Efficient design
By properly designing the interior of the engine it is possible to limit in the escape phase the amount of hydraulic fluid output used in each thrust action so that remain inside the enclosure. This means that the next phase of admission/push requires a smaller amount of new liquid, and this is what is achieved with the two additional savings methods which add to the characteristics of a coniform space, as shown in Figures 1, 2 and 3.
If in the first cycle we inject 2.09 litres hydraulic fluid and after its work the exhaust stage returns 0.56 litreswhich is the difference of 2.09 litres. minus the amounts savings that we have forced to stay indoors between the interstitial voidsFigure 2 and under the piston (2) in Figure 4 (virtual liquid piston), this is, so to speak, the actual hydraulic fluid "consumption" of each cylinder module of this engine. The volume of 0.56 litres per revolution will be the actual fluid requirement for as long as the engine remains in operation and even after restarting, as shown in the spreadsheet on page 12.
This makes it possible to state that it is feasible the construction of a motor system highly efficient and very high performance which can be configured to any power and, in the light of these data, with the capacity to feedbackThe new electric vehicle charging system, which solves, for example, the problem of recharging electric vehicles while at the same time becoming a perfect ally for the environment.
The main beneficiaries of this new system are all industries in the transportand generation of energy, both air, maritime and land-based, and the generation of green electricity in a sustainable way. Additional implementations together with other engineering companies such as software, electrical system, high pressure pumping, automation, connectivity o preventive maintenance will generate other valuable Patents which together will offer a system with an economic potential of incalculable proportions.
2-stroke engine
intake/thrust and exhaust
This engine is a two-stroke engine: admission/push y exhaust. When the thrust phase is over, the liquid outlet valves open and the pressure drops to zero or ambient pressure. Since it was compressed, due to its modulus of compressibility, which in this case is 1,700, at which point the liquid increases in volume and rushes towards the outlet (4) in conjunction with the action of the crankshaft which retracts the conical segments - Figure 2.
Thus, once in the time of admission/pushWhen the valve that enables the cavity to be filled is opened, the cavity is is not completely empty but retains some of the liquid from the previous cycle between the interstitial voids of the segments that make up the assembly, Figure 3 and the liquid located at no. 2 in Figure 4, so that only a small amount of additional liquid will need to be injected to restore pressure. This will occur successively in all subsequent phases. after the start of the first cycle.
Characteristics of the process
compressibility of liquids
Under pressure, the liquids are compressedvery little, but they do so by virtue of their modulus of compressibility and this property is fundamental to save a large part of the driving fluid.
The percentage of reduction/expansion of the liquid is the result of dividing the applied pressure in Megapascals by the modulus of compressibility; in this example, we consider 400 bar, which is 40 Mpa and divide by 1,700, the result is: 0,023%.
This feature makes the system highly efficientThe pump does not have to work as hard as in a system where the liquid is completely displaced, since the existing liquid that is trapped between the concentric rings - Figure 3 and under the piston (2) acts as a "liquid trap" - Figure 3.reservoir"of impulse. Therefore, the power consumption of the pump is reduced and the flow rate required to restore pressure is practically irrelevant, the difference in volume between the full cavity and the remaining liquid being the only thing that needs to be injected in each cycle after start-up.
Combustion engine
Otto cycle
In its compression time, the following are produced effects that reduce considerably its final power: it is necessary to use energy to compress air and, as a consequence, the following also occur thermal lossesThe air is heated by the work done on it. Some of this heat is dissipated to the cylinder walls, cylinder head and piston, which reduces the energy available for useful work.
The engines of petrol typically operate at compression ratios of 8:1 to 12:1, with the end compression pressure of 15 to 25 bar. Due to their characteristics, in engines diesel the compression ratio is higher: from 14:1 a 22:1reaching a pressure at the end of the compression of 30 to 50 bar. This leads to losses that are unavoidable and are part of the thermodynamic cycle.
Conical cavity motor
without fuel
The conical cavity cylinder engine uses pressurised hydraulic fluid instead of air and fuel and consists of two strokes: admission/push y exhaust. The intake starts at a time of ambient or low pressure, but unlike the Otto cycle, which at each stage starts from zero and has to fill its cylinders with air, compress it and later add fuel, this engine at the beginning of its intake time does not leave with its empty cavities but with hydraulic fluid remaining and no air inside. Since the intake is carried out directly with the fluid that produces its movement, which already enters at the working pressure, due to the low compressibility of the liquids and of almost instantaneouslyThe pressure of the remaining liquid is equalised with the pressure coming from the hydraulic pump without using additional energy, and since it is a liquid and therefore has low compressibility, this produces hardly any heat (> 1ºC). The consequence is that the energy used to compress the hydraulic fluid by means of the pump is almost fully utilised, and only the friction typical of any mechanical device with moving parts has to be subtracted.
Hydraulic feedback
Extreme efficiency, not infinite energy
A frequent question when learning about the system is whether it violates the laws of thermodynamics or if it's a "perpetual motion machine". It is not like that.
The principle of conservation of energy always holds true. What makes the Notatus Motor unique is that reuses more than 90% of hydraulic fluid in each cycle, thanks to three combined innovations:
Conic geometryA cone requires only 1/3 of the volume of a cylinder for the same force.
Permanent fluid retentionthe gaps between telescopic segments retain fluid that never drains.
Fixed pistonIt takes up space, further reducing the need for new fluid.
Practical consequence: only needs to be replaced 8,4% of the fluid per cycle. Therefore, the drive pump can be 9.16 times less powerful that which is necessary for an equivalent hydraulic cylinder.
This is not energy creation, but rather maximum fluid utilisation. The system does not violate thermodynamics; it respects and exploits it to the limit through intelligent geometric design.
A useful analogy: It is analogous to what it would mean to be able to reuse the exhaust gases from an internal combustion engine cycle after cycle, something physically impossible because the gases change state after combustion. However, the hydraulic fluid it does not change state, making its reuse possible, and this method is legally protected by the patent (claim 10).
Additional benefits
Absence of combustion It generates no emissions, it can operate in anaerobic environments (underwater, in space).
Smooth and continuous movement Unlike internal combustion engines, there are no sudden vibrations or heat spikes, which increases durability.
Scalable The modular design allows it to be adapted to very different power ranges.
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