press, they are distributed in this way, so to ensure the mounting a perfect sealing of this room, which will meet the same specifications and requirements as the hollow cavity rep7 above. The two rep9 holes will be drilled calibrated or will receive a calibrated nozzle, they will allow the delivery of vacuum or free air. The rep2 part will also be aluminum 1A-S12U3-5N3G, or other derivative of this type having the same mechanical characteristics, heat treatment of the skirt will be performed after machining to improve the mechanical characteristics to the hardness and resistance to heat of fusion compared to the explosion of fuels put in compression. For the operating mode the hollow cavities rep7 and 8, may according to the case be independent of each other or communicate with each other to allow continuous suction and suction of the free air by vacuum or not, because this will depend on the type of engine, the size of the pistons, and the rate of rise and fall of pistons depending on the speed of rotation in rev / min, all these criteria must be studied and taken into account. The rep3 part fig. A 7.7 / 51 form the third piece that will fit into the rep2 part in tight assembly blocks press, this part will receive the axis rep15 and the big end, it will be imperative to mount the axis and the connecting rod on this part rep3 before mounting it on the rep2 part. Note that the rod shaft rep15 will be mounted tight clamp press on the bore of the big end and sliding very very fair on the bore rep15 of the rep3 part, that is why a heat treatment on these bores will be realized after machining to improve the mechanical characteristics to hardness and wear resistance, the rep3 part will also be aluminum 1A-S12U3-5N3G, or other derivative of this type having the same mechanical characteristics. A groove vee on the outer diameter of the rep3 portion will ensure the connection of the vacuum circuits and the free air between the different path circuits rep9. It should be noted that the circulation of the free air under the effect of suction by vacuum in the hollow cavities of the pistons will allow a natural cooling of the latter and therefore a significant technical improvement.We will now take into account the Description of the hybrid engine adapted to all types of engine and fuel by studying the operation and the technology shown, described and exploited in FIGS. A 11.11 / 51-15.15 / 51. Fig. A 11.11 / 51 represents the technology of a hybrid piston used under the effect and the principle of vacuum in a six-cylinder diesel engine. First of all we can explain the role and the advantage of vacuum and this mode of piston. A 120 ° diesel-type six-cylinder in-line engine operates on ignition principle 1, 5, 3, 6, 2 and 4, which means that it takes two crankshaft turns to ignite and blow all the pistons , so three internal combustions pistons 2, 4 and 6 for a first round of crankshaft and 1, 3 and 5 for the second round (more precisely internal combustion but not explosion), we can say that the pistons 1 and 6 are always together at the PMH or PMB, but when one is exploding the other is not, it is the same for the pistons 5 and 2 working together and the pistons 3 and 4 which do the same. The advantage and the use of the vacuum in this mode of operation make it possible to cause the action of the vacuum on the pistons which work together, at each crankshaft revolution and as well in the phase of raising the pistons towards the top dead center as the bottom dead point. In the case of a six-cylinder, it is a sussions action under the effect of the vacuum, which then plays the role of turbo compressor, all pistons listed in doubled above and both PMH and PMB. As each crankshaft revolution has two pistons which are in top dead center while two others are in low dead point, the action of the vacuum is exerted on the two pistons which go up and the two which go down at each turn, so on two turns it is an action under the effect of the vacuum on twelve pistons, plus the action submitted by the compression, ignition and explosion of all pistons under the effect of the fuel which is here diesel. By this principle we act and multiply our force on the pistons at the rate of six thrusts and twelve forces of aspiration and sussions on twelve pistons. This allows to improve the efficiency of the engine, its power, its torque, its nervousness, its energy saving here gasoline, its speed of rotation in rev / mn and especially to be less polluting, therefore ecological and to answer standards in force defined by Europe. We will therefore resume the description of the piston fig. At 11.11 / 51, the AA cut shows that it is made in three parts that are assembled by tight fitting blocks press. So we have a first part rep1 fig. At 11.11 / 51 the piston crown, with on a part of the skirt, a fire-rated segment rep4 and two watertight segments rep5, a hollow cavity rep10 will receive by interlocking assembly blocks press the part rep2, a hole rep20 will receive a centering foot in a well assembled manner and in the right meaning the parts rep1 and 2. Two machining rep19 will have the shape of a vee and will be calibrated to receive a ball, which will obstruct the calibrated pierced orifice rep22 which will communicate with the ring-shaped cavity rep8 and the vacuum circuits and free air rep9. The rep1 portion forming the piston crown will be aluminum 1A-S12U3-5N3G, or other derivative of this type having the same mechanical characteristics, heat treatment of the cap and the skirt will be performed after machining to improve the mechanical characteristics the hardness and resistance to the heat of fusion compared to the explosion of the fuels put in compression. The part rep2 fig. A 11.11 / 51 and 13.13 / 51 form the second part of the piston, with a third sealing segment rep5 positioned in the middle of the piston skirt, a fourth sealing segment rep5 positioned on the lower part of the piston skirt and just behind this segment , a last rep6 scraper segment will ensure the lubrication and scraping of the oil, it will also ensure the lubrication of the axis of the big end, through holes drilled rep7. The zones between the different watertight segments will make it possible to define the zones working in the top dead center position with the rep12 hole and the bottom dead center with the rep13 orifice in the rep14 jacket, four calibrated holes or the positioning of four calibrated nozzles on each side. other of these zones rep9 and rep11 on the rep2 part, will convey the vacuum or the free air to the hollow cavities rep10 and 8, through the orifices rep12 and 13 placed on the folder rep14, which themselves communicate with pilot-operated check valve circuits, pilot operated solenoid valves or injectors controlled according to the use of vacuum and free air in the operation and the cycle phases of the engine and pistons in PMH and PMB. When assembling the rep2 part on the rep1 part the V-shaped calibrated orifices rep19 must coincide with those of the piston head rep1, but the centering foot rep20 will define this assembly, four calibrated nozzles will be mounted on the orifices rep11 and 9 at the piston skirt of the rep2 portion, the rep20 hole on the rep2 portion, will receive the same footing as the rep1 portion to define their mounting and centering directions. The hollow cavity rep10 will define the actual volume of the upper suction chamber and it will be calculated accurately according to the characteristics of the motor and the vacuum pump that will be used, as well as the operating rates of the pistons depending on the number of turns. / mn, diameters of the pipes and their length and the equipment used for the order. The hollow cavity rep8 will form a ring distributed on the outer diameter of the rep3 part, a vee rep23 will be machined calibrated on the inside diameter of the rep2 part in communication with the hollow cavity rep10 and the calibrated holes rep22 and 9, the rep2 part will receive the rep3 part in tight assembly blocks press, they are distributed in this way, so to ensure the assembly a perfect seal of this room, which will meet the same specifications and requirements as the hollow cavity rep10 above. The two orifices rep11 and 9 will be drilled calibrated or receive a calibrated nozzle, they will allow the delivery of vacuum or free air. The rep2 part will also be aluminum 1A-S12U3-5N3G, or other derivative of this type having the same mechanical characteristics, heat treatment of the skirt will be performed after machining to improve the mechanical characteristics to the hardness and resistance to heat of fusion compared to the explosion of fuels put in compression. For the operating mode the cavities hollow rep10 and 8, may depending on the case be independent of each other or communicate with each other to allow continuous suction and suction of the open air by vacuum or not, because it will depend on the type of engine, the size of the pistons, and the rate of rise and fall of the pistons as a function of the speed of rotation in rev / min, all these criteria will have to be studied and taken into account to define the specifications. The rep3 part fig. A 11.11 / 49 and 12.12 / 51 forms the third piece that will fit into the rep2 part in tightening assembly blocks press, this part will receive the axis rep15 and the big end, it will be imperative to mount the axis and the connecting rod on this part rep3 before mounting it on the piece rep2. Note that the rod shaft rep15 will be mounted tight clamp press on the bore of the big end and sliding very very fair on the bore rep15 of the rep3 part, that is why a heat treatment on these bores rep15 fig . A 12.12 / 51 will be realized after the machining to improve the mechanical characteristics to the hardness and to the resistance to the wear, the rep3 part will be also in aluminum 1A-S12U3-5N3G, or other derivative of this type having the same characteristics mechanical. A V-groove rep17 on the outer diameter of the rep3 part will ensure the connection of the vacuum circuits and the free air between the different path circuits by the calibrated holes rep11 and 18 and the rep11 can receive two calibrated nozzles if necessary , it will be the same with the rep9 holes that communicate through calibrated holes rep22 leading to the calibrated vee rep23 itself in communication with the hollow cavity ring-shaped rep8. It should be noted that the circulation of the free air under the effect of suction by vacuum in the hollow cavities of the pistons will allow a natural cooling of the latter and therefore a significant technical improvement. When assembling the rep3 part on the rep2 part the V-shaped calibrated orifices rep17 and the calibrated holes rep18 and 11 must coincide with each other during assembly, that is why the centering foot rep21 will define this assembly, the drilling rep21 on parts rep2 and 3, will receive the same footing to define their mounting and centering directions. It is understood that the concept of hybrid engine or MTVV, will be managed by an electronic card, detectors, piloted solenoid valves, piloted injectors or check valves controlled by electromagnetic driver fig. At 15.15 / 51, under 12 or 24 volts and a computer. This valve has been studied and designed fig. A 15.15 / 51 to be adapted to the vacuum technology and two different hybrid or dual energy engines, to meet the specifications, but especially the fact that the system can not be lubricated, since we use dry vane pumps, it is necessary to meet these criteria in order to avoid seizing the pilot operated check valve and to use a suitable technology, according to the concept and the material. We can find a plan of this valve, which meets the specifications requested, and a description of all the parts, which I will describe. The mark 01 is a hole for the passage of the electromagnetic pilot coil power cable coil 12 or 24 volts, see all other voltages on demand. The 02 mark is the 12 or 24 volt coil power cable. Mark 03 represents the coil power connector. Mark 04 represents the body of the pilot operated check valve. Mark 05 is the ball guide of the valve. The mark 06 is a locking plug of the guide rep05 and allows the guidance of the rep08 spring. Mark 07 is a seal of the rep06 plug. The 08 mark is a spring for pushing and setting the pressure on the ball of the valve. Mark 09 is the vacuum port from the network circuits. The mark 10 is a lobe seal which seals with the guide rep05. Mark 11 is the suction vacuum port from the vacuum pump. The marker 12 represents the steel action rod of the coil, controlling the opening of the valve in 05 milliseconds. Mark 13 is an O-ring between the pilot body rep15 and the valve body rep04. The mark 14 defines the pilot coil in 12 or 24 volts see others according to the request. Mark 15 is the body of the rep14 coil. The reference numeral 16 represents a brass ring for non-return locking of the control rod rep12 for controlling the opening of the valve. In any case, it will be possible to design the process under the action of vacuum by using, as the case may be, the zones comprised between the different watertight segments rep 5 of the pistons which make it possible to define the zones working under the effect of the vacuum in PMH and PMB in the folder rep13 fig. A 7.7 / 51 or rep14 fig. A 11.11 / 51 by the orifices rep11 and 12 fig. A 7.7 / 51 or rep12 and 13 figs. A 11.11 / 51, in this case we will not use the hollow cavities rep7 and 8 fig. A 7.7 / 51 or rep10 and 8 figs. At 11.11 / 51 pistons, but only these zones to exert suction by the vacuum of the pistons, these zones will communicate with each other to allow a suction and a continuous sucking of the open air by vacuum or not, in the case of a communication of these zones the central sealed segment rep5 will have calibrated holes on the flanks and the circumference of this central segment rep5 or v-shaped machined striations on the outer circumference of the same central segment rep5 this to allow communication free air circuits and vacuum of these areas delimited by the sealing of the sealed segments rep5 with respect to the piston and the liner.

We will use according to the description of FIG. A 16.16 / 51 a gear hydraulic pump rep1 and a hydraulic circuit with specific equipment from rep2 to 20, to provide energy in hybrid mode or MTVV, as well as the vacuum pump, with a reservoir Fig. A 16.16 / 51 rep7 of 15, 30, 60, 120 or 240 liters with a constant flow, with a real flow rate of 1.4 to 130 l / min at an installed power of 0.55 to 22 kW and 150tr of rotation frequency / min vacuum, 1420 rpm loaded with an oil temperature 65 to 70 ° C, viscosity 30 to 90 Cst. By observing the table of power / flow rates / reservoir and by calculations in the hydraulic and other charts, it is defined that the hybrid system or MTVV according to the invention needs a nominal flow rate of 1.4 l / min to 15 l / min. mn using the same power to run the pump rep1 is 0.75 kW with a rep7 bin limited 15 l or 30 l or much less if we work in closed circuit with the engine, because the hybrid system or MTVV uses a very small amount of oil in a closed circuit at the hollow cavities of the pistons and circuits and equipment, under a pressure of 22 to 200 bars. This means that for a nominal flow rate of 6 l / min, a power of 0.75 kW, a rep7 tank of 15 liters one obtains a maximum pressure of 65 bars by the pressure reducer rep10. This leaves a range of 0 to 65 bars in the hydraulic circuit provided by the rep1 pump and which will press the hollow cavities of the pistons to propel PMH and PMB under the effect of pressure. The devices of the circuits are defined below to build and realize the whole installation to work and that I will present.

It is possible to use a pump immersed or not rep1 by direct drive by the motor and pulley / belt rep2 according to the hybrid mode or MTVV.

An independent or closed-circuit rep7 oil tank can be used with the engine respecting the oil limit quantities according to the capacity used by the equipment and the process to operate in optimal conditions and that have been calculated.

A rep5 filter with check valve will be installed on the return to the tank or circuit tank T2 or use the rep15 engine filtration circuit. We will use an air filter rep8 venting on the oil tank rep7. One will use a tank rep14 under pressure calibrated to 55 bars said accumulator, reserve of pressure of starting.

A check valve rep3 will be used at the outlet of the high pressure of the pump rep1 to maintain the pressure reserve of the accumulator rep14 which is calibrated at 55 bar when the hydraulic pump rep1, which serves as a reserve, is stopped. starting.

We will use a check valve rep4 pump suction, so that it remains in charge after stopping and to avoid cavitation by suction of air bubbles.

We will have a control of oil level, by the indicator rep6.

We will have in case of lack of oil a filling valve rep9.

Two glycerine pressure gauges of 0 to 100 bar are used to control and adjust the pressure reducers rep16 calibrated from 0 to 30 bar and rep10 calibrated at 65 bar.

We will use oil pressure limiters on the NG6 rep10 type hydraulic circuit or the basic options rep10 and 16 (see diagram) in pipe mounting, on a base, or in a viscosity cartridge of 10 to 500 mm ² / s of pressure P = 350 bar maximum, flow rate Q = 40 l / min maximum, fluid temperature from -25 to 80 ° C with mineral hydraulic oils (ISO) and also glycol oils with a% water.

Hydraulic valves rep13, 19 and 20 of type NG6 of symbol 4/2 return by electric springs rep12 CA 45 VA 220, 240 Volts, which can make 18000 maneuvers per hour, will be used. The pressure reducer rep16 is calibrated between 0 and 30 bars relative to the engine of the hybrid heat engine, this pressure and defined by calculations according to the power desired by the user and the engine, its setting will be secured by sealing, as all other equipment factory-set according to the modes and types of use.

The pressure reducer rep10 allows in operation to reject to the tray T2 by the rep15 circuit, the excess pressure that the pump rep1, provides relative to the pressure reducer rep16. It also makes it possible to maintain the charge rep14 calibrated at 55 bars, when the distributor rep13 is no longer controlled by the rep12, this to keep the battery rep14. It is also obvious that the distributor rep13 is driven at the same time as the distributors rep19 or rep20 alternately according to engine rotation cycles and PMH and PMB.

The distributor rep19 when it is controlled at the same time as the distributor rep13, allows the oil pressure coming from the pressure reducer rep16 and the circuits P1 and P3 of the rep18 to be transmitted to the pistons PMB to give all the power in descent of the pistons, the return circuit to the tank T2 and B coming from the return circuit of the pistons PMH is rejected to the tank rep7 by the circuits rep15 to avoid opposite resistance of the oil.

It is the same for the distributor rep20 when it is controlled at the same time as the distributor rep13, it allows to convey the oil pressure from the reducer of rep16 and circuits P1 and P3 of the rep18 to the pistons PMH to give all the power up the pistons, the return circuit to the tank T2 and B from the return circuit PMB pistons and rejected the tank rep7 by rep15 circuits to avoid any opposite resistance of the oil.

It is understood that one can use all types of known hydraulic equipment or all known hydraulic pumps (piston, vane and other). Because according to the principles and the operations the hydraulic diagrams will change to allow to feed and to operate the process MTVV or hybrid engine, whatever the type of engine or fuels used.

It is certain that my method makes it possible to use all the energy sources available or known to operate under the principle of hollow cavity pistons (vacuum, steam, hydraulic or air pumps). But the most suitable seem to be the vacuum and the hydraulics to recover a power and an important energy, compared to a thermal engine working with all the types of fuels in hybrid. Idem by the MTVV process operating with the magnets and vacuum or hydraulics according to the invention.

The principle of operation and management by the hybrid engine electronic card with all types of engines or fuels or MTVV engine does not change the mechanical technique according to the method, which remains the same in the design of the pistons and the motors with a vacuum pump or a hydraulic pump.

The whole of the hydraulic technique gives a range of power, torque and reserve of energy and economy on the different very important engine displacements by the use of a hydraulic gear pump which has the advantage of being very small, so do not weigh heavy and are compact, with very small load powers that give a pressure range from 0 to 200 bar with very small amounts of oil, so very advantageous for the utility of my process

We will use according to the description of FIG. A 17.17 / 51 to regulate the hydraulic pressure in hollow cavity pistons, a power modulator or pressure reducer, or any other type of device that allows to regulate the pressure (sequence valve etc ...), this device reduces the pressure of the main network and keeps it constant in a part of the circuit or to vary it. Here according to the method of the method used, the fluid flows from B to A. The channel 3 allows the pressure from A, to act on the surface of the rep01 drawer. This generates a force which opposes the force of the driven electromagnet rep04, this coil voltage varies from 0 to X volts depending on the acceleration and the speed of the hybrid engine all types of fuel or dual time engine energy variation of speed, the higher the resistance of the electromagnet coil rep04, by a high voltage on the coil, the higher the pressure of circuit A will be high, because the drawer rep01, will not be able to move to the right and will not close the passage of the fluid to A and more this resistance will decrease, by a voltage drop on the rep04 coil, plus the pressure of the circuit A will drop, because the drawer rep01, moving to the right gradually, will close the passage of the fluid to A, to even cancel, when the voltage on the coil rep04 will be zero. This ensures safety in case of power failure or any other anomaly. When the pressure at A creates a force greater than the force of the electromagnet created by the coil rep04, the spool rep01 1 moves to the right and closes the passage from B to A, so the circuit A does not more powered, the pressure is reduced and remains stable, whatever the voltage of the coil rep04. In case of overpressure at A, the spool rep01, moves even more to the right and puts the circuit A in communication with the reservoir via the channel rep02 and the drain Y. The pressure reducer is always mounted in series on the circuits. The reducer in the case where it is not equipped with an internal channel (like the channel rep02 on the principle above) in this case, it is unable to eliminate overpressures, so choice to make after use in hybrid engines all types of fuel and time-varying speed motor bienergy. It should also be noted that if the fluid must be able to flow from A to B, it is then necessary to choose a pressure reducer equipped with a non-return valve.

It is understood that the variation of the voltage of the solenoid coil rep04, will vary in parallel with the rotational speed of the motor, the higher the speed of rotation of the motor, the higher the voltage of the coil rep04 will be to obtain , a high pressure of the circuit A and vice versa. That said, the more the engine is accelerated, the more the voltage is raised on the re04 coil, the higher the speed, the more fuel economy and the higher the efficiency and the torque, but all these parameters are constant of 0 at X volts exerted on the coil rep04 with the motor rotation which is given by the acceleration. All this program will be managed by the on-board computer, electronic management cards and sensors ect ... In this mode of hydraulic circuit will be used a bladder accumulator, which allows to obtain a volume to return average, quick reaction , good sealing and durability, it allows high frequency cycles up to 120 hertz. It is used to store a reserve of energy, to store a quantity of fluid under pressure and to restore it, in the case of an accidental pressure drop, fluid compensation, force balancing. In this mode of circuit will be used a gear pump with external or internal teeth. These units are suitable for speeds (<= 2000 rpm) and average pressures (external gearing >> 250-300 bar), fixed displacement, low price, easy installation and small size, disadvantageous, they are noisy. This is why we can also use other types of pumps eg axial piston pumps etc ...

According to Fig A 18.18 / 51, there is a hybrid piston mode in two parts rep01 and 03, with two hollow cavities rep A and B, distributed over the skirt rep01 piston. When the piston rises towards the top dead center (TDC), the fluid under hydraulic pressure arrives through the orifice rep13 to B, passes through the calibrated pierced holes rep02 and goes to A, to exit through the orifice rep 12 towards the drain Y back to the tank and conversely when the piston goes down to the low dead deck (PMB) the fluid under hydraulic pressure goes from A to B. This piston technique can be adopted in all types of engine that develops the engine technology Variable Speed Timing (MTVV) and hybrid engine with all types of fuel. With regard to the AA cut, it is possible to use a piston called drawers, such as pressure reducers, so the segments are removed at the head and bottom of the piston skirt, keeping only the central segment this is yet another solution of the piston mode that can be used.

Designations fig A 17.17 / 51

Rep01: Drawer with sealed pistons. Rep02: Fluid communication channel between circuit A and drain circuit Y. Rep03: Communication channel with circuit A, fluid action on the spool rep01. Rep04: Electromagnet coil whose voltage varies from 0 to X volts. Rep05: Body of the pressure reducer. Rep06: Sealing cap, allows the rep01 drawer to be mounted in the rep05 body, to ensure the communication of the rep03 channel with the fluid action chamber on the rep01 slide. Rep07: Type C molded fittings in franite joint or rubberized fabric, but also ring JF4, called type with four lobes. These seals resist high pressures. Rep08: Hat for sealing the clamp rep07, it is screwed and locked by screws in the body rep05. Rep09: Self lubricating ring mounted on the cap rep08, allows the guidance of the spool pin rep01, the side of the core of the solenoid rep04. Rep10: Core screwed and locked by screw on the cap rep08, supports the coil of the electro-magnet rep04 and its blocking by the nut rep11 and the mechanindus stop rep12. Rep11: Locking nut of the rep04 coil.

Rep12: Mechanisindus stop of the nut rep11 on the nucleus rep10. Rep13: Power supply and connection box of the cable wires, fixed on re04 coil. Rep14: Cable gland for passage and blocking of the supply cable of the rep04 coil.

We will use according to the description of FIG. In 19.19 / 51, of FIG. At 15.15 / 51 and FIG. A 16.16 / 51 for the concept of hybrid engine or MTVV, various types of hydraulic equipment that will be the subject of very specific technical studies, which will be defined below, to regulate the hydraulic pressure in the pistons to hollow cavities, a modulator of power or pressure reducer, or any other type of apparatus which makes it possible to regulate the pressure (valve of sequence etc ...), this apparatus makes it possible to reduce the pressure of the main network and to maintain it constant in part of the circuit or to vary it, this mode of apparatus has a variable pressure of 0 to X bars, which makes its innovation. Here according to the method of the method used, the fluid flows from B to A. A channel allows the pressure from A to act on the surface of the drawer. This generates a force to which the force of the driven electromagnet is opposed, this coil voltage varies from 0 to X volts depending on the acceleration and the speed of the hybrid engine, all types of fuel or two-speed variable speed motor bienergy. the higher the resistance of the coil solenoid, the higher the voltage on the coil, the higher the pressure of circuit A will be, because the drawer will not be able to move to the right and will not close the passage of the fluid to A and the more this resistance will decrease, by a voltage drop on the coil, the lower the pressure of the circuit A will drop, because the drawer, moving to the right gradually, will close the passage of the fluid to A, for s' cancel, when the tension on the spool will be zero. This ensures safety in case of power failure or any other anomaly. When the pressure at A creates a force greater than the force of the electromagnet created by the coil, the slide moves to the right and closes the passage from B to A, so that the circuit A is no longer powered, the pressure is reduced and remains stable, whatever the tension of the coil. In case of overpressure at A, the spool moves even more to the right and puts the circuit A in communication with the reservoir via the channel and the drain Y. The pressure reducer is always mounted in series on the circuits. The reducer in the case where it is not provided with an internal channel (as the channel on the principle above) in this case, it is unable to eliminate overpressures, so choice to make following use in the engines hybrid all types of fuel and time-varying dual speed motor energy. It should also be noted that if the fluid must be able to flow from A to B, it is then necessary to choose a pressure reducer equipped with a non-return valve.

It is understood that the variation of the voltage of the solenoid coil, will vary in parallel with the rotational speed of the motor, the higher the rotation speed of the motor, the higher the coil voltage will be to obtain a high pressure of circuit A and vice versa. That said, the more the engine is accelerated, the more the tension is raised on the coil, the higher the speed, the more fuel economy and the higher the efficiency and the torque, but all these parameters are constant from 0 to X volts exerted on the coil with the motor rotation which is given by the acceleration. All program will be managed by the on-board computer, electronic management cards and sensors ect ... In this mode of hydraulic circuit will be used a bladder accumulator, which allows to obtain a volume to return average, fast reaction, good sealing and lifetime, it allows high frequency cycles up to 120 hertz. It is used to store a reserve of energy, to store a quantity of fluid under pressure and to restore it, in the case of accidental pressure drop, fluid compensation, force balancing, but other accumulators can be used. In this mode of circuit will be used a gear pump with external or internal teeth. These units are suitable for speeds (<= 2000 rpm) and average pressures (external gearing >> 250-300 bar), fixed displacement, low price, easy installation and small size, disadvantageous, they are noisy. This is why we can also use other types of pumps eg axial piston pumps etc. There is also a hybrid piston mode in two parts, with two hollow cavities A and B, distributed over the skirt of the piston. When the piston rises to the top dead center (TDC), the fluid under hydraulic pressure arrives through the port to B, passes through the calibrated drilled holes and heads to A, to exit through the port to drain Y back to the tank and vice versa, when the piston descends to the low dead axle (PMB) the fluid under hydraulic pressure goes from A to B. This piston technique can be adopted in all engine types developed by the variable time engine technique speed (MTVV) and hybrid engine with all types of fuel. With regard to the AA cut, it is possible to use a piston called drawers, such as pressure reducers, so the segments are removed at the head and bottom of the piston skirt, keeping only the central segment this is yet another solution of the piston mode that can be used.

SPECIFIC CALCULATIONS OF HYDRAULIC PRESSURE ACTION ON HOLLOW CAVITIES OF RESISTANT PISTONS AND FORCES, WHICH WILL TAKE ACTION ON THE VILLEBREQUIN MANETONS, THROUGH CONNECTING LINKS AND PISTONS:

These different calculations will make it possible to define the settings of the hydraulic components and the different types of hydraulic equipment to be used, according to each type of engine.
Average speed of a piston in an AX type four cylinder engine 1100 cm cubic.
Vmp = stroke in mm x engine speed in rpm / 30000

We have a Vmp of 20 m / s for a petrol engine, up to 25 m / s (at 90 km / h). In formula 1, we exceed the 26 m / s of Vmp. The fast diesel Vmp is less than 15 m / s.

The Vmp is the average speed including stops in PMH and PMB at 26 m / s of Vmp, a piston of formula 1 reaches 41 m / s at 148 km / h between its 620 stops per second spaced 42 mm its course and it undergoes accelerations of the order of 10000 g.

For a stroke of 40 mm and a rotation speed of 1800 rpm, we have a Vmp of 2.4 m / s.

For a stroke of 40 mm and a rotation speed of 5000 rpm, there is a Vmp of 6.7 m / s.

Considering a piston of AX, we will have a hollow cavity surface that corresponds to a crown, to determine the forces that the hydraulic pressure will exert on the piston by the chamber of the hollow cavity, we will calculate the surfaces of the crown.

Crown surface R = 0.035 m and r = 0.025 m

S greater than n × (R ² - r ² ) = π x (0.025 ² - 0.025 ² ) = n × (0.001225 - 0.000625) = n × 0.006 = 0.001884 m

F upper = P x S, P pascals, 1 bar = 10 ⁵ pascals, 350 = 10 ⁵ x 350 Pascals, S in m ² .

From where F superior = P x S + 10 ⁵ X 350 X 0.001884 + 65940 N

The intermediate ring is pierced with 12 holes of diameter 5 mm, see more, the more holes, the greater the propulsion force of the piston.

S = nxr ² = 3.14 x 0.0025 ² x 12 = 0.0002355 m ²

Lower surface on which the hydraulic pressure will exert a force.

S lower = S upper - S drill = 0.001884 - 0.0002355

S lower = 0.001685 m ²

We will calculate the action of the hydraulic pressure on the surface of the crown.

Lower F = P x S = 10 ⁵ x 350 x 0.001685 = 58975 N

It is therefore possible to define the thrust force exerted on the piston by the hydraulic pressure.

F = upper F - lower F = 65940 - 58975 = 6965 N at 350 bar

Depending on the MTVV motor mode, the loaded hydraulic pump must run at a minimum speed of 1420 rpm. This type of engine with two cylinders in vee, of the same type as the engines of air compressor, a stroke C = 69 mm

We can define the average speed of the piston Vmp

Vmp = C x N / 30000 = 69 x 1420/30000 = 3.266 m / s
1 second = 1000 milli second

For one millisecond, we can define the distance traveled in mm

D = Vmp / 1000 = 3260/1000 = 3.266 mm / s

We can now define the opening - closing time for a distance of 20 mm, which corresponds to the height of the hollow cavities.

T = 20 x 3,266 = 6.12 milli s

We can now define the opening - closing time for a distance of 30 mm, which corresponds to the height of the hollow cavities.

T = 30 x 3.266 = 9.18 milli s

We can thus realize, that the more the distance D will increase, the more the time of opening - closing of the devices of feeding in hydraulic pressure will increase, one will be able to better manage this opening - closing in a very small space time, without creating a malfunction.

Assuming that a constant pressure of 35 bar is maintained, the hydraulic pump can be turned on at a minimum speed of 1420 rpm, neglecting the force and action of the permanent magnets. So determine this useful hydraulic pressure, which will allow us to develop a force F, to manage to rotate the hydraulic pump at 1420 rpm.
N = 1420 rpm
P = 35 bars
Upper F = P x S = 10 ⁵ x 35 x 0.001884 = 6594 N
Lower F = P x S = 10 ⁵ x 35 x 0.001685 = 5897.5 N
F = upper F - lower F = 6594 - 5897.5 = 696.5 N

We neglect the force that the hydraulic leak will exert on the piston by the 12 holes.

The force F is exerted in PMH and PMB on the two pistons, at each crankshaft revolution is F total = 696.5 x 4 = 2786 N per revolution of crankshaft

It is known that the power to be developed by an electric motor for rotating the pump at 1420 rpm is P = 0.75 Kw = 1 HP
1 CV = 0.736 Kw

During the explosion, the piston is subjected to a force f which, via the connecting rod, acts in M on the crankpin of the crankshaft and drives it by its component F.

The motor torque is equal to the moment of this component F, tangent to the circle described by the crankpin M, with respect to the center O of this circle.

We can therefore quickly define in the case of MTVV engine with two cylinders vee, the set of forces F exerted on the crankpin since the action of the hydraulic pressure acts on both pistons as well in PMH, in PMB, therefore, there are four forces F which will be exerted on the crankpin at each crankshaft revolution, after having studied the moment of these forces, one realizes that they all act in the same direction of rotation of the crankshaft. crankshaft and they will thus be able to determine the engine torque and the useful power, developed at a given pressure, here 35 bars.

We will project on the circle described by the crankpin all the forces f which are exerted on the piston in PMH and PMB, is to define their projection, tangent to the circle described by the crankpin M, these forces f is their component F, forms an angle Fmf of 30 degrees.

We therefore have: α = 30 °, d = 60 mm = 0.060 m lever arm in meters

Where MF = Mf cos Fmf $$\mathrm{M\Delta }\left(\mathrm{F}\right)\mathrm{=}\mathrm{F\; xd\; in\; N}\mathrm{/}\mathrm{m}$$

So we have the moment of the couple $$\mathrm{VS}\mathrm{=}\mathrm{\Sigma M}\left(\mathrm{F}\right)\mathrm{=}\mathrm{F}\mathrm{1}\mathrm{d}\mathrm{1}\mathrm{+}\mathrm{F}\mathrm{2}\mathrm{d}\mathrm{2}\mathrm{+}\mathrm{F}\mathrm{3}\mathrm{d}\mathrm{3}\mathrm{+}\mathrm{F}\mathrm{4}\mathrm{d}\mathrm{4}$$

So we will be able to define the moment of a force F
MF = 696.5 N x cos 30 ° = 696.5 x 0.866 = 603.16 Nm
MΔ (F) = F x 0.060 = 603.16 x 0.060 = 36.18 Nm
ΣM (F) = 36.18 x 4 = 144.72 Nm

According to maximum M at 35 bar, calculate the power it will develop, so as to be aware where it will be located, if it is greater than P = 0.75 Kw, it will reduce the hydraulic pressure and vice versa .
M maximum = P / n maximum x π / 30
P = M maximum xn maximum x π / 30

For n maximum = 1 turn
P = 144.72 x 1420 x 3.14 / 30 = 144.72 x 1420 x 0.1046 = 21495 w = 21.4 Kw
P = 21.4 Kw

We can therefore realize that the power developed under a pressure of 35 bar is much higher than the required power of 0.75 Kw, so we will have a very important margin to regulate efficiency, power, speed and economy. motor energy of any type, but we will seek to define the minimum pressure required to develop a power of 0.75 Kw.

We will therefore renew our calculations by taking
N = 1420 rpm
P = 5 bars
F upper = 10 ⁵ x 5 x 0.001884 = 942
Lower F = 10 ⁵ x 5 x 0.001685 = 842.5
F = upper F - lower F = 942 - 842.5 = 99.5 N

We therefore have: α = 30 °, d = 60 mm = 0.060 m lever arm in meters
Where MF = Mf cos Fmf
MΔ (F) = F xd in N / m

So we have the moment of the couple
C = ΣM (F) = F1d1 + F2 d2 + F3d3 + F4d4

So we will be able to define the moment of a force F
MF = 99.5 N x cos 30 ° = 99.5 x 0.866 = 86.16 Nm
MΔ (F) = F x 0.060 = 86.16 x 0.060 = 5.17 Nm
ΣM (F) = 5.17 x 4 = 20.68Nm

Depending on M maximum at 5 bar, calculate the power it will develop, so as to realize where it will be located, if it is greater than P = 0.75 Kw, it will reduce the hydraulic pressure and vice versa .
M maximum = P / n maximum x π / 30
P = M maximum xn maximum x π / 30
For n maximum = 1 turn
P = 5.17 x 1420 x 3.14 / 30 = 5.17 x 1420 x 0.1046 = 767.91 w = 0.767 Kw
P = 0.767 Kw

It can thus be seen that the power developed under a pressure of 5 bar is equal to that required of 0.75 Kw, so we know that the minimum pressure of 5 bar, will develop a minimum power of 0.767 Kw, for regulate the efficiency and the minimum power of the MTVV motor, to obtain a minimum rotation of the pump at 1420 rpm under load for a developed power of 0.75 Kw. We therefore have a large margin of efficiency, power and torque, both for the MTVV engine with two complementary energies, and the hybrid engines, all types of engines and fuels, which will make it possible to achieve very low energy savings. satisfactory.

Take the configuration of a hybrid engine and define, the specifications and operation of the entire hydraulic system, with the equipment, their modes of operation, their roles and their importance.

According to the concept as described in the invention, with respect to the use made in the MTVV engine or in all types of hybrid engine, hollow cavity pistons A and B are used, which the pressure is sent into. the hollow cavities in the form of ring A or B, my piston acts as a reactor and is propelled towards the PMH or PMB, depending on whether the hydraulic pressure reaches A or B.

Why? The holes drilled in the annular ring separating the hollow cavities A and B allow a communication between them (A and B) by an intermediate ring pierced by a number of precise and calibrated holes and cause a hydraulic leak that returns to the tank. This leakage is of great importance, it can play the role of differential between the upper and lower surfaces of crowns A and B, so that the hydraulic pressure exerts its thrust in the direction one wants, that is, ie to the PMH or the PMB. But this is not their main role, these drilled holes that cause a hydraulic leak, plays the role of reactor, by hydraulic thrust, due to hydraulic pressure leakage through these orifices between A and B which play the role of multiplier of push pressure and differential by surface difference in the pressure zones A and B. But in all cases, we can symbolize this principle playing the role of reactor to propel the piston to the PMH or PMB depending on the hydraulic pressure arrives in these hollow cavities form crowns A or B.

Regarding the hydraulic operation that it is the mode of hybrid engine or MTVV. When the engine is started and the engine is idling, the hydraulic pump in general, which consumes 0.75 Kw at 1420 rpm, is driven by the engine by belt pulleys. This hydraulic pump thus reaches its full load and its utility will be possible when the engine has reached 1420 rpm.

The hydraulic pump will be chosen for each type of engine according to the hydraulic system, the equipment, the lengths of piping, the ΔP of the whole installation, the type of hybrid engine, the type of fuel of the hybrid engine, and of the specifications. This is why the choice of the two pumps below was made according to these criteria and according to the calculations made.

OPERATING CYCLE FOR HYDRAULIC COMPONENTS IN RELATION TO ENGINE:

We start the engine of the vehicle, the engine is idling at about 800 revolutions / minute depending on the type of displacement. The hydraulic pump is driven, but it is not in charge since it must reach 1420 rpm to be, the battery is charging at 55 bar. The engine is accelerated to 1420 rpm, the hydraulic pump is in charge, the emptying valve, model: LV 20 E 80 is activated, it is set and factory-sealed at 80 bar, it loads continuously the accumulator at 55 bar and returns the overpressure greater than 80 bar to the tank. The engine accelerates, from now on the 4/2 valves, model: SV08-M-03B-V-12VDG and the proportional valve with electric piloting for pressure control, model: TS10-26 CM-03B- V-12-DG , get into action under the effect of the electro drivers. This valve makes it possible to vary the electrical voltage on the solenoid of the coil, which makes it possible to have a hydraulic pressure which is proportional to the DC current. This valve is used for a limit pressure according to the application request, it is controlled by electromagnet under a voltage ranging from 0 to X volts used to regulate the hydraulic pressure from 0 to 70 bar, see more if necessary. This pressure limiter works in parallel with the motor rotation, the more the revolutions of the motor increases, the more the electric voltage on the electromagnet decreases, the more the pressure increases to reach 70 bars and conversely, this continues with the motor , but this pressure limiter comes into action as soon as the engine has reached the speed of rotation of 1420 rpm. From this moment all the hydraulic components are in action to supply the engine pistons with hydraulic pressure. The last hydraulic component, the electrically controlled pilot operated check valve (CC30W, 12volts), will take action, without taking care of the other hydraulic components, by following the engine cycle with respect to the PMH and PMB, each rise or fall of the pistons, at a position defined according to the engine types , sensors will transmit a signal, the information will be managed by an electronic card, to give the order and feed the opening or closing of the pilot coils of the valves of each piston, to allow to feed directly the latter in hydraulic pressure coming from the proportional valve with electrical control for pressure control, model: TS10-26 CM-03B-V, according to the engine cycle.

CRITERIA OF CHOICE FOLLOWING THE TYPE OF ENGINE, REGION, TO OPTIMIZE AND CHOOSE TO THE MOST FAIR THESE ELEMENTS TO ENABLE MAXIMUM INSTALLATION PERFORMANCE AND MAXIMUM LIFETIME OF ALL COMPONENTS WITHOUT HARM IN THE OPERATION AND LIFETIME OF THE ENGINE: MINERAL OILS:

For HD motors (eg DIN 51511), hydraulic fluids more or less suitable. Ensure the presence of protection against oxidation and corrosion, as well as the accounting with the materials (especially at the joints, viton joints to provide). Attention: Increased oil leakage drawers.

LIFETIME:

Hydraulic fluid renewal report
(in indicative value) = Q pump (l / min) / V installation (liters)
Regular control of the hydraulic fluid (oil level, pollution, color index, neutralization index, etc.)
Regular emptying (depending on fluid and conditions of use)
Indicative values: about 4000 ..... 8000 hours (mineral oil) or at least once a year.

FILTRATION:

Permissible pollution level for hydraulic fluids. Recommended filtration degree β16 ...... 25≥ 75 for devices: (radial piston pumps and gear pumps, valves, valves). β 6 ...... 16≥ 75 for the devices: (pressure valves and proportional flow valves).

CHOICE OF VISCOSITY CLASS:

Only classes between ISO VG10 and ISO VG68 are selected for hydraulic installations. Guideline values: VG 15 viscosity at 40 ° C (continuous operation).

FORMULAS AND BASE UNITS, COMPONENT OF THE INSTALLATION. HYDRAULIC PUMP:

Volume moved per revolution for piston pumps V = A xh, With active piston surface (mm ² ), h double stroke (mm).

$$\mathrm{Q}\left(\mathrm{l}\mathrm{/}\min \right)\mathrm{=}\mathrm{V}\left({\mathrm{cm}}^{\mathrm{3}}\right)\mathrm{x\; n}\left({\min }^{\mathrm{-}\mathrm{1}}\right)\mathrm{/}\mathrm{1000}$$

$$M\left(\mathrm{Nm}\right)=V\left({\mathrm{cm}}^3\right)\mathrm{x\; \Delta P}\left(\mathrm{bars}\right)/62$$

$$\mathrm{Phyd}\left(\mathrm{Kw}\right)=\mathrm{\Delta P}\left(\mathrm{bars}\right)\mathrm{x\; Q}\left(\mathrm{l}/\min \right)/612$$

$$\mathrm{Pent}\left(\mathrm{Kw}\right)=\mathrm{\Delta P}\left(\mathrm{bars}\right)\mathrm{x\; Q}\left(\mathrm{l}/\min \right)/740$$

$$\mathrm{Péchapp}\left(\mathrm{Kw}\right)=\mathrm{\Delta P}\left(\mathrm{bars}\right)\mathrm{x\; Q}\left(1/\min \right)/740=M\left(\mathrm{Nm}\right)\mathrm{x\; n}\left({\min }^{\wedge }-1\right)/12000$$

Simplified equation: $$\mathrm{V}\left({\mathrm{<figure-callout\; id="3"\; label="cm"\; filenames="imgf0002.png,imgf0007.png"\; state="\{\{state\}\}">cm</figure-callout>}}^{\mathrm{3}}\right)\mathrm{=}\mathrm{<figure-callout\; id="2"\; label="AT\; mm"\; filenames="imgf0004.png,imgf0007.png"\; state="\{\{state\}\}">AT\; </figure-callout>}\left({\mathrm{mm}}^{}\right)\left({}^{\mathrm{2}}\right)\mathrm{xH}\left(\mathrm{mm}\right)\mathrm{/}\mathrm{1000}$$

$$\mathrm{Q}\left(\mathrm{l}\mathrm{/}\min \right)\mathrm{=}\mathrm{V}\left({\mathrm{<figure-callout\; id="3"\; label="cm"\; filenames="imgf0002.png,imgf0007.png"\; state="\{\{state\}\}">cm</figure-callout>}}^{\mathrm{3}}\right)\mathrm{xn}\left({\min }^{\mathrm{-}\mathrm{1}}\right)\mathrm{/}\mathrm{1000}$$

$$M\left(\mathrm{nm}\right)=V\left({\mathrm{cm}}^3\right)\mathrm{x\; \Delta P}\left(\mathrm{bars}\right)/62$$

$$\mathrm{Phyd}\left(\mathrm{kw}\right)=\mathrm{.DELTA.P}\left(\mathrm{bars}\right)\mathrm{x\; Q}\left(\mathrm{l}/\min \right)/612$$

$$\mathrm{pent}\left(\mathrm{kw}\right)=\mathrm{.DELTA.P}\left(\mathrm{bars}\right)\mathrm{x\; Q}\left(\mathrm{l}/\min \right)/740$$

$$\mathrm{Péchapp}\left(\mathrm{kw}\right)=\mathrm{.DELTA.P}\left(\mathrm{bars}\right)\mathrm{x\; <figure-callout\; id="1"\; label="Q"\; filenames="imgf0001.png,imgf0002.png"\; state="\{\{state\}\}">Q</figure-callout>}\left(1/\min \right)/740=M\left(\mathrm{nm}\right)\mathrm{xn}\left({\min }^{\wedge }-1\right)/12000$$

LOAD LOSS:

The pressure drops due to the hydraulic fluid in movement ΔP valves, distributors, pipes and shapes (elbows ect ....) are represented by the characteristics ΔP - Q found in the documentation, in general, we can evaluate the losses of power about 30% for the entire circuit as a first approximation.

PIPES / HOSES:

The diameter of the pipes and hoses must be defined so that the pressure drops are as low as possible.

Simplified equations:

$$\mathrm{Q}\left(\mathrm{l}\mathrm{/}\mathrm{<figure-callout\; id="0"\; label="min\; \le "\; filenames="imgf0034.png"\; state="\{\{state\}\}"><figure-callout\; id="108"\; label="min\; \le "\; filenames="imgf0001.png,imgf0003.png"\; state="\{\{state\}\}">min\; </figure-callout></figure-callout>}\right)\mathrm{\le }\mathrm{}\mathrm{}\mathrm{0}\mathrm{,}\mathrm{108}\mathrm{xD}\left(\mathrm{<figure-callout\; id="2"\; label="mm\; xv\; mm"\; filenames="imgf0004.png,imgf0007.png"\; state="\{\{state\}\}">mm\; </figure-callout>},\right)\mathrm{xv}\left({\mathrm{mm}}^{}\right)\left({}^{\mathrm{2}}\mathrm{/}\mathrm{s}\right)$$

$$\mathrm{d}\left(\mathrm{mm}\right)\mathrm{\ge }\mathrm{9}\mathrm{,}\mathrm{2}\mathrm{x\; Q}\left(\mathrm{l}\mathrm{/}\min \right)\mathrm{/}\mathrm{<figure-callout\; id="2"\; label="v\; mm"\; filenames="imgf0004.png,imgf0007.png"\; state="\{\{state\}\}">v\; </figure-callout>}\left({\mathrm{mm}}^{}\right)\left({}^{\mathrm{2}}\mathrm{/}\mathrm{s}\right)$$

$$\mathrm{.DELTA.P}\mathrm{/}\mathrm{I}\left(\mathrm{bars}\mathrm{/}\mathrm{m}\right)\mathrm{=}\mathrm{6}\mathrm{,}\mathrm{1}\mathrm{<figure-callout\; id="2"\; label="xv\; mm"\; filenames="imgf0004.png,imgf0007.png"\; state="\{\{state\}\}">xv\; </figure-callout>}\left({\mathrm{mm}}^{}\right)\left({}^{\mathrm{2}}\mathrm{/}\mathrm{s}\right)\mathrm{x\; Q}\left(\mathrm{l}\mathrm{/}\min \right)\mathrm{/}{\mathrm{<figure-callout\; id="4"\; label="d"\; filenames="imgf0006.png,imgf0007.png"\; state="\{\{state\}\}">d</figure-callout>}}^{\mathrm{4}}\left(\mathrm{mm}\right)$$

STRENGTH RESISTANCE: Simplified equations:

$$\mathrm{.DELTA.P}\left(\mathrm{bars}\right)\mathrm{=}\mathrm{2}\mathrm{,}\mathrm{2}{\mathrm{x\; coefficient\; of\; resistance\; x\; Q}}^{\mathrm{2}}\left(\mathrm{l}\mathrm{/}\min \right)\mathrm{/}{\mathrm{<figure-callout\; id="4"\; label="d"\; filenames="imgf0006.png,imgf0007.png"\; state="\{\{state\}\}">d</figure-callout>}}^{\mathrm{4}}\left(\mathrm{mm}\right)$$

$$\mathrm{Coefficient\; of\; resistance\; elbow\; to}90\mathrm{°\; \zeta }=0,15$$

$$\mathrm{Coefficient\; of\; resistance\; fitting\; to\; straight\; pipe}\mathrm{\zeta }=0,5$$

$$\mathrm{Coefficient\; of\; resistance\; elbow\; fitting}\mathrm{\zeta }\mathrm{=}\mathrm{1}\mathrm{,}\mathrm{0}$$

LOSS OF LEAK OIL: Simplified equation:

$$\mathrm{\epsilon }\mathrm{=}\mathrm{e}\mathrm{/}\mathrm{\Delta r}$$

e excentricité en mm Δr largeur de la fente en mm d diamètre en mm I longueur de la fente en mm
ρ masse volumique environ 0,9 g / cm³
v viscosité cinématique en mm² / s ΔP différence de pression en bar $$\mathrm{QL}\mathrm{=}\mathrm{1848}\mathrm{xdx\; \Delta r}\mathrm{/}\mathrm{vx\; \Delta P}\mathrm{/}\mathrm{I\; x}\left(\mathrm{1}\mathrm{+}\mathrm{1}\mathrm{,}\mathrm{5}{\mathrm{x\; <figure-callout\; id="2"\; label="\epsilon "\; filenames="imgf0004.png,imgf0007.png"\; state="\{\{state\}\}">\epsilon </figure-callout>}}^{\mathrm{2}}\right)\mathrm{I}$$

$$\mathrm{\epsilon }\mathrm{=}\mathrm{e}\mathrm{/}\mathrm{.DELTA.R}$$

e eccentricity in mm Δr slot width in mm d diameter in mm I slot length in mm
ρ density about 0.9 g / cm ³
v kinematic viscosity in mm ² / s ΔP pressure difference in bar

VOLUME VARIATION:

Due to an increase in pressure:

Simplified equation

Avec βp = 0,7 x 10^-4 x 1 /K
Avec Δp = P2 - P1
Vo volume initial en litres
ΔV différence de volume en litre
βp compressibilité
P1 pression initiale en bars
P2 pression finale en bars $$\mathrm{.DELTA.V}=0,7x{10}^{-4}\mathrm{x\; Vo\; x\; \Delta p}$$

With βp = 0.7 x 10 ^-4 x 1 / K
With Δp = P2 - P1
Vo initial volume in liters
ΔV difference in volume in liter
βp compressibility
P1 initial pressure in bars
P2 final pressure in bars

VOLUME VARIATION DUE TO INCREASE IN TEMPERATURE: Simplified equation:

Avec βT = 0,7 x 10^-3 x 1 / K
Avec Δϑ = ϑ2 - ϑ1
ϑ1 température initiale en°C
ϑ2 température initiale en°C
Avec βT coefficient de dilatation $$\mathrm{.DELTA.V}=0,7x{10}^{-3}\mathrm{x\; Vo\; x\; \Delta \theta }$$

With βT = 0.7 x 10 ^-3 x 1 / K
With Δθ = θ2 - θ1
θ1 initial temperature in ° C
θ2 initial temperature in ° C
With βT coefficient of expansion

INCREASE IN PRESSURE DUE TO INCREASE IN TEMPERATURE:

The increase in temperature in the closed oil volumes causes an overpressure, hence the importance of a pressure limiter.

When the temperature increases by 1K the pressure increases by about 10 bar.
ΔV = 0.7 x 10 ^-4 x Δp = 0.7 x 10 ^-3 x Δθ
Δθ = 1K the Δp = 10 bars

HYDRAULIC ACCUMULATOR:

Slow isothermal change of state

Rapid adiabatic change of state

Basic equation

Isotherme lent ΔV = V1 x (1 - P1 / P2)
Adiabatique rapide ΔV = V1 x (1 - (P1 / P2)^0,71)
Po pression de gonflage en bars
P1 pression de service inférieure en bars
P2 pression de service supérieure en bars
V1 volume initial en litres
ΔV différence de volume en litres $$\mathrm{P}\mathrm{1}\mathrm{=}\mathrm{1}\mathrm{,}\mathrm{1}\mathrm{x\; Po}$$

Slow isotherm ΔV = V1 x (1 - P1 / P2)
Fast adiabatic ΔV = V1 x (1 - (P1 / P2) ^0.71 )
Po inflation pressure in bars
P1 lower operating pressure in bars
P2 upper operating pressure in bars
V1 initial volume in liters
ΔV difference in volume in liters

CAVITATION:

In the presence of an atmospheric pressure lower than 0.2 bars, there is a risk of cavitation during the suction of the pumps.

CALORIFIC BALANCE SHEET:

In a hydraulic installation, the power losses are accumulated in the oil and in the components of the plant in the form of heat, then partially retransmitted to the environment by the external surfaces of the installation, generally these losses rise. at around 20 to 30% of the power supply. After the warm-up phase, a balance is established between the heat generated and dissipated.

Simplified equation:

Pv = 0,3 x Phydr
Pv puissance dissipée, convertie en chaleur en Kw
Phydr puissance hydraulique en Kw
T huile maxi température de l'huile maximun en °C
T amb température ambiante en°C
Surface en libre c = 75
Mauvaise circulation de l'air c = 120
Courant d'air artificiel c = 40
Refroidissement à l'eau c = 5 $$\mathrm{Max\; oil}\mathrm{=}\mathrm{T\; amb}\mathrm{+}\mathrm{<figure-callout\; id="0"\; label="cx"\; filenames="imgf0034.png"\; state="\{\{state\}\}">cx</figure-callout>}\mathrm{0}\mathrm{,}\mathrm{3}\mathrm{x\; Phydr}\left(\mathrm{kw}\right)\mathrm{/}\mathrm{<figure-callout\; id="2"\; label="AT\; m"\; filenames="imgf0004.png,imgf0007.png"\; state="\{\{state\}\}">AT\; </figure-callout>}\left({\mathrm{m}}^{}\right)\left({\mathrm{}}^{\mathrm{2}}\right)$$

Pv = 0.3 x Phydr
Pv dissipated power, converted to heat in Kw
Phydr hydraulic power in Kw
T maximum oil temperature maximun oil in ° C
T amb ambient temperature in ° C
Free area c = 75
Poor air circulation c = 120
Artificial air flow c = 40
Cooling with water c = 5

Technical standards of use: Hydraulic pump with internal or external gear (not immersed, type CHPI for NG6).

Hydraulic flow rate min 1.4 l / min at P = 200 bar.

Minimum hydraulic flow 15 l / min at P = 22 bar.

Intermediate flow rate 2.7 l / min at P = 100 bar, 6 l / min at P = 65 bar, 8 l / min at P = 45 bar and 11 l / min at P = 30 bar.

Tank tank 15 liters.

Hydraulic pump with constant flow.

Frequency of rotation 1500 rpm empty, 1420 rpm under load.

Oil temperature 65 to 70 ° C.

Viscosit2 30 to 90 Cst.

The higher the pressure, the more the efficiency will increase for the user.

Model gear pump type CHPI for NG6. Radial Piston Hydraulic Pumps, Model RG HYDRA FORCE.

Ref: 6010 RG 6.5 ..... PYD number of cylinders 3, RG 6.5, 160 bar. Drive power Pn = 0.25 .... 5.5 Kw, tank size optional V useful = 6 .... 80 liters. Approximate value for 1420 RPM. Individual pump weight and dimension, D = 174, L = 82.5, L1 = 113.00m = 3.1 Kg.

Ref: 6011 RG 10,9 ..... PYD number of cylinders 5, RG 10,9, 160 bar. Ref: 6011 RG 15,5 .... PYD number of cylinders 7, RG 15,5, 160 bar. Drive power Pn = 0.55 ...... 5.5 Kw, tank size optional V useful = 6 ...... 160 liters. Individual pump, weight and dimension, D = 185, L = 86, L1 = 155, m = 5.8 Kg.

Model: 6010 RG 6.5 ..... PYD.

Under the effect of a pressure reducer calibrated at 80 bar, the pump continuously charges a battery calibrated at 55 bar, see more if necessary, which serves as a reserve of pressure to restore it at each engine start or during the cycle. operating and idling, all the excess pressure above 80 bar returns to the tank. This pressure reducer and the hydraulic pump are activated from the start of the engine idle.

Technical standards of use: Modular pressure reducer NG6 with direct drive.

Reduces hydraulic pressure on the valves.

Mounting on base, pipe or cartridge.

Viscosity of 10 to 500mm ² / s

Flow rate Q = 40 l / min maximum.

Pressure P = 315bar maximum.

Fluid temperature of 25 to 80 ° C

P ISO mineral hydraulic oils

Time to open and close the device

Model LV HYDRA FORCE Vacuum Valves.

Maximum operating pressure P = 350 bar, maximum flow Q = 25 l / min. The direct control valve puts the flow of a pump to the tank without pressure when the set pressure value is reached. The output to the receiving side is isolated from the return to the cover by a non-return valve and remains under pressure. If the pressure falls below the value of the switching hysteresis below the set value of the valve, the no-load is interrupted and the pump delivers again to the receiving circuit.
For direct mounting on piping

Ref: LV 20 E 80, maximum flow Q = 25 l / min, switching hysteresis 15%, pressure range 80 ..... 140 bar, connections A, P and R, 3/8 gas DIN ISO 228/1 , possibility of sealing.
Size dimension 205x50x30
Model: LV 20 E 80.

A second specific pressure regulator controlled by electromagnet under a voltage ranging from 0 to X volts makes it possible to regulate the hydraulic pressure from 0 to 70 bars, see more as needed. This pressure limiter works in parallel with the motor rotation, the more the revolutions of the motor increases, the more the electric voltage on the electromagnet decreases, the more the pressure increases to reach 70 bars and conversely, this continues with the motor , but this pressure limiter comes into action as soon as the engine has reached the speed of rotation of 1420 rpm.

Technical standards of use:

Modular pressure regulator NG6 with electric control (CC30W, from 0 to X volts, max 48volts).
Limits the oil pressure on a hydraulic circuit.
Mounting: duct, base or cartridge.
Viscosity of 10 to 500mm ² / s
Flow rate Q = 40 l / min maximum.
Pressure P = 315bar maximum.
Fluid temperature of 25 to 80 ° C
P ISO mineral hydraulic oils
Time of opening and closing of the device.

Proportional Valve with Electrical Control for Pressure Control Model TS10-26 HYDRA FORCE:

The use of this valve makes it possible to vary the electrical voltage on the solenoid of the coil, which makes it possible to have a hydraulic pressure which is proportional to the DC current. This valve is used for a limit pressure according to the application request.
With manual steering option.
Maximum operating pressure: 210 bar (3500psi)
Maximum operating current: 1.10 amp for 12VDC, 0.55 amp for 24VDC
Pressure threshold from zero to maximum current, model C: 6.9-117 bar (100-1700 psi)
Load loss: 94.6 Ipm (25 gpm), ΔP = 13.1 bar (190 spi) only in cartridge.
Operating temperature: -40 ° to 120 ° C
Fluid: Basic or synthetic mineral oil with appropriate additives and a viscosity of 7.4 to 420 cSt
(50 to 2000 above).

Installation recommendation: The valve should be mounted as close as possible to the oil reservoir if possible, as it is impossible to do so, it is recommended to mount the valve horizontally for best results.

Dimensions and dimensions: Cartridge mounting, dimensions: 137.3 x 50.8 x 44,

Model: TS10-26 CM-03B-V-12-DG.

A standard 4/2 distributor of type NG6 with electric control (DC 30W 12volts), return by spring or electric control, separates the hydraulic circuits between the two reducers and pressure limiter. This one opens under the action of an electric pilot by electromagnet as soon as the engine goes to an accelerated speed of 1420 rpm, it starts in action at the same time as the second specific pressure limiter by electromagnet under a voltage ranging from 0 to X volts and will always remain open as long as the engine rotation is always higher than 1420 rpm, which corresponds to the full load of the hydraulic pump, whatever the engine.

As for the last distributor, it directly connects the hydraulic circuits to the crown-shaped hollow cavities A and B of all the pistons and will be of standard type 4/2 NG6 with electric control (CC 30W, 12volts), however it will be always going on and open in the idle state and it will serve as fuse cut or safety in case of a problem detected by a pressure drop, electric or otherwise, and will therefore immediately feed to shunt and cut off any hydraulic supply to the pistons.

Technical standards of use:

A standard 4/2 distributor of type NG6 with electric control (DC 30W 12volts), return by spring or electric control.

Installation in pipeline, on base or in cartridge.
Viscosity of 10 to 500mm ² / s
Flow rate Q = 40 l / min maximum.
Pressure P = 315bar maximum.
Fluid temperature of 25 to 80 ° C
P ISO mineral hydraulic oils
Time to open and close the device
Solenoid valve HYDRA FORCE: SV 08 -41 DG, maximum pressure 207 bar, temperature -40 to 120 ° C, electrically controlled 1.2 amps at 12 VDC, 3/8 gas connections, viton seals, manual steering option. Cartridge mounting: size dimensions 130.3 x 50.8 x 28.7.

Model: SV08-M-03B-V-12VDG.

Another type of device has been designed, to work on opening and closing, with faster opening more efficient than injectors, while respecting the specifications, to permanently alleviate the need for flow and pressure, with a speed of reaction to the opening and closing that meets the need of my technology, what devices currently on the market can not do, if we are in the presence of a four-cylinder, so four pistons, so there will be a type of device per piston, to feed the hollow cavities A and B of each piston. This type of device is a non-return valve with spring, the hydraulic pressure keeps the valve permanently closed under the effect of the hydraulic pressure and a control with electric control (CC 30W, 12volts) will open and control the from the hydraulic pressure to the PMH or PMB of the respective pistons, to a precise position when the piston is mounted or lowered to the PMH or PMB, these positions will be determined by a sensor positioned on the flywheel and which will control the opening and closing of these very specific valves, which will be the brains of this installation and which will be positioned the last pressure limiter. I would also like to point out that the electric coil will be constantly under power to gain even more time opening on the reactivity of the coil itself.

Technical standards of use:

Electrically controlled pilot operated check valve (CC30W, 12volts).
Installation in pipeline, on base or in cartridge.
Viscosity of 10 to 500mm ² / s
Flow rate Q = 40 l / min maximum.
Pressure P = 315bar maximum.
Fluid temperature of 25 to 80 ° C
P ISO mineral hydraulic oils

Time to open and close the device

The CV08-20 valve poppet cartridge body, which will be machined to the same external dimensions, will be reproduced to accommodate the component parts of the valve, so as to remain in the same configuration as the other cartridge devices used. in the hydraulic installation of the engine.
As well as the electromagnetic coil type

EY No. 4303112, 12VDC voltage, resistance at 20 ° C 4.5 ohms, initial current 2.7 amps, power 32.8 Watts, weight 408 g. ER No. 4303212, 12VDC voltage, resistance at 20 ° C 4.5 ohms, initial current 2.7 amps, power 32.8 Watts, weight 408 g.

HYDRA FORCE ACCUMULATOR

A pressure tank calibrated at 55 bars, called diaphragm accumulator, a starting pressure reserve, used mainly as a source of oil under pressure to support the pump flow and store the pressure energy, will be used.

Technical standards of use: Mini hydraulic accumulator model AC:

Model: AC 2001/90 / 3A , Vo (dm ³ ) = 1.95, maximum P = 100 bar, maximum inflation pressure Po = 90 bar, ½ external gas connection port. Model AC 2001 dimensions: H = 212, H1 = 25, H2 = 14, D = 144.7. Provide extensions to move the battery away. Version with closing valve, adjusting pressure of the closing valve 110 bar, see compatibility with AC.

Hydraulic accessories for accumulator and installation:

Reduction fitting G-g, ½ gas internal thread, external thread M16X1, 5.

Filtration and sieving element to protect equipment from impurities, type HFC 1/2 F, screwdriver for ½ gas connection bore, filtration degree approx. 100μm. Type HFE ½ under housing design with perforated sheet metal sieve (passage diameter approx. 0.5mm) connection thread, see if fitting possible in a fitting. Combination fitting type X84U - AC 2001/90 / 3A.

Valve shutter model AVM8, with manometer.

DG3 pressure switches with different connection possibilities. Adjustment knob, key lock for DG3 model. Supply voltage 12VDC - 24VDC at 50 Hz. Compact design for mounting on the base pressure regulation by means of a screw.

Provide a limiter with non-return valve type RD D7540 3/8 gas connections.

Foresee MVX D7000 TUV, not necessary in the presence of very small AC model battery. We will use according to the descriptions of Figs. N ° 20.20 / 51, N ° 21.21 / 51, N ° 22.22 / 51 and N ° 23.23 / 51 for all Variable Speed Motor (MTVV) concepts, different types of hollow cavity pistons A and B or specific segments No. 5 on the ring between the hollow cavities A and B, to cause a hydraulic leak between zones A and B, so as to propel the pistons to the dead point up or down, depending on the hydraulic pressure or other arrive by rep No. 12 or 13. This design mode of different forms to cause hydraulic leakage between zone A and B, will improve the efficiency and power of the engine by reducing yield losses. This being said, by decreasing the area at the location of the orifices which cause the hydraulic leakage between the zones A and B, or by making the orifices on the segments according to FIGS. No. 22.22 / 51 and 23.23 / 51, or by making the orifices on the crown which separates the two zones A and B according to FIGS. No. 20.20 / 51 and 21.21 / 51, which contributes to improving the efficiency by increasing the force exerted by the hydraulic pressure on the surface opposite that of the orifices of the hollow cavities A te B. According to these different concepts of pistons, it is possible to perform all types of forms to allow hydraulic leakage between zones A and B. Fig. 20.20 / 51 the hydraulic leak is obtained by machining in the form of a rectangular groove around the crown which separates the two zones A and B. According to the Fig. 21.21 / 51 the hydraulic leak is obtained by a V-shaped machining around the ring which separates the two areas A and B, that is to say one can also achieve a machining mode semicircle or other, to achieve this leak. The Fig. 22.22 / 51 and 23.23 / 51 show different AA cuts Nos. 01, 02 and 03 which define this hydraulic leak, obtained by machining in the form of groove, semicircle or vee rep N ° 2 on the segments rep N ° 5, but only between the cavities hollow zones A and B, which minimizes the area of the crown between zones A and B, to improve the yield and the maximum force on the opposite surface. This opposite surface in zones A and B, which are on the side of the rep N ° 4 and 5 or rep N ° 6 and 5 is maximum recessed towards the inside diameter of the folder rep No. 14, to increase the maximum this surface is thus to avoid that the hydraulic pressure or others exert a too great force on the segments rep No. 5. It is well understood that this process MTVV, will produce electricity, production of hot water, heating, air conditioning and produce compressed air, using at the base a by-cylinder engine Vee type air compressor, for these utilities, by implanting MTVV technology, we recover the heat and heat energy to restore it in radiators oil bath for heating, compressed air to inflate a tank of Air or rotate an alternator to provide electrical energy, however, we can use all types of motor in general and autonomous for all these technological utilities or even run a water pumping station or other ect .. . ..

According to the description of Fig A N ° 24.24 / 51 for all MTVV and other motor concepts, a hydraulic management, according to the hydraulic plan and the equipment is defined, and the settings and pressures required. It will be possible to pair the devices of the installation, to work alternately, more longevity and more reliability. The check valves rep A1, A2, A3 and A4 are open at full voltage of 48 volts, to have continuous flow, pressure and speed of opening, they supply the engine pistons under pressure to pulse them to the TDCs AND PMB. The A3 and A4 check valves allow the pressure to be returned to the tank. The check valves A1 and A3, are powered and open at the same time to the same pistons, they can send the pressure to the pistons PMH and ensure the return of the pressure of the pistons to the tank, it is similarly for check valves A2 and A4. The pressure reducers rep B at the time of opening the ignition key for a vehicle, starting the starter and engine start are supplied with voltage 5 volts to allow a simultaneous pressure of 10 bar corresponding to the engine idle 1400tr / min, the voltage can gradually increase up to 48 volts to allow a progressive pressure up to 150 bars corresponding to the acceleration and the maximum speed of 200 km / hour. At the same time as the pressure reducers B are supplied with voltage, the distributors rep C are supplied with 12 volts, so that the battery F rep returns its residual pressure of 250 bars. On these same distributors we cut the voltage 12 volts to close as soon as we go into accelerated phase greater than 10 bar. The pressure reducer rep D is supplied with 12 volts voltage, it is set to give continuously 250 bars and maintains the continuous charging of the repF diaphragm battery at 250 bars. It is supplied with 12 volts voltage as soon as the motor has reached an idle speed of 1400 rpm, the hydraulic pump piston, gear etc ..., being in load 250 bars at 1400 rpm. That said, it maintains the hydraulic pump from 700 to 1400 rpm, continuously idling, with all types of fuels (solar, electric and fuel), which provides a hydraulic power of 50 to 250 bar , which corresponds to a power of 150 to 300 horsepower, so at a speed of 150 to 300 Km / h, so we obtain a 90% efficiency, with an energy saving of 90%, consume only the equivalent of 10% of external energy, to maintain the pump load, resulting in a considerable advantage of power and torque without increasing consumption, which is in the current very innovative and promising context, with market and huge openings in all industrial sectors.

According to the description of Fig. No. 25.25 / 51, rep01 pistons and rep14 shirts will be used. specific that will be fitted in all engines, with all types of energy and fuels. The piston rep01 is provided with two hollow cavities repA and B, which communicate together by four channels at 90 ° rep07, the orifice rep13, allows to supply in hydraulic pressure the hollow partitions repA and B, this effect will make it possible to propel the piston to the top dead center (TDC). The specificity of the jacket shows that the latter is a closed tube in the upper position, the head of the piston rep01, this jacket is provided with a ½ threaded rep02 bore or others which will receive a hydraulic connection with a pipe, to supply hydraulic pressure. this chamber between the rep14 liner and the piston rep01, when the latter is in the top dead center (TDC), to propel the piston to the bottom dead center (LDC). The piston head rep01 is provided with a plug rep16, which allows after machining of the hollow cavity rep A, to plug and isolate the latter, the explosion chamber by hydraulic pressure between the jacket and the piston, when the latter is in the PMH position. The cone shape or other concave shape of the plug rep16, can channel, concentrate and increase the thrust force by the hydraulic pressure on the piston rep01 in the PMH chamber between the jacket and the piston. With regard to FIG. No. 26.26 / 51, it will allow the hydraulic management of the entire device and the method described above, but also of all the other devices created according to the variable speed motor method. It is understood that this system following the hollow cavity repB, allows to adopt this principle on all types of pistons and motors, to extend the opening time of hydraulic control devices, by increasing the height of the hollow cavity repB on the skirt of the piston rep01, with respect to the stroke and the average speed of the piston.

It will be used according to the descriptions of Figs. Nos. 27.27 / 51, No. 28.28 / 51, No. 29.29 / 51 and No. 30.30 / 51 to manage all the MTVV design engines, an installation assembly provided with different apparatuses. , which will ensure the implementation and management of the entire hybrid or non-MTVV motor system, so as to provide heating directly by oil bath in the radiators, heating by water-oil heat exchanger in the water radiators, heating by wind-blown oil-air exchanger, hot water production, air conditioning and electricity by driving a single-phase alternator or the like, by driving a generator to also produce electricity , air production by training of an air compressor, it is understood that the management will be ensured also by an electric motor of 0,45 to 2,2 Kw, to see more to train the pump whatever the energy (vacuum, hydraulic, steam gas or air), have As well as the alternator, the power supply will be provided by photovoltaic panels with a surface of 20m ² which provides 6Kw, but it is possible to install a larger surface, to see using other means, anyway using solar energy, a fuel cell, see more or other systems will store the energy supplied by the alternator and solar panels, see other systems, so as to restore during the night are energy stored in the day, we can say that a generator will be able to ensure the relief during the night if necessary. For its part, the hybrid or non-MTVV engine, will restore its thermal energy provided by the circulation of hydraulic oil, which comes from the hydraulic pump, but also all the mechanical assemblies and bodies in operation, because any mechanical element turning from 1000 to 1500rpm, causes a rise in temperature due to mechanical friction, the natural lubrication of all bearings, bearings and segments, this thermal energy will be transported to the different types of heat exchangers mentioned above, to supply heating and hot water production units. What is very interesting to say is that my system can be installed in all public buildings, it would achieve very significant savings on heating loads, which are huge in these buildings (schools, hospitals, town halls and buildings). other). It is therefore urgent to act in this direction to reduce our public debt. It is understood that I defend this concept of heating and MTVV engine hybrid or not, because it has serious advantages, at first his investment, very inexpensive, the way is managed his installation compared to financial aid and when editing the project, (by being able to rent the roof of my customers to install photovoltaic panels by a specialized company, to provide the energy I need, but also by selling this energy to EDF, because according to contracts established, the renter of its roof, becomes owner of these same panels after fifteen years and can sell in turn the electrical energy to EDF), but also because its cost of maintenance and any repairs or changes of parts possible will be inexpensive in the long run. But it has a double, or a triple advantage, is that we can fit in the framework of large structures to heat or even less, two parallel heating units that work alternately, so as to optimize a maximum yield, while avoiding half the wear of the two facilities prematurely, they will last in this case twice as long, it will be the same for heat exchangers, they will be mounted in groups of two that either for the water-oil heat exchangers or the forced-air-oil heat exchangers, so as to work alternately with the two heating systems, which will increase the efficiency of the heating, while preserving the wear of the various operating elements , which is a serious advantage over all currently existing heaters, which by their costs can not afford this. Hence the enormous interest of this engine concept, which generates recoverable calories to turn them into heating and many other things. It is understood that the electric motors of all types will be equipped with a heat exchanger incorporated or not in the carcass of the electric motor, or will circulate oil or water, so as to recover heat heat calories. lost by the engine, which are of the order of 20% of its power consumption, this will in addition to ventilation, cool the engine and recover heat calories produced to convey them to a heat exchanger, transformable into heating and in hot water production. If necessary, it eliminates the ventilation that causes a significant sound effect of the engine. All types of technology can be adopted to equip the engine of this exchanger at its carcass. This mode of piston according to the invention, designed with hollow chambers or cavities internal or located on the skirt of the pistons, see other, which are sucked or propelled according to the energy itilized as vacuum, compressed air, hydraulics , gas or steam, see other, can make hybrid engines or not, in many applications.

It will be used according to the drawings of FIGS. 31.31 / 51 to 33.33 / 51 to define the potential and the purpose of the MTVV engine in its industrial potential of creating jobs and wealth, according to Fig. 31.31 / 51 have appeared the management of this concept MTVV in its generality, but which are obligatorily the object of specific studies according to each case of heat engine or project heating, according to Fig AN ° 31.31 / 51, one sees appearing the management of an engine MTVV hydraulic system rep 13 a hydraulic pump that provides the pressure from 0 to 250 bar via the rep 05 device that distributes its energy pressure, so torque and power by the hydraulic devices rep01, 02, 03 and 04 to the pistons 1 , 2,3 and 4, knowing that on two turns of crankshaft, there are two pistons in PMH and two pistons in PMB. In this way, the pistons are alternately energized and hydraulically pressed in pairs. A 12 or 24 volt electric motor at 1500 rpm, will drive the rep13 hydraulic pump that will start the engine and its idling at 800 to 1500 rev / min depending on the case, the four-cylinder engine shown here, will be idling and allow through a pulley located in the axis of the crankshaft rep18 to drive a second hydraulic pump rep12, which it will provide hydraulic flow MTVV motor govering the circuits, the same crankshaft rep18 will cause a alternator 12 or 24 volts, via a rep16 generator and a power transformer, which will power the electric motor rep14 and the battery rep15, it is understood that all this management will depend on the rep05 device, which will play the role of accelerator, according as the voltage will increase on its electromagnetic coil doing the same way increase the hydraulic pressure in the circuits, which says flow di t speed and which says pressure says torque and power, all these elements together show, that the MTVV engine, makes it possible to satisfy these obligances and to solve good numbers of energy problems and pollutants recognized to date, but it allows still more a creation of wealth, growth, businesses, but even more job creation, which is our greatest need today, making us forget the word profitability, being replaced by the words skills, tolerances and respect for human rights what belongs to others must come back to others, but not after death, but we will have a rep11 radiator, which will play the role of hydraulic cooler, because it is no longer water, but of the mineral oil that will circulate, the same oil will return to the cylinder block of the MTVV engine, through a return filter with bi-pass, with electrical indicator of fouling, the oil back in the engine cylinder block MTVV and filtered, will be sucked back by the two hydraulic pumps, it should be noted that a check valve will maintain the hydraulic pumps, to avoid cavitation, which is a destructive phenomenon for all pumps, so it is capital to maintain all pumps in charge, so to place them in suction below the level of oil tank, which is quite achievable for the MTVV engine. With regard to FIG. No. 32.32 / 51, it identifies one of the methods and the management mode of all the MTVV motors, by the detectors rep01, 02, 03 and 04 corresponding to the position of the pistons with respect to the PMHs and PMB and the supply of pressure and hydraulic oil flow by the various hydraulic devices rep03, 04, 05 and 06, the duration of the opening times of the rep03, 04, 05 and 06, will be made by the settings of the encoder wheels from 0 to 99 ms. It is understood that the state of the detectors rep01, 02, 03 and 04, as well as the state of solenoid valves rep03, 04, 05 and 06, will be managed and taken into account by a microcontroller, a power stage and a power supply, it is understood that other devices, such as power contactors, controls and thermal will regulate the entire system. We can see Fig. N ° 33.33 / 51 two chronograms, which allow to define and locate the management and cycle times of the detectors and electro-valves of the different hydraulic regulations. The MTVV engine adapts and evades all existing management systems, all thermal and other engine systems, as well as all heating and cooling systems. This concept of hybrid engine or not has a huge potential and can solve and help in the growth and the current crisis, which is to my mind recognized by all researchers, inventors, manufacturers and major international groups.

It will be used according to the drawings of FIGS. 34.34 / 51, 35.35 / 51, 36.36 / 51, 37.37 / 51 and 38.38 / 51 to manage the set of MTVV hydraulic motors used in the invention. heating sector, an installation set with various appliances, which will ensure the implementation and management of the entire heating system including a specific heat exchanger Fig N ° 34.34 / 51 and N ° 35.35 / 51 meeting three criteria high flows of water circulation, high flow rates of oil and significant heating capacity, while maintaining a quality and a competitive price. I want to clarify that this product request has been the subject of request for quote from manufacturers and suppliers of this range, none could answer and meet my specifications with regard to the flows and significant powers, c That's why I invented this concept to allow me to solve my studies and specifications, concerning very high heat capacities that can reach 1800Kw, like the Palais de l'Europe in Le Touquet, of which I realize a study and an estimate. This heat exchanger has the particularity to be provided with rep3 copper tube of any diameter or circulates oil that will heat the water that enters on one side and spring on the other, so it is a water-exchanger oil, but it can be water-water, air-oil or oil-oil ect .... The peculiarity is in the assembly is the shape of the snaking heater rep3, which has a spiral shape in snail, whose turns are separated from each other by a distance depending on the diameter of the copper tube used, but it shall not be greater than two centimeters and shall be maintained by a two-centimeter thick rep14 cross, of which impressions on each side of the braces, marry the shape of snail spirals, to receive copper tubes of different diameter, this cross will be pierced at its center by a hole of square shape or other, to avoid the rotation of braces, this square hole will receive a square tube, who will be Through all the braces and positioned on the flanges rep2, all the turns and braces, as well as the flanges rep2, will be tightened and assembled by means of a stainless steel threaded rod and stainless steel nut that do not loosen. It should be noted that the rep5 copper tubes or rods are welded to the rep3 snail-like copper tubes and tubes, as well as to the rep2 flanges, in order to assemble and hold the assembly, in the case the mounting with the crosspieces, we keep the copper tubes or rods rep5, on the outside diameter of the flange rep2, it can therefore adopt the two principles of assembly without cross or with tubes or rods. This exchanger is therefore made in two parts, Fig. No. 34.34 / 51 and No. 35.35 / 51, these two together are designed, by a tube PN150 rep6, see other diameter, according to the powers required by the heating systems. A flange rep8, with holes 9, which will receive screws to assemble the two parts of the exchanger, this flange will be welded to the PN150 rep6, the side of the incoming fluid which is water. Another flange rep10, with holes rep11, which will receive screws to ensure the assembly of the two parts of the exchanger, this flange will be welded to the PN150 rep6, the side of the outgoing fluid which is water, this flange is machined with a shoulder of a diameter smaller than the PN150 rep6, so as to retain and block all snail turns by means of the flanges rep2, this assembly system allows disassembly and reassembly of the assembly, maintenance and troubleshooting, without stopping the heating system. The second part of the exchanger Fig A 35.35 / 51 allows to take in or out all the snail turns in the barrel of the PN150 rep6 of the part of the exchanger Fig A 34.34 / 51, this part of the exchanger Fig A 35.35 / 51 is designed with a PN150 rep6, a flange rep8, with holes rep9, which will receive screws to assemble this part of the exchanger on the PN150 of the main network of the heating installation, this flange will be welded to the PN150 rep6, on the side of the incoming fluid which is water. Another flange rep10, with holes rep11, which will receive screws to assemble this part of the exchanger Fig A 35.35 / 51 on the other part of the exchanger Fig A 36.36 / 51 on the side of the flange rep8 incoming fluid, this flange will be welded to the PN150 rep6, the side of the outgoing fluid which is water, this flange is machined with a shoulder of a diameter smaller than the PN150 rep6, so as to retain and block all snail turns through the flange rep2 side flange rep8 of the part of the exchanger Fig A 36.36 / 51 incoming fluid. The part Fig A 35.35 / 51 shows the two copper tubes rep3, which come from the exchanger part Fig A 36.36 / 51 by crossing the flange rep2 according to the oil inlet pipework HE 80 ° and the outlet oil pipework HS 40 °, these same pipes HE80 ° and HS40 ° are welded rep7 on the PN150 rep6, the outgoing oil pipe HS40 ° is wound on the outside pipe of the PN150 rep6 of the part of the exchanger Fig A 36.36 / 51, which is protected by an anti-sheath wear for the rep3 tube, this will prevent losses of heat calories by the tube PN150 rep6 and thus by biai to further improve the heat output of the system, it is noted that we will improve even more this loss by coming alone the rep3 coils wound on the PN150 repubbed with rock wool see other insulators, it should also be noted that two sheets in the form of a half moon will be positioned around the PN150 rep6 to protect the insulation and improve the insulation and they will be fixed by screws on the flanges rep8 and 10 of the exchanger Fig A 36.36 / 51.The description of Fig A 36.36 / 51 shows the flange rep8 quoted entering fluid water EE40 °, it reveals also the shape of the first snail spiral of copper tube diameter here 18mm, but it can be of any diameter or circulates the hydraulic fluid here of the oil, which will release its calories to the circulating fluid which is the water to be directed towards the radiators or other system, one thus sees appearing the direction of circulation of the hydraulic fluid and its rep temperature HE80 ° and HS40 °, one can thus also say that the flow which is the water and the flow which is the oil circulates in opposition in the exchanger to allow a better heat exchange, the tubes or rods rep5 are welded on the copper tubes rep3 of each spiral, to allow their assembly, their positioning and especially avoid their wear, which could cause leaks oil. The description of Fig A 37.37 / 51 shows the flange rep2, the latter is pierced with multiple holes rep1 and 4 which will allow the passage of the incoming fluid which is water through these holes at a certain flow rate, plus there is holes plus there is flow, it can be seen that the holes rep4 are all drilled along an angular axis and it will therefore be necessary to achieve a maximum of holes with angular drilling, which will allow the incoming fluid which is the water to swirl in all the directions inside the heat exchanger before coming out, which will allow a better heat exchange, with more heating power, to note that all the angular bores are pierced in all the directions. This flange will also be drilled with holes that will receive the tubes or rods rep5, note that they will be welded to the flange rep2 at the holes made for this purpose and also welded to all the rep3 tubes that form each spiral, to note also that the holes of this same flange which receive the copper tubes rep3 HE80 ° and HS40 °, which communicate with the two parts of the exchanger Fig A 35.35 / 51 and 36.36 / 51 are Also welded on the flange rep2.Ce process allows for heat exchanger of all powers with large water flow flows, increasing the diameter and length of the heat exchanger, but the significant advantage is that this exchanger is positioned in the continuity of the pipes of the heating installations, thus zero encumbrance and maximum efficiency, quality and competitive prices. The flange rep2 in the case of a mounting with crosspieces rep14, will have a hole at its center depending on the diameter of the threaded stainless steel rod that will ensure the tightening of the assembly, this same flange will be drilled also in its center on the part inside the flange side heat exchanger on 10 mm, a square hole that will receive the square tube and its threaded stainless steel rod, passing through all the braces, to ensure the assembly and tightening of all the turns between it to a certain torque between the flanges rep2, this to avoid wear of the copper tubes rep3 turns and to avoid the rotation of rep14 crosspieces inside the exchanger. The flange rep2 will have a thickness ranging from 20 or 30mm, see more. With regard to the description of Fig A 38.38 / 51, it shows a solution with the outgoing coil rep3 through the PN150 tube rep6, the side of the rep10 flange, a rep12 connector is welded to the rep3 outgoing pipe the exchanger, a badly threaded copper pipe will be screwed into the connector rep12 with an oil-tight product, the pipe rep3, will then be wound around the outside diameter of the PN150 rep6, in the same way that the description has made it object above, it should be noted, however, that a copper wedge will be welded on either side of the coils wound around the outer diameter of PN150 rep6, to avoid the contact of the turns between them, which would cause a rapid wear and abnormal copper tubes of turns wound around the PN150 rep6, in terms of design, it remains the same as the exchanger Fig A 35.35 / 51 and 36.36 / 51. With regard to the distribution feed of incoming water networks, it is understood that it is necessary to be able to assume the same inflow as outgoing, while ensuring a heat exchange and a significant heat output, so it is necessary for a certain inflow, install and install several heat exchangers, for this one will use a pipe PN150 or other according to the installation, positioned vertically, one will have on one side a flange PN150 which will be connected on the flange PN 150 of the network circuit water heating, on the other side in the same horizontal axis of the vertical PN 150, there will be four flanges PN150 positioned to receive the four heat exchangers which will allow to restore the heat output necessary for the heating installation, but also the flow rate, it is concluded that the design of this exchanger allows to increase the heating capacity, as well as the flow by increasing the number of exchanger thermal. This product and concept solves a very big problem with the loads of public buildings, by reducing the heating loads, while allowing to produce electrical energy through a single-phase alternator, to produce electricity. compressed air ect .... This concept has a huge potential at the industrial level, allowing significant job creation and significant wealth.

We will now define the flow rates of the incoming fluid and the fluid, as well as the available heat output. The heat exchanger is composed for example here of a PN150, so a tube of internal diameter 150mm where r = 0.75mm, the inlet and outlet flanges rep 2 of the exchanger PN150 are pierced with multiple all. 44 holes of diameter 14mm is r = 0.07cm, 27 holes of 5mm is r = 0.025cm, 6 holes of diameter 10mm or r = 0.50cm and 1 hole of diameter 8mm is r = 0.04cm, we will calculate the total area S1 of PN150, S1 = πr ² = 3.1416 x 0.75 x 0.75, S1 = 1.767cm ² , let's calculate now the total area of the holes S2, Sa = 44 x 3.1416 x 0.07 x 0.07 = 0.677cm ² , Sb = 27 x 3.1416 x 0.025 x 0.025 = 0.053cm ² , Sc = 6 x 3, 1416 x 0.025 x 0.025 = 0.053cm ² , Sd = 1 x 3.1416 x 0.04 x 0.04 = 0.005cm ² of where total S ² = 0.746 cm ² . To obtain the maximum flow of a PN150 at the inlet and at the outlet, it is necessary to have a certain number of heat exchangers, by dividing S1 by four we obtain a certain area S1 / 4 = 1.767 / 4 = 0.746cm ² , so we need four times 0.441cm ² , therefore four heat exchangers, whose inlet and outlet of each exchanger corresponds to the total surface of the holes per flange or 0.441cm ² , so as to satisfy the flow rate of the PN150 which the network of heating the installation, using the flange rep2 pierced along S2, we see that S2 = 0.746cm ² , if we consider that S2 - S1 / 4 = 0.746 - 0.441 = 0.305cm ² , so we have a surface margin and flow rate to overcome the delta P of the exchanger which is 0.305cm ² per exchanger or 1.22cm ² for the four heat exchangers, this flow rate can be increased by increasing the number of holes on the flanges rep2 pierced with holes according to S2, but also by increasing the diameter of the PN rep6, thus also increasing the flange diameter rep2.On is therefore higher in flow compared to the PN150 hot water circuit of the installation, whose study is here performed at the Palais de l'Europe du Touquet, whose heat output is very high 1800Kw. It will be possible by the same to increase the calorific power by dimensioning the length of exchanger and the diameter of the PN rep6, so as to increase the length of a snail-shaped copper tube coil, so as we can the number of turns at will, we will increase the calorific power as we want by playing on the diameter of the copper tubes used for rep3 and by increasing the number of turns, so the total length of copper tubes rep3, if we consider here our exchanger, there has 6 turns of diameter 18mm on 210mm, so 39 spirals for 1.40m, the tube PN150 rep6 with the flanges rep8 and 10, has a length of 1.50m, L turns = 1.50 - 0.10m = 1.40m , a snail spiral diameter 18mm to a length of 56cm, so we have 2184cm for 39 turns in diameter 18mm and therefore 39 turns for 1.40m, with a total length of the exchanger between 1.50m flange. To note and to respect, it is necessary that the flow of water circulating in a spiral in snail is identical to the flow circulating in the pierced flange rep2, it is therefore necessary that the surface of passage of the fluid circulating here the water in a spiral is equal to the total surface of the passage holes in the flanges rep2 of the fluid flowing through the water, so as not to cause a loss of unnecessary load.

It will be used according to the description of Fig. No. 39.39 / 51 to manage all the hydraulic motors of MTVV design used in the field of heating or other field, a plug rep15, which will be threaded, to be screwed on the shirt of original pistons, which will be threaded in the top dead position in the same way, that the cap rep15, so as to come to obstruct the shirt in top dead center, this same plug will have a threaded hole in its center to come screw a hydraulic connection that will supply hydraulic pressure to the combustion chamber, when the piston will come to the top dead center, an O-ring rep16, will seal against the hydraulic pressure, although the plug rep15 will be mounted with oiltight sealants, which will allow according to Fig A 25.25 / 51 rep14 which represents a non-emerging sleeve, which must be machined and undergo a treatment, in replacement In addition to the original system, the system of the plug rep15 Fig A 39.39 / 51 has the significant advantage of avoiding the replacement of the original liner, reducing the machining costs, avoiding a heat treatment on the shirt and therefore to lower the cost price of this set plug and shirt, this concept can be developed so well on the changes on the shirt will allow otherwise it will remain in the solution Fig A 25.25 / 51. It is understood that we can adopt this concept on all types of engine that will develop MTVV technology. Note that according to Fig A 25.25 / 51, the segment rep05 on the piston skirt in the lower position on the latter is provided with grooves, vee, notches, rounded or all possible forms so as to create a hydraulic leak, which will allow also the lubrication of the small end, it will have the same role as segments rep05 with the notches rep02 of Fig A 22.22 / 51 and 23.23 / 51.

The document EP-08075576 , which comprises the features of the preamble of claim 1, has a hybrid engine or not under the effect of a vacuum pump, steam, gas, hydraulic or air alone or with permanent magnets, electric motor powered by solar or accumulators electric. The pistons of the engines and their machining, by making hollow cavities on the skirts of the latter or internal cavities to the pistons, in complementarity or not with cavities having specific shapes, which receive permanent magnets, allow to propel the pistons towards the PMH or the PMB, at a specific position and period of the race of the pistons in engine mode hybrid or not, with all types of known energy and engines, so as not to pollute and achieve fuel savings, while retaining very high yields. The present invention makes it possible to produce heating energy, the production of hot water, electricity and even compressed air, it is used in all types of transport and heat engine and can also produce The air conditioning.

The present applicant has devised and embodied the present invention to overcome these defects and to obtain other advantages.

Summary of the Invention: The invention is set forth and characterized in the main claim, while the dependent claims describe other features of the invention.

The object of the invention consists in producing a hybrid engine device or not, with all types of engine and energy existing, ie by using different types of pistons with different shapes, which will allow under the the effect of the hydraulic pressure see other energy to propel the latter towards the PMH or the PMB, this mode of process, causing heating by mechanical friction of all moving parts of the engine, but also the friction of the oil by rolling and cavitation, in all the apparatus and hydraulic piping, the invention also consists in producing a specific water / oil heat exchanger concept, making it possible to couple both a large flow of water circulating in the exchanger, having advantage also to obtain a performance of the heat exchange water / oil, very important in comparison with what currently exists on the market. The hydraulic pressure produced by pumps or other energy and pumps, acting on the hollow cavities arranged on the skirts of the latter, allow compressed air in the PMH zone, having a folder closed at this level, by a hat or not, which is equipped with two nonreturn valve, one of which is calibrated according to a given pressure and the other not to allow the aspiration of the outside air, this device makes it possible to produce compressed air for the power of the fluids and electricity with an alternator, but also heating if desired. This engine concept once the hydraulic pumps or others in operation through an electric motor 24 volts, 220 volts or three-phase, so a motor pump and fed either by the EDF network, or by a battery bank, or by the alternator that produces the energy 220volts or three-phase, through a device that converts this energy into 24volts, just to start the hydraulic motor MTVV or charge the battery park, so as to start the hydraulic motor in rotation, with a starter 24volts, note that we can according to the options chosen by the customer, also use a starter air compressor, so we will equipped with a reserve of air by accumulator, but as the MTVV hydraulic motor, can manufacture compressed air this poses no problem quite the contrary, note that this type of starter is used safely or not, for the startup of aircraft turbines. Another significant advantage is that the MTVV hydraulic motor is equipped with an oil cooler with cooling with a 12, 24 or 220-volt fan, making it possible in winter and summer to ensure that the MTVV hydraulic motor is cooled in safety or not, for Do not disturb the production of heating, domestic hot water through a heat exchanger, electricity and compressed air in both summer and winter, which makes this technology a serious advantage. The principle of operation of the hybrid engine or not in all types of engine and transport is used according to the same concept, described above, but using two hydraulic pumps one will provide pressure with little flow and the other the flow with little pressure, since in fluid dynamics, which says pressure says torque and power and which says rate says speed, by adopting the formula F = P x S or F / η = theoretical thrust, as well as all the theorems of Bernoulli, Torricelli or venturi effect and many others, one quickly realizes the importance and the potential of MTVV technology and its concept which plays the role of multiplier of thrust, on two turns of crankshaft on multiplies four times the thrusts on the pistons by the action of the flow and the hydraulic pressure, which is reflected on the crank pins, while the engine under the effect of any fuel explodes all its pistons on two t crankshaft bear, so only four thrust actions, on the crankshaft crank pins, we can not do without ignoring the benefits of this innovation and technology MTVV.

The device according to the invention comprises pistons of different shapes and designs, working with sealed segments and scrapers arranged either on the outer bore of the pistons, or on the inner bore of the liners, for guiding and sealing between the different chambers or hollow cavities of the pistons on the skirts or internals of the latter. It should be noted that according to the use of the inner bore of the liners for guiding and sealing, it will be possible to use different mounting methods with scraper seals, lip seals, chevron seals, treated steel segments or drawers grooved and treated as on the drawers of hydraulic distributors.

The device according to the invention is, consequently, capable of being associated with all types of heat engine and known energies, but also with all types of fuels depending on whether hybrid technology is used or not. . The congestion, weight and design limitation problems imposed by the devices intended for electronic, electrical, hydraulic or other controls, as well as the problems of production and storage, of the different types of MTVV hydraulic motor used in transport mode, heating, electric production or compressed air ect ... are no problem, because according to the technology, we always use the basic engine, but according to the concept MTVV, we suppress the cylinder head and the camshaft, as well as that all the elements that the compound, it solves more problems of congestion, weight, storage, production, machining and cost of the engine. The separation of the hydraulic equipment and the electrical and electronic elements of the MTVV hydraulic motor gives the device according to the invention extreme safety and functionality characteristics.

Brief description of the drawings

• La figure A N°41.41/51 montre une vue en coupe longitudinale d'un dispositif selon l'invention associé au moteur hydraulique MTVV, par une chemise en deux parties rep05 et 06, ayant les mêmes fonctions que celle figure A N°40.40/49, le chapeau rep07 qui est amovible permet l'étanchéité de la chemise rep06 ou 05 suivant les figures A N°40.40/51 et 41.41/51, pour permettre la mise à l'air libre de la chambre de compression en PMH ou la production d'air comprimé pour centrale des fluides ou autres utilité.
• La figure A N°42.42/51 montre une vue en coupe longitudinale d'un dispositif selon l'invention associé au moteur hydraulique MTVV, par un piston rep09 et d'un chapeau rep12. Ce piston peut coulisser dans les deux chemises figures A N°40.40/51 et 41.41/51.
• La figure A N°43.43/51 montre une vue d'ensemble en coupe longitudinale d'un dispositif suivant l'invention associé au moteur hydraulique MTVV, par une chemise composée des pièces rep05, 06, 07 et 08, le piston qui coulisse dans la chemise du PMH vers le PMB et inversement, n'est pas représenté en coupe, il est composé des pièces rep09 et 12.
• La figure A N°44.44/51 montre plusieurs vues en coupe longitudinale d'un dispositif suivant l'invention associé au moteur hydraulique MTVV, par les pièces rep08, 16, 17, 18 et 19 qui se montent entre les deux parties de la chemise composée des rep05 et 06, les pièces rep08, 16, 17, 18 et 19 représentent différents mode de montage, de guidage et d'étanchéité du piston rep09 et 11.
• La figure A N°45.45/51 montre une vue d'ensemble en coupe longitudinale d'un dispositif suivant l'invention associé au moteur hydraulique MTVV, par une chemise composée des pièces rep05, 06 et 07, ainsi que la représentation schématique du piston, sa longueur et sa course vers le PMH et PMB, qui est représenté figure A N°46.46/51.
• La figure A N°46.46/51 montre une vue d'ensemble d'un dispositif suivant l'invention associé au moteur hydraulique MTVV, par un piston rep09 avec des cavités creuses sur les jupes de ce dernier. Ce piston coulisse dans la chemise, travaillant avec des segments étanches et racleurs disposés sur l'alésage extérieur du piston, pour assurer le guidage et l'étanchéité entre les différentes chambres ou cavités creuses des pistons sur les jupes ou internes de ces derniers.
• La figure A N°47.47/51 montre une vue d'ensemble d'un dispositif suivant l'invention associé au moteur hydraulique MTVV, suivant un mode de chauffage permettant aussi de produire de l'eau chaude sanitaire, par un échangeur thermique conçu de telle manière, qu'il peut permettre un échange thermique très élevé avec un haut rendement et des débits d'eau circulant très élevés et sans limites en entrée et en sortie de l'échangeur, sans perte de charge et d'échange thermique. Cette figure nous montre deux vues faisant apparaître la première spire en escargot et la dernière spire en escargot, elles sont conçues en tube cuivre recuit ou en tube hydraulique recuit, voir autres, d'un diamètre X, l'huile hydraulique venant des circuits retour au réservoir des appareillages et des pompes circule sans pression à l'intérieur de ces spirales rep04, qui peuvent être au nombre de X spires, suivant la puissance calorifique que l'on désire, elles restituent l'énergie thermique chaleur véhiculée par l'huile. Des tirants cuivre ou autres rep01 1 qui ne s'oxydent pas, permettent de maintenir les écarts entre les spires rep04, ces tirants sont brasés sur les spires et évitent un frottement et une usure prématurée des tubes entre eux. Chaque tronçon de X spires, sont assemblés entre eux par soudure brasée à l'argent. La forme de la spirale est conçu sur un gabarit en forme de cône étagé ou non suivant les diamètres voulus et les écarts entre les spires. L'entrée du tube rep02 traverse la bride rep09 figure A N°48.48/51 par le trou de passage rep10 et y est brasé à l'argent, la sortie du tube rep03 traverse la bride rep14 figure A N°48.48/51 par le trou de passage rep13 et y est brasé à l'argent, l'ensemble de l'échangeur brides et spirales sont assemblées suivant les tirants rep01 1 et brasés à l'argent sur les brides à l'emplacement des rainures rep08 et des lumières rep11, en respectant les côtes d'assemblage et de montage.
• La figure A N°48.48/51 montre une vue d'ensemble d'un dispositif suivant l'invention associé au moteur hydraulique MTVV, suivant un mode de chauffage permettant aussi de produire de l'eau chaude sanitaire, par un échangeur thermique conçu de telle manière, qu'il peut permettre un échange thermique très élevé avec un haut rendement et des débits d'eau circulant très élevés et sans limites en entrée et en sortie de l'échangeur, sans perte de charge et d'échange thermique. Cette figure nous montre deux vues faisant apparaître pour la première une bride entrée d'eau rep09 avec un tube sortie huile rep10 de l'échangeur thermique et pour la deuxième une bride sortie eau rep14 avec un tube entrée huile rep13 de l'échangeur thermique, elles sont conçues de manière à véhiculer les débits d'eau venant des circuits retours du chauffage avec des débits très élevés, donc satisfaire le chauffage dans des bâtiments très grand en volume, par la multiplication des rampes d'échangeur thermique de manière à maintenir des débits identique en entrée et en sortie d'eau des circuits chauffage, sans perte de charge, en conservant un échange thermique de très haut niveau et des rendements élevés, pour satisfaire ces critères de l'invention suivant un débit entrant de 100litres/min, on le répartit suivant quatre échangeurs qui laisseront passer 25litres /min par échangeur, ce qui permettra de maintenir les mêmes débits en entrée et en sortie, pour cela si 100litres/min passent dans un tube DN150, on calcule la surface de la PN 150 et on la divise par quatre, on a donc la surface correspondant au débit de 25litres /min qui doit passer par échangeur thermique, à partir de là, on peut calculer suivant le diamètre et la surface de la bride rep09, le nombre de perçages suivant un certain diamètre rep12, qu'il faudra réaliser pour permettre le passage correspondant au débit de 251itres/min à la fois sur les deux brides rep09 et 14, les perçages rep12 seront réalisés et positionnés suivant les encombrement et les écarts disponible, c'est pourquoi il faut bien définir et calculer le diamètre de ces perçages en fonction du débit et de la surface entrant ou sortant, à noter que ces perçages seront réalisé soient perpendiculairement aux brides entrantes et sortantes, soient suivant un angle en toute direction de manière à obtenir une turbulence de l'eau à l'intérieur de l'échangeur thermique, aux fins de permettre un échange optimal entre les spirales rep04 circuit huile et le circuit eau du chauffage. Ces brides rep09 et 14 sont conçues avec des rainures rep08 et des lumières rep11, qui recevront les tirants rep1, qui seront soudés à la brasure d'argent sur les rep08 et 11 des brides rep09 et 14, ceci pour finaliser le montage et l'assemblage de l'échangeur thermique, qui sera positionné à l'intérieur des tubes thermiques en acier rep17 figure A N°49.49/51 suivant le diamètre défini par les débits à respecter. Les perçages rep10 et 13, permettent le passage des tubes cuivre ou hydraulique recuit rep02 et 03, qui correspondent à l'entrée et à la sortie du circuit huile, ces tubes sont respectivement soudés après assemblage à la brasure argent, sur les brides rep09 et 14.
• La figure A N°49.49/51 montre une vue d'ensemble d'un dispositif suivant l'invention associé au moteur hydraulique MTVV, suivant un mode de chauffage permettant aussi de produire de l'eau chaude sanitaire, par un échangeur thermique conçu de telle manière, qu'il peut permettre un échange thermique très élevé avec un haut rendement et des débits d'eau circulant très élevés et sans limites en entrée et en sortie de l'échangeur, sans perte de charge et d'échange thermique. Cette figure nous montre l'ensemble de l'échangeur thermique, avec ces deux colonnes en tube carré acier des circuits eau chauffage entrant et sortant rep15 et 16, ainsi que les différents tubes thermiques en acier rep17, qui reçoivent les quatre ensembles d'échangeurs thermiques conçus avec les brides rep09 et 14 et les spirales rep04. Le tube thermique en acier rep17 reçoit une bride rep24 correspondant au diamètre de la PN rep17, conçue avec des perçages X suivant la bride et qui permettront de fixer l'ensemble de l'échangeur thermique rep17 sur les colonnes rep15 et 16, suivant les emplacements des perçages taraudés sur ces dernières rep25 pour fixer par vis les quatre échangeurs thermique rep17 sur les colonnes. Au préalable avant fixation des échangeurs thermique rep17 sur les colonnes rep15 et 17. Les rep18 et 19 sur les colonnes rep15 et 16, permettent suivant leurs fixations taraudées et leur perçage central d'un certain diamètre correspondant au passage des tubes cuivre ou hydraulique recuit rep04 venant des brides rep10 et 13, par un flasque qui sera fixé à l'intérieur des colonnes tube carré rep15 et 16, laissant passer les tubes cuivre ou hydraulique recuit rep04 venant des brides rep10 et 13, vers l'extérieur des colonnes rep15 et 16, pour les diriger vers les circuits hydraulique composés des appareillages, des pompes hydraulique, des réservoirs hydraulique et du moteur hydraulique MTVV, ces tubes cuivre ou hydraulique recuit rep04 venant des brides rep10 et 13, sont soudés à la brasure d'argent sur ces mêmes flasques à l'emplacement du perçage central correspondant au diamètre du tube cuivre ou hydraulique recuit rep04, suivant une position défini par la colonne rep15 ou 16 et l'échangeur thermique rep17 par les brides rep24 de chaque côté de l'échangeur. Les fixations taraudées rep26 et 28, avec le trou de passage sur les colonnes rep15 et 16, correspondent à la fixation des canalisations et tubes PNX, venant des circuits eau de chauffage, leurs postions sont définies suivant les installations de chauffage existantes. Les perçages taraudés 1 pouce voir autre rep22 sur les colonnes rep15 et 16, permettent d'y installer une vanne, qui aura pour rôle de vidanger l'eau des colonnes, dans le cas d'une intervention dépannage et réparation, pour remplacement d'un échangeur thermique rep17. Une plaque en acier rep20 ou 21 sera soudée en position basse sur les colonnes rep15 et 16, pour assurer la fermeture et l'étanchéité des colonnes, mais aussi de fixer au sol par ces quatre perçages les colonnes. Les rep27 ou 28 en position haute des colonnes, sont conçus par deux plaques en acier, l'une est dotée de plusieurs taraudages avec un trou de passage rectangulaire et elle soudée en position haute sur les colonnes rep15 et 16, l'autre est percée de trous correspondants à la position et au diamètre des trous taraudés sur l'autre plaque de manière à venir fermer et assurer l'étanchéité des deux colonnes rep15 et 16 en position haute, elles permettent et jouent aussi le rôle de trappe de visite.

These and other features of the invention will be apparent from the following descriptions of a preferred embodiment, given by way of non-limiting example, with reference to the accompanying drawings in which: FIG. 40.40 / 51 shows a longitudinal sectional view of a device according to the invention associated with the hydraulic motor MTVV, by a jacket rep05, with segments on the outer bore thereof, which provide the guiding and sealing against to the piston rep09.

• FIG. 41.41 / 51 shows a longitudinal sectional view of a device according to the invention associated with the MTVV hydraulic motor, by a two-part jacket rep05 and 06, having the same functions as that of FIG. 40.40 / 49, the cap rep07 which is removable allows the sealing of the folder rep06 or 05 according to figures AN ° 40.40 / 51 and 41.41 / 51, to allow the venting of the compression chamber in PMH or the production of compressed air for central fluid or other utility.
• Figure AN 42.42 / 51 shows a longitudinal sectional view of a device according to the invention associated with the MTVV hydraulic motor, by a rep09 piston and a rep12 cap. This piston can slide in the two folders figures AN ° 40.40 / 51 and 41.41 / 51.
• FIG. 43.43 / 51 shows an overall view in longitudinal section of a device according to the invention associated with the MTVV hydraulic motor, by a sleeve composed of the parts rep05, 06, 07 and 08, the piston which slides in the PMH shirt to the PMB and vice versa, is not shown in section, it is composed of parts rep09 and 12.
• Figure No. 44.44 / 51 shows several longitudinal sectional views of a device according to the invention associated with the MTVV hydraulic motor, by the parts rep08, 16, 17, 18 and 19 which are mounted between the two parts of the composite shirt rep05 and 06, the parts rep08, 16, 17, 18 and 19 represent different modes of mounting, guiding and sealing the piston rep09 and 11.
• FIG. AN ° 45.45 / 51 shows an overall view in longitudinal section of a device according to the invention associated with the MTVV hydraulic motor, by a sleeve composed of parts rep05, 06 and 07, as well as the schematic representation of the piston, its length and its course towards the PMH and PMB, which is represented in FIG. No. 46.46 / 51.
• Figure No. 46.46 / 51 shows an overview of a device according to the invention associated with the MTVV hydraulic motor, by a piston rep09 with hollow cavities on the skirts of the latter. This piston slides in the sleeve, working with sealed segments and scrapers arranged on the outer bore of the piston, to provide guidance and sealing between the various chambers or hollow cavities of the pistons on the skirts or internal thereof.
• FIG. No. 47.47 / 51 shows an overall view of a device according to the invention associated with the MTVV hydraulic motor, according to a heating mode that also makes it possible to produce domestic hot water, by a heat exchanger designed such that way, that it can allow a very high thermal exchange with a high yield and very high and unlimited circulating water flows in and out of the exchanger, without loss of charge and heat exchange. This figure shows two views showing the first snail turn and the last snail turn, they are made of annealed copper tube or annealed hydraulic tube, see others, with a diameter X, the hydraulic oil coming from the return circuits the tank of equipment and pumps circulates without pressure inside these spirals rep04, which can be in number of X turns, according to the calorific power that one desires, they restore the heat energy heat conveyed by the oil . Copper or other rep01 1 tie rods which do not oxidize, allow to maintain the spacings between the rep04 turns, these tie rods are brazed on the turns and avoid friction and premature wear of the tubes together. Each section of X turns, are assembled together by brazing soldered with silver. The shape of the spiral is designed on a stepped cone-shaped jig or not depending on the desired diameters and the gaps between the turns. The inlet of the tube rep02 crosses the flange rep09 figure AN ° 48.48 / 51 by the passage hole rep10 and is soldered to the silver, the outlet of the tube rep03 passes through the flange rep14 figure AN ° 48.48 / 51 by the hole of passage rep13 and y is soldered to silver, the whole of the exchanger flanges and spirals are assembled according to the tie rods rep01 1 and brazed to silver on the flanges at the location of the grooves rep08 and lights rep11, in respecting the assembly and assembly ribs.
• FIG. 48.48 / 51 shows an overall view of a device according to the invention associated with the MTVV hydraulic motor, according to a heating mode that also makes it possible to produce domestic hot water, by a heat exchanger designed such that way, it can allow a very high heat exchange with a high efficiency and very high and unlimited flow of water flows at the inlet and outlet of the exchanger, without loss of charge and heat exchange. This figure shows two views showing for the first a water inlet flange rep09 with a rep10 oil outlet tube of the heat exchanger and for the second rep14 a water outlet flange with a rep13 oil inlet tube of the heat exchanger, they are designed to convey the flow of water coming from the return circuits of the heating with very high flows, thus to satisfy the heating in buildings very large in volume, by the multiplication of the heat exchanger ramps so as to maintain identical flow rates at the inlet and at the outlet of the heating circuits, without loss of charge, while maintaining a very high heat exchange and high yields, to satisfy these criteria of the invention at an inflow of 100 liters / min, it is divided according to four exchangers which will pass 25litres / min by exchanger, which will maintain the same flow rates in and out, for that if 100litres / min pass in a tube DN150, one calculates the surface of the PN 150 and one divides it by four, one thus has the surface corresponding to the flow of 25litres / min which must pass by heat exchanger, from there , it is possible to calculate, according to the diameter and the surface of the flange rep09, the number of holes according to a certain diameter rep12, which will have to be made to allow the passage corresponding to the flow rate of 251itres / min on both the flanges rep09 and 14, the holes rep12 will be made and positioned according to the space and the available gaps, that is why it is necessary to define and calculate the diameter of these holes according to the flow and the surface entering or leaving, to note that these holes will be made perpendicular to the incoming and outgoing flanges, be at an angle in any direction so as to obtain turbulence of the water inside the heat exchanger, for the purposes of ensure optimum exchange between the spiral rep04 oil circuit and the water circuit heater. These flanges rep09 and 14 are designed with rep08 grooves and rep11 lights, which will receive rep1 tie rods, which will be welded to the silver solder on rep08 and 11 of the flanges rep09 and 14, this to finalize the assembly and the assembly of the heat exchanger, which will be positioned inside the steel heat pipes rep17 figure AN ° 49.49 / 51 according to the diameter defined by the flows to be respected. Holes rep10 and 13, allow the passage of annealed copper or hydraulic pipes rep02 and 03, which correspond to the inlet and the outlet of the oil circuit, these tubes are respectively welded after assembly to the silver solder, on the flanges rep09 and 14.
• FIG. 49.49 / 51 shows an overall view of a device according to the invention associated with the MTVV hydraulic motor, according to a heating mode which also makes it possible to produce hot water, by a heat exchanger designed such that way, it can allow a very high heat exchange with a high efficiency and very high and unlimited flow of water flows at the inlet and outlet of the exchanger, without loss of charge and heat exchange. This figure shows us the whole of the heat exchanger, with these two square steel tube columns of the incoming and outgoing water heating circuits rep15 and 16, as well as the various rep17 steel heat pipes, which receive the four sets of heat exchangers. Thermals designed with rep09 and 14 flanges and rep04 spirals. The steel heat pipe rep17 receives a flange rep24 corresponding to the diameter of the PN rep17, designed with holes X according to the flange and which will allow to fix all of the heat exchanger rep17 on the columns rep15 and 16, depending on the locations tapped holes on the latter rep25 to fix by screws the four heat exchangers rep17 on the columns. Prior to the fixing of the heat exchangers rep17 on the columns rep15 and 17. The rep18 and 19 on the columns rep15 and 16, according to their threaded fastenings and their central drilling of a certain diameter corresponding to the passage of copper or annealed hydraulic tubes rep04 from the flanges rep10 and 13, by a flange which will be fixed inside the square tube columns rep15 and 16, allowing the annealed copper or hydraulic pipes rep04 coming from the flanges rep10 and 13, towards the outside of the columns rep15 and 16 , to direct them to the hydraulic circuits composed of the equipment, the hydraulic pumps, the hydraulic tanks and the MTVV hydraulic motor, these annealed copper or hydraulic tubes rep04 coming from the flanges rep10 and 13 are welded to the silver solder on these same flanges at the location of the central bore corresponding to the diameter of the annealed copper or hydraulic pipe rep04, in a position defined by the column r ep15 or 16 and the heat exchanger rep17 by the flanges rep24 on each side of the exchanger. The threaded fasteners rep26 and 28, with the through hole on the columns rep15 and 16, correspond to the fixing of pipes and tubes PNX, coming from the heating water circuits, their positions are defined according to the existing heating installations. The threaded holes 1 inch see other rep22 on the columns rep15 and 16, allow to install a valve, which will have the role of draining the water of the columns, in the case of a repair and repair intervention, to replace a heat exchanger rep17. A steel plate rep20 or 21 will be welded in the lower position on columns rep15 and 16, to ensure the closure and sealing columns, but also to fix the ground by these four holes columns. The rep27 or 28 in the high position of the columns, are designed by two steel plates, one is provided with several threads with a rectangular hole and welded in high position on the columns rep15 and 16, the other is pierced of holes corresponding to the position and diameter of the tapped holes on the other plate so as to close and seal the two columns rep15 and 16 in the up position, they allow and also play the role of inspection hatch.

Detailed description of a preferred embodiment

With reference to the accompanying drawings of FIG. 40.40 / 51 to 46.46 / 51, a device consisting of jackets and pistons for dispensing a hydraulic pressure and an oil flow, see other cited energy, channeled to hollow cavities on the skirts of the pistons or internal to the latter, to allow the propulsion of the pistons towards the PMH and the PMB. The invention is capable of being associated with all types of engine and fuels, with all types of energy, in hybrid mode or not, in all types of transport or other utility, such as producing heating through a generator. MTVV hydraulic motor, which will also produce DHW production according to a defined mode, compressed air for the power of the fluids and even the electrical production by driving an alternator of all the powers.

The device according to FIGS. No. 40.40 / 51 to 46.46 / 51 comprises FIG. 40.40 / 51 which shows a longitudinal sectional view of a device according to the invention associated with the MTVV hydraulic motor, by a rep05 jacket, with steel segments following the grooves rep03 on the outer bore thereof, which provide guiding and sealing relative to the piston rep09 and two holes or will be housed pins so as to clamp the steel segments following the grooves rep03 on the cast iron ring GS700 or others, the piston rep09 to adjust the game that will seal. Holes and tapped holes rep1 and 2 allow to fix the two flanges SAE, which will convey the hydraulic pressure and the flow of oil towards the hollow cavities of the piston rep09, the two bores rep1 and 2 are positioned with precision, according to the race of the piston in PMH and PMB so as to propel the piston under the effect of the hydraulic pressure at a given moment T. The groove rep04 makes it possible to ensure the tightness by an O-ring following the fitting of the liner in the motor. According to the figure AN ° 41.41 / 51 we find ourselves in the same configuration as the figure AN ° 40.40 / 51, the only difference is that the shirt is in two parts, a specific flat seal ensures the seal between the two shirts in the assembly, the advantage of this device makes it easier to assemble and assemble the piston rep09. A rep07 cap which is removable allows the sealing of the rep06 or 05 folder according to Figures AN ° 40.40 / 51 and 41.41 / 51, to allow the venting of the compression chamber in PMH or the production of compressed air for central fluid or other utility, in this case two tapped holes rep20 figure AN ° 45.45 / 51 allow the establishment of two nonreturn valves in the open air with a filter or one of two calibrated at a pressure wanted to feed a reserve of compressed air. According to FIG No. 42.42 / 51, it represents the rep09 piston and the rep12 cap both made of aluminum alloy, one comes to fit the piston rep04 side in the shirts rep05 and 06, the piston is previously equipped with these sealed segments and scraper and previously also equipped with its cast iron ring GS700 rep15 which will be of different thicknesses as appropriate, the hollow cavity in the piston rep13 which is also threaded will allow to screw the cap rep12, but it will also lighten the piston rep09.

Once the shirt and piston assembly is made, it comes to screw the cap rep12, previously equipped with two segments one waterproof and the other scraper, the rep12 cap will ensure the locking of the ring rep15, although it is mounted fit tightening on the bore of the piston rep09, the cap rep12 is mounted sealing bearing or by any mechanical locking means on the piston rep09. The hydraulic pressure, as well as the flow rate, will act on the hollow cavities distributed on either side of the piston rep09 and the segments rep03, making it possible to propel the piston alternately towards the PMH or the PMB, according to the arrival of the hydraulic pressure and hydraulic return to the tank from one side or the other and vice versa, as represented according to figure AN 43.43 / 51. Note that the bore rep14 of the piston rep09 allows the attachment of the piston to the small end by means of the connecting rod axis on all types of engine, note that the part forming the foot of the piston rep09, remains the same as the original piston following all engine types. Figure AN 43.43 / 51 represents the entire sleeve-piston assembly, the operating principle and the piston remain the same, but the only difference is to see the three-part jacket rep05, 06 and 08, however depending on the different In the case of operation it is possible to adopt the assemblies of the part rep08, according to the different possibilities represented in FIG. 44.44 / 51 by rep08, 16, 17, 18 and 19, which shows several longitudinal sectional views of a device according to FIG. invention associated with the hydraulic motor MTVV, the parts rep08, 16, 17, 18 and 19 which are mounted between the two parts of the folder composed of rep05 and 06, the parts rep08, 16, 17, 18 and 19 represent different modes of mounting, guiding and sealing the piston rep09 and 11. It should be noted that according to the use of the internal bore of the liners for guiding and sealing, it will be possible to use different mounting modes with gaskets. actresses, lip seals, herringbone seals, treated steel segments or grooved drawers and treated as on the hydraulic manifold drawers as shown in rep08, 16, 17, 18 and 19. Also note that the tightness between shirts rep05 and 06 and parts rep08, 16, 17, 18 and 19 is provided on both sides by a specific flat seal. According to the figure AN ° 45.45 / 51 which shows an overall view in longitudinal section of a folder composed of the parts rep05, 06 and 07, as well as the schematic representation of the piston, its length and its course towards the PMH and PMB, following the piston design figure AN 46.46 / 51. The cap rep07 which is removable, allows the sealing of the folder rep06 or 05 according to figures AN ° 40.40 / 51 and 41.41 / 51, to allow the venting of the compression chamber in PMH or the production of Compressed air for central fluid or other utility, in this case two tapped holes rep20 figure AN ° 45.45 / 49 allow the establishment of two nonreturn valves in the open air with a filter or one of two is tared to a desired pressure to supply a reserve of compressed air. According to FIG No. 46.46 / 51 which shows a view of a piston rep09, composed of two hollow cavities in a perpendicular form repA and B, this piston slides and is assembled with the folder rep05 of Figure AN ° 45.45 / 51 , which has the same design and dimensions as the other figures AN ° 40.40 / 51, 41.41 / 51 and 43.43 / 51, with the only difference, that the inner bore of the jacket or slide the piston is of a single holding and in this case also we are left with two flanges SAE, which works with the two hollow cavities in PMH and two other flanges SAE, which they work with the two hollow cavities in PMB, conveying the hydraulic pressure and flow to an inlet SAE flange, to emerge from the other flange SAE on the same side to the tank, through the hydraulic leaks caused by the holes calibrated and calculated rep23, whose number varies, these hydraulic leaks to go back to the tank go through the internal chamber rep13, which is plugged by a plug rep24 screwed and mounted to the bearing seal or blocked by any other mechanical means, so as to communicate the hollow cavity repA to the hollow cavity repB, to go back to the tank. In the same way, grooves rep22 which are perpendicular to the axis of the sealed segment are machined on the groove of the diameter of the outer bore of the piston rep21 between the two hollow cavities repA and B, the grooves rep22 are more or less deep to allow also a hydraulic leak between the hollow cavities repA and B, to the tank. These hydraulic leaks make it possible to weaken the hydraulic force caused by the hydraulic pressure F = PxS, on the surfaces of the crown of the hollow cavities positioned on both sides of the rep21 and 23, the opposite surfaces of the hollow cavities repA and B positioned towards the head and the foot of the piston rep09, allow under the effect of the hydraulic pressure and the flow to propel this latter towards the PMH or PMB alternately, according as the hydraulic pressure and the flow come from A towards B or from B towards A. To note that the difference of the forces F = PxS between the surfaces of the same hollow cavity A or B, makes it possible to define the exact force exerted on the surface of the piston according to the regulation pressure regulated by a reducer of pressure and the flow rate regulated by a flow limiter, to propel it, which says flow rate says speed and which says pressure says torque and power To note that the base of the piston remains always identical to that of the piston of origin in all the cases studied here, but the design can be also on a piston in two parts or even three according to the cases and the engines used, each case is the object of its own study.

The device according to FIGS. AN ° 50.50 / 51 to 51.51 / 51 comprises FIG. AN ° 50.50 / 51 which shows a longitudinal sectional view of a device according to the invention associated with the MTVV hydraulic motor, according to FIG. / 51 we find ourselves in the same configuration as the figure AN ° 43.43 / 51, which consists in that the liner is in two parts, a specific flat seal ensures the seal between the two shirts to the assembly with the piece rep16, which according to the use of the inner bore of the liners for guiding and sealing, different methods of assembly are used with scraper seals, lip seals, herringbone seals, treated steel segments or a grooved and treated slide as in the hydraulic distributor drawers as shown in figure AN ° 50.50 / 51, this operating and mounting mode has been improved according to the needs and the modification of the piston using both technologies assembly of a piston according to Figures AN ° 20.20, 21.21 and 25.25 / 51 as well as 42.42 / 51, so as to mount the piston in two parts rep03 and 09 in assembly clamp press, which allows to maintain the same length piston, for the same MTVV technology, without modifying the length of the jacket and its design following the assembly of rep05, 16, 06 and 07. The improvement also consists in the position of the SAE flange fasteners rep02 and 03, the the only difference is that we end up with two SAE flanges, which works with the hollow cavity of the piston rep09 and rep15 in PMH and PMB, conveying the hydraulic pressure and the flow to a flange entry SAE, to come out of the another SAE flange on the same side to the tank, through the holes that have been made on the rep05 and 06 shirts, we can double or even triple these flanges to increase the flow and pressure in the hollow cavity of the piston, the advantage is that we position the SAE flanges or desired, but of course the holes made to allow this type of design will be obstructed by plugs according to the threads made, the advantage of this type of design is to allow the use of this technology with the most small possible piston length, with maximum efficiency.

Designations Fig A N - 17.17 / 51

• Rep01: Drawer with sealed pistons.
• Rep02: Fluid communication channel between circuit A and drain circuit Y.
• Rep03: Channel of communication with the circuit A, action of the fluid on the drawer rep01.
• Rep04: Electromagnet coil whose voltage varies from 0 to X volts.
• Rep05: Body of the pressure reducer.
• Rep06: Sealing cap, allows the rep01 drawer to be mounted in the rep05 body, to ensure the communication of the rep03 channel with the fluid action chamber on the rep01 slide.
• Rep07: Molded C-type fittings with granite or rubberized fabric, but also with a four-lobed JF4 ring. These seals resist high pressures.
• Rep08: Hat allowing to seal the rep07 gasket by tightening it, it is screwed and locked by screw in the body rep05.
• Rep09: Self lubricating ring mounted on the cap rep08, allows the guidance of the spool pin rep01, the side of the core of the solenoid rep04. Rep10: Core screwed and locked by screw on the cap rep08, supports the coil of the electro-magnet rep04 and its blocking by the nut rep11 and the mechanindus stop rep12.
• Rep11: Locking nut of the rep04 coil.
• Rep12: Mechanisindus stop of the nut rep11 on the nucleus rep10.
• Rep13: Power supply and cable connection box, fixed on re04 coil.
• Rep14: Cable gland for passage and blocking of the supply cable of the rep04 coil.

Designations Fig A N - 19.19 / 51

• Rep01: Locking nut of the rep15 coil.
• Rep02: Compression spring, allows to maintain in pressure the drawer rep12 on the ball rep17.
• Rep03: Guiding and sealing ring of the flap opening control drawer rep12. Rep04: Body of the non-return valve, called cartridge type.
• Rep05: Ring for seat ball rep17 of the check valve and guide the ring rep18 holding the ball in its seat.
• Rep06: Sealing cap, allows the clamping of the part rep5, in the cartridge body rep04, also ensures the compression on the ball rep17 via the ring rep18 and the spring rep8.
• Rep07: Type C moldings in franite or rubberized fabric, but also viton O-ring type. These seals resist high pressures.
• Rep08: Hat allowing to seal the rep07 gasket by tightening it, it is screwed and locked by screw in the body rep05.
• Rep09: Channel for communication of the fluid of the circuit A to B, coming from the hydraulic pump, to supply pressure to the hollow cavities of the pistons towards B rep11.
• Rep10: Type C molded gaskets in French or rubberized fabric, but also JF4 ring, called four-lobed type. These seals resist high pressures.
• Rep08: Compression spring to maintain the pressure on the ball rep17 through the guide ring rep18, in the rep5 piece.
• Rep11: Channel of communication of the fluid of the circuits A towards B, to supply in pressure the hollow cavities of the pistons.
• Rep12: Control drawer for opening the non-return valve.
• Rep13: Type C molded fittings ordered franite or rubberized fabric, but also ring JF4, called type four lobes. These seals resist high pressures.
• Rep08: Hat allowing to seal the rep07 gasket by tightening it, it is screwed and locked by screw in the body rep05.
• Rep14: Guide ring of the rep12 spool made of aluminum, brass or copper, for opening the non-return valve, support and locking of the spool rep15.
• Rep15: Electromagnet coil whose voltage can be 0 to X volts.
• Rep16: Body added to the cartridge rep4, which will receive the parts re12, 2, 3, 14, 15 and 1, this body will be welded to the cartridge rep4.
• Rep17: ball check valve, allowing its sealing on the seat of the room rep5
• Rep18: Ring guide and pressurized bile rep17 on its seat of the rep5.

Designation FIG. 27.27 / 51, 28.28 / 51, 29.29 / 51 and 30.30 / 51.

• Rep01: Photovoltaic panels, with an area of 15 to 20m ² , to provide 5KW, which will power the start and power of the electric motor, through an inverter to transform the current, we can sell until at 3Kw at EDF, photovoltaic panels to be invested in firm purchase or you can negotiate the rental of your roof to install them.
• Rep02: Network of three radiators, see more, with water supply.
• Rep03: Water-oil heat exchanger, 15-liter oil tank, equipped with a copper pipe coil, with water circulation to the radiators, see Fig A No. 27.27 / 51.
• Rep04: Inverter transforms the alternating current coming from photovoltaic panels into direct current 220 volts, 50 to 60 Hz, to EDF and electric motor.
• Rep05: Model LV Vacuum Valve 10, 20 or 25 as close as possible to the pump, or other type.
• Rep06: Fuel cell, to supply and store extra energy from solar panels and alternator LSA 36 from 3.5 to 11.5 KVA
• Rep07: Alternator LSA 36, from 3.5 to 11.5 KVA, allows to power the electric motor and to store energy in the fuel cell, via the inverter rep20.
• Rep08: Single-phase asynchronous electric motor from 0.45 to 2.2 Kw, will drive the rep07 alternator and the rep09 hydraulic pump.
• Rep09: Hydraulic piston pump or other, will drive the hydraulic motor MTVV rep10 and ensure the circulation of oil, to transmit heat energy to the water-oil exchanger, alfa laval, radiators or a radiator type vehicle for forced air.
• Rep10: MTVV hydraulic motor, to provide the thermal energy necessary and complementary to the heating.
• Rep11: Electronic oil level sensor for the MTVV engine.
• Rep12: Electronic probe as set point for the minimum heating temperature.
• Rep13: Electronic probe as setpoint for maximum heating temperature.
• Rep14: Return filter to the oil tank, equipped with a bi pass in case of obstruction.
• Rep15: Proportional electric valve EHPR98-T33 or other, allows to bring the hydraulic pressure to the pistons to propel them towards the PMH and PMB.
• Rep16: Proportional electric valve EHPR98-T33 or other, allows to bring the hydraulic pressure to the pistons to propel them to the PMH and PMB.
• Rep17: Proportional electric valve EHPR98-T33 or other, allows to bring the hydraulic pressure to the pistons to propel them to the PMH and PMB.
• Rep18: Proportional electric valve EHPR98-T33 or other, allows to bring the hydraulic pressure to the pistons to propel them towards the PMH and PMB.
• Rep19: Inverter transforms the alternating current of the rep06 fuel cell into direct current for use by the rep08 electric motor.
• Rep20: Inverter transforms the direct current coming from the alternator LSA 36, while running alternative, for the stoker in the fuel cell rep06.
• Rep21: ALFA LAVAL oil-water heat exchanger, consisting of non-magnetic stainless steel plates with sealing gasket between them, see Fig A N ° 28.28 / 51.
• Rep22: Vehicle-type radiator, used as a water cooler, it will be used in the case of MTVV and its heating, to convey the heated hydraulic oil of the hydraulic pump rep09 through the crankcase of the engine MTVV rep10, this in the case of forced air heating by a propeller fan, see Fig AN 29.29 / 51.
• Rep23: Mounting system for direct transport of hydraulic oil to heating radiators see Fig A No. 30.30 / 51.

Claims (42)

Time-varying speed motor method, using suction or hydraulic vacuum, air, vapor or gas by pressure, sucking or propelling pistons, to PMH and PMB, alternatively with boron iron neodymium or samarium cobalt flow opposite, conjugate and complementary to drive this engine in rotation (these magnets are unalterable, withstand temperatures of 300 °, in conjunction with vacuum, hydraulics or other energies and engine mechanics will be worn before magnets, which do not lose their power and efficiency). It is very important that the magnets positioned on the bores at the jackets and opposite to the magnetic flux of those positioned on the piston are double the length of the piston magnets to allow a thrust with maximum efficiency and power. . Both actions are provided and achievable by means of two plunger pistons, one being the piston connected to the crankshaft and the crankshaft and the other so-called plunger plunger, in constant contact with the cam of the crankshaft. cams that allows a movement uniformly slowed, accelerated, decelerated or zero, so it varies the speed by its direct action on the plunger. This camshaft can be equipped with a manual divider, a rotary electric or hydraulic stepper motor, it is provided with cams according to the number of pistons in line, in vee, or star of engines of all types, these eccentric cams have a high point and a low point, which corresponds to a zero speed or type of movement, they act as accelerator depending on the position between the two, this corresponds to a uniformly accelerated or decelerated movement according to the direction rotation of the camshaft, which is no longer driven by the engine. Segments on the pistons provide guiding, sealing and lubrication of the entire system. First there are magnets arranged on the circumference of the outer and inner diameters of the cylinder head jackets in the upper and lower position, as well as on the inner and upper diameters of the plunger and diameters of the main piston of the crankshaft in position. upper and lower of the latter, magnets drilled centrally are also placed on the inner cap of the plunger, and on the upper cap of the main piston of linkage. All the magnets are placed at a determined position, so as to work with its vis-à-vis against magnetic flux in each phase of operation in position PMH or PMB, according to the periods of idling, acceleration or deceleration given by the position of the plunger, which is controlled by the camshaft, this makes it possible to vary the transverse overlap of the magnets, more or less, thus generating a transverse thrust force, more or less powerful, varying the rotational speed of the motor, the latter rotating a vacuum pump that restores its energy, the energy supplied to the vacuum pump to rotate, can come from an external source that can be given by a 12volts electric motor, 24volts or by 230volts, powered by a battery and a transformer or solar collectors, this vacuum pump restores its energy in the same way as the hybrid engine described above, loading the en ergie generated by the vacuum pump in a vacuum tank or by a hydraulic pump when it comes to pressure. The action of the vacuum plays also the role of turbo compressor, but the inertia that the action of the vacuum gives to the pistons engine in the final phase of the PMH and PMB before being canceled, makes it possible to bring the main piston corresponding, with these different magnets in opposition phase magnetic flux to then allow the propulsion of the main piston, under the effect of their opposing and transverse thrusts. This engine concept saves energy, is quiet and non-polluting, plus its performance, power, range and nervousness. It also makes it possible to restore its thermal energy and to store it in a heat exchanger, to supply a heating or a production of hot water, by circulating the hydraulic oil of the engine with a hydraulic pump, to note that the heat exchangers can be of several categories oil-water, oil-air or oil, in the latter case it should be noted that it is an oil cooler and that it can be placed at the inlet of the air aspirations, in extraction plants for hot water coil heating, when it is -10 ° C outside, this saves energy and prevents condensation, due to thermal shock, between air very cold sucked, which will be warmed by the battery of hot water and propelled by a fan inside buildings. This type of engine can also provide electrical energy by rotating a generator, alternator or other installation. Process according to Claim 1, characterized in that the figures A 1.1 / 51 to 6.6 / 51 represent a two-speed engine with variable speed, equipped with a crankshaft, connecting rods, pistons, a cylinder head, a shaft with cams, a stepping rotary hydraulic or electric motor that will transform the rotary movements into transverse movements to give the crankshaft output a rotational movement slowed, accelerated or decelerated according to the positions given in the space time at the top dead centers and low (PMH and PMB) pistons that can work in line, Vee or even star to allow a balancing of the engine on the positions of the pistons and connecting rods around the bearings of the crankshaft in dead and top position (PMH and PMB ), so for any type of engine. A vacuum pump is coupled directly to the crankshaft hollow shaft, it will charge a vacuum accumulator or supply live vacuum circuits and it can be powered with all possible external sources of energy. This process will replace the turbo compressor and will bring to the engine at a given time and position in accelerated high or low dead point (PMHA or PMBA) additional energy and propulsion thus a greater power to the engine in speed and torque. The energy will also be provided by magnetic propulsive fluxes called magnets (boron iron neodymium or cobalt samarium), distributed and synchronized so as to give a slowed, accelerated or decelerated reciprocating movement of each piston at a given time interval. The regulation of the distances between the magnetic propulsion flows is here conceived by two plunger pistons sliding one inside the other in opposite transverse reciprocating movements, a movement given for one by the camshaft and the position of these cams, defined by a stepping rotary hydraulic or electric motor or a manually operated divider or any other control means and the other piston whose movement is given by the resultant and the components of the magnetic thrust forces enabling rotation of the crankshaft, of which the opposing magnetic flux magnets (4, 7, 8 and 10 of figure A 1.1 / 51) act on their magnetic screws (rep101, 6, 9 and 109 of figure A 1.1 / 51) in order to make the system functional and dynamic, by judiciously respecting all positions of the magnets with respect to the working phases of the engine, for the purpose of generating the resulting forces and components of the opposite magnetic thrust magnetic fluxes according to the poles of the magnets which repel each other. These magnets overlap only on the ¾ of their opposing poles magnet screw, so as to cause propulsion in the direction where the movement is expected to ensure the translational movement that will turn into a rotary. This overlap varies from a minimum to maximum state, which varies the forces generated by the magnets on the acceleration. The two plunger pistons sliding one inside the other, in a jacket, the action of the rotating cam shaft plays the role of accelerator by varying the transverse position of the plunger rep3, which thus benefit from two propulsion types in top and bottom dead center (PMH and PMB). Method according to Claim 1 or 2, characterized in that the effect of the vacuum is provided by a vacuum pump and an installation which makes it possible to distribute, control, detect and reserve the vacuum or the pressure in the vacuum. case of a hydraulic pump to the pistons. After each phase of vacuum action in PMH and PMB on the pistons, a venting of the circuits is ensured, regenerate in air the hollow cavities designed in the aluminum pistons and allow their suctions by extraction of the air next calibrated orifices or nozzles and sealed segments positioned on either side of the skirt of the pistons and the two sealed hollow cavities in the upper and lower position of the latter. The hollow cavities may be independent of each other in the operation of the vacuum and the free air or communicate with each other to allow the suction of the free air by the vacuum continuously on one end or the other following the vacuum action in PMH or PMB. At each crankshaft revolution on a four cylinder, two pistons are in TDC, while the other two are in PMB. The action of the vacuum is exerted on the two pistons in PMH and PMB, simultaneously and inversely with each revolution of crankshaft, to increase the yield, the power, the nervousness and the speed of rotation of the engine, the effect of the vacuum in the hollow cavities of the pistons, also ensures a natural cooling of the latter. The only loss of performance being that of the installation and the vacuum pump that makes three horses. Unlike the four-cylinder combustion engine, or compression and explosion of each piston, is done in the order 1-3-4-2 on two crankshaft laps, the effect of the vacuum is exerted at each turn on all the pistons, both uphill and downhill. Two calibrated orifices or nozzles are precisely positioned on the jacket after each piston working phase and will allow the vacuum flow to the PMH and PMB circuits, by two welded or other pipes on the jacket at the location of the orifices. This cycle will be repeated following each revolution of the crankshaft in the same way and continuously or only the speed of rotation will vary according to the idle, the accelerated and the super accelerated or also by associating the accelerated and the super accelerated, it is with to say the energy which is the vacuum and the opposing propellant magnetic fluxes working together and continuously. The thermal energy produced by all mechanical elements of the motor by friction and rotation is recovered by a hydraulic pump to a heat exchanger in the low position of the engine, to supply a central heating unit and a hot water production in all areas. This engine will also drive an alternator to produce electricity. We realize the potential enormous vacuum, hydraulics, air, gas and steam, in the operation of the MTVV engine with internal or external hollow cavities on the skirt of the pistons, in association with the energy of the magnetic propulsive flows which can be combined with other energies such as air with compressor, water, steam, gas and oil with hydraulic pumps. This process by the resultant and the components of the forces of the magnetic propulsive fluxes is used in the field of two-wheeled cycles, where a transverse movement in rotary motion, according to the crank-rod principle, is similarly transformed with respect to a crank axle and its eccentric which transforms this movement by means of a mechanical device with magnetic flux propulsors defined identical to the application of the time-varying motor speed. Process according to Claim 2 or 3, characterized in that various types of motor are already known, the arrangements of the type cited which derive, for example, from the documents in fig. A 1.1 / 51 or FIGS. A 2.2 to 6.6 / 51 representing the operation of the application systems described and making it possible to transform and transmit a transverse movement to pistons to obtain at the output a rotary movement of a crankshaft, applicable to make it possible to drive in rotation, n ' any machine or machine that turns to provide work, but can not do it alone. This engine method provides the complementary energy to a vacuum or hydraulic pump, the capacity and power of which stored energy is used as a turbo compressor to obtain additional power at a given time of operation and position of the piston in high and low dead point (PMH and PMB). The basic energy being the magnets, which is given by the resultant and the components of the forces of the magnetic thrusters, make it possible to turn the motor. They are placed judiciously to achieve a balanced rotation of the engine at idle, accelerated or decelerated. The advantage of these magnets permanent magnetic flux propellant is their interchangeability that can be done at the desired time either on the engine or achieve a standard exchange, the advantage of this process and type of engine, is not to be pollutant, therefore ecological, silent and combine power and autonomy. The important advantage also of this type of engine is to be able to recover the thermal energy that all the mechanical elements produce by friction and rotation, to generate heating, but also to cool the pistons by hollow cavities of all types and shapes. in all types of hybrid engine or not. The design, the technique, the needs and the expected and restored results of these principles of energies, of these pistons with internal or external hollow cavities on the skirts and the MTVV technology, in the situation and the current context of the planet earth relative to the growing demand for oil, which can not be filled by current production and the lack of deposits, which has become increasingly rare or difficult to exploit, and therefore very expensive, is worthwhile to be exploited and marketed in all domains. A method according to claim 3 or 4 characterized in that the problem that the present invention proposes to solve lies in the design of an engine operating without fuel or in hybrid mode, with clean energy, autonomy and power that can compete with the gasoline, diesel or gas heat engine, but in other areas like wind turbines to provide electricity, heating, but also air conditioning for homes and the train and tram industry of the new generation, this lies in the improvement of renewable and ecological energies so as to contribute to the protection of the earth by installing in a simple way and in a small space with well-founded and inexpensive investments, the variable speed motor device associated with the machines that it will cause to supply energy in various forms to avoid the mentioned drawbacks of known arrangements of the conventional thermal engine on pollution and global warming. It is understood that all types of engine, all types of fuels can receive and be modified according to the MTVV technology, but also use all types of energy such as vacuum, steam, gas, air and hydraulics or external energies coming from an alternator, an electric motor, photovoltaic panels, accumulators or fuel cell ect .... This concept solves and also improves the conditions of displacement in two-wheeled cycle. people with a physical disability or illness. It therefore saves raw materials, such as oil, gas and reduce the long-term use of nuclear power and make each home autonomous in these needs for electricity, heating and hot water production. . According to the invention, the solution of this problem consists, for a time-varying speed motor, combining power and autonomy, for a motor of the cited type, to provide two pistons with internal hollow cavities arranged opposite to transform a rotary movement. at the output of the crankshaft substantially equal without too much loss of efficiency or to use pistons with external hollow cavities positioned on the skirts of the latter in hybrid mode or not, conjugate or not with shirts emerging or not, depending on the mode of use with plungers or not. This engine can be equipped with an undetermined number of pistons undetermined in line, vee or star depending on the dimensions and spaces determined by the type of engine. It also consists in providing a cooling circuit that can be used for heating and for producing external hot water or in the internal lubrication circuit of the engine. As well as two energies, specific to the operation of the engine, see a circuit using the vacuum stored in one or more batteries or directly by a vacuum pump and the resultant and the components of the magnetic thrust forces provided by magnets, which are used to allow its operation, but also with other energies such as steam, gas, air or hydraulics. From where a camshaft with eccentric cams in lines which act on the pistons by means of a hydraulic motor or electrical rotary step by step or here of a manual divider, ordered and programmed by the user. This same piston is provided with a magnetic magnet with opposing thrusters having an axial action and a set of opposing magnetic flux magnets having a radial action, well defined in a given space time, it is provided with two segments in the upper position and two segments in the lower position, to ensure tightness and guidance. A bore or a nozzle calibrated on the same piston in the upper position will be connected to the vacuum circuit of the vacuum pump, two magnets one positioned on the jacket and the other on this piston will continuously push this piston into position. contact with the eccentric cam of the camshaft. A hole in the liner of the upper cavity of the cylinder head and the liner which ensures the cooling, will ensure the lubrication of segments that can not be. The piston in connection with the crankshaft connecting rod will be provided with a set of elements for mounting sets of magnets, one with opposite magnetic thrusters having an axial action on the other piston, it will be calibrated by a drilling or nozzle, at its center to allow the phenomenon of sussions under the effect of the vacuum at a position and a given time in top dead center and a set of magnetic magnets opposite opposing thrusters in the upper position having an action Radial well defined in a given space time relative to the radial magnet of the other piston in the upper position. There is another set of magnets with opposed magnetic flux on the rod piston in its middle having a well-defined radial action in a given space time of the bottom dead center relative to another set of opposing magnetic flux magnets. radial action placed in the inner body of the liner in the low position in cells obtained during machining and assembly. A calibrated bore (nozzles or other) in the piston in the lower position communicating with the vacuum chamber communicates with another calibrated bore, made in the liner in the lower position to allow the venting of this chamber or the use of the vacuum circuit in the bottom dead center position by external circuits. Although it is also possible to take advantage of the cooling circuit on this type of engine, it still seems to be a serious advantage for domestic hot water and central heating, because the design of the lubrication and cooling system in any the cylinder head and the jackets allow to recover the thermal energy that all the mechanical elements produce by friction and rotation, by its elaboration of the circuit as realized in the system by circulating a very fluid oil conveyed by a hydraulic pump, which will recover the heat calories in the process, to return them to an oil-water heat exchanger, oil-air or only oil. Although it is possible to change if necessary after a certain time of use, all the permanent magnets of type, neodymium boron iron or cobalt samarium, the mechanics of the engine will be worn before the magnets, which do not lose their power and efficiency during a lifetime of twenty years warranty, respecting the rules of operation. It is certain that this is not a problem, since we will proceed to a standard exchange of the engine and all its magnets being removable, as well as all its wear parts, we will recover only the vital organs that do not undergo deterioration and wear. But it is certain that the mechanical parts such as bearings, seals, sealing segments, etc., will be worn out and considered to be no longer functional even before the end of life of the magnets. This engine process keeps its functional and innovative advantage, whose performance and quite recognized and assured over time on its profitability. To these other claims, the additional features claimed are characterized in that the description of the hybrid engine suitable for all types of engine and fuel by studying the operation and the technology shown, described and exploited in FIGS. A 7.7 / 51 to 10.10 / 51. Fig. A 7.7 / 51 represents the technology of a hybrid piston used under the effect and the principle of vacuum in a four-cylinder engine. A four-cylinder in-line engine of all types operates under the principle of ignitions 1, 3,4 and 2, which allows to say that it takes two turns of crankshaft to ignite and explode all the pistons. The advantage and the use of the vacuum in this mode of operation make it possible to cause the action of the vacuum on each piston, each revolution of the crankshaft and also in phase of rise or descent of the piston towards the top dead center or the point low death. It is therefore a sussions action under the effect of the vacuum, which then plays the role of turbo compressor, on all pistons. As each crankshaft turn has two pistons that are in top dead center while the other two are in low dead point, the action of the vacuum is exerted on the two pistons that go up and the two down each turn therefore, on two turns an action is exerted under the effect of the vacuum on eight pistons, plus the action subjected by the internal combustion of all the pistons under the effect of the fuel used and the type of engine, as well in hybrid mode or not. By this principle we act and multiply our force on the pistons at the rate of four thrusts and eight forces of aspiration and sussions on eight pistons which reverberate on the crank pinions, the sum of the resultant of all these forces on the Crankshaft crank pins, define the torque, efficiency, power and rotational speed of the engine and can be calculated. This makes it possible to improve the performance of the engines according to their utilities and their needs which one wants to make of them and especially to be less polluting, thus ecological and to answer the standards in vigueurs defined by Europe. According to the description of the piston fig. At 7.7 / 51, the AA cut shows that it is made in three parts that are assembled by tight fitting blocks press. So we have a first part rep1 fig. At 7.7 / 51 the crown of the piston, with on a part of the skirt, a fire-rated segment rep4 and a sealed segment rep5, a hollow cavity rep7 will receive by interlocking assembly blocks press the rep2 part, a hole rep 16 will receive a foot of centering in a manner well assembled and in the right direction the parts rep1 and 2.Two rep10 machining will have the shape of a vee and will be calibrated and defined by calculations according to the criteria of the specifications of the engine type and the results to obtain, these holes will allow the transport of vacuum and free air inside the hollow cavity rep7, but also other energies such as hydraulics, air, gas and steam, since the technology pistons with internal or external hollow cavities on the skirts of the pistons and adapted to be used with these other energies The part rep2 fig. At 7.7 / 51 forms the second part of the piston, with a second sealed segment rep5 positioned in the middle of the piston skirt, a third sealed segment rep5 is positioned on the lower part of the piston skirt and just behind this segment, a last rep6 scraper segment will ensure the lubrication and scraping of the oil, it will also ensure the lubrication of the axis of the big end, through holes drilled rep14. The zones between the different watertight segments will make it possible to define the zones working under the effect of the vacuum in the top and bottom dead center position in the rep13 jacket, four calibrated holes or four calibrated nozzles on either side of these rep9 zones and rep10, will convey the vacuum or the free air to the hollow cavities rep7 and 8, through the orifices rep11 and 12 placed on the folder rep 13, which themselves communicate with the circuits piloted check valves, the solenoid valves piloted or injectors piloted according to the modes of use of the vacuum and the free air in the operation and the phases of cycle of the engine and the pistons in PMH and PMB. When assembling the rep2 part on the rep1 part the holes drilled and calibrated rep10 must coincide with those of the piston head rep1, a nozzle calibrated will be mounted on the rep10 hole at the piston skirt of the rep2 portion, the rep16 hole on the rep2 portion, will receive the same centering foot as the rep1 portion to define their mounting and centering directions. The hollow cavity rep7 will define the actual volume of the upper suction chamber and it will be calculated accurately according to the characteristics of the motor and the vacuum pump or in the same way for the other energies mentioned above, which will be used, as well as the operating rates of the pistons according to the number of rpm, the diameters of the pipes and their length and the equipment used for the order. The hollow cavities rep8 will be two lights in the form of half-moons distributed on each side of the inside diameter of the rep2 part which will receive the rep3 part in tight mounting blocks press, they are distributed in this way, so to ensure the mounting a perfect sealing of this chamber, which will meet the same requirements as the hollow cavity rep7 above. The two rep9 holes will be drilled calibrated or receive a calibrated nozzle, they will allow the transport of vacuum or free air, but also other energies that can be used in place of vacuum. For the operating mode the hollow cavities rep7 and 8, may according to the case be independent of each other or communicate with each other to allow suction and continuous suction of the open air by vacuum or not, because this will depend on the type of engine, the size of the pistons, and the rate of rise and fall, so the stroke of the pistons as a function of the rotational speed in rev / min, all these criteria must be studied and taken into account , because it is understood that the powers will be different by using air or hydraulics, because it is absolutely more advantageous to use the hydraulic or one can reach with the hydraulic pumps of the high pressures or high flows according to the modes of use in heating or hybrid engine or not in transport in general, so vehicles, trucks, trains ect .... The rep3 part fig. A 7.7 / 51 form the third piece that will fit into the rep2 part in tight assembly blocks press, this part will receive the axis rep15 and the big end, it will be imperative to mount the axis and the connecting rod on this part rep3 before mounting it on the rep2 part. Note that the rod shaft rep15 will be mounted tight clamp press on the bore of the big end and sliding very very fair on the bore rep15 of the rep3 part, that is why a heat treatment on these bores will be realized after machining to improve the mechanical characteristics to the hardness and wear, especially in hybrid mode where we keep the mode of explosion whatever the fuel, in conjunction with the other energies used, according to the MTVV concept. A groove vee on the outer diameter of the rep3 portion will ensure the connection of the vacuum circuits and the free air between the different path circuits rep9. It should be noted that the circulation of the free air under the effect of suction by vacuum in the hollow cavities of the pistons will allow a natural cooling of the latter. Ditto for the hollow cavities, they can be of all possible forms and they will be studied according to the types of engine and fuel. The three parts of the piston will be 1AS12U3-5N3G aluminum or other derivative of this type having the same mechanical characteristics, heat treatment of the skirt, the cap and bores of the axis of the small end of the piston will be made after the machining to improve the mechanical properties of hardness, wear and resistance to heat of fusion compared to the explosion of fuels put in compression, whatever the types and the piston modes. To these other claims, the additional features claimed are characterized in that the description of the hybrid engine suitable for all types of engine and fuel by studying the operation and the technology shown, described and exploited in FIGS. A 11.11 / 51-15.15 / 51. Fig. A 11.11 / 51 represents the technology of a hybrid piston used under the effect and the principle of vacuum in a six-cylinder diesel engine. A 120 ° diesel-type six-cylinder in-line engine operates on ignition principle 1, 5, 3, 6, 2 and 4, which means that it takes two crankshaft turns to ignite and blow all the pistons , so three internal combustions pistons 2, 4 and 6 for a first round of crankshaft and 1, 3 and 5 for the second round (more precisely internal combustion but not explosion), we can say that the pistons 1 and 6 are always together at the PMH or PMB, but when one is exploding the other is not, it is the same for the pistons 5 and 2 working together and the pistons 3 and 4 which do the same. The advantage and the use of the vacuum in this mode of operation make it possible to provoke the action of the vacuum by suction on the pistons which work together, at each crankshaft revolution and as well in the phase of raising the pistons towards the top dead center that the bottom dead center, but it can also propel the same piston under the effect of hydraulic pressure by means of a hydraulic pump or other energy such as steam, gas or air. In the case of a six-cylinder, it is a sussions action under the effect of the vacuum, which then plays the role of turbo compressor, all pistons listed in doubled above and both PMH and PMB. As each crankshaft turn at an angle of 120 ° we have two pistons that are in top dead center while two others are in low dead point, one of which will have an internal combustion and the other not, this multiplied by three, so on two turns it is an action under the effect of the vacuum on twelve pistons, plus the action submitted by the compression, ignition and explosion of all pistons under the effect of the fuel which is here diesel. we act and multiply our forces on the pistons at the rate of six thrusts and twelve forces of aspiration and sussions on twelve pistons, which reverberate on the crankshaft crank pins, distributed on two turns of crankshaft. This makes it possible to improve the efficiency of the engine, its power, its torque and to save energy and especially to be less polluting, therefore ecological and to meet the standards in vigueurs defined by Europe. We will therefore resume the description of the piston fig. At 11.11 / 51, the AA cut shows that it is made in three parts that are assembled by tight fitting blocks press. So we have a first part rep1 fig. At 11.11 / 51 the crown of the piston, with on a part of the skirt, a fire-rated segment rep4 and two sealed segments rep5, a hollow cavity rep10 will receive by interlocking assembly blocks press the rep2 part, a hole rep20 will receive a centering foot in a manner well assembled and in the right direction parts rep1 and 2. Two rep19 machining will have the shape of a vee and will be calibrated to receive a ball, which will obstruct the calibrated pierced hole rep22 which will communicate with the cavity shaped rep8 ring and the vacuum and free air circuits rep9.The part rep2 fig. A 11.11 / 51 and 13.13 / 51 form the second part of the piston, with a third sealing segment rep5 positioned in the middle of the piston skirt, a fourth sealing segment rep5 positioned on the lower part of the piston skirt and just behind this segment , a last pig segment rep6 will ensure the lubrication and scraping of the oil, it will ensure the lubrication of the axis of the big end, through holes drilled rep7. The zones between the different watertight segments will make it possible to define the zones working in the top dead center position with the rep12 hole and bottom dead center with the rep13 orifice in the rep14 jacket, four calibrated holes or four calibrated orifice nozzles. other of these zones rep9 and rep11 on the rep2 part, will convey the vacuum or the free air to the hollow cavities rep10 and 8, through the orifices rep12 and 13 placed on the folder rep14, which themselves communicate with the circuits of the valves anti - piloted return, controlled solenoid valves or injectors controlled according to the modes of use of the vacuum and the free air in the phases of cycle of the engine and pistons in PMH and PMB. When assembling the rep2 part on the rep1 part the V-shaped calibrated orifices rep19 must coincide with those of the piston head rep1, but the centering foot rep20 will define this assembly, four calibrated nozzles will be mounted on the orifices rep11 and 9 at the piston skirt of the rep2 portion, the rep20 bore on the rep2 portion, will receive the same centering foot as the rep 1 to define their mounting and centering. The hollow cavity rep10 will define the actual volume of the upper suction chamber. The hollow cavity rep8 will form a ring distributed on the outside diameter of the rep3 part, a vee rep23 will be machined calibrated on the inside diameter of the rep2 part in communication with the hollow cavity rep10 and the calibrated holes rep22 and 09, the rep2 part will receive the rep3 part in tight assembly blocks press, they are distributed in this way, so as to ensure the assembly a perfect seal of this chamber, which will meet the requirements that the hollow cavity rep10 above. The two orifices rep11 and 9 will be drilled calibrated or receive a calibrated nozzle, they will allow the transport of vacuum or free air or other energies. For the operating mode the hollow cavities rep10 and 8, may according to the case be independent of one another or communicate with each other. The rep3 part fig. A 11.11 / 51 and 12.12 / 51 forms the third piece that will fit into the rep2 part in tightening assembly blocks press, this part will receive the axis rep15 and the big end, it will be imperative to mount the axis and the connecting rod on this part rep3 before mounting it on the piece rep2. Note that the pin rod rep15 will be mounted tight clamp press on the bore of the big end and sliding very very fair on the bore rep15 of the rep3 part. A V-groove rep17 on the outer diameter of the rep3 part will ensure the connection of the vacuum circuits and the free air between the different path circuits by the calibrated holes rep11 and 18 and the rep11 can receive two calibrated nozzles if necessary , it will be the same with the rep9 holes that communicate through calibrated holes rep22 leading to the calibrated vee rep23 itself in communication with the hollow cavity ring-shaped rep8. When assembling the rep3 part on the rep2 part calibrated orifices V-shaped rep 17 and the calibrated holes rep 18 and 11 must coincide with each other at the assembly, so the centering foot rep21 define this assembly, drilling rep21 on parts rep2 and 3, will receive the same centering foot to define their mounting and centering directions. To these other claims, the additional features claimed are characterized in that it is understood that the concept of hybrid or non-MTVV motor, will be managed by a card electronics, detectors, controlled solenoid valves, piloted injectors or non-return valves controlled by electromagnetic driver fig. At 15.15 / 51, under 12, 24 volts or other voltage and a computer. This valve has been studied and designed fig. A 15.15 / 51 to be adapted to the vacuum technology and two different hybrid or dual energy engines, to meet the specifications, but especially the fact that the system can not be lubricated, since we use dry vane pumps, these criteria must therefore be met in order not to jam the piloted check valve and to use a suitable technology, which will not be the case when hydraulic energy is used, which naturally lubricates the engine. The electromagnetic driver of this valve has a coil 12 or 24 volts, see all other voltages. Mark 04 represents the body of the pilot operated check valve. Mark 05 is the ball guide of the valve. The mark 06 is a locking plug of the guide rep05 and allows the guidance of the rep08 spring. The 08 mark is a spring for pushing and setting the pressure on the ball of the valve. Mark 09 is the vacuum port from the network circuits. Mark 11 is the suction vacuum port from the vacuum pump. The mark 12 represents the steel action rod of the coil, controlling the opening of the valve in five milliseconds. The reference numeral 16 represents a brass ring for non-return locking of the control rod rep12 for controlling the opening of the valve. In any case, it will be possible to design the process under the action of vacuum by using, as the case may be, the zones comprised between the different watertight segments rep 5 of the pistons which make it possible to define the zones working under the effect of the vacuum in PMH and PMB in the folder rep13 fig. A 7.7 / 51 or rep14 fig. A 11.11 / 51 by the orifices rep11 and 12 fig. A 7.7 / 51 or rep12 and 13 figs. A 11.11 / 51, in this case we will not use the hollow cavities rep7 and 8 fig. A 7.7 / 51 or rep10 and 8 figs. At 11.11 / 51 pistons, but only these zones to exert suction by the vacuum of the pistons, these zones will communicate with each other to allow a suction and a continuous sucking of the open air by vacuum or not, in the case of a communication of these zones the central sealed segment rep5 will have calibrated holes on the flanks and the circumference of this central segment rep5 or v-shaped machined striations on the outer circumference of the same central segment rep5 this to allow communication free air circuits and vacuum of these areas delimited by the sealing of the sealed segments rep5 with respect to the piston and the liner. To these other claims, the additional features claimed are characterized in that it is understood that the concept of hybrid or non-MTVV motor according to the description of FIG. A 16.16 / 51, a hydraulic gear pump or other type having high flow or high pressure performance according to use modes rep1 and a hydraulic circuit with specific equipment of rep2 to 20, to provide energy in hybrid mode or no MTVV, just like the vacuum pump, with a reservoir Fig. A 16.16 / 51 rep7 of 15, 30, 60, 120 or 240 liters with constant flow rate, with a real flow rate of 1.4 to 130 1 / min at an installed power of 0.55 to 22 kW and with a frequency of 1500tr / min vacuum, 1420 rpm loaded with an oil temperature 65 to 70 ° C, viscosity 30 to 90 Cst. By observing the table of power / flow rates / reservoir and by calculations in the hydraulic and other charts, it is defined that the hybrid or non-hybrid MTVV system according to the invention needs a nominal flow rate of 1.4 l / min to 15 l. / min using the same power to run the rep1 pump is 0.75 kW with a rep7 tank limited to 15 l or 30 l or much less if we work in closed circuit with the engine, because the hybrid system or not MTVV uses a very small amount of oil in closed circuit at the hollow cavities of the pistons and circuits and equipment, under a pressure of 22 to 200 bars, that is why it is also possible to use the engine crankcase as a hydraulic reservoir, as well as the water radiator which becomes an oil radiator in a vehicle; which will allow to cool the oil by the fan. This said for a nominal flow rate of 6 l / min, a power of 0.75 kw, a rep7 tank of 15 liters is obtained a maximum pressure of 65 bar by the pressure reducer rep10. This leaves a range of 0 to 65 bars in the hydraulic circuit provided by the rep1 pump and which will press the hollow cavities of the pistons to propel PMH and PMB under the effect of pressure. The circuit devices are defined below to build and realize the entire installation to operate. It is therefore possible to use a pump immersed or not rep1 by direct drive by the motor and a pulley / belt rep2 hybrid mode or not MTVV. An independent or closed-circuit rep7 oil tank can be used with the engine respecting the oil limit quantities according to the capacity used by the equipment and the process to operate in optimal conditions and that have been calculated. A rep5 filter with check valve will be installed on the return to the tank or tank circuit T2 or use the circuit rep15 of filtration of the engine. We will use an air filter rep8 venting on the oil tank rep7. One will use a tank rep14 under pressure calibrated to 55 bars said accumulator, reserve of pressure of starting. A check valve rep3 will be used at the outlet of the high pressure of the pump rep1 to maintain the pressure reserve of the accumulator rep14 which is calibrated at 55 bar when stopping the hydraulic pump rep1. We will use a check valve rep4 pump suction, so that it remains in charge after stopping and to avoid cavitation by suction of air bubbles. We will have a control of oil level, by the indicator rep6. We will have in case of lack of oil a filling valve rep9. Two glycerine pressure gauges of 0 to 100 bar are used to enable the control and adjustment of pressure reducers rep16 calibrated from 0 to 30 bar and rep10 calibrated at 65 bar, see other settings according to the powers of the engines. We will use oil pressure limiters on the NG6 rep10 type hydraulic circuit or the basic options rep10 and 16 (see diagram) in pipe mounting, on a base, or in a viscosity cartridge of 10 to 500 mm ² / s of pressure P = 350 bar maximum, flow rate Q = 40 l / min or more, fluid temperature from -25 to 80 ° C with mineral hydraulic oils (ISO) and also glycol oils with a% water. We will use hydraulic rep13, 19 and 20 of type NG6 of symbol 4/2 return by electric springs rep12 CA 45 VA 220, 240 Volts, which can do 18000 maneuvers per hour, see other models. The pressure reducer rep16 is calibrated between 0 and 30 bars compared to the engine of the hybrid engine or not, so see more, this pressure and defined by calculations according to the power desired by the user and the engine, its setting will be secure by a seam, like all other equipment that is set in the factory. The pressure reducer rep10 allows in operation to reject to the tray T2 by the rep15 circuit, the excess pressure that the pump rep1, provides relative to the pressure reducer rep16. It also makes it possible to maintain the battery rep14 calibrated at 55 bars, when the distributor rep13 is no longer driven by the rep12, this to keep the battery rep14. it is also obvious that the distributor rep13 is controlled at the same time as the distributors rep19 or rep20 alternately according to engine rotation cycles and PMH and PMB. The distributor rep19 when it is controlled at the same time as the distributor rep13, allows the oil pressure coming from the pressure reducer rep16 and the circuits P1 and P3 of the rep18 to be transmitted to the pistons PMB to give all the power in descent of the pistons, the return circuit to the tank T2 and B coming from the return circuit of the pistons PMH is rejected to the tank rep7 by the circuits rep15 to avoid opposite resistance of the oil. It is the same for the distributor rep20 when it is controlled at the same time as the distributor rep13, it allows to convey the oil pressure from the reducer of rep16 and circuits P1 and P3 of the rep18 to the pistons PMH to give all the power up the pistons, the return circuit to the tank T2 and B from the return circuit PMB pistons and rejected the tank rep7 by rep15 circuits to avoid any opposite resistance of the oil. All types of hydraulic apparatus or all known hydraulic pumps (piston, vane and other) can be used. Because depending on the power of the engines and the uses of the latter in transport in general, in hybrid mode or not, as well as in heating systems and even maritime transport, the hydraulic diagrams and the equipment will change to allow to feed and to operate the MTVV process or hybrid engine, regardless of the type of engine or fuels used. It is certain that my process makes it possible to use all the energy sources available or known to operate under the principle of hollow cavity pistons (vacuum pumps, gas, steam, hydraulic or air). But the most adapted ones seem to be the vacuum and the hydraulics to recover a power and an important energy, because it needs at the same time of the flow and the pressure in the hydraulic mode, because which says flow rate says speed and which says pressure says torque and power, if necessary we will use two hydraulic pumps, one will give the pressure and the other the flow, because the piston pumps give high pressures and the pumps with internal or external gear give very high speed ranges, this compared to a heat engine operating with all types of fuels in hybrid or not. Ditto for the MTVV process operating with the magnets and vacuum or hydraulics according to the invention. The principle of operation and management by the electronic card of the hybrid engine with all types of engines or fuels or MTVV engine does not change the mechanical technique according to the method, which remains the same in the design of the pistons and the motors with a vacuum pump or a hydraulic pump. The whole of the hydraulic technique gives a range of power, torque and reserve of energy and economy on the various very important engine displacements by the use of a hydraulic pump with gear or pistons, see others , which have the advantage of being very small, not heavy and are compact, with very small load powers that give a pressure range from 0 to 200 bar with very small amounts of oil, so very advantageous for the utility of my process. But it is certain that the more power required will be important, see for example a gas burner heating boiler with a power of 950kw, more hydraulic pumps will have to be powerful and consequent, to provide the necessary power to the MTVV engine and systems of heater. To these other claims, the additional features claimed are characterized in that it is understood that the concept of hybrid engine or MTVV according to the description of FIG. A 17.17 / 51, to regulate the hydraulic pressure in hollow cavity pistons, a power modulator or pressure reducer, or any other type of device that allows to regulate the pressure (sequence valve etc ...), this device allows to reduce the pressure of the main network and keep it constant in a part of the circuit or to vary it, this mode of apparatus has a variable pressure of 0 to X bars, which makes its innovation. Here according to the method of the method used, the fluid flows from B to A. The channel 3 allows the pressure from A, to act on the surface of the rep01 drawer. This generates a force which opposes the force of the driven electromagnet rep04, this coil voltage varies from 0 to X volts depending on the acceleration and the speed of the hybrid engine all types of fuel or dual time engine energy variation of speed or not, the higher the resistance of the electromagnet coil rep04, by a high voltage on the coil, the higher the pressure of the circuit A will be high, because the drawer rep01, can not move to the right and not will not close the passage of the fluid to A and more this resistance will decrease, by a voltage drop on the re04 coil, plus the pressure of the circuit A will drop, because the drawer rep01, moving to the right gradually, will close the passage of the fluid to A, to even cancel, when the voltage on the coil rep04 will be zero. This ensures safety in case of power failure or any other anomaly. When the pressure at A creates a force greater than the force of the electromagnet created by the coil rep04, the spool rep01 moves to the right and closes the passage from B to A, so that the circuit A is no longer fed, the pressure is reduced and remains stable, whatever the voltage of the rep04 coil. In case of overpressure at A, the spool rep01, moves even more to the right and puts the circuit A in communication with the reservoir via the channel rep02 and the drain Y. The pressure reducer is always mounted in series on the circuits. The reducer in the case where it is not provided with an internal channel (like the rep02 channel on the principle above) in this case, it is unable to eliminate overpressures, so choice to make following use in the Hybrid engines of all types of fuel and dual-speed engine with speed variation or not. It should also be noted that if the fluid must be able to flow from A to B, it is then necessary to choose a pressure reducer equipped with a non-return valve. It is understood that the variation of the voltage of the solenoid coil rep04, will vary in parallel with the rotational speed of the motor, the higher the speed of rotation of the motor, the higher the voltage of the coil rep04 will be to obtain , a high pressure of the circuit A and vice versa. That said, the more the engine is accelerated, the more the voltage is raised on the re04 coil, the higher the speed, the more fuel economy and the higher the efficiency and the torque, but all these parameters are constant of 0 at X volts exerted on the coil rep04 with the motor rotation which is given by the acceleration, it can be said that this pressure reducer plays the role of accelerator. All this program will be managed by the on-board computer, electronic boards management and sensors ect ... That said, it maintains the hydraulic pump 700 to 1400 rev / min, continuously idling, with all types of fuels or external energy (solar, electric and fuels), this which allows to provide a hydraulic power of 50 to 250 bar, see more, which corresponds to a power of 150 to 300 horses, therefore at a speed of 150 to 300 Km / h, one thus obtains a yield of 90%, 90% energy saving, consuming only the equivalent of 10% outdoor energy, to keep the pump charged, resulting in a considerable power and torque advantage without increasing consumption, which is in the current very innovative and promising context, with enormous market and outlet markets in all industrial sectors. In this mode of hydraulic circuit will be used a bladder accumulator, which allows to obtain a volume to be returned average, fast reaction, good sealing and service life, it allows high frequency cycles up to 120 hertz. It is used to store a reserve of energy, to store a quantity of fluid under pressure and to restore it, in the case of accidental pressure drop, fluid compensation, force balancing, but other accumulators can be used. In this mode of circuit will be used a gear pump with external or internal teeth. These units are suitable for speeds (<= 2000 rpm) and average pressures (external gearing >> 250-300 bar), fixed displacement, low cost, easy installation and small footprint, they benefit from broadband ranges. This is why it is also possible to use other types of pumps, eg axial piston pumps, which give high pressure ranges, etc. As shown in FIG. At 18.18 / 51, there is a hybrid piston mode in two parts rep01 and 03, with two hollow cavities rep A and B, distributed over the skirt of the piston rep01. When the piston rises to the top dead center (TDC), the fluid under hydraulic pressure arrives through the rep13 port to B, passes through the calibrated pierced holes rep02 and goes to A, to exit through the rep12 port to the drain Y back to the tank and vice versa, when the piston goes down to the low dead deck (PMB) the fluid under hydraulic pressure goes from A to B. This piston technique can be adopted in all types of engine that develops the engine technology Variable Speed Timing (MTVV) and hybrid engine with all types of fuel. With regard to the AA cut, it is possible to use a piston called drawers, such as pressure reducers, so the segments are removed at the head and bottom of the piston skirt, keeping only the central segment this is yet another solution of the piston mode that can be used. In such claims, the claimed additional features are characterized in that it is understood that according to the concept of hybrid motor or MTVV, it is possible where appropriate match all devices of the plant to work alternately, over longevity, fewer breakdowns, more reliability and less wear, thus according to the description of Figs. 19.19 / 51, FIG. At 15.15151 and FIG. A 16.16 / 51, to regulate the hydraulic pressure in hollow cavity pistons, a power modulator or pressure reducer, or any other type of device that allows to regulate the pressure (sequence valve etc ...), this This device manages all the MTVV design engines and acts as an accelerator. An installation set with different devices and management system, which will ensure the implementation of all hybrid engine systems or not and the management of this concept MTVV in its generality, but which are obligatorily the object of specific studies according to each case of engine or heating project. We see that the management of a hydraulic motor MTVV, requires the use of a hydraulic piston pump, see two, to provide the pressure from 0 to 250 bar, see more or the flow rate up to 130m3 / h via the pressure reducing device, which distributes its energy pressure, thus torque and power by the hydraulic distributing devices to the pistons, knowing that on two crankshaft revolutions, there are two pistons in PMH and two pistons in PMB, for a four-cylinder engine. In this way, the pistons are alternately energized and hydraulically pressed in pairs. An electric motor 12 or 24 volts at 1500 rpm, will drive the hydraulic pump that will start the engine and its idling rate ranging from 800 to 1500 rpm, depending on the case, the four-cylinder engine or other, will be therefore at idle and allow through a pulley located in the axis of the crankshaft, to drive a second hydraulic pump that has internal or external gear, which will provide hydraulic flow MTVV engine gong circuits, this same crankshaft will drive a 12 or 24-volt alternator, through a generator and a power transformer, to power the electric motor and the battery, it is understood that all this management will depend on the pressure reducer or vacuum valve, which will play the role of accelerator, according as the tension will increase on its electromagnetic coil doing in the same way increasing the hydraulic pressure in the circuits, which says flow says speed and that says pressure says torque and power, all these elements together show, that the MTVV engine, allows to satisfy these obligances and to solve good numbers of energy problems and pollutants recognized to date, but it allows still more a creation wealth, growth, businesses, but even more job creation. we will have a radiator, which will play the role of hydraulic cooler or tank, because it is not water, but the mineral oil that will circulate, the same oil will return to the cylinder block of the MTVV engine, by passing through a return filter with bi-pass, with an electrical fouling indicator, the return oil in the MTVV motor cylinder block and filtered, will be sucked in again by the two hydraulic pumps, it should be noted that a valve anti-return will maintain the hydraulic pumps, to avoid cavitation, which is a destructive phenomenon for all pumps, so it is essential to maintain all pumps in charge, so to place them in suction below the level of oil tank. The management of all MTVV engines, will be by detectors, corresponding to the position of the pistons relative to the PMH and PMB and the supply of pressure and hydraulic oil flow by the various hydraulic equipment, the duration of opening and closing time of devices will be from 0 to 20 ms, knowing that the speed of the stroke of a piston is 15 to 20ms. All this program will be managed by the on-board computer, electronic management cards with micro controller ect ... In this mode of hydraulic circuit will be used a bladder accumulator, which allows to obtain a volume to return average, quick reaction , good sealing and durability, it allows high frequency cycles up to 120 hertz. It is used to store a reserve of energy, to store a quantity of fluid under pressure and to restore it, in the case of accidental pressure drop, fluid compensation, force balancing, but other accumulators can be used. There is also a hybrid piston mode in two parts, with two hollow cavities A and B, distributed over the skirt of the piston. When the piston goes up to the top dead center (TDC), the fluid under hydraulic pressure arrives through the orifice to B, passes through the calibrated pierced holes and goes to A, to exit through the port to the drain Y back to the tank and vice versa, when the piston descends to the dead bridge low (PMB) the fluid under hydraulic pressure goes from A to B. This piston technique can be adopted in all types of engine that develops the motor technology temporal speed variation (MTVV) and hybrid engine with all types of fuel . With regard to the AA cut, it is possible to use a piston called drawers, such as pressure reducers, so the segments are removed at the head and bottom of the piston skirt, keeping only the central segment this is yet another solution of the piston mode that can be used.
SPECIFIC CALCULATIONS OF HYDRAULIC PRESSURE ACTION ON HOLLOW CAVITIES OF RESISTANT PISTONS AND FORCES, WHICH WILL TAKE ACTION ON THE VILLEBREQUIN MANETONS, THROUGH CONNECTING LINKS AND PISTONS:
These various calculations will make it possible to define the settings of the hydraulic components and the different types of hydraulic equipment to be used, according to each type of engine, see the calculations and the formulas used in the descriptions. Average speed of a piston in an AX type four cylinder engine 1100 cm cubic. Vmp = stroke in mm x engine speed in rpm / 30000. We have a Vmp of 20 m / s for a petrol engine, up to 25 m / s (at 90 km / h). In formula 1 we exceed 26 m / s of Vmp, which is 5milli second. The fast diesel Vmp is less than 15 m / s. The Vmp is the average speed including stops in PMH and PMB at 26 m / s of Vmp, a piston of formula 1 reaches 41 m / s at 148 km / h between its 620 stops per second spaced 42 mm its course and it undergoes accelerations of the order of 10000 g. For a stroke of 40 mm and a rotation speed of 1800 rpm, we have a Vmp of 2.4 m / s. For a stroke of 40 mm and a rotation speed of 5000 rpm, there is a Vmp of 6.7 m / s. Considering a piston of AX, we will have a hollow cavity surface that corresponds to a crown, to determine the forces that the hydraulic pressure will exert on the piston by the chamber of the hollow cavity, we will calculate the surfaces of the crown. The intermediate ring is pierced with 12 holes of diameter 5 mm, see more, the more holes, the greater the propulsion force of the piston. Lower surface on which the hydraulic pressure will exert a force. We will calculate the action of the hydraulic pressure on the surface of the crown. It is therefore possible to define the thrust force exerted on the piston by the hydraulic pressure. Depending on the MTVV motor mode, the loaded hydraulic pump must run at a minimum speed of 1420 rpm. This type of engine with two cylinders in vee, of the same type as the air compressor engines, a stroke C = 69 mm. We can define the average speed of the piston Vmp. For one milli second, we can define the distance traveled in mm. We can now define the opening - closing time for a distance of 20 mm, which corresponds to the height of the hollow cavities. We can now define the opening - closing time for a distance of 30 mm, which corresponds to the height of the hollow cavities. We can thus realize, that the more the distance D will increase, the more the time of opening - closing of the devices of feeding in hydraulic pressure will increase, one will be able to better manage this opening - closure in a space time very small, without creating a malfunction. Assuming that a constant pressure of 35 bar is maintained, the hydraulic pump can be turned on at a minimum speed of 1420 rpm, neglecting the force and action of the permanent magnets. So determine this useful hydraulic pressure, which will allow us to develop a force F, to manage to rotate the hydraulic pump at 1420 rpm. We neglect the force that the hydraulic leak will exert on the piston by the 12 holes. The force F is exerted in PMH and PMB on the two pistons, with each revolution of crankshaft. It is known that the power to be developed by an electric motor for rotating the pump at 1420 rpm is P = 0.75 kw = 1 HP, 1 CV = 0.736 kw. During the explosion, the piston is subjected to a force f which, via the connecting rod, acts in M on the crankpin of the crankshaft and drives it by its component F. The engine torque is equal to the moment of this component F, tangent to the circle described by the crankpin M, with respect to the center O of this circle. We can therefore quickly define in the case of MTVV engine with two cylinders vee, the set of forces F exerted on the crankpin since the action of the hydraulic pressure acts on both pistons as well in PMH, in PMB, therefore, there are four forces F which will be exerted on the crankpin at each crankshaft revolution, after having studied the moment of these forces, one realizes that they all act in the same direction of rotation of the crankshaft. crankshaft and they will thus be able to determine the engine torque and the useful power, developed at a given pressure, here 35 bars. We will project on the circle described by the crankpin all the forces f which are exerted on the piston in PMH and PMB, is to define their projection, tangent to the circle described by the crankpin M, these forces f is their component F, forms an angle Fmf of 30 degrees. So we have the moment of the couple. We will therefore be able to define the moment of a force F. As a function of maximum M at 35 bar, let us calculate the power that it will develop, so as to be aware of where it will be located, if it is greater than P = 0.75 Kw, it will reduce the hydraulic pressure and vice versa. We can therefore realize that the power developed under a pressure of 35 bar is much higher than the required power of 0.75 Kw, so we will have a very important margin to regulate efficiency, power, speed and economy. motor energy of whatever type, against against will try to define the minimum pressure required to develop a power of 0.75 kw. We will therefore renew our calculations by taking N = 1420 rpm and P = 5 bar. So we have the moment of the couple. We will thus be able to define the moment of a force F. As a function of M maxi at 5 bar, let us calculate the power that it will develop, so as to realize where it will be located, if it is greater than P = 0.75 Kw, it will reduce the hydraulic pressure and vice versa. It can thus be seen that the power developed under a pressure of 5 bar is equal to that required of 0.75 Kw, so we know that the minimum pressure of 5 bar, will develop a minimum power of 0.767 Kw, for regulate the efficiency and the minimum power of the MTVV motor, to obtain a minimum rotation of the pump at 1420 rpm under load for a developed power of 0.75 Kw. We therefore have a large margin of efficiency, power and torque, both for the MTVV engine with two complementary energies, and the hybrid engines, all types of engines and fuels, which will make it possible to achieve very low energy savings. satisfactory.
Take the configuration of a hybrid engine and define, the specifications and operation of the entire hydraulic system, with the equipment, their modes of operation, their roles and their importance.
According to the concept as described in the invention, with respect to the use made in the MTVV engine or in all types of hybrid engine, hollow cavity pistons A and B are used, which the pressure is sent into. the hollow cavities in the form of ring A or B, my piston acts as a reactor and is propelled towards the PMH or PMB, depending on whether the hydraulic pressure reaches A or B.
Why? The holes drilled in the annular ring separating the hollow cavities A and B allow communication between them (A and B) by an intermediate ring pierced by a number of accurate and calibrated holes and cause a hydraulic leak returning to the tank. This leakage is of great importance, it can play the role of differential between the upper and lower surfaces of crowns A and B, so that the hydraulic pressure exerts its thrust in the direction one wants, that is, ie to the PMH or the PMB. But this is not their main role, these drilled holes that cause a hydraulic leak, plays the role of reactor, by hydraulic thrust, due to hydraulic pressure leakage through these orifices between A and B which play the role of multiplier of push pressure and differential by surface difference in the pressure zones A and B. But in all cases, we can symbolize this principle playing the role of reactor to propel the piston to the PMH or PMB depending on the hydraulic pressure arrives in these hollow cavities form crowns A or B.
Regarding the hydraulic operation that it is the mode of hybrid engine or MTVV.
When the engine is started and the engine is idling, the hydraulic pump in general, which consumes 0.75 Kw at 1420 rpm, is driven by the engine by belt pulleys. This hydraulic pump thus reaches its full load and its utility will be possible when the engine has reached 1420 rpm. The hydraulic pump will be chosen for each type of engine according to the hydraulic system, the equipment, the lengths of piping, the ΔP of the whole installation, the type of hybrid engine, the type of fuel of the hybrid engine, and of the specifications. This is why the choice of the two pumps below was made according to these criteria and according to the calculations made.
OPERATING CYCLE FOR HYDRAULIC COMPONENTS IN RELATION TO THE ENGINE:
We start the engine of the vehicle, the engine is idling at about 800 revolutions / minute depending on the type of displacement. The hydraulic pump is driven, but it is not in charge since it must reach 1420 rpm to be, the accumulator is charging at 55 bar. The engine is accelerated to 1420 rpm, the hydraulic pump is loaded, the emptying valve is activated, it is set and weighed in the factory at 80 bar, it continuously charges the accumulator at 55 bar. and returns the overpressure greater than 80 bar to the reservoir. The motor accelerates, from now on the 4/2 valves and the proportional valve with electric piloting for control of the pressure , are put in action under the effect of the electro pilots. This valve makes it possible to vary the electrical voltage on the solenoid of the coil, which makes it possible to have a hydraulic pressure which is proportional to the DC current. This valve is used for a limit pressure according to the application request, it is controlled by electromagnet under a voltage ranging from 0 to X volts used to regulate the hydraulic pressure from 0 to 70 bar, see more as needed. This pressure limiter works in parallel with the motor rotation, the more the revolutions of the motor increases, the more the electric voltage on the electromagnet decreases, the more the pressure increases to reach 70 bars and conversely, this continues with the motor , but this pressure limiter comes into action as soon as the engine has reached the speed of rotation of 1420 rpm. From this moment all the hydraulic components are in action to supply the engine pistons with hydraulic pressure. The last hydraulic component, the electrically actuated pilot operated check valve, will come into action, without taking care of the other hydraulic components, by following the engine cycle with respect to the PMH and PMB, at each raising or lowering of the pistons, at a defined position according to the types of motor, sensors will transmit a signal, the information will be managed by an electronic card, to give the order and to supply the opening or the closing the control coils of the valves of each piston, to allow to directly supply the latter in hydraulic pressure from the proportional valve with electrical control for pressure control , according to the engine cycle.
CRITERIA OF CHOICE FOLLOWING THE TYPE OF ENGINE, REGION, TO OPTIMIZE AND CHOOSE TO THE MOST FAIR THESE ELEMENTS TO ENABLE MAXIMUM INSTALLATION PERFORMANCE AND MAXIMUM LIFETIME OF ALL COMPONENTS WITHOUT HARM IN THE OPERATION AND LIFETIME OF THE ENGINE. NEXT FIG. A 16.16 / 51.
MINERAL OILS:
For HD motors (eg DIN 51511), hydraulic fluids more or less suitable. Ensure the presence of protection against oxidation and corrosion, as well as the accounting with the materials (especially at the joints, viton joints to provide). Attention: Increased oil leakage drawers.
LIFETIME:
Renewal ratio of the hydraulic fluid. (in indicative value) = Q pump (l / min) / V installation (liters). Regular check of the hydraulic fluid (oil level, pollution, color index, neutralization index, ect .... Regular emptying (depending on the fluid and the conditions of use) Indicative values: about 4000 ..... 8000 hours (mineral oil) or at least once a year FILTRATION:
Permissible pollution level for hydraulic fluids. Degree of filtration recommended /β16 .... 25 75 75 for appliances: (radial piston pumps and gear pumps, valves, valves). β6 ...... 16≥75 for the devices: (pressure valves and proportional flow valves).
CHOICE OF VISCOSITY CLASS:
Only classes between ISO VG10 and ISO VG68 are selected for hydraulic installations. Guideline values: VG 15 viscosity at 40 ° C (installation operating in continued).
FORMULAS AND BASE UNITS, COMPONENT OF THE INSTALLATION.
HYDRAULIC PUMP:
Volume moved per revolution for piston pumps V = A xh, With active piston surface (mm ² ), h double stroke (mm). See simplified equations in descriptions:
LOAD LOSS:
The pressure drops due to the hydraulic fluid in movement ΔP valves, distributors, pipes and shapes (elbows ect ....) are represented by the characteristics ΔP - Q found in the documentation, in general, we can evaluate the losses of power about 30% for the entire circuit as a first approximation.
PIPES / HOSES:
The diameter of the pipes and hoses must be defined so that the pressure drops are as low as possible.
See simplified equations in descriptions:
STRENGTH RESISTANCE:
See simplified equations in descriptions:
LOSS OF LEAK OIL:
See simplified equation in descriptions:
VOLUME VARIATION:
Due to pressure increase: See simplified equations in descriptions:
VOLUME VARIATION DUE TO INCREASE IN TEMPERATURE:
See simplified equations in descriptions:
INCREASE IN PRESSURE DUE TO INCREASE IN TEMPERATURE:
The increase in temperature in the closed oil volumes causes an overpressure, hence the importance of a pressure limiter. When the temperature increases by 1K the pressure increases by about 10 bar.
HYDRAULIC ACCUMULATOR:
Slow isothermal change of state
Rapid adiabatic change of state
See fundamental equations in descriptions:
CAVITATION:
In the presence of an atmospheric pressure lower than 0.2 bars, there is a risk of cavitation during the suction of the pumps.
CALORIFIC BALANCE SHEET:
In a hydraulic installation, the power losses are accumulated in the oil and in the plant components in the form of heat, then partially retransmitted to the environment by the external surfaces of the installation, usually these losses amount to about 20 to 30% of the power supply. After the warm-up phase, a balance is established between the heat generated and dissipated. See simplified equations in descriptions:
See technical standards for use in descriptions:
Hydraulic pump with internal or external gear, (not immersed).
The higher the pressure, the more the efficiency will increase for the user.
Hydraulic pumps with radial piston.
Number of cylinders 3, 160 bar, driving power Pn = 0.25 .... 5.5 Kw, tank size optional V useful = 6 .... 80 liters, approximate value for 1420 rpm, individual pump, weight and size. Number of cylinders 5, 160 bar. Number of cylinders 7, 160 bar. Drive power Pn = 0.55 ...... 5.5 Kw, tank size optional V useful = 6 ...... 160 liters, individual pump, weight and dimension. Under the effect of a pressure reducer calibrated at 80 bar, the pump continuously charges a battery calibrated at 55 bar, see more if necessary, which serves as a reserve of pressure to restore it at each engine start or during the cycle. operating and idling, all the excess pressure above 80 bar returns to the tank. This pressure reducer and the hydraulic pump come into action as soon as the engine starts idling.
See technical standards for use in descriptions:
modular direct pressure reducer.
Reduces hydraulic pressure on the valves. Mounting on base, pipe or cartridge.
Valves for emptying.
The direct control valve puts the flow of a pump to the tank without pressure when the set pressure value is reached. The output to the receiving side is isolated from the return to the cover by a non-return valve and remains under pressure. If the pressure falls below the value of the switching hysteresis below the set value of the valve, the no-load is interrupted and the pump delivers again to the receiving circuit. A second specific pressure regulator controlled by electromagnet under a voltage ranging from 0 to X volts makes it possible to regulate the hydraulic pressure from 0 to 70 bars, see more as needed. This pressure limiter works in parallel with the motor rotation, the more the revolutions of the motor increases, the more the electric voltage on the electromagnet decreases, the more the pressure increases to reach 70 bars and conversely, this continues with the motor , but this pressure limiter comes into action as soon as the engine has reached the speed of rotation of 1420 rpm.
See technical standards for use in descriptions:
Modular pressure limiter with electric control.
Limits the oil pressure on a hydraulic circuit. Mounting: duct, base or cartridge.
Proportional valve with electric control for pressure control cartridge mounting:
The use of this valve makes it possible to vary the electrical voltage on the solenoid of the coil, this which makes it possible to have a hydraulic pressure which is proportional to the DC current. This valve is used for a limit pressure according to the application request. With manual steering option.
Maximum operating pressure: 210 bar (3500psi). The valve should be mounted as close as possible to the oil reservoir if possible, unable to do so, it is recommended to mount the valve horizontally for best results. A 4/2 standard, electrically operated, spring return or electric control valve separates the hydraulic circuits between the two reducers and the pressure limiter. This one opens under the action of an electric pilot by electromagnet as soon as the engine goes to an accelerated speed of 1420 rpm, it starts in action at the same time as the second specific pressure limiter by electromagnet under a voltage ranging from 0 to X volts and will always remain open as long as the motor rotation is always greater than 1420 rpm, which corresponds to the full load of the hydraulic pump, whatever the engine. As for the last distributor, it directly connects the hydraulic circuits to the hollow cavities A and B in the form of a ring of all the pistons and will be of the standard 4/2 type, electrically operated, however it will always be passing and open to the rest state and it will serve as fuse cut or safety in case of a problem detected by a pressure drop, electrical or otherwise, and will therefore immediately power to shunt and cut off any hydraulic power to the pistons.
See technical standards for use in descriptions:
A 4/2 standard distributor, electrically operated, spring return or electric control. Installation in pipeline, on base or in cartridge.
A solenoid valve in cartridge:
Another type of device has been designed, to work on opening and closing, with faster opening more efficient than injectors, while respecting the specifications, to permanently alleviate the need for flow and pressure, with a speed of reaction to the opening and closing that meets the need of my technology, what devices currently on the market can not do, if we are in the presence of a four-cylinder, so four pistons, so there will be a type of device per piston, to feed the hollow cavities A and B of each piston. This type of device is a non-return valve with spring, the hydraulic pressure permanently maintains the valve closed under the effect of the hydraulic pressure and an electrically controlled control, will open and control the passage of the hydraulic pressure to the PMH or PMB of the respective pistons, to a precise position when mounted or lowered from the piston to the PMH or PMB, these positions will be determined by a sensor positioned on the flywheel and which will control the opening and closing these very specific valves, which will be the brains of this installation and which will be positioned the last pressure limiter. I would also like to point out that the electric coil will be constantly under power to gain even more time opening on the reactivity of the coil itself.
See technical standards for use in descriptions:
Electrically controlled pilot operated check valve). Installation in pipeline, on base or in cartridge.
The body of the cartridge of a valve, which will be machined according to the same external dimensions, will be reproduced to receive the parts composing the valve according to FIG. At 19.19 / 51 and FIG. A 15.15 / 51, so as to remain in the same configuration as the other cartridge devices used in the hydraulic installation of the engine, as well as the electromagnetic coil.
ACCUMULATOR:
A pressure tank calibrated at 55 bars, called diaphragm accumulator, a starting pressure reserve, used mainly as a source of oil under pressure to support the pump flow and store the pressure energy, will be used.
See technical standards for use in descriptions:
Mini hydraulic accumulator. Hydraulic accessories for accumulator and installation:
Filtration and sieving element to protect the equipment from dirt, screw-in disk for connection bore or housing design with perforated sheet metal sieve, combination fitting type, shut-off valve, with pressure gauge, pressure switches with different connection possibilities (push-button adjustment, key lock, compact model for mounting on the base pressure regulation by means of a screw, provide a limiter with non-return valve. Process according to Claim 5, characterized in that the process in another embodiment of the invention a heat engine can not be sufficient in itself to function, it currently uses energy such as diesel or gas, which is expensive and polluting, besides the fact that natural resources are decreasing and the use of nuclear power can not be considered. But from now on the resultant and the components of the forces of the opposite magnetic propellant flows exceed the expected yield to solve these problems and allow the operation of an engine combining power and autonomy, with advantages not to be polluting, silent and ecological. In a particularly preferred embodiment of the invention, a complementary energy obtained by a vacuum pump which stores this energy in batteries or connected directly to restore the operation of the engine, this system and process will replace the turbo compressor and will provide the engine with a time and a given position in accelerated high or low dead point (PMHA or PMBA) additional energy and propulsion, thus a greater power to the engine which is advantageous, since the Vacuum pump can rotate independently. It is therefore possible during the night or the day to charge the batteries of vacuum to guarantee continuous autonomy. In this embodiment of the invention as described and particularly preferred to the noisier heat engine. This results in a very simple construction, whose operation is reliable, but it has the advantage of being silent by design. The description of the magnet rep6 fig. A 1.1 / 51 defined its role on the piston rep1 fig. A 1.1 / 51 with respect to the magnet rep7 fig. A 1.1 / 51 in other descriptions above that allowed to define their respective roles with respect to each other. It is understood that all the cone-shaped dovetail-shaped magnets will allow their blocking with the respective parts, but may have other shapes, thus small curved or machined concave or other internal machined on their fields for to allow their blockages, they will be according to the cases and the possibilities of assembly, of form in half moon, in several individual magnets or in ring according to the types, all the forms are possible. The description of the piston rep3 fig. A 1.1 / 51 and 2.2 / 51 to define these phases of work and these machining operations, first of all this piston will be aluminum alloy 1A-S12U3-5N3G or other derivatives of this type having the same mechanical characteristics, raw foundry by molding of carrot. A housing will receive cone-shaped dovetail-shaped magnets rep7 fig. A 1.1 / 51 and 2.2 / 51 mounted to allow their blocking and made so that the magnetic fields repel with the magnets rep6 fig. A 1.1 / 51 of the piston rep1 which will be solicited in dead center high idle and accelerated to act in thrust on the piston rep1 fig. A 1.1 / 51 and transmit its force to allow the rotation of the crankshaft. The segments rep17 will guide and seal with the lining of the breech rep5 fig. To 1.1 / 51 and 6.6 / 51. The threaded housing will receive a standard rep14 brass or aluminum ring, which itself will be clamped by a magnet rep10 fig. A 1.1 / 51 and 2.2 / 51 between a rep12 brass or aluminum ring, we can adjust the position of the magnet which will be drilled at its center diameter of 5mm to allow the action of the vacuum, respectively placing rings machined on one side or the other of the magnet, the latter is mounted and made so that the magnetic fields repel with the magnet rep109 fig. A 1.1 / 51 of the piston rep1 which will be solicited in high dead point accelerated or idle, to act in thrust on the piston rep1 fig. A 1.1 / 51 and 3.3 / 51 and thus transmit their force to allow the rotation of the crankshaft. A threaded end rep66 will be screwed and mounted to the bearing seal in the piston rep3 fig. A 1.1 / 51 with tapping and will receive the piece rep15 fig. At 1.1 / 51 this piece will be made of steel and will undergo a quench, it also mounted to the bearing seals. With regard to the cylindrical bevel shape machined in conical bevels and formed by the assembly of the locking ring rep103 on the piston rep3 and the parts rep66 and 15 fig. At 1.1 / 51, she will receive magnets rep101 fig. A 1.1 / 51 and 2.2 / 51 mounted to lock and made so that the magnetic fields repel with the magnet rep4 fig. A 1.1 / 51 to maintain the piston rep3 fig. A 1.1 / 51 via the piece rep15 fig. A 1.1 / 51 in punctual and permanent contact with cams A and B rep30 fig. A 1.1 / 51, which they will also be made of steel and will be quenched. To these other claims, the additional characteristics claimed are characterized in that it is understood that it will be used according to the description of FIGS. AN ° 20.20 / 51, N ° 21.21 / 51, N ° 22.22 / 51 and N ° 23.23 / 51 for all speed variation motor (MTVV) and other concepts, different types of hollow cavity pistons A and B or specific segments No. 5 on the ring between the hollow cavities A and B, to cause hydraulic leakage between the zones A and B, so as to propel the pistons to the top or bottom dead center, depending on the hydraulic pressure or others arrive by rep No. 12 or 13. This mode of design of different forms to cause hydraulic leakage between zone A and B, will improve the efficiency and power of the engine by reducing yield losses. This being said, by decreasing the area at the location of the orifices which cause the hydraulic leakage between the zones A and B, or by making the orifices on the segments according to FIGS. No. 22.22 / 51 and No. 23.23 / 51, either by making the orifices on the crown which separates the two zones A and B according to FIGS. AN ° 20.20 / 51 and No. 21.21 / 51, which contributes to improving the efficiency by increasing the force exerted by the hydraulic pressure on the surface opposite that of the orifices of the hollow cavities A te B. According to these different concept of pistons, all types of shapes can be made to allow hydraulic leakage between zones A and B. According to FIG. AN ° 20.20 / 51 the hydraulic leak is obtained by machining in the form of a rectangular groove around the ring which separates the two zones A and B. According to FIG. AN ° 21.21 / 51 the hydraulic leak is obtained by a v-shaped machining around the ring which separates the two areas A and B, this being said one can also realize a machining mode in a semicircle or other, to achieve this leak. Figs. AN ° 22.22 / 51 and 23.23 / 51 show different cuts AA No. 01, 02 and 03 which define this hydraulic leakage, obtained by machining in the form of groove, semi-circle or vee rep No. 2 on the segments rep No. 5, but only between the hollow cavities of the zones A and B, which makes it possible to reduce as much as possible the surface of the crown between the zones A and B, in order to improve the yield and the maximum force on the opposite surface. This opposite surface in the zones A and B, which are on the side of rep Nos. 4 and 5 or rep Nos. 6 and 5 is in maximum withdrawal towards the inside diameter of the folder rep. No. 14, to increase to the maximum this surface is to avoid that the hydraulic pressure or others exert too much force on the segments rep No. 5. The MTVV process, will produce electricity, production of hot water, heating, air conditioning and produce compressed air. The thermal and thermal energy is thus recovered to restore it in oil-bath radiators for heating, compressed air to inflate an air tank or to rotate an alternator to supply electrical energy. can however use all types of motor in general and standalone for all these technological utilities or even run a water pumping station or other ect ..... To these other claims, the additional characteristics claimed are characterized in that it is understood that it will be used according to the description of FIG. 24.24 / 51 for all concepts of variable speed motor (MTVV) and other, a hydraulic management, according to the hydraulic plan and the equipment defined in this description, as well as all the adjustments and pressures required. It will be possible, if necessary, to pair all the devices of the installation, to work alternately, more longevity, fewer breakdowns and more reliability. The check valves rep A1, A2, A3 and A4 are always open at full voltage, to have continuous flow, pressure and speed of opening, they feed the engine pistons under pressure to pulse to the top dead center. and down. The check valves rep A3 and A4 allow the return of pressure to the tank or tank. The check valves A1 and A3, are powered, open and work at the same time to the same pistons, they can send the pressure to the pistons PMH and ensure the return of the pressure of the pistons to the tank or tank it is the same for check valves A2 and A4. Pressure reducers rep B Fig AN 24.24 / 51 at the time of opening the ignition key for a vehicle, starting the starter and starting the engine are directly supplied with voltage 5 volts to allow a simultaneous pressure of 10 bar corresponding to the engine idle speed of 1400tr / min, the voltage can increase gradually to the maximum voltage, to allow a maximum progressive pressure up to 150 bar corresponding to the acceleration and the maximum speed of 200 km / hour. At the same time that the pressure reducers rep B Fig AN 24.24 / 51 are supplied with voltage, the distributors 4/2 rep C Fig AN 24.24 / 51 are supplied with voltage 12 volts, to allow the accumulator rep F restore its residual pressure of 250 bars. On these same distributors the voltage is cut to close them as soon as one goes accelerated phase greater than 10 bars. The pressure reducer rep D Fig AN 24.24 / 51 is supplied with voltage, it is set to continuously give 250 bar, see more and allows to maintain in continuous charge the diaphragm accumulator rep F Fig AN 24.24 / 51 to 250 bars. This pressure reducer is supplied with voltage, as soon as the engine has reached an idle speed of 1400 rpm, so that the hydraulic pump with pistons, gears or other, which is charging 250 bars, see more, at 1400 rpm / min. If necessary we will use all types of energy and fuel, to bring the heat engine hybrid or not at 1400tr / min, in parallel with the hydraulic energy or others according to the MTVV process (time-varying speed motor), to allow loading at maximum pressure various pumps (vacuum, hydraulic, steam, gas or air ect ...), then we cut all types of energy and fuel, to use the energy of various pumps (vacuum, hydraulic, steam, gas or air ect ...), which will develop the torque, the power and the energy necessary for the operation of the engine without the assistance of fuels or other energy such as gas ect ... That said, it maintains the hydraulic pump from 700 to 1400 rpm, continuously idling, with all types of fuels (solar, electric and fuel), which provides a hydraulic power of 50 to 250 bar , see more, which corresponds to a power of 150 to 300 horses, see more, so at a speed of 150 to 300 Km / h, we obtain a 90% efficiency, with energy saving of 90%, consuming only the equivalent of 10% of external energy , to maintain the pump load, resulting in a considerable power and torque advantage without increasing consumption, which is in the current very innovative and promising context, with market and industrial outlets. To these other claims, the additional characteristics claimed are characterized in that it is understood that it will be used according to the specifications of FIG. No. 25.25 / 51 and 26.26 / 51 pistons rep01 1 and folders rep 14, specific which will be mounted in all engines, with all types of energies and fuels. The piston rep01 is provided with two hollow cavities repA and B, which communicate together by four channels at 90 ° rep07, the orifice rep13, allows to supply in hydraulic pressure the hollow partitions repA and B, this effect will make it possible to propel the piston to the top dead center (TDC). The specificity of the jacket shows that the latter is a closed tube in the upper position, the head of the piston rep01, this jacket is provided with a ½ threaded pit repO or others which will receive a connection with a pipe, to supply hydraulic pressure this chamber between the rep14 jacket and the piston rep01, when the latter is at the TDC, to propel the piston to the bottom dead center (PMB). The piston head rep01 provided with a plug rep 16, which allows after machining of the hollow cavity repA, cork and isolate it, the explosion chamber by hydraulic pressure between the jacket and the piston, when last is in the PMH position. The cone shape or other concave ect ... rep16 cap, allows to concentrate and increase the thrust force of the hydraulic pressure on the piston rep01 in the PMH chamber between the jacket and the piston. FigA No. 26.26 / 51, allows the hydraulic management of the entire device, but also all other devices created according to the speed variation motor process. This system following the hollow cavity repB, can be adopted on all types of pistons and motors, to extend the opening time of hydraulic control devices, by increasing the height of the hollow cavity repB on the skirt of the piston rep01, with respect to the stroke and the average speed of the piston. To these other claims, the additional characteristics claimed are characterized in that it is understood that it will be used according to the description of Fig.AN 27.27 / 51, No. 28.28 / 51, No. 29.29151 and No. 30.30 / 51 to manage all MTVV design engines, an installation set with different devices, which will ensure the implementation and management of the entire hybrid or non-MTVV motor system, so as to provide heating directly by bath of oil in the radiators, heating by water-oil heat exchanger in the water radiators, heating by oil-air exchanger by blower, the production of hot water, the air-conditioning and the electricity by training of 'a single-phase alternator or others, by training a generator to also produce electricity, air production by training of an air compressor, it is understood that the management will be ensured also by a mote electric ur 0.45 to 2.2 Kw, see more to drive the pump whatever the energy (vacuum, hydraulic, gas or air vapor), as well as the alternator, the power supply will be provided by photovoltaic panels a surface of 20m ² which provides 6Kw, but we can install a larger area, see using other means, anyway using solar energy, a fuel cell, see more or other systems will allow storing the energy supplied by the alternator and the solar panels, see other systems, so as to restore during the night are energy stored during the day, but it can be said, however, that a generator will be able to ensure also the relief during the night when needed. It is understood that on its side the hybrid engine or not MTVV, will restore its thermal energy provided by the circulation of hydraulic oil, which comes from the hydraulic pump, but also all sets and mechanical parts in rotary operation because it is known that any mechanical element rotating from 1000 to 1500 rpm, causes a rise in temperature of the mechanical friction, to the natural lubrication, of all the bearings, bearings and segments, this thermal energy will be conveyed towards the different types of heat exchangers mentioned above, to allow to supply assemblies in heating and production of hot water. What is very interesting to say is that my system can be installed in all public buildings and this would save a lot of money on these heating loads, which are huge in these public buildings (schools, hospitals, town hall and others). It is therefore urgent to act in this direction to reduce our public debt. It is understood that I defend this concept of heating and MTVV engine hybrid or not, because it has serious advantages, at first his investment, very inexpensive, the way is managed his installation compared to financial aid and the assembly of the project, (by being able to rent the roofing my customers to install photovoltaic panels by a specialized company, or others, to provide the energy I need, but also by selling this energy to EDF, because according to the contracts established, the renter of its roof, becomes owner of these same panels after fifteen years and can sell all its electrical energy to EDF) but also because its cost of maintenance and any repairs or parts changes will be inexpensive in the long term. But it has a double, or a triple advantage, is that we can fit in the framework of large structure to heat or even less, two parallel heating units that work alternately, so as to optimize a maximum yield, while avoiding half the wear of the two facilities prematurely, they will last in this case twice as long, it will be the same for heat exchangers, they will be mounted in groups of two that either for the water-oil heat exchangers or the forced-air-oil heat exchangers, so as to work alternately with the two heating systems, which will increase the efficiency of the heating, while preserving the wear of the various operating elements , which is a serious advantage over all currently existing heaters, which by their costs can not afford this. Hence the enormous interest of this concept of motor and invention, which generates recoverable calories to turn them into heating and many other things. It is understood that the electric motors of all types will be equipped with a heat exchanger incorporated or not in the motor casing, or will circulate oil or water, so as to recover the lost heat heat calories. by the motor, which are of the order of 20% of its power consumption, this will allow in addition to ventilation, to cool the engine and recover heat calories produced to convey them to a heat exchanger, transformable into heating and hot water production. It is understood that one can if necessary remove the ventilation that causes a significant sound effect of the engine. All types of technology can be adopted to equip the engine of this exchanger at its carcass. This mode of piston according to the invention, designed with chambers or internal hollow cavities or located on the skirt of the pistons, see other, which are sucked or propelled according to the energy used as vacuum, compressed air, hydraulics , gas or steam, see other, can make hybrid engines or not, in many applications. To these other claims, the additional features claimed are characterized in that it is understood that it will be used to manage all MTVV engine design, a set of installation with different devices and management system, which will ensure the implementation of all hybrid motor systems or not MTVV or other, as described in Figs. AN ° 31.31 / 51 to 33.33 / 51 to define the potential and the purpose of the MTVV engine in its industrial potential of creation of jobs and wealth, according to Fig AN ° 31.31 / 51 have seen the management of this concept MTVV in its generality, but which are necessarily the subject of specific studies following each case of heat engine or heating project, according to Fig AN ° 31.31 / 39, we see appearing the management of a MTVV hydraulic motor, we rep13 a hydraulic pump which supplies the pressure from 0 to 250 bars via the apparatus rep05 which distributes its energy pressure, therefore torque and power by the hydraulic devices rep01, 02, 03 and 04 to the pistons 1,2,3 and 4, knowing that on two crankshaft revolutions, there are two pistons in PMH and two pistons in PMB . In this way, the pistons are alternately energized and hydraulically pressed in pairs. An electric motor 12 or 24 volts at 1500 rev / min rep14, will drive the rep13 hydraulic pump that will start the engine and its idling from 800 to 1500 rev / min depending on the case, the four-cylinder engine shown here , will be idling and allow through a pulley located in the axis of the crankshaft rep18, to drive a second rep12 hydraulic pump, which it will provide hydraulic flow MTVV motor govering the circuits, the same crankshaft rep18 will cause a generator 12 or 24 volts rep17, through a generator rep16 and energy transformer, which will allow the power supply of electric motor rep14 and battery rep15, it is understood that all this management will depend on the device rep05, which will act as an accelerator, according as the voltage will increase on its electromagnetic coil, doing in the same way increase the hydraulic pressure in the circuits, which said flow rate says speed and that says pressure says torque and power, all these elements together show, that the MTVV engine, allows to satisfy these obligances and to solve good numbers of energy problems and pollutants recognized to date, but it allows still more a creation of wealth, growth, businesses, but even more job creation, which is our greatest need today, making forget the word profitability, being replaced by the words skills, tolerances and respect for human rights, what belongs to others must come back to others, but not after death, that said we will have a rep11 radiator, which will play the role of hydraulic cooler, because it is not water, but of the mineral oil which will circulate there, this same oil will return to the crankcase of the motor MTVV, while passing by a return filter with double pass rep06, with electrical indicator of fouling, the oil of return in the cylinder block MTVV motor and filtered, will be sucked back by the two hydraulic pumps, it should be noted that a check valve will maintain the hydraulic pumps, to avoid cavitation, which is a destructive phenomenon for all pumps It is therefore essential to keep all the pumps in charge, so to place them in suction below the oil reservoir level, which is quite feasible for the MTVV engine and the others in general. With regard to Fig. No. 32.32 / 51, it identifies one of the methods and the management mode of all the MTVV motors, by the detectors rep01, 02, 03 and 04 corresponding to the position of the pistons rep07, 08, 09 and 10 with respect to the PMH and PMB and the supply of pressure and hydraulic oil flow by the various hydraulic devices rep03, 04, 05 and 06, the duration of the opening times of the rep03, 04, 05 and 06 , it will be done by the settings of the coding wheels from 0 to 99 ms rep07, 08, 09 and 10. It is understood that the state of the detectors rep01, 02, 03 and 04, as well as the state of the solenoid valves rep03, 04 , 05 and 06, will be managed and taken into account by a rep11 microcontroller, a rep13 power stage and a rep12 power supply, it is understood that other devices, such as power, control and thermal contactors will regulate the power supply. whole system. One can see Fig AN ° 33.33 / 51 two chronograms, which allow to define and to locate the management and cycle times of the detectors and electro-valves of the various hydraulic regulations. The MTVV engine adapts to all existing management systems, all thermal engine and other systems, as well as all heating and cooling systems. This concept of hybrid engine or not has a huge potential and can solve and help in the growth and the current crisis, which is to my mind recognized by all researchers, inventors, manufacturers and major international groups, it does not make any sense to hide your face and play the neo-cheats around the world, or it does not make any sense to present my invention, as PICASSO and all the other painters or masterpieces of all kinds it's not because it's the industry, that we do not have the same copyright and human respect, after my death it will not matter anymore to me or those of my same generation, since they will also be missing, only my children, my relatives, my friends and even my enemies can attest, but compared to the rest of the world, they will be a grain of sand, so I will make sure do what it takes and make me known, if I live up to 120 years, you have You will use according to the descriptions of Fig N ° 31.31 / 51 to 33.33 / 51 to define the potential and the purpose of the MTVV engine in its industrial potential of creation of jobs and wealth, following FIG. 31.31 / 51 shows the management of this MTVV concept in its generality, but which are necessarily the subject of specific studies according to each case of a heat engine or a heating project, according to FIG. 31.31 / 51 , we see the appearance of the management of a MTVV hydraulic motor, rep 13 a hydraulic pump that provides the pressure of 0 to 250 bar via the rep 05 device that distributes its energy pressure, so torque and power by the hydraulic units rep01, 02, 03 and 04 to the pistons 1,2,3 and 4, knowing that on two turns of crankshaft, there are two pistons in PMH and two pistons in PMB. In this way, the pistons are alternately energized and hydraulically pressed in pairs. A 12 or 24 volt electric motor at 1500 rpm, will drive the rep13 hydraulic pump that will start the engine and its idling at 800 to 1500 rev / min depending on the case, the four-cylinder engine shown here, will be idling and allow through a pulley located in the axis of the crankshaft rep18 to drive a second hydraulic pump rep12, which it will provide hydraulic flow MTVV motor govering the circuits, the same crankshaft rep18 will cause a alternator 12 or 24 volts, through a rep16 generator and a power transformer, which will supply the electric motor rep 14 and the battery rep 15, it is understood that all this management will depend on the rep05 , which will act as an accelerator, according as the voltage will increase on its electromagnetic coil doing the same way increase the hydraulic pressure in the circuits, which says flow says speed and that says pressure says torque and power, all these elements together show, that the MTVV engine, allows to satisfy these obligances and to solve good numbers of energy problems and pollutants recognized to date, but it allows still more a creation of wealth, growth, businesses, but even more job creation, which is our greatest need today, making us forget the word profitability, being replaced by the words skills, tolerances and respect for human rights , which belongs to others must return to others, but not after his death, that said we will have a radiator rep11, which will play the role of cooler hydraulic, because it is not any more water, but of the mineral oil that will circulate there, this same oil will return to the crankcase of the motor MTVV, while passing by a return filter with bypass, with electric indicator of fouling, the return oil in the MTVV motor cylinder housing and filtered, will be sucked back by the two hydraulic pumps, it should be noted that a check valve will maintain the hydraulic pumps, to avoid the cavitation, which is a destructive phenomenon for all pumps, it is therefore essential to maintain all pumps in charge, so to place them in suction below the level of oil tank, which is quite feasible for the MTVV engine . With regard to FIG. No. 32.32 / 51, it identifies one of the methods and the management mode of all the MTVV motors, by the detectors rep01, 02, 03 and 04 corresponding to the position of the pistons with respect to the PMHs and PMB and the supply of pressure and hydraulic oil flow by the various hydraulic devices rep03, 04, 05 and 06, the duration of the opening times of the rep03, 04, 05 and 06, will be made by the settings of the encoder wheels from 0 to 99 ms. It is understood that the state of the detectors rep01, 02, 03 and 04, as well as the state of solenoid valves rep03, 04, 05 and 06, will be managed and taken into account by a microcontroller, a power stage and a power supply, it is understood that other devices, such as power contactors, controls and thermal will regulate the entire system. FIG. No. 33.33 / 51 can be seen in two chronograms, which make it possible to define and locate the management and cycle times of the detectors and electro-valves of the various hydraulic controls. The MTVV engine adapts and evades all existing management systems, all thermal and other engine systems, as well as all heating and cooling systems. This concept of hybrid engine or not has a huge potential and can solve and help in the growth and the current crisis, which I think is recognized to date by all researchers, inventors, industrial and major international groups. To these other claims, the additional features claimed are characterized in that it is understood that it will be used to manage all the hydraulic motors MTVV design, a set of installation with different devices and mechanical system, which will ensure the implementation of all hybrid or non-MTVV motor systems or heating systems, which is the case here, according to the descriptions of FIGS. AN ° 34.34 / 51 to 38.38 / 51 to define the potential and the purpose of the MTVV hydraulic motor in the field of heating and in its potential, according to a set of installation equipped with different devices, which will ensure the implementation and management of the entire heating system, including a specific heat exchanger Fig. No. 34.34 / 51 and No. 35.35 / 51, which meet three criteria: high water flow rates, high flow rates for oil and a large heat output, while retaining a quality and a competitive price. I want to clarify that this product request has been the subject of request for quote from manufacturers and suppliers of this range, none could answer and meet my specifications with regard to the flows and significant powers, c That's why I invented this concept to allow me to solve my studies and specifications, concerning very high heat capacities that can reach 1800Kw, like the Palais de l'Europe in Le Touquet, of which I realize a study and an estimate. This heat exchanger has the particularity to be provided with copper tube rep3 of any diameter or circulates oil that will heat the water that enters on one side and spring on the other, so it is a water-oil exchanger , but it can be water-water, air-oil or oil-oil ect .... The peculiarity is in the assembly is the shape of the snake heater re3, which has a spiral shape in snail, whose turns are spaced apart from each other, with a distance depending on the diameter of the copper tube used, but it will not be greater than two centimeters and will be maintained by a two-centimeter rep14 cross, of which impressions on each side of the crosspieces , will follow the shape of snail spirals, to receive copper tubes of different diameter, this cross will be pierced at its center by a hole of square shape or other, to avoid the rotation of the braces, this square hole will receive a square tube, which will be threaded through all the crosspieces and positioned on dir2 flanges, the set of turns and braces, as well as dir2 flanges will be clamped and assembled by means of a threaded stainless steel rod and stainless steel nut which do not come loose. It should be noted that the rep5 copper tubes or rods are welded to the rep3 snail-like copper tubes and tubes, as well as to the rep2 flanges, in order to assemble and hold the assembly, in the case the mounting with the crosspieces, we keep the copper tubes or rods rep5, on the outside diameter of the flange rep2, it can therefore adopt the two principles of assembly without cross or with tubes or rods. This exchanger is therefore made in two parts, Fig. No. 34.34 / 51 and No. 35.35 / 51, these two together are designed, by a tube PN150 rep6, see other diameter, according to the powers required by the heating systems. A flange rep8, with holes 9, which will receive screws to assemble the two parts of the exchanger, this flange will be welded to the PN150 rep6, the side of the incoming fluid which is water. Another flange rep10, with holes rep11, which will receive screws to ensure the assembly of the two parts of the exchanger, this flange will be welded to the PN150 rep6, the side of the outgoing fluid which is water, this flange is machined with a shoulder of a diameter smaller than the PN150 rep6, so as to retain and block all snail turns by means of the flanges rep2, this assembly system allows disassembly and reassembly of the assembly, maintenance and troubleshooting, without stopping the heating system. The second part of the exchanger Fig A 35.35 / 51 allows to enter or exit all the snail turns in the shaft of the PN150 rep6 of the exchanger part Fig A 34.34 / 51, this part of the exchanger Fig A 35.35 / 51 is designed with a PN 150 rep6, a flange rep8, with holes rep9, which will receive screws to assemble this part of the exchanger on the PN150 of the main network of the heating system , this flange will be welded on the PN150 rep6, the side of the incoming fluid which is water. Another flange rep10, with holes rep11, which will receive screws to assemble this part of the exchanger Fig A 35.35 / 51 on the other part of the exchanger Fig A 36.36 / 51 on the side of the flange rep8 incoming fluid, this flange will be welded to the PN150 rep6, the side of the outgoing fluid which is water, this flange is machined with a shoulder of a diameter smaller than the PN150 rep6, so as to retain and block all snail turns through the flange rep2 side flange rep8 of the part of the exchanger Fig A 36.36 / 51 incoming fluid. The part Fig A 35.35 / 51 shows the two copper tubes rep3, which come from the exchanger part Fig A 36.36 / 51 while crossing the flange rep2 according to the piping HE 80 ° inlet oil and 40 ° outlet oil pipe HS, these same HE80 ° and HS40 ° pipes are welded rep7 on the PN150 rep6, the outgoing oil pipe HS40 ° is wound on the outer pipe of the PN150 rep6 of the part of the exchanger Fig A 36.36 / 51, which is protected by an anti-wear sheath for the tube rep3, this will prevent losses of heat calories by the tube PN150 rep6 and thus by this biai to further improve the power heat of the system, it is noted that we will further improve this loss by coming isolated rep3 coils wound on the PN150 rep6 with rock wool see other insulators, it is noteworthy that two sheets in the form of half the moon will be positioned around the PN150 rep6 to protect the insulation and improve the insulation and they will be fixed by screws on the flanges rep8 and 10 of the exchanger Fig A 36.36 / 51. The description of Fig A 36.36 / 51 shows the flange rep8 side entering fluid EE40 ° water, it also reveals the shape of the first snail spiral copper tube diameter here 18mm, but it can be of any diameter or circulates on hydraulic fluid here of the oil, which will release its calories to the circulating fluid which is the water to be directed towards the radiators or other system, we thus see the direction of circulation of the hydraulic fluid and its rep temperature HE80 ° and HS40 appear °, we can also say that the flow which is the water and the flow which is the oil circulates in opposition in the exchanger to allow a better heat exchange, the tubes or rods rep5 are welded on the copper tubes rep3 of each spiral, to allow their assembly, their positioning and especially avoid their wear, which could cause oil leaks. The description of Fig A 37.37 / 51 shows the flange rep2, the latter is pierced with multiple holes rep1 and 4 which will allow the passage of the incoming fluid which is water through these holes at a certain flow rate, plus there is holes plus there is flow, it can be seen that the holes rep4 are all drilled along an angular axis and it will therefore be necessary to achieve a maximum of holes with angular drilling, which will allow the incoming fluid which is the water to swirl in all the directions inside the heat exchanger before coming out, which will allow a better heat exchange, with more heating power, to note that all the angular bores are pierced in all the directions. This flange will also be drilled with holes that will receive the tubes or rods rep5, note that they will be welded to the flange rep2 at the holes made for this purpose and also welded to all the rep3 tubes that form each spiral, to note also that the holes of this same flange which receive the rep3 copper tubes HE80 ° and HS40 °, which communicate with the two parts of the exchanger Fig A 35.35 / 51 and 36.36 / 51 are also welded to the flange rep2.Ce process allows make heat exchanger of all powers with large flow of water flows, we increase the diameter and length of the exchanger, but the significant advantage is that this exchanger is positioned in the continuity of the pipes of the heating installations, so zero congestion and maximum efficiency, quality and competitive prices. The flange rep2 in the case of a mounting with rep 14 crosspieces, will have a hole in its center depending on the diameter of the stainless steel threaded rod that will ensure the tightening of all, the same flange will be drilled also in its center on the inner part of the flange side exchanger on 10mm, a square hole that will receive the square tube and its threaded stainless steel rod, passing through all the braces, to ensure the assembly and tightening of all the turns between it to a certain torque between the flanges rep2, this to avoid the wear of the copper tubes of the turns rep3 and to avoid the rotation of the rep14 braces inside the exchanger. The flange rep2 will have a thickness ranging from 20 or 30mm, see more. With regard to the description of Fig A 38.38 / 51, it shows a solution with the outgoing coil rep3 through the PN150 tube rep6, the side of the rep10 flange, a rep12 connector is welded to the rep3 outgoing pipe the exchanger, a badly threaded copper pipe will be screwed into the connector rep12 with an oil-tight product, the pipe rep3, will then be wound around the outside diameter of the PN150 rep6, in the same way that the description has made it object above, it should be noted, however, that a copper wedge will be welded on either side of the coils wound around the outer diameter of PN150 rep6, to avoid the contact of the turns between them, which would cause a rapid wear and abnormal copper tubes of turns wound around the PN150 rep6, in terms of design, it remains the same as the exchanger Fig A 35.35 / 51 and 36.36 / 51. With regard to the distribution feed of incoming water networks, it is understood that it is necessary to be able to assume the same inflow as outgoing, while ensuring a heat exchange and a significant heat output, so it is necessary for a certain inflow, install and install several heat exchangers, for this one will use a pipe PN150 or other according to the installation, positioned vertically, one will have on one side a flange PN150 which will be connected on the flange PN150 of the water heating circuit network on the other side in the same horizontal axis of the vertical PN150, there will be four flanges PN150 positioned to receive the four heat exchangers which will allow to restore the heating capacity necessary for the heating installation, but also the necessary flow , it is concluded that the design of this exchanger makes it possible to increase the heat capacity, as well as the flow rate by increasing the number of heat exchanger. ermique. This product and concept solves a very big problem with the loads of public buildings, by reducing the heating loads, while allowing to produce electrical energy through a single-phase alternator, to produce electricity. compressed air ect .... This concept has a huge potential at the industrial level, allowing significant job creation and significant wealth.
We will now define the flow rates of the incoming fluid and the fluid, as well as the available heat output. The heat exchanger is composed here for example of a PN 150, therefore a tube of internal diameter 150 mm from which r = 0.75 mm, the inlet and outlet flanges rep 2 of the exchanger PN150 are pierced with multiple all . 44 holes of diameter 14mm is r = 0.07cm, 27 holes of 5mm is r = 0.025cm, 6 holes of diameter 10m or r = 0.50cm and 1 hole of diameter 8mm is r = 0.04cm, we will calculate the total area S1 of PN150, S1 = πr ² = 3.1416 x 0.75 x 0.75, S1 = 1.767cm ² , now calculate the total area of holes S2, Sa = 44 x 3.1416 x 0.07 x 0.07 = 0.677 cm ² , Sb = 27 × 3.1416 × 0.025 × 0.025 = 0.053 cm ² , Sc = 6 × 3.1416 × 0.025 × 0.025 = 0.053 cm ² , Sd = 1 × 3.1416 × 0 , 04 x 0.04 = 0.005cm ² where S2 total = 0.746cm ² . To obtain the maximum flow rate of a PN 150 at the inlet and at the outlet, a certain number of heat exchangers are required. By dividing S1 by four, a certain area S1 / 4 = 1.767 / 4 = 0.746 cm ^{2 is} obtained. therefore four times 0.441cm ² , therefore four heat exchangers, whose inlet and outlet of each exchanger corresponds to the total surface of the holes per flange or 0.441 cm ² , so as to satisfy the flow rate of the PN150 which network heating the installation, using the flange rep2 pierced along S2, we see that S2 = 0.746cm ² , if we consider that S2 - S 1/4 = 0.746 - 0.441 = 0.305cm ² , so we have a margin of surface and flow to overcome the delta P of the exchanger which is 0.305cm ² per exchanger or 1.22cm ² for the four exchangers, this flow rate can be increased by increasing the number of holes on the rep2 flanges pierced with holes according to S2, but also by increasing the diameter of the PN rep6, thus also increasing the diameter of the flanges rep2.On is therefore higher in flow with respect to the PN 150 of the hot water circuit of the installation, whose study is here carried out at the Palais de l'Europe Le Touquet, whose heat output is very high 1800Kw. It will be possible by the same to increase the calorific power by over-dimensioning the length of the exchanger and the diameter of the PN rep6, so as to increase the length of a snail shaped copper tube coil, so as we can the number of turns at will, we will increase the calorific power as we want by playing on the diameter of the copper tubes used for the rep3 and by increasing the number of turns, so the total length of copper tubes rep3, if we consider here our exchanger, it There are 6 turns of diameter 18mm on 210mm, so 39 spirals for 1.40m, the tube PN150 rep6 with the flanges rep8 and 10, has a length of 1.50m, L turns = 1.50 - 0.10m = 1, 40m, a snail spiral diameter 18mm to a length of 56cm, so we have 2184cm for 39 turns in diameter 18mm and therefore 39 turns for 1.40m, with a total length of the exchanger between 1.50m flange. To note and to respect, it is necessary that the flow of water circulating in a spiral in snail is identical to the flow circulating in the pierced flange rep2, it is therefore necessary that the surface of passage of the fluid circulating here the water in a spiral is equal to the total surface of the passage holes in the flanges rep2 of the fluid flowing through the water, so as not to cause a loss of unnecessary load. To these other claims, the additional features claimed are characterized in that it is understood that it will be used to manage all the hydraulic motors MTVV design, a set of installation with different devices and mechanical system, which will ensure the implementation of all hybrid or non-MTVV motor systems or heating systems, as described in FIG. AN 39.39 / 51 to define the potential and the purpose of the MTVV engine in its industrial potential for creating jobs and wealth, a rep15 cap, which will be threaded, to be screwed on the pistons liner of origin, that it will be threaded in top dead position, so as to obstruct the liner, the same plug will have a threaded hole in the center to come screw a hydraulic connection that will supply hydraulic pressure to the combustion chamber, to when the piston arrives in top dead center, an O-ring 16 or other seal, will seal against the hydraulic pressure, although the rep15 cap will be mounted with oil-tight sealants, which will allow according to Fig A 25.25 / 51 rep14 which represents a non-emerging sleeve, which must be machined and undergo a treatment, replacing the original one, the system of the plug rep15 Fig A 39.39 / 51 has the advantage not negligible to avoid the replacement of the original folder, to reduce the machining costs, to avoid a heat treatment on the shirt and therefore to reduce the cost price of this plug and sleeve assembly, this concept can therefore be developed so well on the changes on the shirt the in the opposite case, they will remain in the solution Fig A 25.25 / 51. It is understood that we can adopt this concept on all types of engine that will develop MTVV technology. Note that according to Fig A 25.25 / 51, the segment rep05 on the piston skirt in the lower position on the latter is provided with grooves, vee, notches, rounded or all possible forms so as to create a hydraulic leak, which will allow also the lubrication of the small end, it will have the same role as segments rep05 with the notches rep02 of Fig A 22.22 / 51 and 23.23 / 51. To these other claims, the additional characteristics claimed are characterized in that it is understood that it will be used according to the description of FIG. 40.40 / 51, a device according to the invention associated with the hydraulic motor MTVV, by a prolonged jacket rep05, with segments on the outer bore thereof, which provide guiding and sealing with respect to the piston rep09, which is also extended, characterized in that said means MTVV technology, suppresses the cylinder head , the camshaft and all the parts that compose it, a significant advantage over the size and weight. Device according to claim 20, characterized in that said means allows a greater length of the hollow cavities on the skirts of the pistons, given the possibility of a greater length of the pistons and shirts, which has the effect of having times of longer response to the control of electrical equipment with electric control by coil. Device according to claim 20, characterized in that said means allows two holes or will be housed pins so as to clamp the steel segments positioned on the outer bore of the jacket rep05, following the grooves rep03 on the cast iron ring GS700 or others, the piston rep09 to adjust the game that will seal. Device according to claim 20, characterized in that said means makes it possible to design SAE flanges rep01 and 02 attached to the liners, which will convey hydraulic pressures and high flow rates, see other energies to the hollow cavities of the pistons. To these other claims, the additional features claimed are characterized in that it is understood that a prolonged jacket, with segments on the outer bore of the one described in FIG. 41.41 / 51, will be used according to the description of FIG. ci, which provide the guiding and sealing with respect to the piston rep09, which is also extended, in the same way as the FIG No. 40.40 / 51, characterized in that the jacket is in two parts rep05 and 06, in order to facilitate assembly and assembly of the piston which is in two parts rep09 and 12 of Figure 42.42 / 51. Device according to claim 24, characterized in that said means makes it possible to design a cap rep07 which is removable and allows the sealing of the jacket rep06 or 05 according to the figures AN ° 40.40 / 51 and 41.41 / 51, to allow the setting the free air of the compression chamber in PMH or the production of compressed air for the central of the fluids or other utility, as according to the options chosen by the customer, also to use a starter starter with compressed air, one will thus be endowed with a reserve of air per accumulator, but as the MTVV hydraulic motor, can manufacture compressed air this poses no problem quite the contrary, note that this type of starter is used in safety or not, for the startup of the aircraft turbines, in this case two tapped holes rep20 figure AN ° 45.45 / 51 and 41.41 / 51 will allow the installation of two check valves in the open air with a filter or the one of the two is calibrated at a desired pressure to supply a reserve of compressed air. To these other claims, the additional features claimed are characterized in that it is understood that it will be used according to the description of Fig. 42.42 / 51 a device according to the invention associated with the hydraulic motor MTVV, by a piston extended rep09 and a rep12 hat. This piston can slide in the two folders figures AN ° 40.40 / 51 and 41.41 / 51. The advantage according to the concept defined by the folders rep05 or rep05 and 06, with the piston rep09 and 11, allows the piston to function as a cylinder, since the jacket is fixed, which allows to recover even more power on the propulsion of the latter, but also to simplify the machining and design of the piston, since the return to the reservoir of the hydraulic oil is done directly by the other cavity or chamber defined by the cap rep12 and vice versa, following if the pressure comes from one side or the other, the piston will be propelled towards the PMH or PMB. Device according to Claim 26, characterized in that the said means can be a disadvantage or an advantage, since according to this concept it is necessary to use certain sealing techniques according to FIG. 44.44 / 51 which shows several views in longitudinal section of a device according to the invention associated with the hydraulic motor MTVV, by the parts rep08, 16, 17, 18 and 19 which are mounted between the two parts of the folder composed of rep05 and 06, the parts rep08, 16 , 17, 18 and 19 represent different modes of assembly, guidance and sealing of the piston rep09 and 11. It should be noted that according to the use of the bore of the liners for guiding and sealing, may use different mounting methods with scraper seals, lip seals, herringbone seals, treated steel segments or grooved and treated drawers as on the hydraulic manifold drawers as shown rep08, 16, 17, 18 and 19. Also note that the seal between the rep05 and 06 shirts and the parts rep08, 16, 17, 18 and 19 is provided on both sides by a specific flat seal. It is understood that in this case the different joints will certainly wear faster than the conventional steel segments that we use, but I think this technique can bring a plus to the MTVV technology and its technical design. Device according to claim 26, characterized in that said means makes it possible to design the piston rep09 and the cap rep12 both made of aluminum alloy, one comes to fit the piston side rep04 in the shirts rep05 and 06, the piston is previously equipped with its cast iron ring GS700 rep15 which will be of different thicknesses depending on the case, but also of different materials according to which one will use different mode of assembly with seals wipers, seals with lips, joints chevrons, segments treated steel or drawers grooved and treated as on the drawers of hydraulic valves as shown rep08, 16, 17, 18 and 19. the hollow cavity in the piston rep13 which is also threaded will screw the hat rep12, but it will also reduce the piston rep09. The rep12 cap is mounted to the bearing seal or by any mechanical locking means on the piston rep09. Once the shirt and piston assembly completed, we come to screw the hat rep12, previously equipped with two segments one sealed and the other scraper, the rep12 cap will ensure the locking of the rep15 ring, although it is mounted tight fit on the bore of the piston rep09. To these other claims, the additional characteristics claimed are characterized in that it is understood that it will be used according to the description of FIG. 43.43 / 51 which represents the entire sleeve-piston assembly, an operating principle and piston which remain the same, but the only difference is to see the folder in three parts rep05, 06 and 08, however according to the different cases of operation we can adopt the assemblies of the rep08 part, according to the different possibilities shown in figure AN 44.44 / 51 by rep08, 16, 17, 18 and 19, which shows several views in longitudinal section of a device according to the invention associated with the hydraulic motor MTVV, by the parts rep08, 16, 17, 18 and 19 which are mounted between the two parts of the folder composed of rep05 and 06. Also note that the seal between the shirts rep05 and 06 and the parts rep08, 16, 17, 18 and 19 is provided on both sides by a j specific flat anointing. Device according to claim 29, characterized in that said means allows to design this assembly of the liner in three parts, which has the advantage of providing interchangeability of the part rep08, 16, 17, 18 and 19 depending on the mounting case with great ease, quickly and without dismantling many parts, this solution has in my opinion a serious advantage. To these other claims, the additional characteristics claimed are characterized in that it is understood that it will be used according to the description of FIG. 44.44 / 51, an assembly of the three-part folder rep05, 06 and 08, with the possibility of using different mounting methods with scraper seals, lip seals, herringbone seals, treated steel segments or grooved drawers treated as on the hydraulic valve drawers as shown in rep08, 16, 17, 18 and 19. A significant advantage which makes it possible to obtain a displacement displacement of the piston rep09, much larger and longer in time under the effect of the hydraulic pressure and the oil flow, see other energy used. To these other claims, the additional features claimed are characterized in that it is understood that the folder rep05 of FIG. 45.45 / 51, which has the same design and the same dimensions as the other figures AN ° 40.40 / 51, 41.41 / 51 and 43.43 / 51, with the only difference, that the internal bore of the jacket or slide piston is in one piece and in this case also we are left with two flanges SAE, which works with two hollow PMH cavities and two other SAE flanges, which work with both PMB hollow cavities, delivering hydraulic pressure and flow to one SAE flange inlet, to pop out of the other SAE flange on the same side to the tank. This overview in longitudinal section of a folder consisting of parts rep05, 06 and 07, as well as the schematic representation of the piston, its length and its stroke towards the PMH and PMB is carried out according to the design and use of the piston Figure AN 46.46 / 51. The rep07 cap has the same function as in the other mounting cases that have been described. This design mode has a simpler machining of the shirt and a mode conventional guide and sealing of the piston figure AN 46.46 / 51, by adopting the principle of propulsion by two hollow cavities repA and B, arranged on the skirt of the piston rep09. To these other claims, the additional characteristics claimed are characterized in that it is understood that it will be used according to the description of Fig. 46.46 / 51 a piston rep09, composed of two hollow cavities in a perpendicular form repA and B, this piston slides and is assembled with the folder rep05 of the figure AN ° 45.45 / 51, which has the same design and the same dimensions as the other figures AN ° 40.40 / 51, 41.41 / 51 and 43.43 / 51, with the only difference is that the inner bore of the liner or piston slide is in one piece and in this case also we are left with two SAE flanges, which works with the two hollow cavities in PMH and two other SAE flanges, which they work with the two hollow cavities in PMB, conveying hydraulic pressure and flow to an SAE flange inlet, to spring out of the other SAE flange on the same side towards the tank, via hydraulic leakage caused by the calibrated and calculated holes rep23, the number of which varies, these hydraulic leaks to go back to the tank pass through the internal chamber rep13, which is plugged by a plug rep24 screwed and mounted to the bearing seal or blocked by any other mechanical means, in order to communicate the hollow cavity repA to the hollow cavity repB, to go back to the tank. Device according to claim 33, characterized in that said means allows to design in the same way in machining rep22 grooves which are perpendicular to the axis of the sealed segment which is positioned on the groove of the diameter of the outer bore of the piston rep21 between the two hollow cavities repA and B, the grooves rep22 are more or less deep to allow also a hydraulic leak between the hollow cavities repA and B, to the tank. These hydraulic leaks make it possible to weaken the hydraulic force caused by the hydraulic pressure F = PxS, on the surfaces of the crown of the hollow cavities positioned on both sides of the rep21 and 23, the opposite surfaces of the hollow cavities repA and B positioned towards the head and the foot of the piston rep09, allow under the effect of the hydraulic pressure and the flow to propel this latter towards the PMH or PMB alternately, according as the hydraulic pressure and the flow come from A towards B or from B towards A. To note that the difference of the forces F = PxS between the surfaces of the same hollow cavity A or B, makes it possible to define the exact force exerted on the surface of the piston according to the regulation pressure regulated by a reducer of pressure and the flow rate regulated by a flow limiter, to propel it, which says flow rate says speed and which says pressure says torque and power. Device according to claim 33, 34 or 26, characterized in that said means makes it possible to design a piston which remains at its base always identical to that of the original piston of the heat engine used, in all the cases studied here, but the design can also be on a piston in two parts or even three depending on the case and the engines used, each case is the subject of his own study. This has the advantage of implementing MTVV technology in many cases and engine, both in transport mode and heating. To these other claims, the additional features claimed are characterized in that it is understood that it will be used according to the description of Fig No. 47.47 / 51, a spiral-shaped snail which will be X length and X number of turns, with copper tube or hydraulic received * it steel of X diameter rep04, this tube will be shaped with a template by section of X turns, which could be a stepped cone according to the number of spirals forming the snail of a turn or other stepped form. We see the first turn appearing whose tube rep02 will fit, in the passage hole rep10 of the flange rep09 and the last turn of which the tube rep03 will fit in the passage hole rep13 of the flange rep14, the tubes rep02 and 03 will be welded to the silver solder according to rep10 and 14. The realization of this concept of heat exchanger water / oil specific, allows to combine both a large flow of water circulating in the exchanger, having the advantage also to obtain a performance of the heat exchange water / oil, very important in comparison with what currently exists on the market. According to this heating mode, which also makes it possible to produce domestic hot water circulating in another ALFA LAVAL type exchanger, by a heat exchanger designed in such a way that it can allow a very high heat exchange with a high efficiency and high efficiency. very high circulating water flows without limits at the inlet and outlet of the exchanger, without loss of charge and heat exchange. Device according to claim 36 characterized in that said means allows the hydraulic oil coming from the return circuits to the tank equipment and pumps to circulate without pressure inside these spirals rep04, which may be of number X turns, according to the heat output that is desired, they restore the heat energy heat conveyed by the oil, this advantage allows to obtain very high heating power, with a small footprint and flow of water circulating without limit, this are assets that no equal exchanger. Copper rods or other rep01 that does not oxidize, allow to maintain the spacing between turns rep04, these tie rods are brazed on the turns and avoid friction and premature wear of the tubes together. Each section of X turns, are assembled together by brazing soldered with silver. The whole of the exchanger flanges and turns are assembled according to the tie rods rep01 and brazed to silver on the flanges at the location of the grooves rep08 and lights rep11, respecting the assembly and mounting ribs, the advantage of this technique and this concept is that this device remains simple design, low costs and means of production, unbeatable cost prices, for profitability, quality and performance that defies any competition. To these other claims, the additional features claimed are characterized in that it is understood that it will be used according to the description of FIG. 48.48 / 51, which shows us two views showing for the first time an inlet flange d rep09 water with a rep10 oil outlet tube of the heat exchanger and for the second rep14 a water outlet flange with a rep13 oil inlet tube of the heat exchanger, they are designed to convey the flow of water from the circuits heating returns with very high flow rates, thus satisfying the heating in very large buildings in volume, by the multiplication of the heat exchanger ramps so as to maintain identical flow rates at the inlet and outlet of the heating circuits, without pressure drop, maintaining a very high heat exchange and high yields, to meet these criteria of the invention according to a flow rate of 100litres / min, it is distributed according to four exchangers which will pass 25litres / min by exchanger, which will maintain the same flow rates in and out, for that if 100litres / min pass in a DN150 tube, we calculate the surface of PN150 and divide by four, so we have the area corresponding to the flow rate of 25l / min which must go through heat exchanger, from here, we can calculate the diameter and the surface of the flange rep09, the number of holes according to a certain diameter rep12, which will be necessary to allow the passage corresponding to the flow rate of 25litres / min on both flanges rep09 and 14, the holes rep12 will be made and positioned Depending on the size and the gaps available, it is therefore necessary to define and calculate the diameter of these holes as a function of the flow rate and the surface entering or leaving, note that these holes They shall be made perpendicular to the incoming and outgoing flanges, either at an angle in any direction so as to obtain turbulence of the water inside the heat exchanger, in order to allow an optimal exchange between the spirals rep04 circuit oil and heating water circuit. This technique offers significant advantages, which are very important assets, to satisfy the installation of the MTVV hydraulic motor and its technology in all areas and in all buildings regardless of their surface for heating or other needs. Device according to claim 38 characterized in that said means allows to design these flanges rep09 and 14 which are designed with rep08 grooves and rep11 lights, will receive rep1 tie rods, which will be welded to the silver solder on rep08 and 11 flanges rep09 and 14, this to finalize the assembly and assembly of the heat exchanger, which will be positioned inside the steel heat pipes rep17 figure AN 49.49 / 51 according to the diameter defined by the rates to be respected. Holes rep10 and 13, allow the passage of annealed copper or hydraulic pipes rep02 and 03, which correspond to the inlet and the outlet of the oil circuit, these tubes are respectively welded after assembly to the silver solder, on the flanges rep09 and 14. This assembly technique allows by these adjustments and this type of assembly, to be able to cold introduce the entire heat exchanger inside the steel heat pipes rep17 figure AN 49.49 / 51 with play, but the whole of the heat exchanger in hot operation under the effect of expansion has just blocked on the walls inside the steel heat pipes rep17 figure AN ° 49.49 / 51, thus avoiding any vibrations or wear of the turns by friction. To these other claims, the additional characteristics claimed are characterized in that it is understood that it will be used according to the description of Fig. 49.49 / 51 an overview of the heat exchanger, with these two columns. in steel square tube of the incoming and outgoing heating water circuits rep 15 and 16, as well as the various rep17 steel heat pipes, which receive the four sets of heat exchangers designed with the rep09 and 14 flanges and the rep04 spirals. The steel heat pipe rep17 receives a flange rep24 corresponding to the diameter of the PN rep17, designed with holes X according to the flange and which will allow to fix all of the heat exchanger rep17 on the columns rep15 and 16, depending on the locations tapped holes on the latter rep25 to fix by screws the four heat exchangers rep17 on the columns. Beforehand before fixing of the heat exchanger rep17 on the columns rep15 and 17. The rep18 and 19 on the columns rep15 and 16, allow according to their threaded fasteners and their central bore of a certain diameter corresponding to the passage of annealed copper or hydraulic tubes rep04 from flanges rep10 and 13, by a flange which will be fixed inside the square tube columns rep15 and 16, allowing the annealed copper or hydraulic pipes rep04 coming from the flanges rep10 and 13, towards the outside of the columns rep15 and 16, for direct them to the hydraulic circuits composed of the equipment, the hydraulic pumps, the hydraulic tanks and the MTVV hydraulic motor, these annealed copper or hydraulic tubes rep04 coming from the flanges rep10 and 13, are welded to the silver solder on these same puddles. the location of the central bore corresponding to the diameter of the annealed copper or hydraulic pipe rep04, according to a position defined by the column rep15 or 16 and the heat exchanger rep17 by the flanges rep24 on each side of the exchanger. The advantage of this assembly technique is that it allows according to the available spaces and the heat capacities to develop, to be able to play both on the number of steel tubes rep17, which receive the sets of heat exchangers designed with the rep09 and 14 flanges and rep04 turns, but also to play along their length, so at equal power can be varied one or the other of these criteria. Device according to claim 40, characterized in that said means makes it possible to design also the columns of the heat exchanger and the threaded fasteners rep26 and 28, with the hole the passage on the columns rep15 and 16, correspond to the fixing of the pipes and tubes PNX, coming from heating water circuits, their positions are defined according to the existing heating installations. The threaded holes 1 inch see other rep22 on columns rep15 and 16, allow to install a valve, which will have the role of draining the water columns, in the case of a repair and repair intervention, to replace a heat exchanger rep17. A steel plate rep20 or 21 will be welded in the lower position on columns rep15 and 16, to ensure the closure and sealing columns, but also to fix the ground by these four holes columns. The rep27 or 28 in the upper position of the columns, are designed by two steel plates, one is provided with several threads with a rectangular hole and is welded in high position on the columns rep15 and 16, the other is pierced with holes corresponding to the position and the diameter of the threaded holes on the other plate so as to close and seal the two columns rep15 and 16 in the up position, they allow and also play the role of inspection hatch. The advantage of this assembly concept and the heat exchanger itself, allows any person skilled in the art quick repairs, but also if the installation is equipped with two sets of heat exchangers, to intervene on one of the exchangers in troubleshooting or preventive, without stopping, the heating system, the other advantage is to be able to modulate the positions, the numbers and the lengths of all the components of the entire exchanger thermal, while retaining the same technique of the invention. To these other claims, the additional characteristics claimed are characterized in that it is understood that it will be used according to the description of Figures AN ° 50.50 / 51 to 51.51 / 51, the figure AN ° 50.50 / 51 which shows a longitudinal sectional view of the assembly of a folder rep05 and 06 of a device according to the invention associated with the hydraulic motor MTVV, according to FIG AN 50.50 / 51 we find ourselves in the same configuration as the figure AN ° 43.43 / 51, which consists in that the liner is in two parts, a specific flat seal ensures the seal between the two shirts to the assembly with the piece rep16, which next the use of the inner bore of the liners for guiding and sealing, different mounting methods are used with scraper seals, lip seals, chevron seals, treated steel segments or a grooved and treated slide as on the hydraulic distributor drawers as shown in figure AN 50.50 / 51 rep16, this mode of operation and assembly has been improved according to the needs and the modification of the piston using the two assembly technologies a piston according to the figures AN ° 20.20 / 51, 21.21 / 51 and 25.25 / 51 as well as 42.42 / 51, so as to mount the piston in two parts rep03 and 09 in mounting press locks, which allows to keep the same piston length, for the same MTVV technology, without modifying the length of the jacket and its design according to the assembly of rep05, 16, 06 and 07. The improvement also consists in the position of the fasteners of the SAE flanges rep02 and 03, the only difference is that we end up with two SAE flanges, which works with the hollow cavity of the piston rep09 and rep15 in PMH and PMB, conveying the hydraulic pressure and the flow to a flange inlet SAE, to come out of the Another SAE flange on the same side to the tank, through the holes that have been made on the shirts rep05 and 06, we can double or even triple these flanges to increase the flow and pressure in the hollow cavity of the piston, l advantage is that we position the flanges SAE or desired, but of course the holes made to allow this type of design will be blocked by plugs according to the threads made, the advantage of this type of design is to allow the use of this technology with the shortest length possible piston, with maximum efficiency.

Images