ROTARY INTERNAL COMBUSTION ENGINE

Abstract

An engine having a compressor for generating a flow of pressurized oxidizer, a fuel mixing system in fluid communication with the compressor for mixing fuel with the pressurized oxidizer creating a fuel-oxidizer mixture, a combustion chamber adapted to receive the fuel-oxidizer mixture, at least one ignition system connected to the combustion chamber for igniting the fuel-oxidizer mixture inside of the combustion chamber, an exhaust port in fluid communication with the combustion chamber for receiving exhaust generated by combustion of the fuel-oxidizer mixture, and a turbine having a rotating shaft and a plurality of turbine blades connected downstream of the combustion chamber for receiving the exhaust whereby the fluid force of the exhaust through the exhaust port causes the turbine blades to rotate the shaft.

Claims

1. An engine, comprising: (a) a compressor for generating a flow of pressurized oxidizer; (b) a fuel mixing system in fluid communication with the compressor for mixing fuel with the pressurized oxidizer creating a fuel-oxidizer mixture; (c) a combustion chamber adapted to receive the fuel-oxidizer mixture; (d) at least one ignition system connected to the combustion chamber for igniting the fuel-oxidizer mixture inside of the combustion chamber; (e) an exhaust port in fluid communication with the combustion chamber for receiving exhaust generated by combustion of the fuel-oxidizer mixture; (f) a turbine having a rotating shaft and a plurality of turbine blades connected downstream of the combustion chamber for receiving the exhaust whereby the fluid force of the exhaust through the exhaust port causes the turbine blades to rotate the shaft; and (g) a generator in communication with the turbine and adapted to generate power from the rotation of the shaft and provide power to the compressor.

2. (canceled)

3. An engine according to claim 1, wherein the fuel mixing system is a venturi.

4. An engine according to claim 1, wherein the fuel-oxidizer mixture enters the combustion chamber through an entrance device that prevents pressurized exhaust from flowing backward into the compressor.

5. An engine according to claim 1, wherein the ignition system is a spark plug.

6. An engine according to claim 1, wherein the ignition system includes a plurality of spark plugs with a predetermined firing sequence.

7. An engine according to claim 1, wherein the exhaust port includes a pressure relief valve and an exhaust conduit for transporting the exhaust to the turbine.

8. An engine according to claim 1, wherein the exhaust port is connected to an exhaust conduit that includes a nozzle for the exhaust to exit and apply fluid pressure to the turbine blades.

9. An engine according to claim 1, wherein the combustion chamber includes a plurality of exhaust ports in fluid communication with the turbine.

10. An engine according to claim 1, wherein the fuel-oxidizer mixture is transported to a plurality of combustion chambers each including at least one exhaust port in fluid communication with the turbine.

11. An engine according to claim 1, wherein the turbine shaft includes a plurality of turbine blade stages.

12. An engine according to claim 1, further comprising at least one additional turbine connected downstream of the combustion chamber for receiving the exhaust.

13. An engine according to claim 1, further comprising a flywheel connected to the turbine.

14. An engine according to claim 1, further comprising a second comparatively smaller engine connected downstream of the turbine for capturing additional energy including: (a) a second combustion chamber adapted to receive the pressurized exhaust; (b) a second ignition system connected to the second combustion chamber for igniting the exhaust inside of the second combustion chamber; (c) a second exhaust port in fluid communication with the second combustion chamber for receiving exhaust generated by combustion of the fuel-oxidizer mixture; and (d) a second turbine having a second rotating shaft and a second plurality of turbine blades connected downstream of the second combustion chamber for receiving the exhaust whereby the fluid force of the exhaust through the second exhaust port causes the second turbine blades to rotate the second turbine shaft.

15. An engine according to claim 14, wherein the second engine has a second compressor positioned between the turbine and the second combustion chamber adapted to receive the exhaust from the turbine and generate a flow of pressurized exhaust.

16. An engine, comprising: (a) a compressor including a pressure-producing portion and a reservoir portion for generating a flow of pressurized oxidizer; (b) a fuel mixing system positioned between the pressure-producing portion and the reservoir portion of the compressor for mixing fuel with an oxidizer to create a fuel-oxidizer mixture inside of the reservoir portion; (c) a combustion chamber adapted to receive the fuel-oxidizer mixture from the reservoir portion of the compressor; (d) at least one ignition system connected to the combustion chamber for igniting the fuel-oxidizer mixture inside of the combustion chamber; (e) an exhaust port in fluid communication with the combustion chamber for receiving exhaust generated by combustion of the fuel-oxidizer mixture; and (f) a turbine having a rotating shaft and a plurality of turbine blades connected downstream of the combustion chamber for receiving the exhaust whereby the fluid force of the exhaust through the exhaust port causes the turbine blades to rotate the shaft.

17. An engine, comprising: (a) a compressor for generating a flow of pressurized oxidizer; (b) a combustion chamber adapted to receive the pressurized oxidizer; (c) a fuel mixing system in communication with the combustion chamber for injecting fuel into the combustion chamber filled with the pressurized oxidizer creating a pressurized fuel-oxidizer mixture; (d) an exhaust port in fluid communication with the combustion chamber for receiving exhaust generated by combustion of the fuel-oxidizer mixture; (e) a turbine having a rotating shaft and a plurality of turbine blades connected downstream of the combustion chamber for receiving the exhaust whereby the fluid force of the exhaust through the exhaust port causes the turbine blades to rotate the shaft; and (f) whereby the pressurized fuel-oxidizer mixture is ignited by heat produced due to compression once a pre-determined temperature or pressure is reached inside of the combustion chamber.

18. An engine according to claim 17, wherein the fuel mixing system is controlled by a combustion timing system based on temperature and pressure inputs from the combustion chamber.

Description

BRIEF DESCRIPTION OF THE DRAWING FIGURES

[0030] The present invention is best understood when the following detailed description of the invention is read with reference to the accompanying drawings, in which:

[0031] FIG. 1 is a schematic of the engine according to an embodiment of the invention;

[0032] FIG. 2 is a schematic of the engine according to an alternative embodiment of the invention;

[0033] FIG. 3 is a partial schematic of the engine showing an alternative multiple spark plug combustion chamber configuration;

[0034] FIG. 4 is a partial schematic of the engine showing an alternative multiple combustion chamber configuration;

[0035] FIG. 5 is a partial schematic of the engine showing an alternative turbine shaft with a plurality of turbine blade stages; and

[0036] FIG. 6 is a partial schematic of the engine connected to a comparatively smaller engine.

DETAILED DESCRIPTION OF THE EXEMPLARY EMBODIMENT

[0037] The present discussion is a description of exemplary embodiments only and is not intended as limiting the broader aspects of the present invention. The following example is provided to further illustrate the invention and is not to be construed to unduly limit the scope of the invention.

[0038] Referring to the drawings where identical reference numerals denote the same elements throughout the various views, FIG. 1 shows the engine 10. The engine 10 includes an air compressor made up of a pressure-producing portion 20 and a reservoir portion 22. The air compressor 20,22 utilizes traditional reciprocating piston technology, however other air compressor technologies are also applicable. The air compressor 20,22 provides compressed air, or any acceptable oxidizer, to a first conduit 30. The first conduit 30 includes a venturi 40 where fuel is mixed with the air to create a fuel-air mixture. Fuel is inserted into the venturi 40 through a fuel inlet 42. Examples of fuel include gasoline, kerosene, alcohol, ethanol, diesel oil, and used cooking oil. The venturi 40 can be a traditional carburetor such as one used in a lawn mower or motor vehicle.

[0039] The fuel-air mixture travels through the rest of the first conduit 30 and into a combustion chamber 60 by way of an entrance valve 50. In the exemplary embodiment, the entrance valve 50 is illustrative of one of several possible designs to keep the pressure from combustion from backing up into the compressor. Once the fuel-air mixture is inside of the combustion chamber 60, a spark plug 70 ignites the mixture inside of the combustion chamber 60. Other types of ignition systems, such as a laser igniter, can also be used instead of the spark plug 70.

[0040] Exhaust gases generated by the combustion of the fuel-air mixture then exit out of the combustion chamber 60 through an exit valve 52 and into a second conduit 32. The exit valve 52 serves to insure the force of the combustion is directed outside of the combustion chamber 60. Examples include a simple one-way check valve, electronic or spring controlled valves, and other devices that serve this pressure relief function. The gases then exit the second conduit 32 through a nozzle 54 directed toward turbine blades 80 attached to a turbine rotating shaft 82. The fluid force generated by the combustion exhaust cause the turbine blades 80 to rotate the turbine shaft 82. The rotation of the turbine shaft 82 can be used to provide the rotation needed for wheels on a vehicle, a belt, a chain, gears, and many other applications. A generator, such as an electrical generator, can also be powered by the turbine shaft 82 in order to provide power to the compressor 20,22.

[0041] FIG. 2 shows an alternative variation of the engine 10 where the venturi 40 is located between the pressure-producing portion 20 and the reservoir portion 22 of the air compressor 20,22. In this alternative, the entire first conduit 30 transports the fuel-air mixture from the reservoir portion 22 through the entrance valve 50 into the combustion chamber 60.

[0042] FIG. 3 shows an alternative variation of the engine 10 where the combustion chamber 60 has a plurality of spark plugs 70. These spark plugs 70 are connected and ignite the fuel-air mixture based upon a firing sequence. This sequence is determined based upon the location of the spark plugs 70, the volume of the combustion chamber 60, the pressure of the fuel-air mixture inside of the combustion chamber 60, and many other variables. The sequence can be pre-determined, or calculated in real-time by a controller (not shown).

[0043] FIG. 4 shows an alternative variation of the engine 10 where the combustion chamber 60 is made up of a plurality of separate combustion chambers 60A each having a spark plug 70A, an entrance valve 50A, and an exit valve 52A. Each exit valve 52A is in fluid communication with a separate exhaust conduit 32A. The exhaust gases pass through the separate exhaust conduits 32A and exit through separate nozzles 54A to ultimately exert a fluid force on different blades 80 on the turbine shaft 82. While FIG. 4 shows four separate combustion chambers 60A of equal size, the arrangement and relative sizes of each separate combustion chamber 60A can vary.

[0044] FIG. 5 shows an alternative variation of the engine 10 where the turbine shaft 82 has a plurality of turbine blade stages 81. Each of these turbine blade stages 81 can receive the fluid force of combustion exhaust to rotate the turbine shaft 82. This can be achieved by either dividing the exhaust conduit 32 as shown in FIGS. 1 and 2, or by the separate exhaust conduits 32A from the multiple combustion chambers 60A configuration as shown in FIG. 4. Each turbine blade stage 81 has the same number of blades 80, however alternative embodiments can have varying amounts of blades 80 per stage 81 for optimization purposes. For example, the number of blades 80 per turbine blade stage 81 can be reduced going downstream from the nozzle 54.

[0045] As shown in FIG. 6, another, comparatively smaller engine 100 can be positioned to capture additional energy in the combustion exhaust after the combustion exhaust has exited the engine 10. This smaller engine 100 also has a compressor 120,122, a first conduit 130, a venturi 140, an entrance valve 150, a combustion chamber 160, a spark plug 170, an exit valve 152, a exhaust conduit 132, a nozzle 154, and a turbine shaft 182 having a plurality of turbine blades 180.

[0046] An engine according to the invention has been described with reference to specific embodiments and examples. Various details of the invention may be changed without departing from the scope of the invention. Furthermore, the foregoing description of the exemplary embodiments of the invention and best mode for practicing the invention are provided for the purpose of illustration only and not for the purpose of limitation, the invention being defined by the claims.