CN114109711A

CN114109711A - Rotary power generation device and manufacturing and using method thereof

Info

Publication number: CN114109711A
Application number: CN202110520966.8A
Authority: CN
Inventors: 李伟德
Original assignee: Individual
Current assignee: Individual
Priority date: 2021-03-30
Filing date: 2021-05-13
Publication date: 2022-03-01
Anticipated expiration: 2041-05-13
Also published as: CN114109711B

Abstract

The application discloses an engine. The engine includes: a rotating hub containing a manifold; blades radially distributed around the rotating hub; a combustion chamber at a distal end of each vane; a rotating shaft connected or fixed to the hub; and a generator operatively connected to the rotating shaft. Each vane has a passage for air flow into the combustion chamber and a fuel distribution conduit therein (thereon). The manifold connects the fuel supply pipe to the fuel distribution conduit. The combustion chamber receives fuel and air from respective fuel distribution conduits and gas passages, detonates the fuel, and directs the heated or expanded air and combustion gases in a direction that propels the rotation of the blades and hub. The rotating shaft is configured to rotate together with the hub. The generator is used to convert torque from the rotating shaft into electrical energy.

Description

Rotary power generation device and manufacturing and using method thereof

Cross Reference to Related Applications

This application claims benefit from U.S. provisional patent applications with application numbers 63/204,633 and 63/205,969 filed on 16/10/2020 and 21/1/2021 and 17/217,885 filed on 30/3/2021, respectively, each of which is incorporated by reference herein as if fully set forth herein.

Technical Field

The present invention relates generally to the field of power generation. More particularly, embodiments of the present invention relate to a rotary power apparatus including a plurality of blades, a method of converting energy and/or generating power using the apparatus, and a method of manufacturing the apparatus.

Background

Wind generators are designed in a variety of ways in which the blades of the generator can rotate about a horizontal axis and also about a vertical axis. Commercial applications of modern wind generators are more focused on designs where the blades rotate about a horizontal axis.

FIG. 1A shows a typical horizontal wind turbine 100. The horizontal wind turbine 100 includes three blades 110, a hub 120 connected to the blades 110, a nacelle 130 housing power generation equipment, and a tower 140 supporting the nacelle 130, the hub 120, and the blades 110. The blades 110 and the hub 120 together form a rotor.

FIG. 1B illustrates the internal structure of a typical nacelle 130 on a tower 140 in a horizontal wind turbine. The components in the nacelle 130 include a low speed (or main) shaft 125 that is coupled to and rotates with the hub 120, a gearbox 150, a brake 160, a high speed shaft 170, a generator 180, and a yaw bearing and motor assembly 190 (to maintain or change the orientation of the nacelle 130 as the wind direction changes). The gearbox 150 transfers torque from the low speed shaft 125 to the high speed shaft 170, typically increasing the rotational speed of the low speed shaft 125 by a factor of 50 to 100 or more in the high speed shaft 170. The electrical energy generated by the generator 180 is delivered by a cable (not shown) to a battery (for storage) or to an inverter or converter and transferred to the grid. Some horizontal wind turbines further include pitch bearings (not shown) mounted on each blade 110 and bolted to hub 120. The pitch bearing (or, perhaps more precisely, the position of the pitch bearing by electromechanical control) allows the pitch angle (angle of attack) of the blades 110 with respect to the wind direction to be adjusted in dependence on the wind speed, thereby controlling the rotational speed of the rotor. Typically, brake 160, yaw bearing and motor assembly 190, and pitch bearing or pitch bearing motor (when present) are controlled by a controller (not shown), which typically receives wind speed and direction information from an anemometer (not shown) mounted or attached to nacelle 130.

One major trend in turbines such as horizontal wind turbine 100 is to increase blade length and tower height to achieve more power production. From 1990 to 2016, the blade/rotor radius increased from 24 meters to 109 meters, and the stand-alone power generation capacity increased from 50 kW in 1990 to 2848 kW in 2016.

Fig. 2A-B are schematic illustrations of apparatus referred to in U.S. patent application No. 16/951,808 filed on 18.11.2020, relevant portions of which are incorporated herein by reference. Fig. 2A-B illustrate an exemplary engine 200 with an internal compressor 220. FIG. 2A is a cross-sectional view of the exemplary engine 200 of FIG. 2B along line A-A. Engine 200 includes an inlet 202, an opening 205 to the inlet, a compressor 220 (including a plurality of fins/blades 222 a-h), an upper bearing 210, a lower bearing 215, a rotor disk and/or rotor housing 240, a plurality of passages (e.g., curved rotating arms) 250a-f, a flow splitter 245, a plurality of nozzles 255a-f, and a plurality of combustion chambers 260 a-f. Fluid, such as air, exhaust gas, and/or combustion gas, enters the swivel housing 240 through the opening 205. As fluid enters the rotating arms 250a-f through the rotating housing 240, passes through the rotating arms 250a-f and exits through the nozzles 255a-f, the rotating housing 240 begins to rotate and the compressor 220 also begins to rotate. The centrifugal force provided by the spinner shell 240 and the rotating arms 250a-f causes the liquid to more easily flow onto the circumference of the spinner shell 240 and out through the nozzles 255a-f, thereby providing a rotational velocity that is amplified relative to the spinner shell 240 and the rotating arms 250 a-f. Each combustion chamber 260a-f is located between a corresponding rotating arm 250a-f and a corresponding nozzle 255 a-f.

Referring now to FIG. 2B, each rotating arm 250a-f has a combustion chamber 260a-f at its distal end. Nozzles 255a-f are positioned at the exhaust or output end of respective combustion chambers 260 a-f. Air or other combustion gases (e.g. oxygen, oxygen-enriched air, mixtures of nitrogen and oxygen [ e.g. diving nitride ], ozone, nitrogen oxides, e.g. NO or NO₂And mixtures thereof, etc.) by combustionThe holes in the chamber opening 261 enter the combustion chambers 260 a-f. Alternatively, the upstream end of each combustion chamber 260a-f may have a separate opening (e.g., an intake port or inlet) so long as the inlets to the combustion chambers 260a-f have some kind of constriction or partial closure. Fuel is supplied to the combustion chambers 260a-f by fuel supply lines 265 a-f.

FIG. 3 shows a plan view (from top to bottom) of a combustion chamber, which is useful for understanding the example engine of FIGS. 2A-B. For example, FIG. 3 shows a top view of the distal end of the spinner arm 250, the combustion chamber 260 and the nozzle 255. The diameter (e.g., outer diameter) or width of the combustion chamber 260 is equal to the diameter (e.g., inner diameter) of the swivel arm 250. There may be a restricted or reduced area 252 between the combustion chamber 260 and the nozzle 255.

The combustion chamber 260 may have a forward end or opening 261 with an aperture or inlet 266 therein. Alternatively, the front end or opening 261 of the combustion chamber 260, which contains both the restricted or reduced area in the rotating arm 250, may be a single inlet. The holes/inlets 266 allow compressed air or other oxygen-containing gas to enter the combustion chamber 260 relatively freely, although without combustion, the gas pressure within the combustion chamber 260 is less than the gas pressure at the forward end or inlet 261 in the rotating arm 250.

Fuel is supplied to combustion chamber 260 by fuel supply line 265 through an intake port (not shown). The intake port may be located at (or through) an intake port 268 in the wall of the combustion chamber 260. The additional force provided by combustion in the combustion chamber 260 may be significantly increased even with little fuel combustion, due to the combined action of air compression caused by centrifugal force from the rotation of the spinner arm 250 and the force generated when the gas from the nozzle 250 is rushing in without any combustion. Because the fuel supply conduit 265 is routed along and/or adhered to the rotating arm 250, the fuel may also be compressed, pressurized, and/or accelerated by centrifugal force. The fuel may be supplied continuously or in short bursts, but in general the greater the amount of fuel supplied during a burst, the lower the frequency of fuel supply.

An ignition source (e.g., spark plug or gap between wires) may ignite a mixture of fuel and oxygen-containing gas (e.g., air) in the combustion chamber. Electrical wires (not shown) connected to the rotating arm 250 and the exterior of the housing 240 may provide an electrical charge to the ignition source 262. In some cases, when the temperature within combustion chamber 260 is sufficiently high, the fuel may auto-ignite or auto-detonate after a relatively small number of ignition cycles (e.g., 1-5).

The torque is proportional to the product of the force causing the rotor to rotate (e.g., the force exerted by the gas from the nozzles 255a-f to the rotating arms 250 a-f) and the radius of the rotor. Within the engine 200, when the radius of the engine 200 (i.e., the distance from the axis 210/215 to each nozzle 255 a-f) exceeds a threshold relatively large (e.g., 100 meters), a relatively small amount of fuel plus a relatively high compressed air supply (e.g., when the pressure reaches or exceeds 5 atm at the inlet of the rotating arms 250 a-f) may generate a greater torque than a system having a smaller radius but the same configuration. Thus, the length of the rotating arms 250a-f plays an important role, because the centrifugal force experienced by the gas in the rotating arms 250a-f is proportional to the radius of the engine 200 as the engine 200 rotates. Therefore, when the rotary arm has a large length and the engine 200 has a large radius, the gas in the distal ends of the rotary arms 250a-f is subjected to a large pressure due to centrifugal force even at a low rotation speed. The longer the swivel arm/engine radius, the greater the density of the compressed gas.

The rotating arms 250a-f may be fabricated from lightweight and strong materials such as those used to fabricate blades for wind turbines (e.g., fiberglass and/or carbon fiber reinforced polymer resins such as polyester, epoxy, etc.). Similar to wind turbines with large radii, when the radius is large enough (e.g., about 100 meters), the engine 200 may provide mechanical, energy, or electrical power for a megawatt power plant. Considering that the power output by the engine 200 increases exponentially with increasing radius, a rotating arm length of at least 80 meters may be the preferred choice for generating power. The length of such a rotary arm, even at relatively low rotational speeds, is capable of providing a gas pressure of 6-8 atm or more at the end of the rotary arm immediately before the nozzle.

It may be beneficial to apply some or all of the operating principles of engine 200 to existing structures and/or components. This is advantageous in reducing the cost and time of developing and building the power plant.

The background section provides background information only. The statements in this "background" do not constitute an admission that the technology disclosed in this "background" constitutes prior art to the present application, nor is any part of this "background" available to admit that any part of this application, including this "background," constitutes prior art to the present application.

Disclosure of Invention

Embodiments of the present invention relate to an engine, including: a rotating hub containing a manifold, a plurality of blades, a rotating shaft connected or fixed to the hub, and a generator operatively connected to the rotating shaft for converting torque on the rotating shaft into electrical energy. The manifold is connected to the fuel supply conduit and has a plurality of outlets, each outlet being connected to a corresponding one of the fuel distribution conduits. The blades are distributed radially along the hub. Each vane has (i) a first end attached or fixed to the hub, (ii) a passage for air to flow to the second distal end of the vane, (iii) a fuel distribution conduit, (iv) a combustion chamber at the second distal end of the vane. Each combustor is configured to (I) receive fuel from a corresponding fuel distribution conduit and air from a corresponding blade passage, (II) combust or detonate the fuel, and (III) direct the heated or expanded air and combustion gases in a direction that propels rotation of the blades and hub. The rotating shaft is configured to rotate together with the hub.

In some embodiments, the engine further comprises a casing for housing and/or isolating the generator. In various examples, the enclosure includes a top or upper frame and a plurality of supports supporting the top or upper frame above the generator. In such an example, the rotating shaft may extend from the hub through the top or upper frame, and the top or upper frame may secure a first bearing for sealing and allowing rotation of the rotating shaft. Typically, such casings are used to support blades that rotate in a horizontal plane (e.g., in so-called "horizontal engines," horizontally rotating blades).

Alternatively, the engine further comprises a support frame for supporting the rotating hub, the blades and the rotating shaft. In such alternative embodiments, the blades rotate in a vertical plane (e.g., in so-called "vertical motors," vertically rotating blades), and the motors (with or without generators) may be similar to conventional Horizontal Wind Turbines (HWT). In a further embodiment, the vertical engine further comprises a transmission, differential and/or gearbox for transmitting torque from the rotating shaft to a high speed shaft adapted to rotate at a faster rate than the rotating shaft driven by the rotating means. The vertical engine may further comprise a nacelle (which houses at least a part of the rotating shaft), a transmission, a differential and/or a gearbox and optionally a generator. Optionally, the vertical engine may further comprise an anemometer for measuring wind speed, a controller for controlling operation of the vertical engine based at least in part on wind speed and/or a brake (also located in the nacelle) for mechanically, electrically or hydraulically stopping rotation of the hub and blades (e.g. when wind speed exceeds a predetermined safety threshold).

Typically, each combustion chamber is provided with a nozzle at its end. In various embodiments, the nozzles are arranged to direct the heated or expanded air and combustion gases exiting the combustion chamber (i) in a direction tangential or substantially tangential to a circle defined by the rotational motion of the combustion chamber or (ii) perpendicular or substantially perpendicular to the central axis of the corresponding vane. In some embodiments, the maximum outer diameter of each nozzle is equal to or less than the maximum outer diameter of the remainder of the combustion chamber. When the combustion chamber is provided with a nozzle, the nozzle may further be provided with a constriction at its inlet. Typically, the number of vanes, the number of passages, the number of fuel distribution conduits, the number of combustion chambers, and the number of nozzles (if present) are equal or identical (e.g., in a 1: 1 relationship therebetween).

In various embodiments, the engine includes x blades, where x is a positive integer, and 360 may be divided by a positive integer to obtain a positive integer or a regular fraction. For example, the engine may include at least three (e.g., 3, 4, 5, 6, 8, 9, 10, or 12) blades. Each blade may be 1 to 150 metres in length and the hub may have an effective diameter (i.e. twice the distance from the centre to the furthest point in plan view) of 0.1 to 8 metres. The size of the engines is increasing and in commercial power generation embodiments, the blades may be 60 to 120 meters in length (or any length or range of lengths therein) and the hub may be 3 to 6 meters in diameter (or any length or range of lengths therein). All of the blades on an engine are typically of the same size and shape and may (but need not) be designed to provide at least some aerodynamic buoyancy.

In some embodiments, each blade is provided with an opening on the side facing the direction of rotation through which air enters the channel. Alternatively, the hub may have a main opening on its surface, and a plurality of internal openings may be provided in the hub (e.g. at the interface between the hub and each blade) to allow air to enter the channels.

In various embodiments, the width, length, and/or height of each channel is 50-98% of the corresponding vane length and/or height, and the width, diameter, or cross-sectional area of each fuel distribution conduit is 1-10% of the width, diameter, or cross-sectional area of the corresponding channel.

In some embodiments, the engine may further comprise a fuel storage tank or reservoir and/or a pump. The fuel storage tank or container may have an outlet and/or a valve operatively connected to the fuel supply conduit and may be disposed in the enclosure. The pump may be used to receive fuel from a fuel storage tank or container and pump the fuel into a fuel supply conduit.

In other or additional embodiments, each combustion chamber may include therein (i) a housing having an opening or port formed therein, and (ii) an inner wall inside the housing. The housing may be configured to or allow passage of a corresponding fuel distribution conduit therethrough. The inner wall may be provided with a plurality of openings allowing air to pass through the inner wall. The housing and the inner wall may have a passage therebetween through which air flows, and the inner wall may define an area (e.g., a detonation area) within which fuel is ignited or detonated. In some additional or alternative embodiments, each combustion chamber may further include (i) a port and/or a fuel inlet for receiving fuel from a corresponding fuel distribution conduit, and (ii) an igniter for igniting in the combustion chamber. The igniter may be downstream of the port and/or the fuel inlet.

In other or further embodiments, the motor may further comprise a battery for providing an electrical charge to each igniter. Alternatively or additionally, the engine may further comprise another different battery for storing charge from the generator.

Another aspect of the invention relates to a method of generating electricity, the method comprising: igniting, or exploding, the fuel in a plurality of combustion chambers located at distal ends of respective blades connected to and radially distributed along a rotating hub; discharging (i) air heated or expanded in the combustion chamber, and (ii) combustion gases from the combustion chamber; directing air to flow through the passages between each vane to the combustion chamber; distributing fuel from a manifold in the hub to the combustion chamber through respective fuel distribution conduits in or within the respective blades; a rotating shaft rotatably connected or fixed to the hub to generate torque; the torque is converted into electrical energy with a generator. The heated or expanded air and combustion gases are expelled in a direction that propels the blades and hub rotation.

In various embodiments, the method may further comprise: supplying fuel to the manifold through a fuel supply conduit; pumping fuel from a fuel storage tank or conduit into a fuel supply conduit in fluid communication with the manifold; storing the fuel in a fuel storage tank or conduit; injecting fuel from the respective fuel distribution conduits into the combustion chamber; igniting the fuel in the combustion chamber using a corresponding igniter; providing an electrical charge to the igniter; drawing air into the passages in the blades through the openings on the side of the blades facing the direction of rotation of the blades; directing the heated or expanded air and combustion gases through nozzles in said respective combustion chambers in a direction (i) tangential or substantially tangential to a circle formed by the rotational movement of the combustion chambers, or (ii) perpendicular or substantially perpendicular to the central axis of the respective vanes; and/or storing the energy generated by the generator in a battery.

In some embodiments (e.g., in connection with "horizontal engines" described herein), the method may further include supporting and/or stabilizing the rotating shaft with bearings penetrating the rotating shaft through a top or upper frame of a housing for housing and/or isolating the generator. In such embodiments, the housing may further include a plurality of supports for supporting a roof or upper frame overlying the generator, similar to the present engine.

Alternatively, the method may further comprise: the rotating hub, the plurality of blades, and the rotating shaft are supported by a tower. In such alternative embodiments (e.g., in a "vertical engine"), the method may comprise: rotating the blades in a vertical plane; and the method may further comprise: at least a portion of the rotating shaft, the transmission, the differential and/or the gearbox and optionally the generator are disposed in the nacelle. In a further embodiment, the method further comprises: the transmission, differential, and/or gearbox are used to transfer torque from the rotating shaft to the high speed shaft, and to rotate the high speed shaft at a faster speed than the rotating shaft. Optionally, the method may further comprise: measuring wind speed using an anemometer; and controlling one or more operations (e.g., ignition, detonation of fuel) using a controller based at least in part on the wind speed. In some embodiments, the method may further include mechanically, electrically, or hydraulically stopping rotation of the hub and blades with a brake (e.g., when wind speed exceeds a predetermined safety threshold).

In some embodiments, similar to the present engine, each combustion chamber may include a housing and an inner wall inside the housing. In such embodiments, the method may further include (i) flowing air into the passage between the outer shell and the inner wall, (ii) allowing at least a portion of the air heated in the passage to exit the combustion chamber through the outer outlet of the nozzle; (iii) (iii) passing some air through a plurality of openings in the inner wall, and/or (iv) igniting or combusting fuel in a region of the inner wall. Similar to the present engine, the maximum outer diameter of each nozzle may be equal to or less than the maximum outer diameter of the rest of the combustion chamber. The nozzle may also include a constriction at its inlet.

For the present engine, the plurality of vanes in the present method may include x vanes, where x is a positive integer, and 360 is divided by the positive integer to obtain another positive integer or regular fraction. Thus, x can be at least three (e.g., 3, 4, 5, 6, 8, 9, 10, or 12). Each blade in the method may have a length of 1 to 150 metres and the hub may have a diameter of 0.1 to 8 metres. However, the blade may have a cross-sectional shape (i.e. defined by its outermost surface) different from that of a conventional blade (e.g. for the same type of structure, such as a wind turbine or a vehicle).

The invention has the advantages that the existing wind power generation technology is beneficially expanded, so that a relatively large amount of power can be generated under the condition of low wind, the existing wind power generation technology can generate power under the condition of no wind, and only small changes are needed. The present invention also advantageously enables the use of existing wind technology without the need for a tower, thereby eliminating the safety and other risks associated with towers in Horizontal Wind Turbines (HWT). The above and other advantages of the present invention will become apparent from the following detailed description of various embodiments.

Drawings

FIGS. 1A-B show schematic diagrams of a conventional Horizontal Wind Turbine (HWT).

Figures 2A-B show an engine of the type described in U.S. patent application No. 16/951,808 having a combustion chamber at the end of the rotating arm.

FIG. 3 is a plan view of a combustion chamber of the example engine of FIGS. 2A-B.

Fig. 4A-B show an example of a horizontal rotary engine as set forth in one or more embodiments of the present invention.

Fig. 5A-B show cross-sectional views of different blades according to one or more embodiments of the present invention.

FIG. 6 shows an exterior perspective view of an exemplary blade on the exemplary engine of FIGS. 4A-B and 8.

7A-B show top views of example combustion chambers in the example engine of FIGS. 4A-B.

FIG. 8 shows an exemplary vertical rotary engine as set forth in one or more embodiments of the present invention.

FIG. 9 shows an example device of the example engine of FIG. 8, as referenced in one or more embodiments of the present disclosure.

FIG. 10 shows an example vehicle including an example horizontal rotary engine, according to one or more embodiments of the present invention.

FIG. 11 illustrates a cross-sectional view of the exemplary blade of the automobile of FIG. 10 in accordance with one embodiment of the present invention.

Fig. 12 shows a flowchart of an exemplary power generation method mentioned in the embodiment of the present invention.

Detailed Description

Reference will now be made in detail to various embodiments of the invention, examples of which are illustrated in the accompanying drawings. While the invention will be described in conjunction with the following embodiments, it will be understood that they are not intended to limit the invention to these embodiments. On the contrary, the invention is intended to cover alternatives, modifications and equivalents, which may be included within the spirit and scope of the invention as defined by the appended claims. Furthermore, in the following detailed description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. It will be apparent, however, to one skilled in the art that the present invention may be practiced without these specific details. In other instances, well-known methods, procedures, components and circuits have not been described in detail so as not to unnecessarily obscure aspects of the present invention.

In the following embodiments, technical solutions of the embodiments of the present invention will be fully and clearly described with reference to the accompanying drawings. It will be understood that they are not intended to limit the invention to these embodiments. Based on the embodiments of the invention described, a person skilled in the art can derive other embodiments without making any inventive contribution, which also fall within the scope of legal protection of the invention.

Furthermore, all features, measures or procedures disclosed in this document may be combined in any way and possibility, except mutually exclusive features and/or procedures. Any features disclosed in the specification, claims, abstract and drawings may be replaced by alternative equivalent features or features serving a similar purpose, object and/or function, unless expressly stated otherwise.

The term "length" generally refers to the largest dimension of a given three-dimensional structure or feature. The term "width" generally refers to the second largest dimension of a given three-dimensional structure or feature. The term "thickness" generally refers to the smallest dimension of a given three-dimensional structure or feature. In some cases, the length and width or the width and thickness may be the same. "major surface" means a surface defined by the two largest dimensions of a given structure or feature, and in the case of structures or features having a rounded surface, may be defined by the radius of the circle.

For convenience and simplicity, the terms "shaft," "rotational axis," and "bearing" are generally used interchangeably herein, but generally have their art-recognized meaning. Also, for convenience and simplicity, the terms "connected," "coupled with … …," "connected," "affixed," "secured," "attached," "in communication with … …," are used interchangeably in grammatical variations and refer to direct and indirect connections, couplings, joints, attachments and communications (unless the context in which they are used clearly indicates otherwise), but these terms also generally have their art-recognized meanings.

The terms "lower" and "upper" are used herein as convenient labels (as shown) for relative positions having the same or similar structure, depending on the orientation of the device or other structure in the figures. Similarly, the terms "downstream" and "upstream" are convenient labels for the relative position of two or more components of a device/engine with respect to the flow of one or more gases or fluids within the device/engine.

The present invention is directed to an engine that is somewhat similar to the device disclosed in U.S. patent application No. 16/951,808, the relevant portions of which are incorporated herein by reference. However, the present engine is intended to improve current wind turbine technology to enable it to generate electricity in low or no wind conditions. The engine includes a combustion chamber at the distal end of the vane for combusting fuel to rotate the vane. As the blades rotate, air within the blades is forced outward (to the combustion chamber at the distal ends of the blades) by centrifugal force. This draws more air into the vanes and compresses the air in the combustion chamber. The compressed air is heated and/or expanded by combustion and then ejected or discharged through a nozzle that provides additional rotational thrust, similar to the rotary engine disclosed in U.S. patent application No. 16/951,808. When configured as a horizontal rotation engine, the blades may provide buoyancy due to gravity, thereby counteracting or eliminating some friction in the engine, and in some cases, effectively guiding the blades, hub, and shaft "floating" together. When configured as a vertical rotary engine, there is no need to burn or ignite the fuel in the event that the wind is strong enough. The engine of the present invention is efficient, with or without wind, and the centrifugal action of the air within the blades maximizes the rotational thrust or force from the heating of the air in the combustion chamber and the heated air injected through the nozzles.

Various details of the invention are set forth in more detail below with respect to exemplary embodiments.

Power generation device embodiment

In one aspect, the present invention relates to an engine for converting rotational motion into a different form of energy, such as electrical energy. The engine includes: (a) a rotating hub containing a manifold, the manifold being connected to the fuel supply conduit and having a plurality of outlets, each outlet being connected to a respective one of the plurality of fuel distribution conduits; (b) the blades are distributed along the hub in the radial direction; (c) a rotating shaft connected or fixed to the hub, arranged to rotate with the hub; and (d) a generator operatively connected to the rotating shaft for converting torque produced by the rotating shaft into electrical energy. Each of the vanes described above has (i) a first end attached or fixed to the hub, (ii) a passage for air to flow to a second distal end of the vane, (iii) a fuel distribution conduit disposed therein or thereon, and (iv) a combustion chamber at the second distal end of the vane. Each of the combustion chambers is adapted to (I) receive fuel from the corresponding fuel distribution conduit and air from the passage in the corresponding blade, (II) explode the fuel (thereby heating and/or expanding the air in the combustion chamber), and (III) direct the heated or expanded air and combustion gases in a direction that urges the blades and hub to rotate.

It would be advantageous to design a windmill-based turbine power generation system (a "horizontal engine" as defined herein) that rotates about a vertical axis and has long blades. In such a design, there is no need to build a tall tower to support the blades for rotation about a horizontal axis (e.g., driven by the wind). Additionally, the blades may be aerodynamically designed to provide some buoyancy to reduce or eliminate friction due to gravitational forces acting on engine components (such as the blades, hub, and rotating shaft). In such embodiments, the blades and hub may effectively "float in the air" due to the buoyancy provided by the blades during rotation. Thus, not only are the manufacturing costs of the horizontal engine substantially reduced (e.g., relative to conventional HWTs), but operating and maintenance costs are also reduced.

In this regard, the present invention may use tubular or hollow arms instead of vanes in a conventional HWT and connect the combustion chamber and the nozzle at the tip of each spinner arm to provide rotational power. Such embodiments therefore do not rely on the interaction between the wind and the turbine blades. Thus, it can operate in all weather conditions all night and day.

Fig. 4A-B illustrate an exemplary embodiment of the present level engine 300. FIG. 4A is a cross-sectional view of engine 300 taken along line D-D in a top-down or plan view of FIG. 4B. The engine 300 includes blades 310 a-c; a hub 320 to which the blades 310a-c are attached; combustion chambers 315a-c (each located at a distal end of the blade 310a-c to which the hub 320 corresponds); a rotating shaft 330 connected to the hub 320; a housing 350 (containing a top or upper frame 352 and a plurality of supports 354), and a generator 360. The blades 310a-c and the hub 320 together form a rotor. Each blade 310a-c includes an opening 312a-c through which air enters the channel 380. Only opening 312a is shown in fig. 4A; only opening 312B and passage 380 are shown in fig. 4B, but each vane includes opening 312 and passage 380. The passages 380 deliver air to the combustion chamber 315 at the distal end of the corresponding vane 310.

The top or upper frame 352 and support 354 support and stabilize the rotor and rotating shaft 330 above the generator 360. The rotating shaft 330 passes through the top or upper frame 352 and extends between the hub 320 and the generator 360. The roof or upper frame 352 secures the first bearing 340, the first bearing 340 serving to seal the rotating shaft 330 and allow the rotating shaft 330 to rotate in a ready position without lateral movement. The housing 350 is located on a substantially flat or planar surface, such as a flat floor. The blades 310a-c thus rotate in a horizontal plane, thus constituting a so-called "horizontal motor".

The engine 300 as shown in fig. 4A-B includes three blades 310a-c, but the engine 300 includes any positive integer number of blades 310 that is divisible by 360 (e.g., 2, 4, 5, 6, 8, 9, 10, 12, etc., by positive integers 180, 90, 72, 60, 45, 40, 36, and 30, respectively).

The length of the blades 310a-c may range, for example, from 1 meter to 150 meters or more, but as the blades 310a-c are longer, the centrifugal effect on the air and fuel is greater, while the fuel combustion has a greater effect on the rotation of the blades 310a-c and the hub 320. For power generation, the blades 310a-c may have a length in the range of 60 meters to 150 meters, and the hub may have an effective diameter of 3 to 8 meters. More preferably, the blades 310a-c have a length of 80 to 150 meters and the hub has an effective diameter of 4 to 8 meters.

The blades 310a-c and hub 320 may be made of materials including metals and metal alloys, such as aluminum, steel, titanium, nichrome, etc., carbon, e.g., carbon fiber, fiberglass, plastic or polymer resins as described herein; and combinations thereof (e.g., laminates). The minimum modulus of elasticity (e.g., Young's modulus) of the material of the blades 310a-c may be 2.5 GPa; in some cases, it may be 10, 20, or 100 GPa, or any other value greater than 2.5 GPa.

The blades 310a-c may be shaped to provide a degree of aerodynamic buoyancy, similar to an airplane propeller. Such shapes are well known in the aeronautical and wind turbine arts, and such modifications are known to those skilled in the art, such that the buoyancy provided by the blades 310a-c when the rotor is rotating at a set rate (which may be the optimal rate of rotation for power generation) may counteract the weight of the blades 310a-c, the hub 320, and the rotating shaft 330.

The combustion chambers 315a-c inject heated compressed air and combustion gases (in a direction substantially tangential to the circumference of the circular area swept by the blades 310 a-c) to rotate the rotor. The combustion chambers 315a-c may be made from one or more heat resistant and/or heat compatible materials, such as metals and metal alloys, ceramics (e.g., high impact or shatter resistant ceramics), or combinations thereof (e.g., laminates).

The combustion chambers 315a-c have a length of 5cm to 200cm (or any value or range of values therein) and a diameter of 2.5cm to 60cm (or any diameter or range of diameters therein), typically greater than the width and thickness, respectively, of the tips of the blades 310 a-c. Also, typically, each of the vanes 310a-c are identical to each other (e.g., they are the same size and comprise the same material), and each of the combustion chambers 315a-c are identical to each other.

Each of the blades 310a-c may include an interface region 319a-c between the material of the body of the blade 310 and the material of the combustion chamber 315. The blade 310 is rigid (i.e., has a high modulus, as described herein) and lightweight (i.e., has a low density or specific gravity), and thus it may be preferred to use fiberglass, one or more plastic or polymer resins, and/or glass or carbon fiber reinforced plastic or polymer resins. Thus, the blade 310 as a whole need not be thermally conductive or thermally resistant. On the other hand, the combustion chamber 315 generally must be heat resistant and preferably thermally conductive (to dissipate excess heat), and thus, the combustion chamber 315 preferably comprises one or more materials, such as one or more metals, metal alloys, and/or thermally conductive ceramics. The interface region 319 is where the aforementioned thermally anisotropic materials are bonded directly to each other (e.g., by a thermally compatible or expandable adhesive, a bolt and nut connector, a tongue and groove bond, etc.) or indirectly (e.g., by one or more mechanically rigid materials having intermediate thermal properties, e.g., having a thermal conductivity and/or coefficient of thermal expansion between the materials of the blade 310 and the combustor 315).

Each vane 310a-c also has an opening 312a-c that provides air to the combustion chamber 315a-c through a respective passage 380. The height of the openings 312a-c is 25-90% (or any percentage or range of percentages therein) of the thickness of the blades 310 a-c; the width of the openings 312a-c is 5-20% (or any percentage or range of percentages therein) of the length of the blades 310 a-c. The height and width of each channel 380 is 50-99% of the height and width of the corresponding blade 310a-c, respectively. In a horizontal engine, the length of the channel 380 may be 70-95% of the length of the blades 310 a-c.

The blades 310a-c are generally coupled to the hub 320, as is the rotational shaft 330. In fig. 4A, the hub 320 includes a manifold 325. The manifold 325 receives fuel from a fuel supply conduit 374 connected thereto and distributes the fuel to the fuel distribution conduits 314a-c on each of the vanes 310 a-c. The fuel supply pipe 374 passes through an axial opening in the center of the rotating shaft 330. Since the manifold 325 rotates with the hub 320, but the fuel supply conduit 374 through the generator 360 does not rotate, the fuel supply conduit 374 carries a bearing that will either (i) connect the fuel supply conduit 374 to the manifold 325 or (ii) connect the non-rotating portion of the fuel supply conduit 374 to the rotating portion of the fuel supply conduit 374 (which is in turn connected to the manifold 325). The fuel distribution conduits 314a-c provide fuel to the combustion chambers 315a-c for combustion therein.

For example, the height and diameter of the hub 320 may be 10cm to 10m or any value or range of values therein, respectively. For power generation, larger values, such as a height of 2 to 8m and a diameter of 3 to 10m, are preferred, although the present invention is not limited by these values. Alternatively, the height and/or diameter of the hub 320 may be 1-20% (or any value or range of values therein) of the length of the blades 310a-c, although the invention is not limited by these values.

The rotating shaft 330 extends through the top or upper frame 352 into the generator 360. A gearbox, differential or gearbox (not shown in fig. 4A-B) in the generator 360 receives torque from the rotating shaft 330 (actually a low speed shaft) and converts the torque into high speed rotation of a second high speed shaft (not shown) in the generator 360. The gearbox is a conventional gearbox. Thus, in some embodiments, the high speed shaft in the generator 360 may rotate at a rate m/n times the rotational speed of the rotating shaft 330, where m is an integer and 10, n is an integer and 1, and m 10 n. In fact, for power generation, m/n may be ≧ 20, 40, 50 or any other integer greater than 10.

The rotation shaft 330 may be cylindrical, but is not limited to this shape. For example, its cross-section may be square, hexagonal, pentagonal, octagonal, etc. The diameter or width of the rotating shaft 330 may be from 2cm to about 3m, or any diameter or width (or range of diameters or widths) within this range, with a length of about 50 cm to 10m or more. The rotating shaft 330 may be made of the following materials: metals or metal alloys such as aluminum, steel, titanium, and the like; ceramics such as boron carbide, boron nitride, alumina, zirconia, and the like; plastics such as polycarbonate, polyacrylate, polymethacrylate, polyvinyl chloride (PVC), epoxy or other organic polymers, copolymers or polymer blends (tensile modulus of at least 2.4 or 2.5 GPa), combinations thereof (e.g., coatings or laminates of different materials), and the like.

Housing 350, defined by a roof or upper frame 352 and a support 354, encases generator 360, as well as fuel storage tank 370 and fuel pump 372. In such an embodiment, the support 354 may include a plurality of interior walls, at least one of which contains a sealable opening (e.g., a door), and the roof or upper frame 352 is formed from a ceiling. Alternatively, support member 354 may comprise a single structure that may be cylindrical, conical, or oval in shape, made of concrete or composite material, and that surrounds generator 360, fuel storage tank or reservoir 370, and fuel pump 372. In other or further alternatives, fuel storage tank 370 and (optionally) fuel pump 372 may be located outside of housing 350, housed in the outside environment, or in one or more separate housings. In further embodiments, the support 354 comprises a plurality of columns (e.g., concrete, with reinforcing bars inside), and the roof or upper frame 352 is constructed from a framework.

The top or upper frame 352 includes a bearing 340, and the rotating shaft 330 passes through the bearing 340 (fig. 4A). The bearing 340 is closely fitted to the rotational shaft 330 and allows the rotational shaft 330 to rotate therein. The bearing 340 is fixedly secured by a top or upper frame 352. The housing 350 may also house or store a small battery to provide an electrical charge to the combustion chambers 315a-c to ignite the fuel therein.

The operation of the engine 300 is first started from the rotation of the rotor. For example, a cranking crank or combustion cycle in the combustion chambers 315a-c may be used to initiate rotation of the blades 310a-c and the hub 320. The air is first naturally drawn into the channels 380 within the blades 310a-c through the openings 312a-c, and the air is pushed outward in its entirety by centrifugal force and is compressed as it passes through the channels 380. To facilitate air flow and compression, the passage 380 may be formed as a long tube having a smooth inner surface. The cross-sectional area of the passages 380 becomes smaller further away from the hub 320, and thus, the air in the passages 380 is compressed more and more tightly (i.e., has a higher density) as it travels further away from the hub 320.

The compressed air passes through valves 318a-c (FIG. 4B) before entering the combustion chambers 315 a-c. The valves 318a-c (fig. 7A-B) may be a piece of steel plate that is attached by a hinge to the highest point of an opening in the inner wall of the channel 380. In some embodiments, the steel plate completely covers the opening, overlapping the wall at least a little on the inner wall, so that it can only be opened downwards. In the absence of a flare in the combustion chambers 315a-c, such valves 318a-c are normally pushed open by the centrifugal force of the air acting in the passage 380. The interior surface of the channel 380 downstream of the inner wall (e.g., along the lowest interior surface) may be fitted with an intercepting plug to allow the door to open up to a predetermined maximum amount (e.g., within a range of 20-60 from vertical, such as 30 from vertical).

Fuel (on the order of one microliter to several milliliters depending on the internal volume and configuration of the combustion chamber 315) is injected into the combustion chamber 315 and ignited. Fuel may be injected using a small pump (small pumps are not shown, but may be placed in the hub 320 adjacent to the manifold 325 [ FIG. 4A ]. in the case of a single pump only, the pump is located upstream of the manifold 325. in the case of a number of pumps equal to the number of combustion chambers 315, the pump is located downstream of the manifold 325). The explosion created by the explosion of the fuel heats and expands the compressed air in the combustion chamber 315 and forces/pushes the valve 318 closed until the pressure in the combustion chamber 315 drops below the pressure at the passage 380 upstream of the valve 318. Thus, combustion in the combustion chamber 315 occurs in pulses.

As the high pressure and/or high energy expanding air and exhaust is forced out of the combustion chambers 315a-c (e.g., through the nozzles 430; see FIG. 7B and discussion below), the reaction forces generated thereby cause the blades 310a-c to rotate about the hub 320. After combustion, the pressure created by centrifugal force acting on the air in passage 380 pushes open valve 318 again and the cycle continues (compressed air and fuel enter combustion chamber 315, fuel is ignited, compressed air absorbs heat, expands and escapes combustion chamber 315). After a number of cycles (e.g., 1-5 in some cases), the combustion chamber 315 has become hot enough to self-ignite the fuel, and no external ignition is required. In other cases, as the rotor speed increases, the firing rate per unit time and/or the number of detonation cycles may decrease as the target rotor speed is approached and/or reached.

The length of the blades 310a-c plays a critical role in generating electricity because the torque provided to the generator 360 is equal or approximately equal to the length of the blades 310a-c multiplied by the thrust. Such a simple but powerful design/device may not only contribute to the electricity industry but may also provide engine/power for the transportation industry (e.g. helicopters).

A cross-sectional view of the tubular/hollow vane 310/310' is shown in fig. 5A-B. The cross-section of fig. 5A-B is taken along line C-C in fig. 4A. As shown in FIG. 5A, the fuel distribution conduit 314 is disposed at the outer edge of the vane 310 and runs along the lower outer surface of the vane 310 and near the edge of the vane 310 that faces away from the direction of rotation. As shown in FIG. 5B, the fuel distribution conduit 314 is disposed at the inner edge of the vane 310' and runs along the inner surface facing in the direction of rotation. In both designs, the channel 380 occupies most of the interior space in the blades 310 and 310'. In an alternative approach, the passage 380 is the entire (or all remaining) interior space of the blades 310 and 310', but the air flow through the interior space of the blades 310 and 310' is generally more turbulent than through the passage 380 because it has a smooth, continuously curved interior surface. The aerodynamic upper and lower outer surfaces of the blades 310 also generate buoyancy (e.g., upward force) that reduces friction generated by gravity when the hub 320 and the rotating shaft 330 rotate (e.g., act on the rotor). Therefore, engine 300 becomes very efficient.

The linear velocity at the tip of the blade 310 may reach sonic velocity, which may provide sufficient cooling to the combustion chamber 315. Additionally, using strong, lightweight materials (e.g., fiberglass) to fabricate the one-piece blade 310 may also increase the efficiency of the engine 300.

To reduce its weight, the blade 310 may have a hollow or substantially hollow interior, although one or more structures, such as passages 380, fuel distribution conduits 314, and/or electrical wires (providing an electrical charge, e.g., a spark, to an igniter in the combustion chamber 315) may be included in the hollow interior of the blade 310. FIG. 6 shows a perspective view of the blades 310a-c prior to assembly to the hub 320. The rounded edges 311a-c of the blades 310a-c are secured to the hub 322, as shown in fig. 4A-B (e.g., by bolt and nut fasteners, one or more clamps, sealants and/or gaskets having at least some adhesive properties, etc.).

The length of the blades 310a-c plays a very important role because the centrifugal force (e.g., acting on the air in the channel 380) is proportional to the length of the blades 310a-c as the rotor rotates. Thus, when the blades 310a-c are sufficiently long (e.g., at least 15 m, 20 m, or more), the air inside the blades 310a-c (e.g., in the channels 380) is under a significant pressure due to centrifugal forces. The longer the vane, the denser the air at the inlet of the valve 318 and/or the combustion chamber 315. To take advantage of the naturally occurring supply of compressed air, an alternative approach (without a combustor) is to add only one nozzle that is 90 ° curved (e.g., an opening at the distal end of the vane 310 along an edge facing away from the direction of rotation). The compressed air is pushed out of the nozzles in the direction opposite to the rotation of the rotor, as shown in fig. 4B. The reaction force generated by the compressed air escaping (exiting) the nozzles may increase the rotational speed of the rotor relative to an otherwise identical rotor without nozzles.

In the design shown in fig. 4A-B, a relatively small combustion chamber 315 (with a nozzle at the exit of the combustion chamber) and fuel supply are added to the tip of the vane 310 to take advantage of the compressed air entering the combustion chamber and nozzle to generate greater thrust. 7A-7B illustrate plan views of exemplary combustion chambers 315 that may be used with

engines

300 and 500 shown in FIGS. 4A-B and 8. FIG. 7A shows the combustion chamber 315 with the outer wall or upper half of the outer casing 440 removed, thereby exposing the inner wall 400. The inner wall 400 may be mounted or secured to the inner surface of the housing 440 of the combustion chamber 315 by: by welding (either directly or through a plurality of extensions [ not shown ], such as short steel rods or blocks), bolt and nut fasteners, and the like. Fig. 7B shows a cross-section through the mid-plane of the combustion chamber 315, with arrows indicating the path and direction of air flow through the combustion chamber 315.

The fuel distribution conduit 314 and the ignition wire (not shown) of the igniter 420 are embedded or secured in the body or hollow interior of the blade 310. The air flows to the valve 318, is compressed by centrifugal force, and then flows into the combustion chamber 315 by opening the valve 318. A small amount of fuel (as described herein) is supplied to the combustion chamber 315 through the fuel distribution conduit 314 and elbow connector 414 to the fuel injector 410. The fuel injector 410 may include an atomizer, nebulizer, or other similar device for creating a fine mist 416 of fuel within the inner wall 400 (see FIG. 7B) of the combustion chamber 315, which facilitates vaporization and subsequent detonation of the fuel. Returning to FIG. 7A, the fuel distribution conduit 314 passes through an opening in the wall of the vane 310 and a gasket 412. The portion of the fuel distribution conduit 314 exposed outside the vanes 310 may be made of: steel, water impermeable (but high strength) ceramic, or other heat resistant material, as it may contact (e.g., be distributed along) the outer surface of the combustion chamber 315 or near the open portion of the combustion chamber 315. The detonation of the fuel within the combustion chamber 315 enhances the power production of the wind turbine (see, e.g., the engine 500 of FIG. 8 and the discussion below), particularly in low or no wind conditions.

The torque is the product of the forces on the rotor and the rotor radius, which is directly related to the length of the blades 310. When the diameter of the rotor exceeds 100 meters, very little thrust from the combustion chamber 315 will also produce very much torque. The combustion of a small amount of fuel in combination with the highly compressed air passing through the combustion chamber 315 and heated by the combustion chamber 315 produces a torque that is significantly greater than the torque produced without the combustion chamber.

As shown in FIG. 7A, the inner wall 400 of the combustion chamber 315 includes a plurality of openings 405 to allow some, but not all, of the compressed air to enter the inner chamber where the fuel is exploded. Fig. 7A shows six rows of twelve circular openings 405 per row around the inner wall 400, but the size and number of openings 405 may not be limited thereto. It is within the ability of those skilled in the art to design different arrays of openings 405 to provide a desired or predetermined thrust value (within a certain tolerance), and the preset conditions may include: such as the type and quantity of fuel, the dimensions of the inner wall 400 and its internal cavity, the length and cross-sectional area of the vanes 310, etc.

Fig. 7B shows the flow of air in the combustion chamber 315, which starts at the valve 318, passes through and around the inner wall 400, and exits from the nozzle 430 and the outlet 445 of the combustion chamber 315. While bypassing the exterior of the inner wall 400 of the tapered and/or cylindrical passage 442, the air absorbs heat from the inner wall 400 (during and after combustion), thereby expanding (and providing thrust) while cooling the inner wall 400 and the combustion chamber 315. The inner wall 400 may include a flange, baffle, or shield 402 at the outlet 445 of the combustion chamber 315 for blocking some of the heated air in the passage 442 from exiting the combustion chamber 315 through the outlet 445 rather than through the nozzle 430. The flange, baffle or shield 402 may allow a portion of the heated air to flow back into the interior cavity of the inner wall 400 through the opening 405 in the inner wall 400 to be more efficiently heated. The width or thickness (measured along the width or radius of the housing 440) of the flange, damper or shield 402 may be 25-90% of the difference between the width or diameter of the inner wall 400 and the housing 440, or any percentage or range of percentages therein, although the invention is not limited to these values. It is well within the ability of one of ordinary skill in the art to appropriately size the inner wall 400, the channels 442 and, if present, the constriction 435 and/or the flange, baffle or shroud 402 to provide a predetermined level or amount of thrust (e.g., from gas exiting the nozzle 430) and cooling (e.g., by air passing through the channels 442).

The combustion chamber 315 and/or the nozzle 430 may also include a constriction 435, the constriction 435 being used to increase the force of the heated air and combustion gases exiting the combustion chamber 315. The width, radius, or diameter of the constriction 435 may be 25-90% of the width, radius, or diameter of the inner chamber (i.e., the inner chamber of the inner wall 400), or any percentage or range of percentages therein, although the invention is not limited to these values.

A relatively long blade is advantageous for the engine according to the invention. As shown in FIG. 4B, the nozzles or outlets of the combustion chambers 315 are oriented substantially tangential to the circumference defined by the outermost periphery of the rotor as it rotates and in a direction opposite to the direction of rotation of the rotor. Reaction forces in the direction of rotor rotation (e.g., reaction forces of the combustion chambers 315 and blades 310 to the combustion of fuel in the combustion chambers 315) contribute to the rotation of the wind turbine and increase the rotational speed. As the wind turbine rotates faster, the centrifugal force acting on the air in the passage 380 increases, the air in the passage 380 is compressed more (i.e., has a higher pressure), it generates more thrust and increases the rotational speed, etc. This "self-amplifying" effect directly improves the efficiency of the power generation as compared to when the combustion chamber 315 is absent.

Of course, when the wind is sufficiently high (e.g., 3-5 m/s or greater), fuel combustion is not required to drive the blades 310 to rotate. Engine 300 may further include a gate (not shown) that closes opening 312 in blade 310 when the wind force is equal to or greater than a threshold wind speed (e.g., ≧ 3-5 m/s). Since wind power is generally not a stable or reliable source of energy, by controlling fuel consumption in engine 300, the rotational speed of blades 310 may be maintained at a minimum or optimum value for power generation, and the power output of generator 360 may be controlled and/or regulated. Thus, adjusting/controlling the fuel supply in accordance with the wind speed and/or changes therein may increase and/or stabilize the electrical power output of generator 360.

The valve 318 between the passage 380 and the combustion chamber 315 may also be an electrically controlled valve for receiving signals from a controller for opening and closing operations. The controller may be modified and/or retrofitted with commercially available software systems to control the operation of the various electronic components of engine 300.

Vertical rotary engine examples

Fig. 8 illustrates an exemplary engine (e.g., a horizontal wind turbine) 500 that includes many of the components of the exemplary engine 300 of fig. 4A-4B, as well as a tower for supporting the rotor for rotation in a vertical plane (e.g., under the influence of wind having a minimum threshold speed, as discussed herein). In general, wind turbine 500 includes: a plurality of blades 510a-b, a plurality of combustors 515a-b at the distal ends of the blades 510a-b, a hub 520 (to which the proximal end of each blade 510a-510b is attached), a rotating shaft 530 (which rotates with the hub 520), a nacelle 540, and a tower 550. One or more of the blades 510 may be hidden behind the blades 510a-b and/or the hub 520, not shown in FIG. 8. The combustion chamber also includes nozzles 517 (only nozzle 517b is shown). Nacelle 540 is similar or identical to nacelle 130 of FIGS. 1A-1B and may include the same or similar components as shown in FIG. 1B. The tower 550 is located outdoors, on the ground or on an offshore platform. The offshore platform may float or be anchored to the seabed.

Wind turbine 500 operates similarly to engine 300 of fig. 4A-B, except that blades 510, hub 520, and rotatable shaft 530 rotate about a horizontal axis, and wind turbine 500 may operate without burning fuel in combustion chamber 515 when the wind speed is equal to or greater than a minimum threshold speed (e.g., 3-5 m/s, or any value therein). Wind turbine 500 may further include a small battery, a fuel storage tank or container, one or more pumps, and/or a large battery. A small battery may be housed within the tower 550 and may be used to provide charge to the igniter in the combustion chamber 515. A fuel storage tank or container stores fuel for the combustion chamber 515 and may be located at a storage location within or near the tower. Alternatively, the fuel storage tank or vessel may be a separate structure external to tower 550. Similar to fuel pump 372 discussed in FIG. 4A, the pump pumps fuel from a fuel storage tank or reservoir to fuel injectors in combustion chambers 515. A series of pumps may be provided from a fuel storage tank or reservoir to the combustion chamber 515, each pump pumping fuel to another pump relatively higher in the tower 550. The large battery is used to store the electrical charge generated by the generator in nacelle 540. Typically, the large battery is not disposed in the tower 550, but may be disposed therein, depending on the size of the tower 550, the size of the large battery, and for safety considerations of the wind turbine 500.

As shown in fig. 9, the hub 620 of the rotor may be modified to add an air inlet 640. The hub 620 has a substantially unobstructed path therein that leads to a channel or other hollow passage in the blade 610. During operation of the windmill, air 645 enters through inlet 640, flows over hub 620, and enters the channels of blades 610. As the blades 610 rotate, air accelerates forward toward the distal ends of the blades 610 due to centrifugal forces, as described herein. In addition, as the size (e.g., cross-sectional area) of the channels in the vane 610 becomes smaller toward the distal end, the air may be further compressed. Accordingly, the blade 610 may function as a compressor.

As with the engine 300 of fig. 4A-B, during operation of the wind turbine 500 of fig. 8, compressed gas passes from the blades 510 to the combustion chamber 515 (optionally through a valve) and is then mixed with fuel in the combustion chamber 515, where the fuel is ignited and the compressed pressurized gas is heated, causing the compressed pressurized gas to expand rapidly as it exits the nozzle 517. As a result, burning a small amount of fuel may greatly increase the rotational rate of the blades 510 and hub 520 as compared to the case without the combustion chamber 515.

In most applications, the blade (e.g., blade 310 or blade 510) may have a shape similar to a propeller, which may provide thrust and may be used in aeronautical applications. For example, such blade and hub designs may be used in helicopters, airplanes, or drones.

The combustion chamber 515 can be sufficiently cooled simply by spinning in air. However, the combustion chamber 515 may be cooled by water-cooled tubes (e.g., metal tubes or pipes) surrounding the combustion chamber 515 if necessary or desired by design. When the water inside the water-cooled tubes becomes hot enough to vaporize, steam/water vapor may be discharged from the respective nozzles 517, thereby increasing the thrust from the heated gas as it exits the nozzles 517.

Many of the components of the present engine may be constructed using lightweight, inexpensive materials such as fiberglass, carbon fiber, recycled plastic, and the like. Even those requiring metal or other thermally conductive materials, can be made using lightweight, inexpensive materials, such as aluminum or alloys thereof (e.g., in weight percent: no more than 10% copper, no more than 0.5% vanadium and/or zirconium, no more than 10% Mg and/or Ce, no more than 20% Si, combinations thereof, and the like)

Example vehicle

The invention also relates to a vehicle such as an aircraft (e.g. an airplane, helicopter or drone) or a flying automobile. Fig. 10 shows an exemplary helicopter or flying car 700. Helicopter/hovercar 700 includes a first rotary engine 710 and a second rotary engine 720 configured to provide buoyancy and generate electricity for the flight of vehicle 700. The first engine 710 includes blades 711a-b, openings 712 in each of the blades 711a-b, combustion chambers 715a-b, a hub 730a, a rotating shaft 740a, and a generator 760 a. The second engine 720 includes blades 721a-b, openings 722 in each of the blades 721a-b, combustion chambers 725a-b, a hub 730b, a rotating shaft 740b, and a generator 760 b. Although only two vanes 711, 721 are shown in the

engine

710, 720, the

engines

710, 720 may include 3 or more vanes (e.g., 4 vanes). While also only the

openings

712 and 722 in the

vanes

711b and 721b are shown.

Similar to engine 300 of fig. 4A-B, pump 772 pumps fuel from fuel tank 770 into

engines

710 and 720 via fuel supply line 774. Fuel supply conduit 774 passes through the respective housings of each of generators 760a-b and then through the center of rotating shafts 740a-b into a manifold (not shown) in each of hubs 730 a-b. Fuel is distributed from the manifold to each combustion chamber 715a-b and 725a-b by fuel distribution conduits (not shown). Additional pumps or other fuel control mechanisms (e.g., valves) may pump or control the flow of fuel from the hubs 730a-b to and from the combustion chambers 715a-b and 725 a-b. The fuel is then combusted in combustion chambers 715a-b and 725a-b, starting the rotation of rotors in

engines

710 and 720. The torque on the rotating shafts 740a-b generates electricity in the respective generators 760 a-b. The current is transmitted to the battery 750 for storage via conductive wires or cables 752 a-b.

The power in battery 750 may be used to operate electronics in vehicle 700 (e.g., during flight), as well as to propel vehicle 700 while vehicle 700 is on the ground (i.e., not in flight). Thus, the vehicle 700 may further include a plurality (e.g., three, four, or more) of wheels 784, one or more doors 780, and a plurality of windows 782. When the vehicle 700 is on the ground, a brake or other rotational stop mechanism may lock the hubs 730a-b and vanes 711 and 721 in place, and the pump 772 and any other fuel supply mechanisms may be turned off or disabled.

FIG. 11 shows a cross-section of an exemplary blade 711 or 721. The cross-section is between the opening 712 or 722 and a gate valve (not shown in fig. 10) at the distal end of the vane 711/721. As shown in FIG. 11, the passage 790 through which air flows from the

opening

712 or 722 to the combustion chamber 715 or 725 extends along the length of the vane 711 or 721. The channel 790 may occupy 50%, 60%, 70% or more of the space inside the vane 711 or 721. The fuel distribution conduit 714 is inside the housing of the vane 711 or 721, but the fuel distribution conduit 714 may also be fixed to the outer surface of the vane 711 or 721, similar to the fuel distribution conduit 314 in fig. 5A.

Exemplary method

The present invention also relates to methods for generating power and propelling vehicles, such as aircraft (e.g., airplanes, helicopters, or drones), on board such vehicles. Generally, a method of generating electricity includes igniting, detonating a fuel in a combustion chamber, wherein distal ends of blades in the combustion chamber are connected to and radially distributed about a rotating hub; discharging (i) air heated or expanded in the combustion chamber and (ii) combustion gases from the combustion chamber; pushing the blades and the hub to rotate; flowing air through a passage in each vane to a combustion chamber; distributing fuel from a manifold in the hub to the combustion chamber through a respective plurality of fuel distribution conduits in or on the respective vanes; rotating a rotating shaft connected or fixed to a hub to generate a torque; and converting the torque into electric energy using a generator. Typically, the number of combustion chambers, the number of vanes and the number of fuel distribution conduits are the same. The method of propelling a vehicle is substantially the same as the method of generating electricity, except that the blades and hub are rotated at a sufficiently high speed to propel the vehicle, rather than converting torque to electrical energy (although some or all of the torque may be converted to electrical energy, for example, to operate one or more electrical devices or systems in the vehicle). Furthermore, in practice, these methods are performed continuously and/or cyclically, so that the order of the initial and final steps (and even the steps themselves) is not particularly critical.

FIG. 12 shows a flow chart 800 for an exemplary method of power generation in accordance with an embodiment of the invention. At step 810, a fuel, such as a combustible hydrocarbon or alcohol (e.g., a gas such as methane, propane, butane, hydrogen, etc.; a liquid such as methanol, ethanol, butanol, gasoline, diesel fuel, biodiesel, kerosene, etc., and combinations thereof) is dispensed into a plurality of combustion chambers, the combustion chambers being located distal to respective blades that are coupled to and radially distributed about the rotating hub. Fuel is distributed from a manifold in the hub to the combustion chambers by fuel distribution conduits within or on each blade. In many embodiments, the method further comprises supplying fuel to the manifold through a fuel supply conduit. For example, the method may further include pumping fuel from a fuel storage tank or reservoir as described herein into a fuel supply conduit (which is in fluid communication with the manifold) and/or storing fuel in the fuel storage tank or reservoir.

At step 815, it is determined whether the fuel can auto-burn or detonate. For example, if the combustion chamber is hot enough to auto-ignite the fuel, an auto-ignition procedure (auto-ignition or explosion of the fuel in the combustion chamber) is initiated. When the fuel is auto-ignitable, then flow passes to step 830. If the fuel cannot be auto-ignited (e.g., at the beginning of the method, the first few cycles of the method, etc.), then flow proceeds to step 820.

At step 820, the method ignites and detonates the fuel in the combustion chamber. For example, the method may include igniting fuel in the combustion chamber using a respective igniter, and optionally, the method may further include providing an electrical charge to the igniter. The method may further include injecting fuel from the respective fuel distribution conduits into the combustion chamber prior to igniting, detonating the fuel. Typically, each combustion chamber may have an igniter, such as a spark plug, arc generator, or other ignition source. In some embodiments, after a number of cycles (e.g., 1-10 cycles) of ignition-induced detonation, the combustion chamber may remain sufficiently hot that the fuel is capable of auto-ignition, detonation ("auto-combustion") when a threshold amount of vaporized fuel is injected in the presence of compressed air in the combustion chamber.

At step 830, the method includes discharging (i) air heated or expanded in the combustion chamber, and (ii) combustion gases from the combustion chamber, in the direction of the rotating blades and the hub. For example, the heated or expanded air and combustion gases may be directed through a nozzle at the aft portion of each combustion chamber (e.g., the end opposite the aft portion of the combustion chamber from which the fuel is injected or the head of the combustion chamber) in a direction (i) tangential or substantially tangential to the circle defined by the rotational motion of the combustion chamber or (ii) perpendicular or substantially perpendicular to the central axis of the respective vane. Typically, the maximum outer diameter of each nozzle is equal to or less than the maximum outer diameter of the combustion chamber. In some embodiments, to allow for greater force from the fuel explosion, each nozzle may be provided with a constriction between the respective combustion chamber and the outlet of the nozzle, as described herein.

At step 840, the method includes rotating a rotating shaft connected or fixed to a hub to generate a torque, and converting the torque to electrical power using a generator. In some embodiments (e.g., using a "horizontal motor"), the blades rotate in a vertical plane. In other embodiments (e.g., using a "vertical engine"), the blades rotate in a horizontal plane. In methods using a horizontal engine or a vertical engine, the method may further comprise using a transmission, a differential, and/or a gearbox to transfer torque from the rotating shaft to the high speed shaft. In such an embodiment, the rotational speed of the high speed shaft is greater than the rotational speed of the rotating shaft. For example, the speed of the high speed shaft may be m/n times the speed of the rotating shaft, where m is an integer ≧ 2 (e.g., 3-100 or any value or range of values therein, such as 5-50, 10-25, etc.), and n is an integer ≧ 1 (e.g., 1-15 or any value or range of values therein). In some cases, m cannot be divided exactly by n, and n may be a prime number.

The method may further include storing electricity from the generator in a battery. The battery may be provided in the housing together with the generator or in a different housing. Accordingly, the method may further comprise delivering electricity generated by the generator to the battery via the cable. Alternatively or additionally, the method may further comprise transmitting the electrical power to a grid using an inverter or converter.

In a method of propelling a vehicle, torque from rotation of a rotating shaft may be transferred to a gear (which in turn is coupled to another device, such as a bearing driving a belt, a wheel, a roller, or the like), an engine, a cam, or a camshaft, or the like. As is known in the art, in one variation, torque is transferred using a differential that receives torque from a rotating shaft and transfers it to another bearing.

In some embodiments (e.g., using a vertical engine), the method further comprises supporting and/or stabilizing the rotating shaft with bearings in a roof or upper frame configured to house and/or isolate a casing of the generator. In such embodiments, the enclosure may further comprise a plurality of supports supporting the roof or upper frame above the generator. Alternatively (e.g., when a horizontal engine is used), the method may further include supporting the rotating hub, the blades, and the rotating shaft with a tower, as described herein.

At step 850, the method includes drawing air into a channel within the blade through an opening in the blade. In some embodiments (e.g., using a vertical engine), the opening is on the side of the blade facing the direction of rotation of the blade. In other embodiments (e.g. using a water sample engine), the opening is at the end of a blade attached to a hub, in which case the method may further comprise drawing air through an opening in the hub, the hub having a plurality of channels in fluid communication with the opening in the blade.

For the engine of the present invention, the method may use x vanes, where x is a positive integer by which 360 is divisible. Thus, while this method often uses at least three blades, it may also use two blades, or four or more blades. When the method uses (or the engine comprises) four or more blades and x is a positive integer which can be divided by another positive integer to obtain a third positive integer, the combustion chambers (the number of which is the third positive integer and must be at least two) are also evenly distributed around the hub. However, engines using four or more blades may produce some turbulence and/or aerodynamic interference. In the present method, the length of each blade may be 1 to 150m and the diameter of the hub may be 10cm to 10m for the present engine.

At step 860, the method includes flowing air through passages in the vane to the combustion chamber, as described herein. In many cases (e.g., when a vertical engine is used), the method then returns to 810, fuel is supplied to the combustion chamber, and the cycle is repeated until terminated. However, when a horizontal engine is used (see step 870), and the wind speed is greater than or equal to a predetermined threshold (e.g., 3-5 m/s) at 875, the method may pass air through the combustion chamber without combusting any fuel, and then return 840 (rotating the rotating shaft) to repeat the cycle. On the other hand, when the wind speed is less than the predetermined threshold, additional thrust may be required to achieve optimal power generation, and the method returns to 815 to repeat the cycle.

Exemplary software and/or methods of controlling a rotating generator

The invention also includes algorithms, computer programs, computer readable media and/or software that may be implemented and/or executed in a general purpose computer or workstation equipped with conventional digital signal processors and operable to perform the operations of the disclosed methods and/or engines. Accordingly, another aspect of the present disclosure relates to algorithms and/or software that control an engine (e.g., configured to generate electricity or propel a vehicle) and/or implement portions or all of any of the methods disclosed herein. For example, a computer program or computer readable medium typically contains a set of instructions and the instructions are executed by a suitable processing device (e.g., a signal processing device such as a microcontroller, microprocessor, or DSP device) to implement the methods, operations, and/or algorithms described above.

The computer readable medium may include any medium that can be read by a signal processing device for reading the medium and executing code stored in the medium (e.g., a floppy disk, a CD-ROM, a magnetic tape, or a hard drive). Such code may include object code, source code, and/or binary code. The code is typically digital and is typically configured to be processed by a conventional digital data processor (e.g., a microprocessor, microcontroller, or logic circuitry such as a programmable gate array, programmable logic circuit/device, or application specific integrated circuit [ ASIC ]).

Accordingly, one aspect of the present invention relates to a non-transitory computer readable medium comprising a set of instructions encoded thereon, the instructions being adapted to control an igniter, a pump, a fuel injector, a gate valve, a brake, a yaw motor, one or more batteries, a generator, a door that may cover an opening in a respective blade, and in certain embodiments, a transmission or a differential. In some embodiments (e.g., in a horizontal engine), the signal processing device and computer readable medium may also be housed in the nacelle as the transmission/differential/gearbox, generator, brake, and yaw motor are housed within or near the nacelle. Alternatively, the computer readable medium may be stored in a remote storage medium and executed by a remote general-purpose computer that transmits instructions (or control signals generated when the instructions are executed) to a controller in the nacelle (or elsewhere within the nacelle when the engine is a vertical engine).

In some embodiments, the engine further comprises an anemometer. The computer readable medium may control (i) ignition, detonation (i.e., igniter) of the fuel; (ii) yaw motors (and the direction of the hub and the axis of rotation); (iii) a brake; (iv) a generator; (v) an inverter or converter for transmitting the generated electrical energy to a power grid; (vi) the pitch of the blades (in engines containing pitch motors, to maintain or change the pitch of the blades); (vii) a pump; (viii) any shutters (if present) for opening and closing the opening in the blade and/or (ix) a gearbox or differential (in an engine containing a gearbox or differential), the operation of which is based at least in part on the wind speed and/or wind direction measured by the anemometer. The computer readable medium may control the devices based at least in part on other criteria, such as a predetermined rotational speed of the rotor, a temperature of the combustion chamber, a temperature of the generator, and so forth.

Typically, a signal processor (for executing instructions in a computer readable medium) sends a first signal to the first device when the wind speed is equal to or below a first predetermined threshold; the signal processor sends a second, different signal to the first device when the wind speed is equal to or greater than the first predetermined threshold. For example, when the wind speed is below 3m/s, the instructions may instruct the signal processor to work as follows: (i) instructing the pump to provide a dose (e.g., a predetermined amount) of fuel to the combustion chamber (periodically or continuously); (ii) instructing the battery to periodically send a charge to the igniter to ignite the igniter; and (iii) instructing to open the shutter when the engine includes the shutter for opening and closing the blade opening. Additionally, when the wind speed is greater than 3m/s, the instructions may instruct the signal processor to close the gate when the pump is stopped, the battery connection is cut off (e.g., the sending of charge to the igniter is stopped), and the engine includes a gate with a blade opening switch. In further embodiments, a second signal (e.g., to stop the pump and electrically disconnect the battery) may be used in response to a different threshold event (e.g., wind speed exceeding 5 m/s), while the instructions may instruct the signal processor to perform other tasks (e.g., instruct to reduce the frequency of sending charges to the igniter, instruct to reduce the amount of fuel injected into the combustion chamber, etc.). For example, the instructions may supply fuel to the combustion chamber at a frequency of 0.5-10 times per second under low wind conditions, but at a lower frequency (e.g., 0.1-1 times per second) under stroke conditions (e.g., between 3 and 5 m/s).

Summary of the invention

The foregoing descriptions of specific embodiments of the present invention have been presented for purposes of illustration and description. They are not intended to be exhaustive or to limit the invention to the precise forms disclosed, and obviously many modifications and variations are possible in light of the above teaching. The embodiments were chosen and described in order to best explain the principles of the invention and its practical applications, to thereby enable others skilled in the art to best utilize the invention and various embodiments with various modifications as are suited to the particular use contemplated. The scope of the invention is defined by the appended claims and equivalents thereof.

Claims

1. An engine, characterized in that: comprises that

A rotating hub containing a manifold connected to the fuel supply conduit and having a plurality of outlets, each outlet being connected to a respective fuel distribution conduit;

a plurality of blades distributed radially along the hub, each blade having (I) a first end attached or fixed to the hub, (II) a passage for air to flow to a second distal end of the blade, (III) a fuel distribution conduit in or on the blade, and (iv) a combustion chamber at the second distal end of the blade, each combustion chamber configured to (I) receive fuel from the respective fuel distribution conduit and air from the respective passage in the blade, (II) explode the fuel, and (III) direct the heated or expanded air and combustion gases in a direction that urges the blade and hub to rotate;

a rotating shaft connected or fixed to the hub and configured to rotate together with the hub; and

a motor operatively connected to the rotating shaft and configured to convert torque of the rotating shaft into electrical energy.

2. The engine of claim 1, wherein: also included is a housing that can house and/or isolate the generator, wherein the housing includes a top or upper frame and a plurality of supports that support the top or upper frame above the generator.

3. The engine of claim 2, wherein: the rotating shaft extends from the hub through the top or upper frame, and the top or upper frame secures a first bearing configured to seal the rotating shaft and allow the rotating shaft to rotate.

4. The engine of claim 1, wherein: a tower is also included for supporting the rotating hub, the blades, and the rotating shaft.

5. The engine of claim 4, wherein: also included is a transmission, differential and/or gearbox for transmitting torque from the rotating shaft to a high speed shaft whose rotational speed is configured to be faster than the rotating shaft.

6. The engine of claim 1, wherein: each of the plurality of combustion chambers includes a nozzle at an end thereof for directing heated or expanded air and combustion gases away from the combustion chamber in a direction (i) tangential or substantially tangential to a circle defined by the rotational movement of the combustion chamber, or (ii) perpendicular or substantially perpendicular to a central axis of the respective vane.

7. The engine of claim 6, wherein: further comprising providing a constriction at an inlet of each of the plurality of nozzles.

8. The engine of claim 1, wherein: further comprising: (i) a fuel storage tank or reservoir, and (ii) a pump for receiving fuel from the fuel storage tank or reservoir and outputting the fuel into the fuel supply conduit.

9. The engine of claim 1, wherein: the blade has a length of 1 to 150m and the hub has a diameter of 10cm to 10 m.

10. The engine of claim 1, wherein: each of the plurality of combustion chambers includes: (i) a housing having an opening or port for connecting or allowing passage of the respective fuel distribution conduit through the housing; (ii) an inner wall inside the housing, the inner wall having a plurality of openings configured to allow air to pass through the inner wall; a passage is formed between the outer shell and the inner wall, and air flows through the passage; and the inner wall serves to define an area where the fuel is ignited or burned.

11. The engine of claim 1, wherein: each of the plurality of vanes has an opening on a side of the vane facing the direction of rotation, the opening allowing air to enter the passage.

12. A method of generating electricity, characterized by: comprises that

Igniting and exploding fuel in a combustion chamber, wherein the combustion chamber is distributed at the far end of a corresponding blade, and each blade is connected with a rotating hub and is distributed around the rotating hub in the radial direction;

discharging (i) air heated or expanded in the combustion chamber and (ii) combustion gases from the combustion chamber in a direction that propels the blades and hub to rotate;

the air flows through a passage in each vane to a combustion chamber;

distributing fuel from a manifold in the hub to a combustion chamber through respective fuel distribution conduits in or on respective blades;

rotating a rotating shaft connected or fixed on a hub to generate torque; and

the torque is converted to electrical energy using a generator.

13. The method of claim 12, wherein: further comprising transmitting the torque from the rotating shaft to a high speed shaft using a transmission, a differential, and/or a gearbox, wherein the high speed shaft rotates faster than the rotating shaft.

14. The method of claim 12, wherein: further comprising measuring wind speed with an anemometer and controlling ignition or detonation of the fuel based at least in part on the wind speed.

15. The method of claim 12, wherein: also included is a nozzle for directing heated or expanded air and combustion gases through the end of the combustion chamber in the direction of: (i) a direction tangential or substantially tangential to a circle formed by the rotational movement of the combustion chamber (ii) a direction perpendicular or substantially perpendicular to the central axis of the corresponding vane.

16. The method of claim 12, wherein: also included is pumping fuel from a fuel storage tank or reservoir into a fuel supply conduit in fluid communication with the manifold.

17. A method according to claim 12, wherein the length of each blade is 1 to 150m and the diameter of the hub is 10cm to 10 m.

18. The method of claim 12, wherein each combustion chamber comprises a housing and an inner wall inside the housing, and the method further comprises: (i) flowing air into a passage between the outer shell and the inner wall, (ii) allowing at least some of the air heated in the passage to exit the combustion chamber through an outlet external to the nozzle, (iii) passing some of the air through a plurality of openings in the inner wall, and (iv) igniting or combusting the fuel in a region within the inner wall.

19. The method of claim 12, further comprising igniting the fuel in the combustion chamber using a plurality of igniters, respectively, and providing an electrical charge to each of the igniters.

20. The method of claim 12, wherein each blade has a different cross-sectional shape than a conventional blade.