BR102017008548B1 - DIFFERENTIAL CYCLE HEAT ENGINE COMPRISING FOUR ISOTHERMAL PROCESSES, FOUR POLYTROPIC PROCESSES WITH REGENERATOR AND CONTROL PROCESS FOR THE THERMODYNAMIC CYCLE OF THE HEAT ENGINE - Google Patents

Abstract

The present invention relates to a heat engine and its eight-process thermodynamic cycle, more specifically it is a heat engine characterized by two interconnected thermodynamic subsystems, each one operating a thermodynamic cycle of four processes, but interdependent between them, forming a complex cycle of eight processes, operating with gas, the circuit of this hybrid system is closed in differential configuration, based on the concept of hybrid thermodynamic system, this system performs a thermodynamic cycle composed of eight processes so that it executes at any time of the cycle, two simultaneous and interdependent, complementary processes, four of which are "isothermal" and four "polytropic" with variable mass transfer, which may be zero or partial.

Description

TECHNICAL FIELD OF THE INVENTION

[001] The present invention relates to a heat engine and its eight-process thermodynamic cycle. More specifically, it is a heat engine characterized by two interconnected thermodynamic subsystems, each operating a four-process thermodynamic cycle, which are interdependent on each other, forming a complex eight-process cycle. It operates with gas. The circuit of this hybrid system is closed in a differential configuration, based on the concept of a hybrid thermodynamic system. This system performs a thermodynamic cycle composed of eight processes so that it performs two simultaneous, interdependent, complementary processes at any time during the cycle, four of which are “isothermal” and four are “polytropic” with variable mass transfer, which may be zero or partial.

BACKGROUND OF THE INVENTION

[002] Classical thermodynamics defines three concepts of thermodynamic systems: the open thermodynamic system, the closed thermodynamic system and the isolated thermodynamic system. These three concepts of thermodynamic systems were conceptualized in the 19th century at the beginning of the creation of the laws of thermodynamics and underpin all motor cycles known to date.

[003] The isolated thermodynamic system is defined as a system in which neither matter nor energy passes through it. Therefore, this concept of thermodynamic system does not offer properties that allow the development of engines.

[004] An open thermodynamic system is defined as a thermodynamic system in which energy and matter can enter and leave the system. Examples of open thermodynamic systems are internal combustion engines, Otto cycles, Atkinson cycles, similar to the Otto cycle, Diesel cycles, Sabathe cycles, similar to the Diesel cycles, Brayton internal combustion cycles, and Rankine cycles with steam exhausted to the environment. The materials that enter these systems are fuels and oxygen or working fluid or working gas. The energy that enters these systems is heat. The materials that leave these systems are the exhaust of combustion or working fluid, gases, waste, and the energies that leave these systems are mechanical work energy and part of the dissipated heat.

[005] A closed thermodynamic system is defined as a thermodynamic system in which only energy can enter and leave the system. Examples of closed thermodynamic systems include external combustion engines such as the Stirling cycle, Ericsson cycle, Rankine cycle with working fluid in a closed circuit, Brayton heat cycle or external combustion cycle, and Carnot cycle. The energy that enters this system is heat. The energy that leaves this system is mechanical work energy and part of the dissipated heat, but no matter leaves these systems, as occurs in open systems.

[006] Both systems, open and closed, as input they have at time (t1) the temperature (Tq), the mass (m1) and the number of moles (n1) and at the output, at time (t2), both have the temperature (Tf), the mass (m1) and the number of moles (n1), the mass is constant, the difference between both is that in the open system the mass (m1) passes through the system and in the closed system, the mass (m1) remains in the system, as shown in figure 1.

THE CURRENT STATE OF TECHNIQUE

[007] The engines known to date are based on open thermodynamic systems or closed thermodynamic systems. They have their thermodynamic cycles composed of a series of sequential and independent processes, and only one process occurs at a time until the cycle is complete, as can be seen in the pressure/volume graph in Figure 2. These are the Otto, Atkinson, Diesel, Sabathe, Rankine, Stirling, Ericsson cycle engines and the theoretical ideal Carnot cycle and the Brayton cycle also belong to either open or closed systems, but unlike the others, its four processes all occur simultaneously.

[008] The internal energy of the working gas of engines based on open and closed systems is not constant during their cycle, the equation that represents the internal energy is indicated in equation (a)

[009] In equation (a), (U) represents the internal energy in “Joule”, (n) represents the number of moles, (R) represents the universal constant of ideal gases, (T) represents the temperature of the gas in “Kelvin” and (Y) represents the coefficient of adiabatic expansion.

[010] As only one process occurs at a time in most engines designed with the open or closed system concept, the internal energy varies with time, since the product: number of moles (n) by temperature (T), (n.T) is not constant during the cycle, since the temperature (T) is a variable in the processes and the number of moles (n) is a constant in the processes.

[011] The current state of the art that characterizes all engines is also characterized by the property where the output of the process, the work, is a direct consequence of the input of energy, heat or combustion, that is, when more work is required, more heat is injected or more combustion is promoted, all the processes that form the engine cycle are equally influenced, in other words, the engines are controlled by direct power. For example, in internal combustion engines, Otto, Diesel, Brayton, to obtain greater power, more fuel and more oxygen are injected and thus more work and more rotation are produced. To obtain greater power with constant rotation, reduction or rotation transformation boxes are normally used. By analogy, such technologies can be compared in electricity to direct current motors, in which, to increase power, the motor's supply voltage is increased.

[012] The current state of the art comprises a series of internal combustion and external combustion engines, most of which require a second auxiliary engine to start them up and running. Internal combustion engines require compression, mixing fuel with oxygen and a spark or pressure combustion, so an auxiliary starter motor, usually electric, is used. External combustion engines, such as the Stirling or Ericsson cycle, also require auxiliary and high-power engines, as they need to overcome the resting state under pressure to start operating. An exception is the Rankine cycle engine, which can start through the valve control to provide steam pressure to the driving force elements.

[013] The current state of the art comprises a series of engines, most of which depend on very specific and special operating conditions, for example, internal combustion engines, each of which requires its own specific fuel, fine control of fuel, oxygen and combustion time and in some cases they require specific conditions including pressure, fuel flexibility is very limited. In this category, of engines based on open and closed systems, the most flexible engine is the Rankine cycle, with external combustion, or the Stirling, also with external combustion, these are more flexible in terms of source, but have other important deficiencies.

[014] The current state of the art comprises a series of engine cycles, most of which require combustion, that is, the burning of some type of fuel, and therefore the need for oxygen.

[015] The current state of the art comprises a series of engine cycles, most of which require high temperatures for operation, especially internal combustion engines, which usually operate with the working gas at temperatures above 1000 °C. External combustion engines or engines operating by external heat sources, such as the Rankine and Stirling cycles, are typically designed to operate with working gas temperatures between 400 °C and 800 °C. In addition to engines based on open and closed systems often requiring high temperatures to operate, all of them have their efficiencies limited by Carnot's theorem, that is, their maximum efficiencies depend exclusively on the temperatures as defined by equation (b).

[016] In equation (b), (q) is the efficiency, (Tf) is the cold source temperature and (Tq) is the hot source temperature, both in “Kelvin”.

[017] The current state of the art, based on open and closed systems, basically comprises six engine cycles and some versions of these: the Otto cycle, the Atkinson cycle, similar to the Otto cycle, the Diesel cycle, the Sabathe cycle, similar to the Diesel cycle, the Brayton cycle, the Rankine cycle, the Stirling cycle, the Ericsson cycle and the Carnot cycle, the ideal theoretical reference for engines based on open and closed systems. The latest developments in the current state of the art have been presented through innovations combining more than one old cycle to form combined cycles, that is: new engine systems composed of a Brayton cycle engine operating with fossil fuels, gas or oil and a Rankine cycle engine dependent on the heat rejected by the Brayton cycle engine. Or the same philosophy, combining a Diesel cycle engine with a Rankine cycle engine or even an Otto cycle engine, also combining it with a Rankine cycle engine.

[018] The current state of the art presents a series of limitations and also offers a series of problems. Most engines, such as internal combustion engines, Otto, Atkinson, Diesel, Sabathe and Brayton cycles, require specific fuels for each concept, for example: gasoline, diesel oil, gas, kerosene, and high calorific value, need to work at high temperatures and, as a consequence, have depended on fossil fuels for many years, causing serious damage to the climate and environment, that is, they are characterized by non-sustainability. The thermodynamic system under which these engines are designed has as an efficiency limitation Carnot's theorem, which, based on its principle, imposes the efficiency limit as a direct and exclusive function of temperatures, according to equation (b).

[019] Most of today's engines require refined and polluting fuels that have harmful effects on the climate and the environment, and therefore compromise sustainability. One of the most recent technologies developed to minimize this impact was the combination of two old engine concepts, the Brayton cycle engine and the Rankine cycle engine, forming a system composed of two combined cycles, in such a way that the heat waste from the first engine is used by the second engine to improve the efficiency of the set, but the use of fossil fuels and their effects remain. The combined cycle continues to be characterized by an engine under the open system concept and an engine under the closed system concept, independent, that is, it is classified as a combined system, two completely independent cycles, it is not characterized as a hybrid system.

[020] The other engines, Stirling and Ericsson cycle, are engines under the closed system concept, they are external combustion or external heat source. Due to their properties, although they have the simplest engine concepts, they are difficult to build. They require matched design parameters, that is, they work well, with good efficiency, only in their specific operating regime, temperature, pressure, load, outside the central operating point their efficiencies drop sharply, or do not operate at all. Therefore, they are machines that are very little used for industrial or popular use.

[021] The ideal Carnot engine, figure 3, in turn, although it is considered the ideal engine, the most perfect to date, it is so in theory and within the concepts of open and closed systems considering all ideal parameters, for this reason it is the reference to this day for all existing engine concepts. The Carnot engine is not found in practical use because the real materials do not have the properties required to make the Carnot engine a reality, the physical dimensions for the Carnot cycle to be executed as in theory would be unfeasible in a practical case, therefore it is an ideal engine in the concepts of open system and closed system, but in the theoretical concept.

[022] The power, rotation and torque control of existing Otto, Atkinson, Diesel, Sabathe and Brayton cycle engines, which are internal combustion engines, are a direct result of the supply of fuel and oxygen and, as a result, offer greater rotation and torque simultaneously. In order to separate torque and rotation, they require gearboxes. These machines do not allow controllability, or at least, offer difficulties in controllability through their thermodynamic cycles.

[023] The power, rotation and torque control of existing Rankine cycle engines, which have external combustion, are the result of the flow and pressure of the steam or working gas, and as a result they offer interdependent variations in rotation and torque simultaneously, there is no separate controllability between torque and rotation.

[024] The power, rotation and torque control of existing Stirling and Ericsson cycle engines, which are external combustion engines, are the result of the mass or pressure of the working gas, temperatures and construction geometry, and as a result offer interdependent variations in rotation and torque simultaneously. There is no separate controllability between torque and rotation. These machines have very narrow operating curves, offering low controllability and a narrow range of operation. In these cases, projects that do not work are common because the parameters, in their interdependencies, may not offer the conditions that allow the engine to operate.

[025] The current state of the art has recently revealed some references that already have similar concepts of the hybrid system, these are engines that have characteristics of having two interdependent thermodynamic cycles constituting a complex cycle formed by eight processes, always with two processes operating simultaneously in a system formed by two integrated subsystems. The patent “PI 1000624-9” registered in Brazil defined as “Thermomechanical energy converter” consists of two subsystems that operate through a thermodynamic cycle formed by four isothermal processes and four isochoric processes, without regeneration. The patent “PCT/BR2013/000222” registered in the United States of America defined as “Heat engine that operates in accordance with the Carnot thermodynamic cycle and control process” which consists of two subsystems and operates in each subsystem, a thermodynamic cycle formed by two isothermal processes of two adiabatic processes. The patent “PCT/BR2014/000381” registered in the United States of America is defined as “Differential heat engine with cycle of eight thermodynamic transformations and control process” which consists of two subsystems and operates a thermodynamic cycle formed by four isothermal processes of four adiabatic processes. These references differ from the present invention regarding the thermodynamic processes that form their cycles, each cycle offers the engine its own characteristics. The concept of a hybrid thermodynamic system provides the basis for the development of a new family of heat engines. Each engine will have its own characteristics according to the processes and phases that constitute their respective thermodynamic cycles. For example, the Otto engine and the Diesel engine are engines based on the open thermodynamic system of internal combustion. However, they constitute distinct engines and what distinguishes them are details of their thermodynamic cycles. The Otto engine cycle is basically made up of an adiabatic compression process, an isochoric combustion process, an adiabatic expansion process and an isochoric exhaust process. The Diesel engine cycle is made up of an adiabatic compression process, an isobaric combustion process, an adiabatic expansion process and an isochoric exhaust process. Therefore, they differ in only one of the processes that form their cycles, enough to give each one specific and different properties and uses. Likewise, the hybrid system concept provides the basis for a new family of heat engines consisting of two subsystems and these will operate with so-called differential cycles formed by processes in which two simultaneous processes will always occur, each one having its own particularities that will characterize each of the engine cycles.

[026] In searches carried out, some irrelevant documents were found (relevance A) but which help to better define the state of the art regarding the invention, and which are listed below.

[027] Document DE2342103 describes a HOT GAS ENGINE, HAVING CYCLES INVOLVING ISOTHERMAL, ISOCHORIC AND ISOBARIC PHASES, INCORPORATING A REGENERATIVE HEAT EXCHANGE, and particularly deals with a heat engine that utilizes a cycle that has isothermal, isochoric and isobaric phases and that would produce high cycle efficiencies when used as a propulsion cycle for a motor vehicle. The engine utilizes carbon dioxide as the working medium and has a burner that supplies heat to the system. Cold gas is induced from a reservoir into a water-cooled cylinder through a valve. The gas is compressed in the cylinder and delivered to a high-pressure reservoir, from where it passes to a second, larger cylinder through a regenerative heat exchanger. The larger cylinder passes additional compressed gas through a heat exchanger heated by the burner before returning it to the reservoir through the regenerator.

[028] Document US3928974 describes a THERMAL OSCILLATOR, particularly a thermomechanical oscillator for generating electricity, pressurizing fluid or pumping heat. The device includes a heat source and heat sink, positive displacement oscillating elements that subject a working fluid to a thermodynamic cycle in which work and heat are exchanged, and a load that extracts enthalpic energy from the working fluid by means of the positive displacement oscillating elements. A thermodynamic cycle produced by such an oscillator is also disclosed.

[029] Document WO8203252 describes a STIRLING ENGINE WITH PARALLEL FLOW HEAT EXCHANGERS, particularly a heat exchanger system for a Stirling engine that includes a heater (30) connected to the expansion space (32) by a pair of parallel flow ducts (34, 36) and a cooler (40) connected to the compression space (42) by a pair of parallel flow ducts (44, 46). A circulator (38, 48) is arranged in one of the heating ducts and in one of the cooling ducts to continuously circulate the working fluid from the working space, through the heat exchanger, and back to the same working space. The expansion and compression processes thus become more isothermal and the heat exchangers can be smaller, more efficient and with lower pressure drop.

[030] Document US4455825 describes a HOT GAS ENGINE WITH MAXIMIZED THERMAL EFFICIENCY, particularly an improved closed cycle hot gas engine in which substantially the entire mass of working gas runs the same Ericsson cycle, thereby achieving maximized thermal efficiency. The engine embodiments of the invention consist of paired cylinders connected together by leak-tight means for controlled working gas operation. The working gas is simultaneously heated and expanded in the heating cylinder and then simultaneously cooled and compressed in the cooling cylinder to achieve the isothermal expansion and compression stages, respectively, of the four-stage Ericsson Cycle circuit. The improvements consist of means for providing both reciprocating operation of the cylinder pistons and also control of the relative motion of the pistons relative to each other. The relative motion of the piston is such that during the entire simultaneous expansion and heating stage, virtually all of the working gas is contained in the heating cylinder, and during the entire simultaneous compression and cooling stage, virtually all of the mass of the working gas is contained in the cooling cylinder. Between these two isothermal stages, the mass of gas is transferred isobarically between the cylinders by storing or recovering, respectively, the heat of the working gas in a state-of-the-art regenerator located in series in the flow path between the heating and cooling cylinders.

[031] Document US4676067, describes a CRANK-DRIVED HOT GAS ENGINE WITH ENHANCED THERMAL EFFICIENCY, particularly an improved crank-driven reciprocating piston hot gas engine in which substantially the entire mass of working gas runs the same Ericsson cycle, thereby achieving maximized thermal efficiency. The engine embodiments of the invention consist of paired hot and cold cylinders connected to each other through leak-sealed flow paths with valves and regenerator included. Embodiments for both open-cycle and closed-cycle operations are disclosed. The improvements consist of the relative positioning of the piston crank and the timing valve operation such that the working gas that has initiated isothermal expansion in a hot cylinder remains essentially in that hot cylinder throughout the duration of the isothermal expansion step, and the working gas that has initiated isothermal compression in a cold cylinder remains essentially in that cold cylinder throughout the duration of the isothermal compression step. The second improvement concerns the heat transfer within the cylinders. In embodiments of the invention, the heat transfer area is generated within the cylinders, within the volumes swept by the pistons, thus minimizing the void or dead space within the cylinders.

[032] Document EP0411699 describes a STIRLING CYCLE HEAT PUMP FOR HEATING AND/OR COOLING SYSTEMS, notably Stirling cycle heat engines (10) adapted for use as space heating and/or air conditioning. One embodiment features a Stirling prime mover (14) providing a hybrid Stirling machine (10). Another embodiment utilizes an electric drive motor (104) as prime mover and a final embodiment is an open drive Stirling heat engine (128) particularly adapted for belt driven automotive applications. Decreases in pressure ratios are provided by the intentional addition of dead volume to the cycle and particularly by the strategic addition of this dead volume in the regenerator (64) of the device, which has been found to provide performance benefits. The systems according to this invention can be used both as space heaters and as air conditioners, properly directing the heat absorbed and rejected from the heat exchangers (60, 62) of the device to the appropriate environment.

[033] DE4024992 describes a HEAT TO ENERGY CONVERSION PROCESS USING THE STIRLING PRINCIPLE WITH INTERNAL COMBUSTION, more specifically it describes a mixture of exhaust gases and air passing through a cycle. In each cycle, a certain fraction of the exhaust gases is removed at the point of lowest energy and replaced by fresh air. Integrated counterflow cooling (6) followed by gentle compression, with a small difference between the isothermal and adiabatic curves, avoids the disadvantages of a purely isothermal process. The valves (11, 12) are on the cold side and combustion takes place in a hot ceramic combustion chamber. The position and nature of the circuit means that a minimum of NOx is generated, with the largest possible thermodynamic gradient.

OBJECTIVES OF THE INVENTION

[034] The major problems of the state of the art are, therefore, the difficulty of current technologies in meeting sustainable projects, due to the dependence on fossil fuels, pollutants, with serious impacts on the environment and climate, low efficiency, limited exclusively to temperatures, demonstrated by Carnot's theorem, low level of controllability due to limitations in the variability of the parameters of models based on open and closed thermodynamic systems, lack of flexibility regarding energy sources, many requiring refined and specific fuels, high dependence on air (oxygen) for combustion and many of them depend on a second engine to drive them into operation (a starter motor).

[035] The objective of the invention focuses on eliminating some of the existing problems and minimizing others, however, the main objective is to develop new cycle engines based on a new concept of thermodynamic system so that the efficiency of the engines is no longer exclusively dependent on temperatures and whose energy sources can be diversified and which allow the design of engines for environments even without air (oxygen). The concept of hybrid system, a characteristic that underpins this invention, eliminates the dependence of efficiency exclusively on temperature. The efficiency of any heat engine depends on its potentials and their potential differentials, while open and closed systems generate potentials where the mass of the gas is constant and for this reason they cancel each other out in the equations. In hybrid systems, the mass is not necessarily constant, therefore they do not cancel each other out and their efficiencies depend on the potentials from which the driving force originates, that is, the pressures. The hybrid system concept provides dependent potentials, proportional to the product of the mass of working gas by the temperature, as in the hybrid system, unlike open and closed systems, the mass is variable, its efficiency becomes a function not exclusive to the temperature, but dependent on the mass and for a differential cycle engine composed of four isothermal processes, four regenerative polytropic processes, the efficiency is demonstrated as shown in equation (c) and figure 4.

[036] In equation (c), (q) is the yield, (Tq) is the temperature of the isothermal heating process, (Tf) is the temperature of the isothermal cooling process, all temperatures in “Kelvin”, (n1) is the number of moles of subsystem 1, indicated by region 21 of figure 4, (n2) is the number of moles of subsystem 2, indicated by region 23 of figure 4.

[037] The dependence on high temperatures of most engines in the current state of the art also leads to dependence on fuels with high calorific value, making it difficult to use clean sources which normally offer lower temperatures. The concept of a differential cycle under the hybrid system, and a working fluid whose processes do not require physical phase change, eliminates this requirement of dependence on high temperatures. The differential concept where the cycle always operates two processes at a time, (26 and 27) in figure 5, simultaneously and interdependently, makes machines viable that can operate at low temperatures and, consequently, clean renewable sources, such as solar thermal and geothermal, become fully viable and their efficiencies now have the mass, or number of moles, as shown in equation (c), as a parameter for obtaining better efficiencies, even with relatively low temperature differentials.

[038] The main known thermodynamic cycles, Otto, Atkinson, Diesel, Sabathe, Stirling, Ericsson, Rankine and the Carnot cycle execute a single process at a time sequentially, as shown in figure 2, referenced to the mechanical cycle of the driving force elements, its control is a direct function of the power supply of the energy source, in turn, the differential cycles of the hybrid system, execute two processes at a time, figure 5, enabling the control of the thermodynamic cycle separate from the mechanical cycle, the cycle can be modulated and in this way the mechanical cycle becomes a consequence of the thermodynamic cycle and no longer the other way around.

DESCRIPTION OF THE INVENTION

[039] Differential cycle engines are characterized by having two subsystems, forming a hybrid system, represented by (21 and 23) in Figure 4, each subsystem executes a cycle referenced to the other subsystem so that they always execute two simultaneous and interdependent processes. Otherwise, considering a hybrid system with properties of both open and closed systems simultaneously, it is said that the system executes a compound thermodynamic cycle, Figure 5, that is, it always executes two simultaneous processes (26 and 27) in Figure 5, interdependent, including mass transfer. Therefore, these are engines and cycles completely different from engines and cycles based on open or closed systems. Figure 6 shows the relationship between the hybrid system and the differential thermodynamic cycle.

[040] The concept of a hybrid thermodynamic system is new. It is formed by two interdependent subsystems, between which there is an exchange of matter and energy, and both provide energy in the form of work and part of the energy in the form of dissipated heat outside their limits. This thermodynamic system was created in the 21st century and offers new possibilities for the development of heat engines.

[041] The present invention brings important developments for the conversion of thermal energy into mechanical energy, whether for use in power generation or other uses, such as mechanical force for movement and traction. Some of the main advantages that can be seen are: total flexibility regarding the source of energy (heat); independence from the atmosphere; no atmosphere is required for a differential cycle engine to operate; flexibility regarding temperatures; the differential cycle engine can be designed to operate in a very wide temperature range, much higher than most engines based on open and closed systems; in fact, a differential cycle engine can be designed to operate at both temperatures below zero degrees Celsius; it is sufficient that the design conditions promote the expansion and contraction of the working gas and it is sufficient that the materials chosen for its construction have the properties to perform their operational functions at the design temperatures. Other important advantages that distinguish the differential cycle engine based on the hybrid system are its controllability due to the ease of modulating thermodynamic processes and engine designs that do not require the use of starter motors, or at least, these would be small, due to the ease of generating torque through the differential of forces provided by the system formed by two conversion subchambers, i.e., two subsystems. Therefore, the advantages observed include the flexibility of the sources, promoting the use of clean and renewable sources as well as the operational advantages, being able to theoretically operate in any temperature range and its property of controlling rotation and torque.

[042] The differential cycle engine based on the hybrid system concept can be built with materials and techniques similar to conventional engines and Stirling cycle engines, as it is an engine that works with gas in a closed circuit, considering the complete system, that is, the complete system is formed by two integrated thermodynamic subsystems, 31 and 37, configuring a hybrid thermodynamic system, each subsystem is formed by a chamber, 33 and 35, containing working gas and each of these are formed by three subchambers, one heated, 33 with 317 and 35 with 42, one cooled, 33 with 41 and 35 with 318, and another isolated, 33 with 32 and 35 with 36, or in some cases, this one does not exist, connected to these two chambers there is a driving force element 312, each subsystem has a regenerator, 310 and 314, which can be active or passive, among others. The subsystems have a mass transfer element, 34, therefore the subsystems are open to each other, between the complete system and the external environment it is considered closed, these two subsystems execute simultaneously each at temperatures below zero degrees Celsius, it is enough that the design conditions promote the expansion and contraction of the working gas and it is enough that the materials chosen for its construction have the properties to perform its operational functions at the design temperatures. Other important advantages that distinguish the differential cycle engine based on the hybrid system are its controllability due to the ease in modulating the thermodynamic processes and in engine designs that dispense with the use of starter motors, or at least, these would be small, due to the ease of generating torque through the differential of forces provided by the system formed by two conversion subchambers, that is, two subsystems. Therefore, the advantages observed include the flexibility of the sources, promoting the use of clean and renewable sources as well as the operational advantages, being able to operate theoretically in any temperature range and its property of controlling rotation and torque.

[043] The differential cycle engine based on the hybrid system concept can be built with materials and techniques similar to conventional engines and Stirling cycle engines, as it is an engine that works with gas in a closed circuit, considering the complete system, that is, the complete system is formed by two integrated thermodynamic subsystems, 31 and 37, configuring a hybrid thermodynamic system, each subsystem is formed by a chamber, 33 and 35, containing working gas and each of these are formed by three subchambers, one heated, 33 with 317 and 35 with 42, one cooled, 33 with 41 and 35 with 318, and another isolated, 33 with 32 and 35 with 36, or in some cases, this one does not exist, connected to these two chambers there is a driving force element 312, each subsystem has a regenerator, 310 and 314, which can be active or passive, among others. the subsystems have a mass transfer element, 34, therefore the subsystems are open to each other, between the complete system and the external environment it is considered closed, these two subsystems simultaneously execute each of them a cycle of four interdependent processes forming a differential thermodynamic cycle, 82, unique, of eight processes, four of which are isothermal, (a-b), (1-2), (c-d) and (3-4), four polytropic, (b-c), (2-3), (d-a) and (4-1), with variable mass transfer. This closed circuit concept of working gas in relation to the external environment indicates that the system must be sealed, or in some cases, leaks can be admitted, as long as they are compensated. Suitable materials for this technology must be observed, they are similar, in this aspect, to the technologies of Stirling cycle engine designs. The working gas depends on the project, its application and the parameters used. There may be several gases, each one will provide specific characteristics. Examples of gases that can be suggested include: helium, hydrogen, nitrogen, dry air, neon, among others.

[044] The conversion chambers, items that characterize the hybrid system, may be built with different materials, depending on the design temperatures, the working gas used, the pressures involved, the environment and operating conditions. These chambers each have three subchambers and these must be designed observing the requirement for thermal insulation between them to minimize the flow of energy from the hot to the cold areas, this condition is important for the overall efficiency of the system. These chambers have internal elements that move the working gas between the hot and cold subchambers, and insulated when this exists. These elements may have different geometric shapes, depending on the requirements and design parameters. They may, for example, be in the form of discs, cylindrical or other shapes that allow the movement of the working gas in a controlled manner between the subchambers.

[045] The mass transfer element, 34, interconnects the two chambers, 33 and 35. This element is responsible for transferring part of the mass of working gas between the chambers that occurs at a specific moment during the polytropic processes. This element may be designed in various ways depending on the project requirements; it may operate by simple pressure difference, that is, in the form of a valve, or it may operate in a forced manner, for example, in the form of a turbine, in the form of pistons or in another geometric shape that allows it to perform the mass transfer of part of the working gas.

[046] The active regenerators, 310 and 314, operate with a specific working gas and this gas stores the energy of the engine gas during the polytropic processes of lowering the temperature through internal expansion and regenerates, that is, returns this energy to the engine gas during the polytropic processes of raising the temperature through compression. This regenerator is called an active regenerator because it performs its regeneration process dynamically through mobile mechanical elements and its own working gas, unlike the known passive regenerators, which operate through heat exchange between the gas and a static element, operating by heat conduction between the gas and its body. In the case where the use of a passive regenerator is considered in the design, this generally operates with heat exchange by conduction between the working gas and the elements that form the regenerator. Passive regenerators do not use gas and mobile elements.

[047] The driving force element, 312, is responsible for performing the mechanical work and making it available for use. This driving force element operates by the forces of the engine's working gas. This element may be designed in various ways, depending on the design requirements. It may, for example, be in the form of a turbine, in the form of pistons with cylinders, connecting rods, crankshafts, in the form of a diaphragm or in another form that allows work to be performed from the forces of the gas during thermodynamic conversions.

DESCRIPTION OF DRAWINGS

[048] The attached figures demonstrate the main characteristics and properties of the old concepts of heat engines and the proposed innovations based on the hybrid system, in which they are represented: Figure 1 represents the concept of an open thermodynamic system and the concept of a closed thermodynamic system; Figure 2 represents the characteristics of all thermodynamic cycles based on open and closed systems; Figure 3 shows the original idea of Carnot's heat engine, conceptualized in 1824 by Nicolas Sadi Carnot; Figure 4 represents the concept of a hybrid thermodynamic system; Figure 5 represents the characteristics of the differential thermodynamic cycles based on the hybrid system; Figure 6 shows the hybrid thermodynamic system and a differential thermodynamic cycle and the detail of the two thermodynamic processes that occur simultaneously; Figure 7 shows the mechanical model consisting of the two thermodynamic subsystems that form a heat engine under the concept of a hybrid system and its active regenerator; Figure 8 shows the engine indicating the phase in which one of the regenerators, element 310, equalizes its temperature to the temperature of the hot source; Figure 9 shows the engine indicating the phase in which the second regenerator, element 314, equalizes its temperature to the temperature of the hot source; Figure 10 shows one of the subsystems, group 31, performing the high-temperature isothermal process of the thermodynamic cycle and the second subsystem, group 37, performing the low-temperature isothermal process of the thermodynamic cycle; Figure 11 shows one of the subsystems, group 31, performing the polytropic process of lowering the temperature of the thermodynamic cycle and the second subsystem, group 37, performing the polytropic process of raising the temperature of the thermodynamic cycle; Figure 12, in turn, shows the first subsystem, group 31, carrying out its low temperature isothermal process of the thermodynamic cycle and the second subsystem, group 37, carrying out the high temperature isothermal process of the thermodynamic cycle; Figure 13 shows the first subsystem, group 31, carrying out the polytropic process of raising the temperature of the thermodynamic cycle and the second subsystem, group 37, carrying out the polytropic process of lowering the temperature of the thermodynamic cycle; Figure 14 shows the ideal thermodynamic cycle of the active regenerator; Figure 15 shows the detail of the thermodynamic cycle of one of the subsystems and the thermodynamic cycle in the heat transfer process to its respective active regenerator; Figure 16 shows the detail of the thermodynamic cycle of one of the subsystems and the thermodynamic cycle in the heat regeneration process by its respective active regenerator; Figure 17 shows the ideal differential thermodynamic cycle composed of two high-temperature isothermal processes, two low-temperature isothermal processes, two polytropic processes of temperature lowering, heat transfer, two polytropic processes of temperature raising, heat regeneration, and the thermodynamic processes of the active regenerator; Figure 18 shows an example of application of the engine for an electricity generating plant having geothermal energy as the primary source; Figure 19 shows an example of application of the engine for an electricity generating plant having solar thermal energy as the primary source; Figure 20 shows an example of application of the differential cycle engine for a combined system design, forming a combined cycle with an open system internal combustion engine.

DETAILED DESCRIPTION OF THE INVENTION

[049] The differential cycle engine consisting of two high temperature isothermal processes, two low temperature isothermal processes, two polytropic heat transfer processes, two polytropic heat regeneration processes with active or passive regenerator is based on a hybrid thermodynamic system as it has two interdependent thermodynamic subsystems which each perform a thermodynamic cycle that interacts with each other, being able to exchange heat, work and mass as represented in figure 4. In 22, of figure 4, the hybrid system composed of two subsystems indicated by 21 and 23 is shown.

[050] Figure 6 shows again the hybrid thermodynamic system and the differential thermodynamic cycle, detailing, in this case, the processes, that when in one of the subsystems, at time (t1) the cycle operates with mass (m1), number of moles (n1) and temperature (Tq), at this same time, simultaneously, in the other subsystem, the cycle operates with mass (m2), number of moles (n2), temperature (Tf). In a machine based on a hybrid system composed of two subsystems, the sum of the mass of working gas is always constant (m1 + m2 = cte), but they are not necessarily constant in their respective subsystems, between them there may be an exchange of mass.

[051] Figure 7 shows the engine model based on the hybrid system containing two subsystems indicated by 31 and 37. Each subsystem has its thermomechanical conversion chamber, 33 and 35, a driving force element, 312, an active regenerator, 310 and 314, its transmission shafts, respectively, 38, 39, 311 and 313, 315, 316. Connecting the subsystems for the mass transfer processes, there is a mass transfer element 34.

[052] Figure 8 and Figure 9 show the process responsible for generating the initial operating state of the regenerators 310 and 314. In the initial operating state, the regenerators are both brought to equalize with the temperature of the hot source (Tq). In Figure 8, while one of the subsystems, 31, performs its high-temperature isothermal process, its respective regenerator is pressurized by mechanical force through transmissions, 38, 39 and 311, equalizing with the temperature of the working gas of subsystem 31 at (Tq), shown in the graph of Figure 14 in the path indicated at 71. In Figure 9, while the second subsystem, 37, performs its high-temperature isothermal process, its respective regenerator is pressurized by mechanical force through transmissions, 316, 315 and 313, equalizing with the temperature of the working gas of subsystem 37 at (Tq), also shown in the graph of Figure 14 in the path indicated at 71.

[053] Figures 10, 11, 12 and 13 show how the eight processes occur mechanically, four isothermal and four polytropic with mass transfer and heat regeneration. In Figure 10, subsystem 31 exposes the working gas to the hot source, at temperature (Tq), indicated in 317, this subsystem executes the high temperature isothermal process and simultaneously the subsystem indicated by 37 exposes the working gas to the cold source, at temperature (Tf), indicated in 318, and at this moment, simultaneously, this subsystem executes the low temperature isothermal process. These processes alternate between the subsystems, as shown in Figure 12. After the isothermal processes are completed, Figures 11 and 13 show how the subsystems process their respective polytropic processes with or without mass transfer and with regeneration. After subsystem 31 completes its high-temperature isothermal process, the gas is exposed to a thermally isolated region, indicated by 32. The gas, initially at a hot temperature (Tq), gives off heat to regenerator 310, which starts from the hot state and expands the internal gas until it removes heat from the working gas and its own heat, until it reaches a cold temperature (Tf) through the expansion of the gas, transferring the energy to its axis in the form of mechanical kinetic energy. At the same time, part of the working gas from subsystem 31, with higher pressure, is transferred to subsystem 37 at lower pressure through the mass transfer element indicated in 34. This concludes the polytropic process of lowering the temperature of the subsystem. 31, simultaneously, subsystem 37 receives part of the mass of working gas from subsystem 31, and the heat from regenerator 314 is also regenerated simultaneously, taking the gas from the cold temperature (Tf) to a hotter temperature at which the isothermal high temperature process begins through the pressurization of the internal gas of the regenerator by the mechanical energy in the shafts obtained in the expansion process, ending the polytropic regeneration process. And subsystem 37 now has a greater mass than subsystem 31. However, in polytropic processes, the driving force elements also perform compressions and expansions and there is a sharing in the process of heat and energy between the gas and the regenerator and with the driving force elements simultaneously.

[054] The polytropic process in this cycle engine has intermediate characteristics between the isochoric and adiabatic processes and can be described by expression (d).

[055] In the limit where (k → +∞), the polytropic process gains isochoric characteristics, and in the limit where (k → Y), the polytropic process gains isentropic or adiabatic characteristics, therefore, in practical projects, the parameter (k) will be greater than (Y), the adiabatic expansion coefficient, and the slope of the pressure variation curve with volume will be between the slope of the isochoric process and the slope of the adiabatic process.

[056] The graph in figure 14 clarifies how the active regenerator works, the curve indicated by 71 shows the initial process to condition the regenerator's operability, the curve indicated by 72 shows the regenerator process in operation with the engine cycle, the heat transfer from the engine gas to the regenerator occurs alternately and sequentially, this leaving the hot temperature (Tq) for the temperature (Tf) and the regeneration when the process occurs in reverse, starting from the temperature (Tf) for the temperature (Tq). These processes always occur during the polytropic processes of the engine cycle.

[057] Curve 71 in figure 14 is an adiabatic process and its energy in units (Joule) is represented by the following expression:

[058] This energy (W71) is the internal energy of the gas in the regenerator itself, which remains internally throughout the entire time the engine is running.

[059] Curve 72 in figure 14 is also an adiabatic process and its energy in units (Joule) is represented by the following expression:

[060] The first energy term (W72) is the internal energy of the gas shown by (W71) and remains indefinitely in the regenerator, the second term is the adiabatic energy of the engine cycle in polytropic processes, corresponding to the sum of the energies of the expansion of the gas in the regenerator and the expansion of the gas in the engine itself, the parameters (Tq) and (Tf) are replaced by the parameters of the respective interval in which heat transfer to the regenerator and regeneration occur, both are equal.

[061] The thermodynamic process of curve 72 in Figure 14 occurs under the conditions shown in the mechanical drawings of Figures 11 and 13.

[062] Figure 15 shows in 73 the processes that form the cycle of one of the subsystems. Process (b-c) of the cycle shown in 73 is polytropic and starts at point (b) at the hot temperature (Tq), with (n1) mole of gas and continues to point (c), transferring part of the mass of gas, equivalent to (n1 -n2) mole of gas to the other subsystem and transferring its heat (energy) to the regenerator and part simultaneously to the driving force element of the engine, reaching point (c) at a colder temperature at the start of the isothermal process (Tf) and with (n2) mole of gas. Graph 75 shows the process in which the regenerator removes heat from the gas in the subsystem, through the expansion of the internal gas of the active regenerator.

[063] Figure 16 shows in 77, simultaneously with the cycle shown in figure 15, the processes that form the cycle of the other subsystem that comprises the concept of the engine formed by two interdependent subsystems. The polytropic process (b-c) shown in figure 15 in the first subsystem is a lowering of the gas temperature, its energy is transferred to the active regenerator and to the driving force element, simultaneously a polytropic process (4-1) of temperature increase occurs in the second subsystem, shown in figure 16, the mass of gas equivalent to (n1 - n2) mole of gas from the first subsystem is transferred from point (b), shown in 73, to the second subsystem, indicated in detail 78, figure 16, which starts this polytropic process with (n2) mole of gas in (4) and arrives in (1) with (n1) mole of gas at the hot temperature (Tq) received from the stored energy of the active regenerator and the driving force element of the engine, whose curve of the regenerator portion of its process is indicated in 76.

[064] Figure 17 shows the complete, ideal eight-process differential engine cycle, based on the hybrid thermodynamic system concept, where two simultaneous processes always occur in the engine, exemplified by indications 86 and 88, until forming the complete eight-process cycle and two-process cycles in each of the two active regenerators. In 82, the sequence (1-2-3-4-1) shows the processes of one of the subsystems that form the engine cycle, the sequence (a-b-c-d-a) shows the processes of the other subsystem, in 81 the processes of one of the active regenerators are shown, in 83 the processes of the other active regenerator are shown, all interdependent.

[065] In figure 17, at 82. The curve indicated by 87 shows the processes (a-b-c-d-a) of one of the subsystems, the process (a-b) is high temperature isothermal where energy enters the system, it occurs simultaneously with the low temperature isothermal process (3-4) where unused energy is discarded, from the curve indicated by 85 of the other subsystem. Process (b-c) is a polytropic process of temperature reduction, it occurs simultaneously with process (4-1), also polytropic, but of temperature increase, in process (b-c) there is a transfer of heat (energy) from the engine gas to the engine's driving force element and also from the engine gas to the regenerator shown in 83, in an adiabatic process indicated by curve 89, simultaneously in process (4-1) there is a regeneration of heat (energy) for the engine gas received from the engine's driving force element and the regenerator shown in 81, also in an adiabatic process indicated by curve 84, simultaneously still, during the polytropic processes of the engine cycle and during the adiabatic processes of the active regenerators, mass transfer occurs, leaving (ni - n2) mol of gas in process (b-c), for the other subsystem, during the polytropic process (4-1), shown in detail 78 in the curve of graph 77 in figure 16. The processes (2-3) and (d-a) are identical to processes (b-c) and (4-1). Process (c-d) is low-temperature isothermal and occurs simultaneously with process (1-2), which is high-temperature isothermal. Process (d-a) is polytropic in increasing temperature (regeneration), with an increase in mass, and occurs simultaneously with process (2-3), a polytropic in reducing temperature (heat transfer to the regenerator), with a reduction in mass, thus completing the thermodynamic cycle with eight engine processes, two of which are always simultaneous, and the cycles of the two active regenerators, each with two adiabatic processes. The sum of the mass of working gas in the two subsystems that form the engine is always constant.

[066] In the engine conversion chambers, the isothermal processes of the engine cycle (1-2), (a-b), (3-4) and (c-d) are carried out with the gas confined in a geometry characterized by a thermal property in which the gas has temperature isonomy such that it tends to equalize with the hot or cold elements throughout the isothermal process, that is, an isothermal process. This geometry must be characterized by a large contact area and a small depth for heat penetration into the gas in order to produce thermal isonomy throughout the isothermal process. The polytropic processes of the engine cycle (2-3) and (b-c) are carried out with the gas in a thermally isolated region or in the transition between the hot and cold areas of the engine, and in this process the engine's driving force element and the regenerator in thermal contact with the working gas will perform a rapid, adiabatic expansion, transferring the energy of the gas to the mechanical elements of the regenerator and the engine, storing the energy in the form of kinetic energy. In the polytropic processes of the engine cycle (4-1) and (d-a), they are also carried out with the gas in a thermally isolated region or in the transition between the hot and cold areas of the engine, and in this process the regenerator in thermal contact with the working gas will perform a rapid compression together with the engine's driving force element, adiabatic, transferring the kinetic energy of its elements back to the engine gas, raising its temperature, concluding the regeneration.

[067] Table 1 shows process by process that form the differential cycle of eight heat engine processes shown step by step, with four isothermal processes, four polytropic processes and the thermodynamic cycle with two adiabatic processes of the active regenerator and mass transfer steps.Table 1

[068] This differential cycle of an engine composed of two subsystems based on the hybrid system concept, whose pressure and volume curve is shown in Figure 17, has eight processes, two isothermal high-temperature processes of energy input into the system, curves (1-2) and (ab) are represented by expressions (g) and (h), two isothermal low-temperature processes of discarding unused energy, curves (3-4) and (cd) represented by expressions (i) and (j), two polytropic heat transfer processes (2-3) and (bc) by means of an active regenerator, represented by expressions (k) and (l), two polytropic heat regeneration processes (4-1) and (da), represented by expressions (m) and (n). The expressions consider the sign of the direction of the energy flow.

[069] The total input energy to the motor is the sum of the energies Q(!-2) and Q(ab) and is represented by the expression (o) below.

[070] The total energy discarded to the external environment is the sum of the energies Q(3-4) and Q(ca-d) and in its positive form, is represented by the expression (p) below.

[071] The total useful work of the motor, considering an ideal model without losses, is the difference between the energy input and output and is represented by the expression (q) below.

[072] The polytropic processes, shown by the expressions (k), (l), (m) and (n) are equal and regenerative, the energy is transferred in the temperature lowering process and regenerated in the temperature increasing processes, that is, the energy is conserved in the subsystems.

[073] The final theoretical demonstration of the efficiency of the differential cycle of eight processes, four isothermal processes, four polytropic processes with mass transfer and active regenerator is given by the expression (r), characterizing that the differential cycles based on the hybrid thermodynamic system also have as an efficiency parameter the number of moles or mass in the processes and, therefore, these cycles do not have their efficiencies dependent exclusively on temperatures.

APPLICATION EXAMPLES

[074] Differential cycle engines based on the hybrid system operate with heat, do not require combustion, although it can be used, do not require fuel combustion, although it can be used, and therefore can operate in environments with or without atmosphere. The thermodynamic cycle does not require changing the physical state of the working gas. Due to their properties exposed in this description, differential cycle engines can be designed to operate in a wide temperature range, higher than most existing motor cycles based on open or closed systems. Differential cycle engines are completely flexible regarding the source of energy (heat); Figure 18 shows an application for the use of the differential cycle engine for the generation of energy from geothermal sources. Figure 18 shows a heat transfer system from the ground 96 to a collector 94, basically formed by a pump 97 that injects a fluid, normally water, through the duct 93. The heat in the collector 94 is transferred to the differential cycle engine 91, which discards part of the energy to the external environment through the heat exchanger 95 and converts another part of the energy into work, operating a generator 92 which produces electricity.

[075] Figure 19 shows another useful application for the differential cycle engine for producing energy from the sun's heat. The sun's rays are collected through the concentrator 103, the energy (heat) is transferred to the element 104 which directs the heat to the differential cycle engine 101, this converts part of the energy into useful work to operate an electricity generator, 102, part of the energy is discarded to the external environment through the exchanger 105.

[076] Figure 20 shows another useful application for the differential cycle engine to improve the efficiency of internal combustion engines, forming combined cycles with them. The heat rejected by the exhausts, 116, of the internal combustion engines, indicated by 112, fueled by fuels, 117, of Brayton cycle, Diesel cycle, Sabathe cycle, Otto cycle, Atkinson cycle, are channeled to the energy input (heat) of the differential cycle engine, 111, through an exchanger 113, promoting a heat flow, 1111, from the internal combustion engine, 112, towards the differential cycle engine 111 and this converts part of this energy into useful mechanical force, 1113 that can be integrated with the mechanical force of the internal combustion engine, 1112 generating a single mechanical force, 118, or directed to produce electrical energy. The energy not converted by the differential cycle engine is discarded to the external environment indicated by 1110. This application allows the recovery of part of the energy that the internal combustion engine cycles cannot use to perform useful work and thus improve the overall efficiency of the system.

Claims (11)

1) "DIFFERENTIAL CYCLE HEAT ENGINE COMPOSED OF FOUR ISOTHERMAL PROCESSES, FOUR POLYTROPIC PROCESSES WITH REGENERATOR", refers to an engine for converting thermal energy, using isothermal cycles, characterized by being composed of two thermodynamic subsystems, (31) and (37), configuring a hybrid thermodynamic system, each subsystem being formed by a chamber, (33) and (35), containing working gas and each of these two chambers are formed by three subchambers, one isothermal heated, (33) with (317) and (35) with (42), one isothermal cooled, (33) with (41) and (35) with (318), and another isolated, (33) with (32) and (35) with (36), connected to these two chambers there is a driving force element, (312), each subsystem has an active or passive regenerator, (310) and (314), between the subsystems there is a mass transfer element, (34), these two subsystems simultaneously execute each of them, a cycle of four interdependent processes forming a differential thermodynamic cycle, (82), unique, of eight processes, four of which are isothermal, (a-b), (1-2), (c-d) and (3-4), four polytropic, (b-c), (2-3), (d-a) and (4-1), with variable mass transfer. 2) "DIFFERENTIAL CYCLE HEAT ENGINE COMPOSED OF FOUR ISOTHERMAL PROCESSES, FOUR POLYTROPIC PROCESSES WITH REGENERATOR", according to claim 1, characterized in that it is composed of two chambers, (33) and (35), each chamber is divided into three subchambers, an isothermal heated subchamber, (33) with (317) and (35) with (42), an isothermal cooled subchamber, (33) with (41) and (35) with (318), and a thermally insulated subchamber, (33) with (32) and (35) with (36), each chamber forming a subsystem, (31) and (37), and the junction of these two subsystems forms a hybrid thermodynamic system. 3) "DIFFERENTIAL CYCLE HEAT ENGINE COMPRISING FOUR ISOTHERMAL PROCESSES, FOUR POLYTROPIC PROCESSES WITH REGENERATOR", according to claims 1 and 2, characterized by having a driving force element, (312), connected to the two thermodynamic conversion chambers, (33) and (35). 4) "DIFFERENTIAL CYCLE HEAT ENGINE COMPRISING FOUR ISOTHERMAL PROCESSES, FOUR POLYTROPIC PROCESSES WITH REGENERATOR", according to claim 1, characterized by having an active or passive regenerator, (310) and (314), in each of the chambers. 5) "DIFFERENTIAL CYCLE HEAT ENGINE COMPRISING FOUR ISOTHERMAL PROCESSES, FOUR POLYTROPIC PROCESSES WITH REGENERATOR", according to claim 1, characterized by having a mass transfer element of the working gas, (34), between the chambers. 6) "CONTROL PROCESS FOR THE THERMODYNAMIC CYCLE OF THE HEAT ENGINE", as defined in claims 1 to 5, characterized by a process executed by the hybrid system forming a differential thermodynamic cycle of eight thermodynamic processes of the engine, (82), being two high temperature isothermal, (ab) and (1-2), two low temperature isothermal, (c-d) and (3-4), two polytropic processes of temperature lowering with mass transfer, (b-c) and (2-3), two polytropic processes of temperature raising with mass reception, (d-a) and (4-1), and two adiabatic processes, (84) and (89), of the regenerator. 7) "CONTROL PROCESS FOR THE THERMODYNAMIC CYCLE OF THE HEAT ENGINE", according to claim 6, characterized by having a high temperature isothermal process, (a-b), in one of the subsystems which is executed simultaneously with another low temperature isothermal process, (3-4), in the other subsystem and a low temperature isothermal process, (c-d) in the first subsystem which is executed simultaneously with another high temperature isothermal process, (12), in the second subsystem, composing the four isothermal processes of the cycle. 8) "CONTROL PROCESS FOR THE THERMODYNAMIC CYCLE OF THE HEAT ENGINE", according to claim 6, characterized by having a polytropic process of temperature reduction and mass transfer, (b-c), in one of the subsystems which is executed simultaneously with another polytropic process, (4-1), in the second subsystem, this second process being a temperature increase process through regeneration and this process receives the mass from the temperature reduction process and a polytropic process of temperature increase, regenerative with mass increase, (d-a), in the first subsystem, simultaneously with a polytropic process of temperature reduction and mass transfer, (2-3), of the second subsystem, composing the four polytropic processes of the cycle. 9) "CONTROL PROCESS FOR THE THERMODYNAMIC CYCLE OF THE HEAT ENGINE", according to claims 6 and 8, characterized by having in the thermodynamic cycle, two energy regeneration processes - heat -, (84) and (89), which are executed by the driving force element of the engine and by the regenerators, (310) and (314), where the energy - heat - is given off during the polytropic processes of lowering the temperature, (b-c) and (2-3), being stored in the regenerator and part in the driving force element of the engine, and received, regenerated by the polytropic processes of increasing the temperature, (d-a) and (4-1). 10) "CONTROL PROCESS FOR THE THERMODYNAMIC CYCLE OF THE HEAT ENGINE", according to claim 9, characterized by having in the thermodynamic cycle two energy storage processes, (89), executed by the driving force element (312) of the engine and by the regenerators, (310) and (314), for subsequent regeneration, (84), through the regenerators, which absorb the energy during the polytropic temperature lowering processes, (b-c) and (2-3). 11) "CONTROL PROCESS FOR THE THERMODYNAMIC CYCLE OF THE HEAT ENGINE", according to claim 10, characterized by having in the thermodynamic cycle two energy regeneration processes, (84), executed by the regenerators, (310) and (314), which return the energy to the engine gas during the polytropic temperature elevation processes, (d-a) and (4-1).