US3065600A - Jet torque and propulsion reaction engine - Google Patents

Description

Nov. 27, 1962 J. N. PRESTON JET TORQUE AND PROPULSION REACTION ENGINE 2 Sheets-Sheet 1 Filed May 12, 1961 Nov. 27, 1962 J. N. PRESTON 3,065,600

JET TORQUE AND PROPULSION REACTION ENGINE Filed May 12, 1961 2 Sheets-Sheet 2 IIIIIIIIIIIIIIII 3,065,690 JET TORQUE AND PROPULSION REACTION ENGINE James N. Preston, 1633 W. Campbell, Phoenix, Ariz. Filed May 12, 196i, Ser. No. 109,606 Claims. (Cl. 6039.35)

This invention is a reaction engine that is designed to produce both torque and thrust for use as a lightweight, heavy duty engine to power any kind of aircraft, industrial, automotive, or marine equipment that requires either torque or thrust or both. This engine is self-cooling as the combustion chamber is adjoined on two sides by the compressed air chamber and over-heating is not a problem as it is to a turbine-driven engine. Compressed air from the air impeller vanes cools the outside of the combustion chamber before entering the combustion chamber in a pre-heated condition.

This engine is unique in that it derives its torque horsepower from the direct reaction of the combustion gases exhausting from the combustion chamber at its exhaust ports and requires no turbine to remain in the superheated exhaust gases to drive the engine rotor assembly. The design of this engine prevents any of its component parts from being melted or burned up by the super-heated exhaust gases and at the same time produces torque horsepower more efliciently with less engine weight and with less fuel consumption per horsepower unit delivered than a turbine-driven engine. It is designed to produce torque horsepower so efficiently that it can be built small enough to be used as a flying belt by strapping a small, lightweight engine propulsion unit to the back to a human being. This invention is a continuation-in-part of the applicants earlier application entitled: Fire Jet Torque and Propulsion Reaction Engine, Serial No. 86,669, filed February 2, 1961.

FIG. 1 shows the front view of the engine with part of the engine cut away.

FIG. 2 shows the adjacent side view of the engine when the front view is rotated 90 degrees to its right on its v vertical axis with part of the engine housing cut away.

FIG. 3 shows the rear view of the engine when the front view is rotated 180 degrees on its vertical axis with part of the engine cut away.

FIG. 4 shows the side view of the engine when the front view is rotated 270 degrees to its right on its vertical axis with part of the engine housing cut away.

.Referring to the drawing in more detail, 1 generally indicates the stationary air deflector disc which is centered to the axis of the right circular stationary axle 2 and aflixed at its adjacent face to the right circular end of said axle 2 in a plan perpendicular to the axis of said axle 2.

The right circular cylindrical hub 3 rotates on the bearings 24 around the periphery of said axle 2. The basic air impeller disc 4 is centered around and affixed to the periphery of said hub 3 in a plane perpendicular to the axis of said axle 2 adjoining the end of the hub 3 which is parallel adjacent to the stationary air deflector disc 1.

A number of air impeller vanes 5 are radially aflixed to the face of the basic air impeller disc 4, each vane 5 extending perpendicular from the face of said disc 4 for a distance to a line in a plane which is parallel to the face of said disc 4. Each vane 5 is affixed at its axistowarcl end to the periphery of the hub 3 and extends radially outward for a distance to a perimeter equal and parallel to that of the basic air impeller disc 4.

The second air impeller disc 6 has the circular compression air intake port 7 cut out of its axial center and is then centered around the hub 3 in a plane perpendicular to the axis of the axle 2. The adjacent face of said disc 6 is affixed to the adjacent sides of the air impeller vanes 5 to oppose the basic air impeller disc 4. The radius of the second air impeller disc 6 is greater than the radius of the base air impeller disc 4.

The right circular perimeter housing cylinder 10 is affixed at one right circular end to the perimeter of the second air impeller disc 6 and extends for a distance along a line horizontally parallel to the axis of the axle 2, across the plane of the air impeller vanes 5, the basic air impeller disc 4, and beyond the plane of the stationary air deflector disc 1. The perimeter of the housing cylinder end disc 11 is aflixed to the right circular open end of said cylinder 10. Said end disc 11 has the circular compressed air exhaust port 14 cut out of its axial center.

A number of spiral air compression rings 8a extend for a distance toward the axis of the axle 2 from the axistoward face of the perimeter housing cylinder 10; each said ring 8a extending from the second air impeller disc 6 in a spiral counter-clockwise direction to near the housing cylinder end disc 11. The radius of the axis-toward face of each said ring 8a remains constant to the axis of the axle 2.

The stationary air deflector disc 1 has a slightly greater diameter than the basic air impeller disc 4. A number of spiral air deflector rings 8 are affixed at their axis-toward faces to the periphery of said stationary air deflector disc 1 and extend in a spiral counter-clockwise direction toward the second air impeller disc 6 to a line in a plane closely parallel adjacent to said second air impeller disc 6. The radius to the axis-toward face of each said spiral air deflector ring 8 remains the same as the radius of the stationary air deflector disc 1 as it extends closely adjacent across the periphery of the air impeller vanes 5. Each said spiral air deflector rings 8 extends in a radial direction for a distance. is closely parallel adjacent to the slightly greater axistoward radius of the spiral air compression rings 8a.

The compression intake air reaches the air impeller vanes 5 through the compression air intake port 7 where it is given a high velocity by said air impeller vanes 5 and forced outward by centrifugal force to beyond the periphery of said air impeller vanes 5 where it is deflected in a spiral clockwise 12 direction by the stationary spiral air deflector rings 8 which forces is out of the plane of the air impeller vanes 5 to beyond the plane of the stationary air deflector disc 1 into the air compression chamber 13 which is bounded by the perimeter housing cylinder 10, the housing cylinder end disc 11, the air compression exhaust port 14, the stationary air deflector disc 1, the spiral air deflector rings 8, and the spiral air compression rings 8a.

The right circular combustion housing cylinder 32 has a smaller diameter than the perimeter housing cylinder 10 and is affixed at one right circular end to the housing cylinder end disc 11. Said cylinder 32 is centered about, and extends for a horizontal distance along a line parallel to, the axis of the axle 2.

The combustion housing end disc 4-0 is centered on the axis of the axle 2 and has the same radius as does the periphery of the perimeter housing cylinder It). The adjacent face of said combustion housing end disc 40 is afixed to the right circular open end of the combustion housing cylinder 32.

The combustion fuel baffle disc 38 is centered on the axis of the axle 2 and aflixed in a plane between, and parallel to, the combustion housing end disc 40 and the housing cylinder end disc 11. Said combustion fuel baffie disc 38 has a smaller diameter than the combustion housing cylinder 32 and is held in place by a number of connecting spacers 39 which afiix it with a small offset distance to the combustion housing end disc 40.

A number of combustion exhaust ports 15 are cut The periphery of each said ring 8 through the combustion housing cylinder 32 extending from the combustion housing end disc 41 to the housing cylinder end wall 11. From a point to a clockwise 12 distance from each said combustion exhaust port 15 and on a radius line at a radial distance from the axis-toward face of the combustion housing cylinder 32, toward the axis of the axle 2, a combustion exhaust baffle 31extends on a line perpendicular to said radius at said point, to the counter-clockwise side of each combustion exhaust port 15. Each said combustion exhaust bafile 31 is affixed to, and extends perpendicular from, the housing cylinder end wall 11 to the opposing inner face of the combustion housing end disc 4t The combustion chamber 9 is bounded by the periphery of the combustion fuel bafile disc 321, the adjacent combustion fuel intake port 16, the combustion housing end disc 40, the combustion housing cylinder 32, the combustion exhaust bafiles 31, the combustion exhaust ports 15, the housing cylinder end disc 11, and the combustion air intake port 41.

The combustion fuel enters the combustion chamber 9 through the combustion fuel intake port 16 which is located between the perimeter of the combustion fuel baffle disc 38 and the combustion end disc 49. The fuel enters this region from the circular fuel intake port 17 which is centered on the axis of the axle 2 and cut through the combustion housing end disc 40.

The swivel joint 18 is centered on the axis of the axle 2 and affixed to the outer face of the combustion housing end wall .40 where it receives fuel which is pumped in from the stationary fuel pipe 19 and delivers it through the circular fuel intake port 17 and to the combustion fuel intake port 16 at the perimeter of the combustion fuel baffie disc 38.

The compressed air leaves the air compression chamber 13 through the circular air compression exhaust port 14 through the housing cylinder end wall 11 and enters the combustion chamber 9 through the combustion air intake port 41 which is located between the perimeter of the combustion bafile disc 33 and the housing cylinder end disc 11.

The fuel mixes with the incoming compressed air around the periphery of the combustion fuel baffle disc 38 within the combustion chamber 9 and ignites. The ignited and expanding gases are forced by the combustion exhaust bafiles 31 to exhaust from the combustion chamber 9 in a counter-clockwise direction at the combustion exhaust ports 15 which imparts a clockwise 12 torque to the combustion housing cylinder 32, the perimeter housing cylinder 10, and impeller assembly to accelerate the clockwise 12 rotation of said integral assembly on the bearings 24 around the stationary axle 2.

A number of propulsion air impeller vanes 20 are radially affixed to the outer face of the second air impeller disc 6, extending perpendicular from the face of said disc 6 for a distance to a line in a plane parallel to the face of said disc 6. Said propulsion air impeller vanes 20 extend radially outward from the perimeter of the circular compression air intake port 7 to the perimeter equal and parallel to that of the perimeter housing It A number of radial braces 21 are afiixed to, and extend radially outward from, the axle 2 to hold the propulsion housing base disc 22 centered on said axle 2 in a plane perpendicular to the axis of said axle 2 and closely adjacent to the propulsion air impeller vanes 2t Said propulsion housing base disc 22 has the circular air intake port cut out of its axial center to allow air to reach the propulsion air impeller vanes 21} and the compression air intake port '7. The radius of said propulsion housing base disc 22 is greater than the radius of the second air impeller disc 6 and perimeter housing cylinder 10.

The right circular end of the right circular propulsion housing cyiinder 23 is aifixed to the perimeter of the propulsion housing base disc 22 and extends for a distance along a horizontal line parallel to the axis of the axle 2,

4 to a line in a plane beyond and parallel to the plane of the combustion housing end disc 40. Said propulsion housing cylinder 23 has a greater radius than the smaller concentric perimeter housing cylinder 10, leaving the propulsion air channel 26 between the two concentric cylinders with the propulsion exhaust port 29 at the open end opposite the propulsion housing base disc 22.

The propulsion intake air from the propulsion air intake port 25 is given a high velocity by said propulsion air impeller vanes 24 and forced outward by centrifugal force to beyond the periphery of said propulsion air impeller vanes 20 into the propulsion air channel 26 which is bounded by the periphery of said propulsion air impeller vanes 2% the propulsion housing base disc 22, the propulsion housing cylinder 23, the propulsion exhaust port 29, the periphery of the combustion housing end disc 49, the combustion exhaust back-pressure cylinder 34, and the perimeter housing cylinder 10.

A number of propulsion air deflector spiral rings 36 extend for a distance from the axis-toward face of the propulsion housing cylinder 23 toward the axis of the axle 2 in order to channel propulsion intake air from the periphery of the propulsion air impeller vanes 20 to beyond the plane of said propulsion air impeller vanes 20 in the direction of the propulsion exhaust port 29. The radius of the axis-toward face of each said spiral ring 36 is slightly greater than the radius of the propulsion air impeller vanes 20 and remains constant as each said spiral ring 36 extends from the propulsion housing base disc 22 in a spiral clockwise 12 direction towards the propulsion exhaust port 29 for the purpose of propulsion thrust to propel a vehicle and cargo through the air.

One right circular end of the right circular combustion exhaust back-pressure cylinder 34 is centered about the axis of the axle 2 and is closely adjacent to the face of the housing cylinder end wall 11 and extends horizontally parallel to the axis of the axle to a line in a plane closely parallel adjacent to the face of the combustion housing end disc 4%. The radius of said cylinder 34 is the same as that of the perimeter housing cylinder 11 Said combustion exhaust back-pressure cylinder 34 is held in place by a number of afiixed radial vanes 35 which extend radially across the propulsion air channel 26 and affix to the axis-toward face of the propulsion housing cylinder 23.

A number of combustion exhaust back-pressure vanes 53 are afiixed to the axis-toward face of the combustion exhaust back-pressure cylinder 34 and extend in a radial direction toward the axis of the axle 2 to a line closely parallel adjacent to the periphery of the combustion housing cylinder 32. Each said vane 33 extends from a line closely parallel adjacent to the face of the housing cylinder end disc 11 on a line perpendicular to the face of said end disc 11 to a line closely parallel adjacent to the face of the combustion housing end disc 40.

The combustion exhaust gases escape from the combustion chamber 9 in a counter-clockwise tangent direction through the combustion exhaust ports 15 and is prevented from freely escaping further by the backpressure assembly which is composed of the axis-toward face of the combustion exhaust back-pressure cylinder 34, the periphery of the combustion housing cylinder 32, the housing cylinder end disc 11, the combustion housing end disc 4%, and thecombustion exhaust back-pressure vanes 33. Said back-pressure assembly causes the combustion exhaust gases leaving the combustion chambet 9 in a counter-clockwise tangent direction to back up and impart a high-pressure clockwise 12 torque to the combustion housing cylinder 32 and impeller assembly to produce a high degree of torque horsepower with a high degree of elficiency.

The engine delivers torque horsepower through the pulley 37 which is aifixed to the periphery of the hub 3 where it extends beyond the plane of the propulsion housing base disc 22.

Note in FIG 3 that the perimeter of the combustion housing end disc 40 is not continuous from one exhaust port 15 to the next. The perimeter of the combustion housing end disc 40 is equal to that of the periphery of the combustion exhaust back-pressure cylinder 34 in the vicinity of each combustion exhaust port 15 and for a distance on the counter-clockwise side and on the clock- Wise side of each said combustion exhaust port 15. From a point at said counter-clockwise distance from each combustion exhaust port 15, the perimeter of said combustion housing end disc 40 is reduced to a radius equal to that of the periphery of the combustion housing cylinder 32 and extends counter-clockwise on said radius to a point at the clockwise 12 distance from each counter-clockwise adjacent combustion exhaust port 15 in order to allow the back-pressure of the combustion exhaust gases built up in combustion exhaust back-pressure assembly to escape to clear said back-pressure assembly for the next following clockwise 12 combustion exhaust port 15.

I claim:

1. A reaction engine comprising: a perimeter housing cylinder provided which rotates around its axis and which mounted normally on a hub which rotates on bearings around the axis of a concentrically located stationary axle; an air compression chamber provided which contained within said perimeter housing cylinder by means of a second air impeller disc which affixed concentrically to one side of said perimeter housing cylinder, a housing cylinder end disc which atflxed concentrically to the opposite side of said perimeter housing cylinder, and a basic air impeller disc whch mounted concentrically to the hub within said air compression chamber at an axial distance from said second air impeller disc; a circular compression air intake port provided at the axial center of said second air impeller disc for the purpose of admitting air into said air compression chamber; a plurality of air impeller vanes provided which radially aflixed within said air compression chamber and in connection with a face of the basic air impeller disc and an opposing face of the second air impeller disc for the purpose of compressing air into said air compression chamber when the perimeter housing cylinder being rotated around its axis; a stationary air deflector disc provided within said air compression chamber and concentrically mounted to the axle in a plane adjacent to the basic air impeller disc; a plurality of spiral air deflector rings provided within said air compression chamber; each said spiral air deflector ring aflixed at its axis-toward side to the periphery of the stationary air deflector disc and extending in a spiral axial direction across the plane of the air impeller vanes closely adjacent to the periphery of said air impeller vanes for the purpose of deflecting compressed air from said air impeller vanes into said air compression chamber in a general axial spiral direction; a plurality of spiral air compression rings provided on the axistoward side of the perimeter housing cylinder for the purpose of directing compressed air into said air compression chamber in said general axial spiral direction; an axially concentric combustion chamber provided in connection with the housing cylinder end disc and contained within an axially concentric combustion housing cylinder by means of the adjoining housing cylinder end disc on one side and a combustion end disc which concentrically adjoins the opposite side of said combustion housing cylinder; an air compression exhaust port provided through the housing cylinder end disc for the purpose of admitting compressed air from the air compression chamber into said combustion chamber; a fuel intake port provided which located generally in the combustion end disc and generally on the axis of the stationary axle for the purpose of directing any combustible fuel generally from a pump means into said combustion chamber; a combustion fuel baffle disc provided within said combustion chamber wherein concentrically located ina plane substantially parallel to the plane of the housing cylinder end disc; a combustion air intake port provided within the combustion chamber between said combustion fuel baflle disc and said housing cylinder end disc; said combustion chamber provided with a number or combustion exhaust ports located in the combustion housing cylinder; said combustion chamber provided with a means to deflect a fluid volume, normally ignited and expanding combustion gases, from said combustion chamber through each combustion exhaust port in a general tangent axially transverse direction; the sum of the combined cross-section areas of the combustion exhaust ports of the combustion chamber providing a substantially larger cross-section area than that of either the combustion air intake port or the compression exhaust port; heat energy provided within the combustion chamber for the purpose of providing a substantially larger fluid volume therein for the purpose of providing a substantial increase in the exhaust Velocity and p.s.i. fluid pressure at each combustion exhaust port to a degree approaching the intake velocity and p.s.i. fluid pressure of fluid volume within the air compression exhaust port and combustion air intake port prior to entering the combustion chamber; any combustible fuel forced generally to pump means into a volume of compressed air within said combustion chamber wherein ignited by ignition means thereby providing heat energy and a resultant larger fluid volume to said compressed air continually flowing through the combustion air intake port into said combustion chamber; the continuous exhausting of said larger fluid volume from each said combustion exhaust port providing a continuous reaction pressure which rotates the perimeter housing cylinder around the axis of the stationary axle which rotates the air impeller vanes around the axis of the stationary axle which provides continuous air compression into the air compression chamber which continues the cycle which provides continuous torque and propulsion thrust.

2. The invention as claimed in claim 1 wherein a combustion exhaust back-pressure cylinder provided which centered around the axis of the stationary axle on a radius greater than that of the combustion housing cylinder and located in the plane of the combustion exhaust ports and in connection with a large-diameter axially concentric propulsion housing cylinder which is in connection with the stationary axle; the larger fluid volume exhausting from each combustion exhaust port of the combustion chamber and impinging against a plurality of combustion exhaust back-pressure vanes which affixed to the axistoward side of the back-pressure cylinder and which extend to a perimeter closely adjacent to the periphery of the combustion housing cylinder for the purpose of providing a fluid back-pressure against said exhausting larger fluid volume and each combustion exhaust port of the combustion chamber thereby substantially increasing the torque power of the engine; each said combustion exhaust back-pressure vane provided with a cross-section surface area at least as large as the cross-section area of each combustion exhaust port; a back-pressure assembly provided for the purpose of substantially containing said exhausting larger fluid volume within the plane and influence of said combustion exhaust back-pressure vanes for an arc distance from each combustion exhaust port for the purpose of providing a substantial further increase in the torque power of the engine; said back-pressure assembly including axially concentric rotating and stationary back-pressure walls located closely adjacent to any and all sides of the plane and influence of said combustion exhaust back-pressure vanes; the periphery of the combustion housing cylinder providing one rotating axis-toward back-pressure wall of the back-pressure assembly, the combustion exhaust back-pressure cylinder providing a stationary peripheral back-pressure wall of said back-pressure assembly; the housing cylinder end disc providing one back-pressure side wall of said back-pressure assembly; the combustion housing end disc providing a back-pressure side wall of said back-pressure assembly;

at least one of said back-pressure walls of said back-pressure assembly being segmented for the purpose of allow ing the large fluid volume, normally ignited and expanding combustion gases, to exhaust from the plane and influence of the combustion exhaust back-pressure vanes continuously into the atmosphere in a general axial direction thereby providing propulsion thrust after said combustion exhaust back-pressure vanes being continuously rotated around the axis of the stationary axle within said back-pressure assembly for an arc distance from each combustion exhaust port; the propulsion housing cylinder directing propulsion air from a propulsion means in an axial direction thereby providing additional propulsion thrust which provides a cooling effect to the combustion exhaust back-pressure vanes and back-pressure assembly.

3. A reaction engine comprising; a combustion chamber being provided which being normally continuous for 360 degrees and which being contained by means of a combustion housing cylinder on its periphery, an adjoining housing cylinderend disc on one side, and a combustion end disc adjoining the opposite side, said combustion chamber rotating around the axis of a normally stationary axle whose axis being substantially perpendicular to the plane of said housing cylinder end disc and said combustion chamber; a back-pressure cylinder being provided which centered around the axis of the stationary axle on a radius somewhat greater than that of the combustion housing cylinder in the plane of the combustion chamber and which being in connection with said stationary axle; at least one combustion exhaust port being provided which opening into the com bustion chamber normally through the combustion housing cylinder; at least one combustion exhaust baffle being provided which located normally within the combustion chamber for the purpose of substantially deflecting a fluid volume, normally ignited and expanding combustion gases, from said combustion chamber through each combustion exhaust port in a general tangent direction; a normally centrifugal-type air compressor being provided for the purpose of compressing air into said combustion chamber by way of an air compression chamher; an air compression exhaust port being provided through the housing cylinder end disc to allow compressed air into the combustion chamber from said air compression chamber; a fuel intake port being provided which located normally through the combustion end disc and normally on the axis of the stationary axle for the purpose of directing any combustible fuel from a pump means into said combustion chamber; a combustion fuel baffle disc provided within said combustion chamber in a plane normally parallel adjacent to the plane of the housing cylinder end disc for the purpose of limiting internal combustion within said combustion chamber to a region normally adjoining the axis-toward side of the combustion housing cylinder; a combustion air intake port being provided within the combustion chamber between said combustion fuel baflle disc and said housing cylinder end disc; compressed air and fuel mixing and igniting at the periphery of said fuel baiiie disc normally near the axis-toward side of the combustion housing cylinder; the sum of the combined cross-section areas of the combustion exhaust ports of the combustion chamber providing a substantially large cross-section area than that of the combustion air intake port and air compression ex haust port; heat energy resulting normally from internal combustion of any combustible fuel being provided within the combustion chamber for the purpose of providing a substantially larger fluid volume for the purpose of substantially increasing the exhaust velocity and p.s.i. fluid pressure at eachcombustion exhaust port to a degree approximately equal to the take velocity and p.s.i. fluid pressure of said fluid volume when entering through the air compression exhaust port and combustion air intake port before being diffused within the combustion chamber; the reaction of said large fluid volume, consisting normally of ignited and expanding combustion gases, exhausting from at least one combustion exhaust port in .a general tangent direction causing the combustion charn her and assembly to rotate around the axis of the station- .ary axle thereby providing torque energy which activates the air compressor which provides compression of fluid into the combustion chamber which continues the aforedescribed cycle which provides torque and propulsion thrust; said exhausting fluid volume impinging against a plurality of combustion exhaust back-pressure vanes which being affixed to the axis-toward side of the back-pressure cylinder and extending to a perimeter closely adjacent to the periphery of the combustion housing cylinder for the purpose of providing a fluid back-pressure against the combustion chamber for the purpose of substantially increasing the torque power of the engine.

4. The invention as claimed in claim 3 wherein a plurality of combustion exhaust back-pressure vanes provided which being affixed to the back-pressure cylinder in the plane of the combustion chamber and which extending toward the axis of the stationary axle to a perimeter closely adjacent to the periphery of said combustion housing cylinder for the purpose of causing a fluid back-pressure against the exhausting fluid volume of each combustion exhaust port; a back-pressure assembly being provided for the purpose of substantially containing said exhausting fluid volume within the plane and influence of said combustion exhaust back-pressure vanes for an arc distance for the purpose of continuously providing a high degree of torque power to the rotation of the combustion chamber around the axis of the stationary axle; said back-pressure assembly including concentric rotating and stationary back-pressure walls located closely adjacent -to any and all sides of the plane and influence of said combustion exhaust back-pressure vanes; the periphery of the combustion housing cylinder acting normally as one rotating wall of the back-pressure assembly; the backpressure cylinder acting normally as a stationary wall of said back-pressure assembly; concentric side walls provided on either side of the plane and influence of said combustion exhaust back-pressure vanes; at least one of the back-pressure walls being discontinuous for the purpose of allowing the fluid volume normally ignited and expanding combustion gases, to exhaust from the plane and influence of the combustion exhaust back-pressure vanes normally into the atmosphere thereby continuing the aforedescribed cycle which produces continuous torque and propulsion thrust. v

5. The invention as claimed in claim 3 wherein the combustion chamber being stationary and the heretofore stationary axle and combustion exhaust back-pressure vanes being allowed to rot-ate around the axis of said heretofore stationary axle; the fluid volume consisting normally of ignited and expanding combustion gases and exhausting from the combustion chamber through at ieast one combustion exhaust port in a general tangent direction wherefrom impinging against the plurality of combustion exhaust back-pressure vanes which rotating around the axis of the axle substantially closely adjacent around the periphery of the combustion housing cylinder for the purpose of rotatin said heretofore stationary axle and the rotative elements of a normally centrifugaltype air compressor for the purpose of providing compression of fluid into the combustion chamber which continues the aforedescribed cycle which provides torque and propulsion thrust.

References Cited in the file of this patent UNITED STATES PATENTS 2,400,899 Wilcox May 28, 1946

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