CN114109711B

CN114109711B - Rotary power generation device and methods of making and using the same

Info

Publication number: CN114109711B
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: 2023-08-18
Anticipated expiration: 2041-05-13
Also published as: CN114109711A

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 the distal end of each vane; a rotation shaft connected or fixed to the hub; and a generator operatively connected to the rotating shaft. Each vane has a passage for air to flow into the combustion chamber and a fuel distribution conduit therein (thereabove). The manifold connects the fuel supply conduit to the fuel distribution conduit. The combustion chamber receives fuel and air from the respective fuel distribution conduits and gas passages, and the detonated fuel in turn directs the heated or expanded air and combustion gases in the direction of the rotation of the impeller blades and hub. The rotating shaft is configured to rotate with the hub. The generator is used to convert torque from the rotating shaft into electrical energy.

Description

Rotary power generation device and methods of making and using the same

Cross Reference to Related Applications

The present application claims the benefit of U.S. provisional patent application Ser. Nos. 63/204,633 and 63/205,969, filed on 10/16 and 21/2021, respectively, and U.S. patent application Ser. No. 17/217,885 filed on 3/2021, each of which is incorporated by reference 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 generation device including a plurality of blades, a method of converting energy and/or generating electricity using the device, and a method of manufacturing the device.

Background

Wind power generators are designed in a wide variety of ways, wherein the blades of the generator are rotatable about a horizontal axis as well as about a vertical axis. Commercial applications of modern wind turbines have focused more on designs in which the blades rotate about a horizontal axis.

FIG. 1A shows a typical horizontal wind turbine 100. The horizontal wind power generator 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. Together, the blades 110 and the hub 120 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 nacelle 130 include a low speed (or main) shaft 125 that is coupled to and rotates with hub 120, a gearbox 150, brake 160, high speed shaft 170, generator 180, and a yaw bearing and motor assembly 190 (to maintain or change the orientation of nacelle 130 as the direction of the wind 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 50-100 times or more in the high speed shaft 170. The electrical energy generated by the generator 180 is delivered to a battery (for storage) or to an inverter or converter via a cable (not shown) and is forwarded to the grid. Some horizontal wind turbines further include a pitch bearing (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 controlled by the motor) may adjust the pitch angle (angle of attack) of the blades 110 relative to the direction of the wind, depending on the wind speed, thereby controlling the rotational speed of the rotor. Typically, the brake 160, yaw bearing and motor assembly 190, and pitch bearing or pitch bearing motor (when present) are controlled by a controller (not shown) that typically receives wind speed and direction information from an anemometer (not shown) mounted or attached to the nacelle 130.

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

Figures 2A-2B are schematic representations of the apparatus involved in U.S. patent application 16/951,808 filed on 18/11/2020, the relevant parts of which are incorporated herein by reference. Fig. 2A-2B 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. The engine 200 includes an inlet 202, an opening 205 for the inlet, a compressor 220 (including a plurality of fins/vanes 222 a-h), an upper bearing 210, a lower bearing 215, a turntable and/or rotating shell 240, a plurality of passages (e.g., curved rotating arms) 250a-f, a flow divider 245, a plurality of nozzles 255a-f, and a plurality of combustion chambers 260a-f. Fluid, such as air, exhaust gas, and/or combustion gases, enters the rotor housing 240 through the opening 205. As fluid enters the rotating arms 250a-f through the rotating shell 240, passes through the rotating arms 250a-f and exits through the nozzles 255a-f, the rotating shell 240 begins to rotate and the compressor 220 also begins to rotate. The centrifugal force provided by the rotor 240 and the rotating arms 250a-f causes the liquid to more easily flow around the circumference of the rotor 240 and out through the nozzles 255a-f, thereby providing a rotational speed relative to the amplification effect of the rotor 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 located at the exhaust or output ends of respective combustion chambers 260a-f. Air or other combustion gases (e.g. oxygen, oxygen-enriched air, mixtures of nitrogen and oxygen [ e.g. diving nitrides ], ozone, nitrogen oxides, such as NO or NO) ₂ And mixtures thereof, etc.) enter the combustion chambers 260a-f through holes in the combustion chamber opening 261. Alternatively, each of the upstream ends of the combustion chambers 260a-f may have a separate opening (e.g., an air inlet or inlet) so long as the inlet of the combustion chambers 260a-f has some sort of constriction or partial closure. Fuel is supplied to the combustion chambers 260a-f through fuel supply conduits 265 a-f.

FIG. 3 shows a plan view (top-down) of a combustion chamber, which is useful for understanding the example engine of FIGS. 2A-2B. For example, fig. 3 shows a top view of the distal end of the rotating 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 rotating 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 front end or opening 261 with a bore or inlet 266 therein. Alternatively, the front end or opening 261 of the combustion chamber 260, which simultaneously contains the restricted or reduced area in the rotating arm 250, may also be a single inlet. The aperture/inlet 266 allows compressed air or other oxygen-containing gas to enter the combustion chamber 260 relatively freely, albeit without combustion, and the gas pressure within the combustion chamber 260 is less than the gas pressure at the front end or inlet 261 of the rotating arm 250.

Fuel is supplied to the combustion chamber 260 by an oil supply line 265 through an air inlet (not shown). The intake ports may be located at (or through) intake ports 268 in the walls of combustion chamber 260. The additional force provided by the combustion in the combustion chamber 260 may be significantly increased even when less fuel is combusted by the combined action of the air compression caused by the centrifugal force from the rotation of the rotating arm 250 and the force generated when the gas from the nozzle 250 is flushed in the absence of any combustion. Because the fuel supply conduit 265 is routed along and/or affixed 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 fuel supply frequency.

An ignition source (e.g., a spark plug or gap between wires) may ignite a mixture of fuel and an oxygen-containing gas (e.g., air) in the combustion chamber. Wires (not shown) connected to the exterior of the swivel arm 250 and housing 240 may provide 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 relatively few ignition cycles (e.g., 1-5).

The torque is proportional to the product of the force that causes 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 value relatively much (e.g., 100 meters), a relatively small amount of fuel plus a relatively high compressed air supply (e.g., when the pressure at the inlet of the rotating arms 250a-f reaches or exceeds 5 atm) will produce a greater torque than a smaller radius but configured identical system. 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. Thus, when the rotating arm has a large length and the engine 200 has a large radius, the gas in the end of the rotating arm 250a-f is subjected to a large pressure due to centrifugal force even at a low rotational speed. The longer the swivel arm/engine radius, the greater the density of the compressed gas.

The spinner 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 a large radius wind turbine, when the radius is large enough (e.g., about 100 meters), the engine 200 may provide mechanical, energy, or electricity to a megawatt power plant. Considering that the power output from the engine 200 increases exponentially with the increase in radius, a rotating arm length of at least 80 meters may be the first choice for generating electricity. The length of such a rotary arm can provide a gas pressure of 6-8atm or more at the tip of the rotary arm immediately before the nozzle even at a relatively low rotational speed.

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 to develop and build the power plant.

The background section provides background information only. The recitation of this "background" is not an admission that the art disclosed in this "background" constitutes prior art to the present application, nor is any of this "background" available for use in recognizing that any portion of the present application includes this "background" as prior art to the present application.

Disclosure of Invention

An embodiment of the application relates to an engine, comprising: a rotating hub including a manifold, a plurality of blades, a rotating shaft connected or secured 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 blade has (i) a first end attached or secured to the hub, (ii) a passage for air flow to the second distal end of the blade, (iii) a fuel distribution conduit, and (iv) a combustion chamber at the second distal end of the blade. Each combustion chamber is configured to (I) receive fuel from a corresponding fuel distribution conduit and air from a corresponding vane passage, (II) combust or detonate the fuel, and (III) direct the heated or expanded air and combustion gases in a direction that pushes the vanes and hub to rotate. The rotating shaft is configured to rotate with the hub.

In some embodiments, the engine further comprises a housing for housing and/or isolating the generator. In various examples, the enclosure includes a top or upper frame and a plurality of supports that support the top or upper frame above the generator. In such examples, 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 the rotating shaft and allowing the rotating shaft to rotate. Typically, such a housing is used to support blades that rotate in a horizontal plane (e.g., in a so-called "horizontal engine," blades that rotate horizontally).

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 a so-called "vertical engine"), and the engine (with or without a generator) may resemble a conventional Horizontal Wind Turbine (HWT). In a further embodiment, the vertical engine further comprises a transmission, differential and/or gearbox for transmitting torque from the rotation shaft to a high speed shaft adapted to rotate at a faster rate than the rotation shaft driven by the rotation means. The vertical engine may further comprise a nacelle (which houses at least 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 configured to direct heated or expanded air and combustion gases exiting 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 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 channels, 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 have a length of 1 to 150 meters and the effective diameter of the hub (i.e. twice the distance from the centre to the furthest point in plan view) may be 0.1 to 8 meters. The engines are increasingly larger in size, and in commercial power generation embodiments the blades may be 60 to 120 meters in length (or any length or range of lengths therein) while 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 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 length and/or height of the corresponding vane, and each fuel distribution conduit width, diameter, or cross-sectional area is 1-10% of the width, diameter, or cross-sectional area of the corresponding channel.

In some embodiments, the engine may further include a fuel storage tank or container and/or a pump. The fuel storage tank or vessel may have an outlet and/or valve operatively connected to the fuel supply conduit and may be disposed in the housing. 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 (i) a housing having an opening or port provided therein, and (ii) an inner wall within the housing. The housing may be configured to provide or allow passage of a corresponding fuel dispensing 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 a region (e.g., a burnout region) in which fuel is ignited or burnout. 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 engine may further include a battery for providing charge to each igniter. Alternatively or additionally, the engine may further comprise a 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 detonating, fuel in a plurality of combustion chambers located distally of corresponding blades connected to and radially distributed along a rotating hub; exhausting (i) air heated or expanded in the combustion chamber, and (ii) combustion gases from the combustion chamber; directing air through the passages between each vane to the combustion chamber; distributing fuel from a manifold in the hub to the combustion chambers through respective fuel distribution conduits in or within the respective vanes; a rotating shaft rotatably connected or fixed to the hub to generate torque; the torque is converted to electrical energy by a generator. The heated or expanded air and combustion gases are expelled in the direction that pushes the blades and hub to rotate.

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 the corresponding igniter; providing an electrical charge to the igniter; drawing air into the channels in the blades through openings on the side of the blades facing the direction of rotation of the blades; directing heated or expanded air and combustion gases through nozzles on the corresponding combustion chamber in either (i) a direction tangential or substantially tangential to a circle formed by the rotational movement of the combustion chamber, or (ii) a direction perpendicular or substantially perpendicular to the central axis of the corresponding vane; and/or storing the energy generated by the generator in a battery.

In some embodiments (e.g., in connection with the "horizontal engines" described herein), the method may further include supporting and/or stabilizing the rotating shaft using bearings to penetrate the rotating shaft through a top or upper frame of a housing that is used to house and/or isolate the generator. In such an embodiment, 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 include: rotating the blades in a vertical plane; and the method may further comprise: at least a portion of the rotating shaft, transmission, differential and/or gearbox and optional generator are disposed in the nacelle. In a further embodiment, the method further comprises: torque is transferred from the rotating shaft to the high speed shaft using a transmission, differential, and/or gearbox, and the high speed shaft is rotated at a faster speed than the rotating shaft. Optionally, the method may further comprise: measuring wind speed using an anemometer; and based at least in part on the wind speed, controlling one or more operations (e.g., ignition of the fuel, explosion) using the controller. 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 the wind speed exceeds a predetermined safety threshold).

In some embodiments, each combustion chamber may include an outer shell and an inner wall inside the outer shell, similar to the present engine. In such embodiments, the method may further comprise (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) Passing some air through a plurality of openings in the inner wall, and/or (iv) igniting or burning 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 remainder of the combustion chamber. The nozzle may also include a constriction at its inlet.

For the present engine, the plurality of blades in the present method may include x blades, where x is a positive integer, dividing 360 by the positive integer and obtaining another positive integer or rule fraction. Thus, x may 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 meters and the hub may have a diameter of 0.1 to 8 meters. However, the blade may have a cross-sectional shape (i.e. defined by its outermost surface) that is different from a conventional blade (e.g. for the same type of structure, such as a wind turbine or a vehicle).

The invention can extend the existing wind power generation technology in a beneficial way, so that the existing wind power generation technology can generate a relatively large amount of electric power under the condition of low wind, can generate electricity under the condition of no wind, and only needs to be changed slightly. The present invention also advantageously enables existing wind technology to be used without the need for a tower, thereby eliminating safety and other risks associated with towers in Horizontal Wind Turbines (HWTs). The above advantages and other advantages of the present invention will become apparent from the following detailed description of various embodiments.

Drawings

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

Figures 2A-2B show an engine as mentioned in U.S. patent application No. 16/951,808, with 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-2B.

Fig. 4A-4B illustrate an example of a horizontal rotary engine as referred to in one or more embodiments of the invention.

Fig. 5A-5B show cross-sectional views of different blades as mentioned in one or more embodiments of the invention.

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

Fig. 7A-7B illustrate top views of example combustion chambers in the example engines of fig. 4A-4B.

FIG. 8 shows an exemplary vertical rotation engine as may be mentioned in one or more embodiments of the invention.

FIG. 9 shows an example device of the example engine of FIG. 8 as may be described in connection with one or more embodiments of the invention.

FIG. 10 illustrates an example automobile including an example horizontal rotary engine, as referred to in one or more embodiments of the invention.

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

FIG. 12 shows a flow chart of an example power generation method mentioned in an embodiment of the invention.

Detailed Description

Reference will now be made in detail to the 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 these descriptions are not intended to limit the invention to these embodiments. Based on the described embodiments of the invention, a person skilled in the art could obtain other embodiments without inventive contribution, which fall within the scope of legal protection of the invention.

Furthermore, all of the features, acts or processes disclosed in this document may be combined in any way and with the possibility, apart from mutually exclusive features and/or processes. Any feature disclosed in this specification, claims, abstract and drawings may be replaced by alternative equivalent features serving the same purpose, aim 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 width and thickness may be the same. "major surface" refers to a surface defined by the two largest dimensions of a given structure or feature, which in the case of a structure or feature having a circular surface, may be defined by the radius of the circle.

For convenience and simplicity, the terms "shaft," "rotating shaft," and "bearing" are generally used interchangeably herein, but generally have their art-recognized meanings. In addition, for convenience and simplicity, the terms "connected to," "coupled with … …," "connected to," "affixed to," "in communication with … …," which are used interchangeably in grammatical variations, and refer to direct and indirect connections, couplings, joints, accessories, and communications (unless the context of their use clearly indicates otherwise), but such terms generally have their art-recognized meanings.

The terms "lower" and "upper" are used herein as convenient labels with relative positions of the same or similar structures (as shown), depending on the orientation of the device or other structures in the figures. Similarly, the terms "downstream" and "upstream" are convenient labels for the relative positions 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 relates to an engine that is similar in some way to the apparatus disclosed in U.S. patent application serial 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 so that it can 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 in the blades is forced outward (to the combustion chamber at the distal end of the blades) due to 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 exhausted through a nozzle that provides additional rotational thrust similar to the rotary engine disclosed in U.S. patent application Ser. No. 16/951,808. When configured to rotate the engine horizontally, the blades may provide buoyancy due to gravity, thereby counteracting or eliminating some friction in the engine, and in some cases, also effectively guiding the blades, hub, shaft "floating". When configured as a vertically rotating engine, there is no need to burn or ignite fuel in the event that the wind is strong enough. The engine of the present invention is efficient, whether windy or windless, and the centrifugal action of the air within the vanes maximizes the rotational thrust or force generated by the heating of the air from the combustion chamber and the heated air ejected through the nozzles.

Various details of the invention will be set forth in greater detail below in accordance with 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 a fuel supply conduit and having a plurality of outlets, each outlet being connected to a respective one of a plurality of fuel distribution conduits; (b) a plurality of blades radially distributed along the hub; (c) A rotation shaft connected or fixed to the hub, provided to rotate together with the hub; and (d) a generator operatively connected to the rotating shaft for converting torque generated by the rotating shaft into electrical energy. Each of the vanes has (i) a first end attached or secured to the hub, (ii) a passage for air flow to a second distal end of the vane, (iii) a fuel distribution conduit disposed therein or thereon, (iv) a combustion chamber at the second distal end of the vane. Each of the combustion chambers is configured to (I) receive fuel from the corresponding fuel distribution conduit and air from the corresponding passage in the blade, (II) burn and 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 blade 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 designs, a tall tower need not be built to support blades that rotate about a horizontal axis (e.g., driven by wind). In addition, the blades may be designed to be aerodynamic to provide some buoyancy to reduce or eliminate friction forces due to gravity 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 is the manufacturing costs of a horizontal engine significantly reduced (e.g., relative to a conventional HWT), but the operating and maintenance costs are reduced.

In this regard, the present invention may use tubular or hollow arms instead of blades in conventional HWTs and connect the combustion chamber and the nozzle at the tip of each swivel arm to provide rotational power. Thus, such embodiments do not rely on the interaction between wind and turbine blades. Thus, it can run throughout the weather on a night and day basis.

Fig. 4A-4B illustrate an exemplary embodiment of the present horizontal engine 300. Fig. 4A is a cross-sectional view of engine 300 along line D-D from top down or in plan view of fig. 4B. Engine 300 includes blades 310a-c; a hub 320 to which the blades 310a-c are attached; combustion chambers 315a-c (each combustion chamber being located distally of a respective one of the blades 310a-c of the hub 320); a rotation shaft 330 connected to the hub 320; a housing 350 (containing a roof 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 vane 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 channel 380 are shown in fig. 4B, but each blade includes opening 312 and channel 380. The channels 380 deliver air to the combustion chamber 315 at the distal ends of the corresponding vanes 310.

The roof 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 holds a first bearing 340, which first bearing 340 is used to seal the rotating shaft 330 and allow the rotating shaft 330 to rotate at a certain position without lateral movement. The housing 350 is located on a substantially flat or planar surface, such as a flat floor. Thus, the blades 310a-c rotate in a horizontal plane, thus constituting a so-called "horizontal engine".

Engine 300 as shown in FIGS. 4A-4B includes three blades 310a-c, but engine 300 includes any positive integer number of blades 310 that may be divided by 360 (e.g., 2, 4, 5, 6, 8, 9, 10, 12, etc., divided by 360 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 when the blades 310a-c are longer, the centrifugal effect on the air and fuel is greater, while the effect of fuel combustion on the rotation of the blades 310a-c and hub 320 is greater. 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, blades 310a-c are 80 to 150 meters in length and the effective diameter of the hub is 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 elastic modulus (e.g., young's modulus) of the material of the blades 310a-c may be 2.5GPa; in some cases, it may be 10, 20 or 100GPa, or any other value greater than 2.5 GPa.

The blades 310a-c may be shaped to provide some degree of aerodynamic buoyancy, similar to the propeller of an aircraft. Such shapes are well known in the field of aeronautics and wind turbines, and such modifications are also known to those skilled in the art, such that the buoyancy provided by the blades 310a-c when the rotor is rotated at a set rate (perhaps the optimal rotation rate for power generation) may offset 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 (the injection direction being substantially tangential to the circumference of the circular area swept by the blades 310 a-c) to cause the rotor to rotate. The combustion chambers 315a-c may be made of one or more heat resistant and/or thermally 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 are 5cm to 200cm in length (or any value or range of values therein) and 2.5cm to 60cm in diameter (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. Meanwhile, each of the blades 310a-c are generally identical to each other (e.g., they have the same dimensions and comprise the same material), and each of the combustion chambers 315a-c are identical to each other.

Each vane 310a-c may include an interface region 319a-c between the vane 310 body material 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), so it may be preferably glass fiber, 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 is not necessarily thermally conductive or heat resistant. On the other hand, the combustion chamber 315 must generally be thermally resistant and preferably thermally conductive (to dissipate excess heat), and therefore 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 thermally-anisotropic materials described above are bonded to each other directly (e.g., by a thermally-compatible or dissolvable adhesive, a bolt and nut connector, a tongue and groove bond, etc.) or indirectly (by being connected 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 combustion chamber 315).

Each vane 310a-c also has an opening 312a-c, which opening 312a-c provides air to the combustion chamber 315a-c through a corresponding passage 380. The height of openings 312a-c is 25-90% (or any percentage or range of percentages therein) of the thickness of 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 vane 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 typically connected to the hub 320, as are the rotating shafts 330. In fig. 4A, the hub 320 includes a manifold 325. The manifold 325 receives fuel from a fuel supply line 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 line 374 passes through an axial opening in the center of the rotary 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). Fuel distribution conduits 314a-c provide fuel to combustion chambers 315a-c for combustion and explosion 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 2-8m and a diameter of 3-10m, are preferred, although the invention is not limited by these values. Alternatively, the height and/or diameter of hub 320 may be 1-20% (or any value or range of values therein) of the length of blades 310a-c, although the invention is not limited by these values.

The rotating shaft 330 extends through the roof or upper frame 352 into the generator 360. A gearbox, differential or gearbox (not shown in fig. 4A-4B) in the generator 360 receives torque from the rotating shaft 330 (in effect, the 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. In practice, 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, it may be square, hexagonal, pentagonal, octagonal, etc. in cross-section. The diameter or width of the rotation shaft 330 may be 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 rotation shaft 330 may be made of the following materials: metals or metal alloys, such as aluminum, steel, titanium, etc.; ceramics such as boron carbide, boron nitride, aluminum oxide, zirconium oxide, etc.; plastics such as polycarbonates, polyacrylates, polymethacrylates, polyvinylchloride (PVC), epoxy resins or other organic polymers, copolymers or polymer blends (tensile modulus of at least 2.4 or 2.5 GPa), combinations thereof (e.g., coating or lamination of different materials), and the like.

The housing 350 defined by the top or upper frame 352 and the support 354 encloses the generator 360, as well as a fuel storage tank 370 and a fuel pump 372. In such embodiments, the support 354 can include a plurality of inner walls, wherein at least one inner wall contains a sealable opening (e.g., a door), and the roof or upper frame 352 is formed from a top plate. Alternatively, the support 354 may comprise a single structure that may be cylindrical, cone-shaped or oval in shape made of concrete or composite material and that surrounds the generator 360, the fuel storage tank or container 370 and the fuel pump 372. In other or further alternatives, fuel storage tank 370 and (optionally) fuel pump 372 may be located external to housing 350, housed in an external environment, or in one or more separate housings. In further embodiments, the support 354 includes a plurality of columns (e.g., concrete, including reinforcing steel bars) and the roof or upper frame 352 is formed from a frame.

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

Operation of the engine 300 begins with rotation of the rotor. For example, a start 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. First, air is naturally sucked into the passages 380 in the blades 310a-c through the openings 312a-c, and the air is pushed outward as a whole by centrifugal force and compressed while passing through the passages 380. To facilitate air flow and compression, the channel 380 may be formed as a long tube with a smooth inner surface. The cross-sectional area of the channel 380 becomes smaller further from the hub 320, and thus, the air in the channel 380 is compressed more and more tightly (i.e., has a higher density) as it progresses away from the hub 320.

Compressed air passes through valves 318a-c (FIG. 4B) before entering combustion chambers 315 a-c. Valves 318a-c (fig. 7A-7B) may be a piece of steel plate that is attached by a hinge to the highest point of the opening in the interior wall of 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 flame explosion in the combustion chambers 315a-c, such valves 318a-c are typically pushed apart by centrifugal force of air acting in the passage 380. An inner surface of the channel 380 downstream of the inner wall (e.g., along the lowermost inner surface) may be provided with an interception plug to allow the door to open up to a predetermined maximum amount (e.g., an angle ranging from 20 ° -60 ° from vertical, such as 30 ° from vertical).

Fuel (on the order of one microliter to a few 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 (a small pump is not shown but may be placed in hub 320 adjacent manifold 325[ fig. 4A ]. In the case of only a single pump, the pump is located upstream of manifold 325, and in the case of a number of pumps equal to the number of combustion chambers 315, the pump is located downstream of manifold 325). The explosion created by the fuel explosion 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 a pulse form.

As the high pressure and/or high energy expanding air and exhaust gases are forced out of the combustion chambers 315a-c (e.g., through nozzles 430; see FIG. 7B and the discussion below), the reactive forces generated thereby cause the blades 310a-c to rotate about the hub 320. After combustion, the pressure created by the centrifugal force acting on the air in passage 380 again pushes valve 318 open and the cycle continues (compressed air and fuel enter combustion chamber 315, the fuel is ignited, the 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, eliminating the need for external ignition. In other cases, as the rotor speed increases, the firing rate and/or the number of detonation cycles per unit time may decrease as the target rotor speed is approached and/or reached.

The length of the blades 310a-c plays a critical role in power generation 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 power 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 FIGS. 5A-5B. The cross-section of fig. 5A-5B 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, running along the lower outer surface of the vane 310 and near the edge of the vane 310 facing 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', running along the inner surface facing 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 channel 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 channel 380 because it has a smooth, continuously curved interior surface. The aerodynamic upper and lower outer surfaces of the blades 310 also create buoyancy (e.g., upward forces) that reduces (e.g., acts on the rotor) the friction generated by gravity of the hub 320 and the rotating shaft 330 as they rotate. Therefore, engine 300 becomes very efficient.

The linear velocity at the tip of the blade 310 may reach sonic velocity, which may provide adequate cooling for the combustion chamber 315. In addition, the use of strong, lightweight materials (e.g., fiberglass) to make the entire blade 310 may also increase the efficiency of the engine 300.

To reduce its weight, the vane 310 may have a hollow or substantially hollow interior cavity, although one or more structures, such as a channel 380, a fuel distribution conduit 314, and/or electrical wires (to provide an electrical charge, e.g., a spark, to an igniter in the combustion chamber 315) may be included in the hollow interior cavity of the vane 310. FIG. 6 illustrates a perspective view of blades 310a-c prior to assembly to hub 320. The rounded edges 311a-c of the blades 310a-c are secured to the hub 322 as shown in fig. 4A-4B (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 vanes 310a-c are long enough (e.g., at least 15m,20m, or more), the air inside the vanes 310a-c (e.g., in the channel 380) is under significant pressure due to centrifugal force. 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 compressed air supply, an alternative approach (without a combustion chamber) is to simply add a nozzle that is bent 90 ° (e.g., an opening at the distal end of the vane 310 along the edge facing away from the direction of rotation). Compressed air is forced out of the nozzle in a direction opposite to the rotation of the rotor, as shown in fig. 4B. The reaction force generated by the compressed air escaping (exiting) the nozzle increases the rotational speed of the rotor relative to an otherwise identical rotor without the nozzle.

In the design shown in fig. 4A-4B, a relatively small combustion chamber 315 (with nozzle at the outlet of the chamber) and fuel supply are added at the end of the vane 310 to take full advantage of the compressed air entering the chamber and nozzle to generate more thrust. Fig. 7A-7B illustrate plan views of exemplary combustion chamber 315 that may be used with engines 300 and 500 shown in fig. 4A-4B and 8. Fig. 7A shows the combustion chamber 315 with the outer wall or upper half of the housing 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 bars or blocks), bolt-and-nut fasteners, etc. Fig. 7B shows a cross-section through the midplane of the combustion chamber 315, wherein arrows indicate the path and direction of air flow through the combustion chamber 315.

The fuel distribution conduit 314 and ignition wire (not shown) of the igniter 420 are embedded or secured within the body or hollow interior cavity of the vane 310. The air flows to valve 318, is compressed by centrifugal force, and then flows into combustion chamber 315 by flushing valve 318. A small amount of fuel (as described herein) is supplied into combustion chamber 315 through fuel distribution conduit 314 and elbow connector 414 to fuel injector 410. The fuel injector 410 may include an atomizer, nebulizer, or other similar device for generating a fine mist 416 of fuel within the inner wall 400 (see fig. 7B) of the combustion chamber 315, which aids in vaporization and subsequent explosion of the fuel. Returning to fig. 7A, the fuel dispensing conduit 314 passes through an opening in the wall of the vane 310 and a gasket 412. The portion of fuel distribution conduit 314 exposed to the exterior of blade 310 may be made of the following materials: 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) the outer surface of the combustion chamber 315 or near the open portion of the combustion chamber 315. The explosion of fuel within combustion chamber 315 enhances the power production of the wind turbine (e.g., see engine 500 of FIG. 8 and the discussion below), particularly in low or no wind conditions.

Torque is the product of the force on the rotor and the rotor radius, which is directly related to the length of the blade 310. When the diameter of the rotor exceeds 100 meters, very little thrust from the combustion chamber 315 will also produce very large torque. The small amount of fuel combustion combined with highly compressed air passing through the combustion chamber 315 and heated by the combustion chamber 315 produces a torque that is significantly greater than that 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 twelve circular openings 405 per row around six rows of the inner wall 400, but the size and number of openings 405 may not be limited thereto. It is within the ability of one skilled in the art to design different arrays of openings 405 to provide a desired or predetermined thrust value (within certain tolerances), and the preset conditions may include: such as the type and amount of fuel, the size of the inner wall 400 and its interior cavity, the length and cross-sectional area of the vane 310, etc.

Fig. 7B shows the flow of air in the combustion chamber 315, starting from valve 318, through and around the inner wall 400, and out of nozzle 430 and outlet 445 of the combustion chamber 315. Upon 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, blocker or shroud 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, damper, or shroud 402 may cause 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 heated more effectively. The width or thickness of the flange, stopper, or shroud 402 (measured along the width or radius of the housing 440) 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 determine the appropriate dimensions of the inner wall 400, channel 442, and (if present) constriction 435 and/or flange, blocker or shroud 402 to provide a predetermined level or amount of thrust (e.g., from the gas exiting the nozzle 430) and cooling (e.g., by air passing through the channel 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 constriction 435 can be 25-90% of the width, radius, or diameter of the interior chamber (i.e., the interior chamber of inner wall 400), or any percentage or range of percentages therein, although the invention is not limited to these values.

Relatively long blades are advantageous for the engine of the present invention. As shown in FIG. 4B, the nozzles or outlets of the combustion chamber 315 are oriented substantially along a tangent 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. The reaction force in the direction of rotor rotation (e.g., the reaction force of the combustion chamber 315 and the blades 310 against the combustion of fuel in the combustion chamber 315) contributes to the rotation of the wind turbine and increases the rotational speed. As the wind turbine rotates faster, centrifugal forces acting on the air in the passage 380 increase, the air in the passage 380 is compressed more (i.e., has a higher pressure), which generates more thrust and increases rotational speed, etc. This "self-amplifying" effect directly improves the power generation efficiency compared to when the combustion chamber 315 is absent.

Of course, when the wind force (e.g., 3-5m/s or greater) is sufficiently large, no fuel combustion is required to drive the rotation of the blades 310. 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.,. Gtoreq.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 generating electricity, and the power output of generator 360 may be controlled and/or regulated. Thus, adjusting/controlling the fuel supply based on the wind speed and/or variations therein may increase and/or stabilize the power output of generator 360.

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

Vertical rotation engine example

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 and 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). Generally, wind turbine 500 includes: a plurality of blades 510a-b, a plurality of combustion chambers 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 connected), a rotating shaft 530 (rotating with hub 520), a nacelle 540, and a tower 550. One or more blades 510 may be hidden behind blades 510a-b and/or 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 in fig. 1A-1B, and may include the same or similar components as those shown in fig. 1B. Tower 550 is positioned outdoors, on the ground, or on an offshore platform. The offshore platform may be floating or anchored to the seabed.

Wind turbine 500 is similar to the operation of engine 300 in FIGS. 4A-4B, except that blades 510, hub 520, and rotating shaft 530 rotate about a horizontal axis, and when the wind speed is equal to or greater than a minimum threshold speed (e.g., 3-5m/s, or any of these speeds), wind turbine 500 may be operated without combustion of fuel in combustion chamber 515. Wind turbine 500 may further include a small battery, fuel storage tank or container, one or more pumps, and/or a large battery. A small battery may be housed within tower 550 and may be used to provide electrical charge to the igniter in combustion chamber 515. The fuel storage tank or vessel stores fuel for the combustion chamber 515 and may be placed in a storage location within or near the tower. Alternatively, the fuel storage tanks or vessels may be a stand-alone structure external to tower 550. Similar to the fuel pump 372 discussed in FIG. 4A, this pump pumps fuel from a fuel storage tank or reservoir to the fuel injectors in the combustion chamber 515. A series of pumps may be provided from the fuel storage tank or vessel to the combustion chamber 515, each pumping fuel to another relatively high pump in the tower 550. The large battery is used to store the charge generated by the generator in the nacelle 540. Typically, large batteries are not provided in tower 550, but may be provided therein, depending on the size of tower 550, the size of the large batteries, and for safety considerations for wind turbine 500.

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

As with engine 300 of fig. 4A-4B, during operation of wind turbine 500 of fig. 8, compressed gas passes from blades 510 to combustion chamber 515 (optionally through a valve) and then mixes with fuel in combustion chamber 515 where the fuel is ignited and the compressed pressurized gas is heated, causing the compressed pressurized gas to rapidly expand as it exits nozzle 517. As a result, combusting a small amount of fuel may greatly increase the rotation rate of blades 510 and hub 520 as compared to the absence of combustion chamber 515.

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

The combustion chamber 515 may be sufficiently cooled simply by rotating in air. However, if necessary or desired, the combustion chamber 515 may be cooled by a water-cooled tube (e.g., a metal tube or conduit) surrounding the combustion chamber 515. When the water inside the water cooled tube becomes hot enough to vaporize, steam/water vapor may be expelled from the corresponding nozzle 517, thereby increasing the thrust from the heated gas as it exits the nozzle 517.

Many of the components of the present engine can be constructed using lightweight inexpensive materials such as fiberglass, carbon fiber, recycled plastic, and the like. Even those components requiring metal or other thermally conductive materials, may be made using lightweight inexpensive materials such as aluminum or alloys thereof (e.g., 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, etc.), etc

Example vehicle

The invention also relates to a vehicle such as an aircraft (e.g., an airplane, helicopter or drone) or a flying car. Fig. 10 illustrates an exemplary helicopter or flying car 700. Helicopter/flying car 700 includes a first rotary engine 710 and a second rotary engine 720 configured to provide buoyancy for the flight of vehicle 700 and generate electricity. The first engine 710 includes blades 711a-b, an opening 712 in each blade 711a-b, combustion chambers 715a-b, a hub 730a, a rotating shaft 740a, and a generator 760a. The second engine 720 includes blades 721a-b, an opening 722 in each blade 721a-b, combustion chambers 725a-b, a hub 730b, a rotating shaft 740b, and a generator 760b. Although only two blades 711-721 are shown in engines 710-720, engines 710 and 720 may include 3 or more blades (e.g., 4 blades). While only openings 712 and 722 in vanes 711b and 721b are shown.

Similar to engine 300 in fig. 4A-4B, pump 772 pumps fuel in fuel tank 770 through fuel supply conduit 774 to engines 710 and 720. The fuel supply conduit 774 passes through the respective housing of each generator 760a-b and then through the center of the rotating shaft 740a-b into a manifold (not shown) in each hub 730 a-b. Fuel is distributed from the manifold to each combustion chamber 715a-b and 725a-b by a fuel distribution conduit (not shown). Additional pumps or other fuel control mechanisms (e.g., valves) may pump or control the flow of fuel from hubs 730a-b to combustion chambers 715a-b and 725a-b. The fuel is then combusted in combustion chambers 715a-b and 725a-b, which start rotor rotation 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 transferred 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 flying). 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 rotation stop mechanism may lock the hubs 730a-b and blades 711-721 in place, and may turn off or disable the pump 772 and any other fuel supply mechanism.

Fig. 11 shows a cross section of an exemplary vane 711 or 721. This 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 channels 790 may occupy 50%, 60%, 70% or more of the space within the vane 711 or 721. The fuel dispensing conduit 714 is inside the housing of the vane 711 or 721, but the fuel dispensing conduit 714 may also be secured to the outer surface of the vane 711 or 721, similar to the fuel dispensing conduit 314 in fig. 5A.

Exemplary method

The invention also relates to methods for generating electricity on board and propelling vehicles such as aircraft (e.g., airplanes, helicopters, or unmanned aerial 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; exhausting (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 the channels in each blade to the combustion chamber; distributing fuel from a manifold in the hub to the combustion chambers through a respective plurality of fuel distribution conduits in or on a respective vane; a rotation shaft rotatably coupled or fixed to the hub to generate a torque; and converts the torque into electrical 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 the 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 into electrical energy (although some or all of the torque may be converted into electrical energy, e.g., 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 initial and final steps (even the order of the steps themselves) are not particularly critical.

FIG. 12 illustrates a flowchart 800 for an exemplary power generation method according to 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 distributed to a plurality of combustion chambers located at the distal ends of respective blades, which are connected to and radially distributed about the rotating hub. Fuel is distributed from a manifold in the hub to the combustion chamber through 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 vessel 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 vessel.

At step 815, it is determined whether the fuel may be automatically combusted or detonated. For example, if the combustion chamber is hot enough to auto-ignite the fuel, an auto-ignition sequence (auto-combustion or explosion of fuel in the combustion chamber) is initiated. When the fuel is auto-ignitable, then flow passes to step 830. If the fuel is not auto-ignition (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, detonates, and burns fuel in the combustion chamber. For example, the method may include igniting fuel in the combustion chamber using a corresponding 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, an arc generator, or other ignition source. In some embodiments, after a number of cycles (e.g., 1-10 cycles) of ignition-induced explosions, the combustion chamber may remain hot enough that the fuel is capable of auto-igniting, burning (an "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 exhausting (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, heated or expanded air and combustion gases may be directed through a nozzle at the aft of each combustion chamber (e.g., the end opposite the aft of the combustion chamber from which the combustion chamber injects fuel or the head of the combustion chamber) in a flow direction that is (i) tangential or substantially tangential to a circle defined by the rotational movement 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 the fuel to burn off to generate greater force, 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 the hub to generate 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 a method of using a horizontal engine or a vertical engine, the method may further include transmitting torque from the rotating shaft to the high speed shaft using a transmission, differential, and/or gearbox. 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 rotational speed of the high speed shaft may be m/n times the rotational speed of the rotational shaft, where m is an integer of ≡2 (e.g., 3-100 or any value or range of values therein, e.g., 5-50, 10-25, etc.), and n is an integer of ≡1 (e.g., 1-15 or any value or range of values therein). In some cases, m is not divisible by n, and n may be a prime number.

The method may further include storing the electricity from the generator in a battery. The battery may be provided in the housing together with the generator or may be provided in a different housing. Thus, 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 power to the grid using an inverter or converter.

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

In some embodiments (e.g., using a vertical engine), the method further includes supporting and/or stabilizing the rotating shaft with bearings in a set top or upper frame of a housing configured to house and/or isolate the generator. In such embodiments, the enclosure may further include a plurality of supports that support 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, blades, and 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 motor), 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-like engine) the opening is at an end of a blade attached to the hub, in which case the method may further include drawing air through an opening in the hub, the hub having a plurality of channels in fluid communication with the openings in the blade.

For the engine of the present invention, the method may use x blades, where x is a positive integer by which 360 can be divided. Thus, although 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 includes) four or more blades and x is a positive integer that can be divided by another positive integer to give a third positive integer, the combustion chambers (which are the third positive integer in number and must be at least two) are also evenly distributed around the hub. However, the use of four or more blades by the engine may create some turbulence and/or aerodynamic disturbances. In the method, for the present engine, the length of each blade may be 1 to 150m and the diameter of the hub may be 10cm to 10m.

At step 860, the method includes flowing air through passages in the blade 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 when 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 (rotate 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 electric generator

The present 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 a conventional digital signal processor and that may be used to perform the methods and/or engine operations disclosed herein. Thus, another aspect of the invention relates to algorithms and/or software that control an engine (e.g., configured to generate electricity or propel a vehicle) and/or implement part 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.

A computer readable medium may include any medium that can be read by a signal processing device for reading the medium and executing code stored on the medium (e.g., a floppy disk, CD-ROM, magnetic tape, or hard disk 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 circuit such as a programmable gate array, programmable logic circuit/device, or application specific integrated circuit ASIC).

Accordingly, one aspect of the invention relates to a non-transitory computer readable medium comprising a set of instructions encoded thereon that are 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 can cover an opening in a corresponding blade, and in some embodiments a transmission or differential. In some embodiments (e.g., in a horizontal engine), the signal processing apparatus 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 of the fuel, and (ii) detonation (i.e., igniter); (ii) Yaw motor (and, direction of hub and rotation axis); (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 a motor containing a pitch motor, to maintain or change the pitch of the blades); (vii) a pump; (viii) Any gate (if present) and/or (ix) gearbox or differential (in an engine containing a gearbox or differential) for opening and closing an opening in a blade, the operation of which is based at least in part on wind speed and/or wind direction measured by an 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 the like.

Typically, when the wind speed is equal to or below a first predetermined threshold, a signal processor (for executing instructions in a computer-readable medium) sends a first signal to a first device; the signal processor transmits a second, different signal to the first device when the wind speed is equal to or greater than a first predetermined threshold. For example, when the wind speed is below 3m/s, the instructions may instruct the signal processor to do the following: (i) Instructing the pump to provide a dose (e.g., a predetermined amount) of fuel (periodically or continuously) to the combustion chamber; (ii) Instruct the battery to periodically send charge to the igniter to ignite the igniter; and (iii) when the engine contains a shutter for the vane opening switch, indicating to open the shutter. Additionally, when the wind speed is greater than 3m/s, the instructions may instruct the signal processor to stop the pump, to cut off the battery connection (e.g., stop sending charge to the igniter), and to close the gate when the engine includes a gate with a vane opening switch. In further embodiments, a second signal (e.g., to stop the pump and electrically disconnect the battery) may be used to respond to a different threshold event (e.g., wind speeds exceeding 5 m/s), while the instructions may instruct the signal processor to perform other tasks (e.g., instruct to decrease the frequency of sending charge to the igniter, instruct to decrease 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) during stroke conditions (e.g., between 3 and 5 m/s).

SummaryThe 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 application, to thereby enable others skilled in the art to best utilize the invention and various modifications as are suited to the particular use contemplatedAn embodiment to suit the particular application contemplated. The scope of the invention is defined by the appended claims and equivalents thereof.

Claims

1. An engine, characterized in that: comprising

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

a plurality of blades radially distributed along the hub, each blade having (I) a first end connected or secured to the hub, (II) a passage for air 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) burn-out fuel, and (III) direct heated or expanded air and combustion gas in a direction that urges the blade and hub to rotate;

A rotation shaft connected to or fixed to the hub and configured to rotate together with the hub; and

an engine operatively connected to the rotating shaft configured to convert torque of the rotating shaft into electrical energy.

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

3. An engine as set forth in 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. An engine as set forth in claim 1 wherein: the wind turbine further comprises a tower for supporting the rotating hub, the blades and the rotating shaft.

5. An engine as set forth in claim 4 wherein: further included are a transmission, differential and/or gearbox for transmitting torque from the rotating shaft to a high speed shaft that is configured to rotate at a faster speed than the rotating shaft.

6. An engine as set forth in 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 either (i) a tangential or substantially tangential direction of a circle defined by rotational movement of the combustion chamber, or (ii) perpendicular or substantially perpendicular to a central axis of the respective vane.

7. An engine as set forth in claim 6 wherein: further comprising providing a constriction at the inlet of each of the plurality of nozzles.

8. An engine as set forth in claim 1 wherein: further comprises: (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. An engine as set forth in claim 1 wherein: the length of the blade is 1 to 150m, and the diameter of the hub is 10cm to 10m.

10. An engine as set forth in 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 a respective said fuel dispensing conduit through said housing; (ii) An inner wall of the housing interior, the inner wall having a plurality of openings configured to allow air to pass through the inner wall; a passage is provided between the housing and the inner wall, through which air flows; and the inner wall is used to define the area where the fuel is ignited or burned.

11. An engine as set forth in claim 1 wherein: each of the plurality of blades has an opening on a side of the blade facing in a rotational direction, the opening allowing air to enter the channel.

12. A method of generating electricity, characterized by: comprising

Igniting and blasting fuel in combustion chambers which are distributed at the distal ends of corresponding blades, wherein each blade is connected with a rotating hub and is radially distributed around the rotating hub;

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

the air flows through channels in each blade to the combustion chamber;

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

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

the torque is converted to electrical energy using a generator.

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

14. The method according to claim 12, wherein: further comprising measuring a 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 according to claim 12, wherein: further comprising a nozzle for directing heated or expanded air and combustion gases through the end of the combustion chamber in a direction: (i) A direction tangential or substantially tangential to the circle formed by the rotational movement of the combustion chamber (ii) a direction perpendicular or substantially perpendicular to the central axis of the corresponding blade.

16. The method according to claim 12, wherein: further comprising pumping fuel from the fuel storage tank or vessel into a fuel supply conduit in fluid communication with the manifold.

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

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 the passageway between the outer shell and the inner wall, (ii) allowing at least some of the air heated in the passageway 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 fuel at a region within the inner wall.

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

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