CA1167263A - Explosion pressure turbine - Google Patents

Abstract

ABSTRACT OF THE DISCLOSURE
In a prime mover designed for industrial, vehicular and aircraft energy demands, these engines are known to include those principles of propulsion common to both the reciprocating internal combustion engine (RICE) and another form of energy convertor such as the turbine The nucleus of this machine to be known as motivator is the combination of a reciprocating compressor, a chamber (combustor) into which the compressor forces a large volume of air, an isolating back-pressure valve between combustor and compressor and an explosive pressure release means leading to an energy convertor. These elements including fuel supply and ignition means constitute the power producing contrivance named motivator. The power conversion section including turbine, jet tube, output shaft and reciprocating means comprise that part of engine receiving explosive power and transforming that power into rotary and reciprocating motion. In combination both sections (the complete unit) constitute a new concept in power production to be known as the Turbodyne engine.
In this invention many innovations add to increased power and durability such as:
1 - new combinations in reciprocating means to permit using both ends of compressor to compact pressures in combustors;
2 - seal proof transfer reservoirs which may enable circulating liquids to cool critical areas in mobile components;
3 - rotary compressors in series with reciprocating compressors that may be used to multiply compression ratios; and 4 - multiple combustors that may be charged by combined reciprocating and rotary compressors and placed most advantageously for power delivery.

Description

7Z~3 S PECIFIC ATION
_._ This invention relates to energy conversion uni-ts oE the expansible gas type such as compressed air/fuel explosion used primarily for automotive and aircraft propulsion.
~ practically all automobiles and in the majority of aircraft the driving -force is the reciprocating internal combustion engine. In larger aircraft for long distance transportation and in some built for high speed and maneuverability the turbine and turbine jet are the preferred, motive-power impellers. While both of these competitive models offer some positive advantages over the other, there are many inherent disadvantages inhibiting maximum performance in both designs.
Some of the restraints fo~md in piston engine designs are:
(1) Friction and resistances to be overcome in transforming reciprocating motion o pistons into rotary motion of crankshaft.

(2) Carbon particles fxom explosion that break down into a grinding compound to wear away piston and cylinder walls.

(3) Acids from combustion attack and break down metal components in cylinders, pistons, bearings, etc. These acids also break down and pollute lubricating oils thereby demanding frequent and expensive oil changes.

(4) Because of explosive shock against compressor and all moving parts muoh more rugged construction is demanded in cylinders, pistons, shafts, bearings, etc.

(5) Wasted effort in four cycle engines in which two revolutions of output shaft are required for each explosion.

(6) Angle of drive between piston, connecting-rod and shaft-offset is never at angle of prime ef~icacy as between explosive force and turbine blades.
Restraints in expanded gas turbines are:
(1) Excessively high temperatures necessary to expand air molecules to their utmost cannot be tolerated because materials to wlthstalld these hlgh temperatures have not been perfected, The result is only a Eraction of power potential from fuel being burned is effectual, (2~ Since heat from a jet of burning fuel in the air stream is transmitted to individual air molecules by the slow process of conduction, convection and radiation, much fuel is wasted because heat is carried away before heat transfer is complete, This is especially relevant to rapidly moving air from large volume axial compressors and open combustors, (3) Large volume centrifugal and axial compressors, mandatory in present day turbines, necessitate a large output of energy. It has been calculated that more than two-thirds of power generated is consumed in driving these compressors, (4) Excessive speeds oi` turbine (40, 000 - 5O, 000 R, P. M. 's) to build kinetic energy result in problems of dynamic balancing, Another problem is excessive wear and tear on parts under stress especially shaft bearings, (5) Heat requirements for maximum air ~ xpansion result in tendency to use a temperature only slightly below capacity of materials to withstand that heat, The result is that while not immediately destructive high temperatures, continuously maintained, tend to break down and destroy exposed combustor and turbine materials; this negative feature thereby necessitating high maintenance costs for repair and renewal of all exposed materials in the high temperature zone.
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~ lL the ~ these disadvantages are largely eliminated through the reality of ohanges and combinations in power-magnifying mechanisms such as:
(1) new combinations in rotary/reciprocating compressors to produce volumetric pressures presently beyond the scope of individual prototypes;

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(2~ closed combustor us~ge to permit instantaneous and complete heat ; expansion by explosion rather than inadequate and defective air-expansion by external heat application in open combustors as used in contemporary turbines;
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(3) field o~ power application greatly enlarged through combination of diverse compressors (as in l\ to charge multiple combustors~ combustors located advantageously for driving turbine or as direct jet impellers;
(4) cooling of critical areas in motive power components made possible by impelling device dubbed leak-proof reservoir. This device coordinated with coolant passageways in shaft to force liquid coolant to blades and other high temperature areas;
(5) changes in reciprocating means to permit rectilinear connecting rod action for greater leverage to piston movement and to permit both ends of compressor to charge combustors; a further advantage is closer association of motivators with reciprocating means for a more compaet conformation;
(6) lubricant used in motivator units remains uncontaminated by acids, carbon particles and other impurities. This uncontaminated lubricant will preserve frictional elements in better condition over a longer period and will demand less frequent changes than similar lubricants in reciprocating engines.
These cmd associated advantages such as slower speed demands in turbine rotary action by reason of greater power of explosive impact to turbine drive less need for expensive, high heat~resisting alloys in turbines, combustors, etc.; less downtime required for repairs and replacement of heat damaged elements; greater economy over contemporary turbine performance because a larger percentage of air '.! ~ p l O~ S i ~ p~e s s ~ , fv r~
molecules to drive ~ has been fully expanded; greater economy over RICE
beoause friction from explosive pressur0 application to piston has been eliminated;
and redyctlon in overall size and weight o:E engine -for a given horsepower because of ` more concentrated power and freedom to use lightweight materials. Obviously to llustrate all of these parameters would involve great expenditure of time and much complicated detail. In the accompanying illustrations sufficient detail has been provided to support these hypotheses even though rotary compressors are not shown and distribution of multiple combustors must be left more to explanation and '7~63 imagination than to complicated drawing.
In drawings accompanying this presentation motivators in conjunction with conventional turbine are illustrated. This wheel, depending on its capacity to efficiently accept motivator impuls~s, could be an adaptation of any gas turbine of contemporary auto-mobile or aircraft engine with exception of coolant passageways in blades, etc. as specified in explosive pressure turbine advant-ages. The suggested designs in these instances show co-ordinating action of turbine and reciprocating piston both ~eyed to output shaft wherein successive explosive thrusts from each combustor react with the same segement of turbine blades. Other features shown or deduced (in the automotive model Fig.1) are : motivators radially attached to a framework or housing each equidistant from the other;
roller bearing reciprocators as means to activate pistons; dual action reciprocating compressors to increase both combustor capacity and~impact of explosions; and ball or roller bearings in all rot-ating shaft areas. Additional features for overall efficiency and trouble free performance are ~ leak-proof transfer reservoirs conformab1y adaptable to rotating shafts along with suitable pressure system (pumps, pip~s, channels, etc.) pre-disposed to accept, trans-mit and return liquids for cooling heat-exposed areas such as ~; turbines, blades, wheels, combustors and other high-heat, exposed parts; all parts especially designed with jac~eted divisions for circulation of liquid coolant. Still other features could be gearing between turbine and compressors to permit variation in speeds of associated components; this variation especially applicable to difference in speeds of turbine and reciprocating shafts; such gearing also allowing for change in position of wheel blades in relation to release nozæles to permit each successive impulse to impinge on different blades as wheel rotates.
In the explosive pressure turbine jet concept some notable changes and additions are : a rotary compressor to act as supercharger thereby increasing volume of air in compressors to build desired pressure maximums in combustors; a multiple of combustors for each motivator unit to modulate and divide pressurized build-ups from combined rotary/reciprocating compressoxs; and combustors positioned to greatest advantage to deliver exploded power thrusts to turbine or jet propulsion.
To elaborate, an ~ cylindered turbine for aircraft propulsion as illustrated would generate 16 impulses on each revolution of reciprocating shaft. Allotting a given ratio to each reciprocating compressor/combustor combination in the range of 8:1, and combining a rotary compressor ~not shown) to supply eight atmospheres to each reciprocating compressor instroke before compression, would impact a 64:1 ratio for that capacity combustor. Since khis pre-combustion pressure is obviously unrealistic, adding three additional combustors for a total of 4, each with pre combustion pressures of 16 atmospheres places this engine in the much desired power bracket dreamed of but unattainable in contemporary turbine jets. To expand on these hypotheses, 16 impulses from a combined rotary/reciprocator compressor effort, multiplied by ~, would total 64 combustors, each charged wlth combined pressures of 16 atmospheres, each combustor to be placed advantageously for turbine drive or for .

direct jet propulsion.
While these performances may well seem unattainable, what may be deduced from this power possibility is that almost any number of power units (combustors) of whatsver capacity ;'7Z~3 desired, may be charged and located in positions necessary to generate energy for infinite power demands.
The foregoing disclosures emphasize some advantages of explosive pressure turbine technology over present day prototypes (RICE and turbine); theseadvantages combining features inherent in each prototype to create a new embodiment of power performance previously denied either design in-dividually. In these disclosures, combinations of factors contributing to economy, reliability, durability and compact-ness emphasize methods to concentrate air pressures, utilize these pressurPs to greatest advantage, protect heat vulnerable materials in mobile components and lubricate frictional zones such as bearings, rods and piston/cylinder areas all of which are factors contributing toward durability and reliability.
Mediums helping achieve economy are in the use of chemical reaction (explosions) to expand air rather than the external application of heat and in the use of highly concentrated pre-explosion air pressures for increased power of explosions.
Economy is also attained by the use of this exploded force against a more easily rotatable medium (turbine versus piston :
head). By the same token, reduction in size and weight (compactness) can be achieved in the explosive pressure turbine when much greater exploded pressures are substituted for in-complete air expansionA Just as reduction in size followed the use of exp}osion in piston engines as compared to steam, so also explosion should generate greater torque in turbines as compared to inadequate expansion of air in today's prototypes and this greater torque should comprehend a smaller size to produce equivalent power.

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One other consideration is the possibility for limit-less combinations to build power in any explosive pressure turbine~ The automotive and aircraft engines illustrated exemplify the use of power-intensifying components to build and to allocate pressures to the greatest advantage. What must be realiæed is that concentration of energy produced by the in-series combination of rotary and reciprocating compressors, plus simultaneous application of this highly conce~trated power on divergent sections of turbine will make these advantages practical and attainable. While all possibilities are not spelled out, sufficient disclosure and illustration are advanced to determine the vast potential of these innovations.
In the two models shown not all of the foregoing are fully exemplifled, however any or all improvements incorporated in either model (e.g. supercharging means) apply equally to the other.
BRIEF DESCRIPTION OF THE DRAWINGS_ In drawings which illustrate embodiments of the invention.
Figure 1 is; a cross sectional view of engine as designed for stationary or automotive service showing two diametrically oppos~ed motivator combinations plus crosshead reciprocator action. Also shown;in the relationship of compressors, combustors and turbine; lubrication of cylinder/piston areas and system for cooling~turbine blades, Figure 2 is a drawing~in perspective of crosshead : :
reciprocator showing action of two crosshead units with block bearings fitted to crankpin, Figure 3 is an exploded view of reciprocator showing block bearing as applied to crosshead members, .

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~ti~ 3 Figure 4 is a horizontal cross sectional view of invention clesigned for aircraftpropulsion. Featurcs distinguishing Fig. 4 from E'ig. 1 are horizontal disposition of motivator units and change in reciprocating means. Gearing to indicate speed differential between turbine and piston-reciprocator applies equally to both models, Figure 5 is a cross sectional view of cam follower. Also shown are lubrication tubes from compressor piston to cam follower.

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DETAILED DE CR~ SN IE ~L5 ~L8a~r'~DIMENTS
The embodiments of invention designated explosive pressure turbine illustrated in Figs. 1 and 4 have a drive or output shaft 28 keyed to turbine 24 and geared to shaft 160 of reciprocating means 40 and 162, Figs. 1 and 4 respectively (reduction gears 102 shown only in Fig. 4)~ Piston rods 66 connect reciprocating means to compressor pistons 12 thereby making pistons kinetically responsive to output shaft rotation.
Compressor cylinders 10 united to combustors 14 permit air entry to combustors via openings 460 Back pressure (popp~t) valves 16 incorporated in openings 46 are utilized to prevent reaction with compressor piston 12 when explosion erupts.
Shaft 160 journalled in bearings 38 is also keyed to cam 480 Cam rod 50 coordinates action of explosive pressure release device 20 with cam 48. Release device 20 maintains built-up air pressures and exploded pressures in combustor until pre-determined moment of release at which time cam 48 permits device 20 to quickly unloose exploded pressure through pressure release nozzle 22 against an approved impact responsive means such as turblne 24 or jet emitting tube (not shown).
Other features to permit rationalistic functioning of the explosive pressure turbine and to protect heat exposed materials from premature breakdown are : an ignition means 30 which miyhtcomprise an embodiment of any known instrument used for such purposes, inlet ports 34 and fuel supply 32 to supply substance for chemical reaction in combustors 14, and a cir-culating liquid coolant 72 to critical areas such as combustor casing 44 and rotating components as found in turbine 24 and blades 54.

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7~63 Disclosures thus far reveal the basic principles of explosive pressure turbine innovations and to these may be added numerous combinations and adaptations of devices to produce prime movers replete with mechanical advantages. Accordingly these concomitant specifications show how explosive pressure turbine versatility combines individual characteristics of both prototypes (the RICE and the turbine) to produce a composite which multiplies advantages and eliminates problems inherent in today's fuel-powered energy convertors.

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To expand on motivator adaptability to propel conventional turbines or other power conversion means, several conformations are herein advanced to demonstrateease of hook-up and effectiveness of union. In the adaptation for automotive power, modifications in reciprocating means to permit rectilinear action of piston rods 66 enabling dual action of compressor pistons 12 compatible with a more compact conformation oE related parts àre illustrated in Figs. 1, 2 and 3.
Crosshead mechanisms as presently constituted involve two rods, a piston rod to crosshead and a connecting rod joining crosshead to crank offset. In the interest of a more compact construction and to avoid connecting rod convolutions a readjustment of slides and rods is herein presented, In this innovation both piston rod and connecting rod become one, uniting pistons directly to crosshead members 40.
Conourrently to give movement to crank-pin 108, an elongated opening 42 (dubbed crankpin oscillator) in crosshead member 40 permits crankpin 108 to oscillate freely within opening 42. The results are that offset convolutions are confined to the elongated opening~ piston rods maintain rectilinear movements through pressure ; g:ands 62, both ends of compressor become e~ually available for compression of air to combustors and a more compact conformation of inter-related components bet~veen cylinder and reciprocating means IS attained. The simplicity Oe this innovation permits a number of easily applied improvements for greater effectiveness and smoother friction-free operation such as:
~: ~ (a) receptacle encloeure 64 for bearing support and trouble-free lubrication of frictional components5 (b) moveable bearing 106 in block formation to accommodate crankpin 108 and~slideable within elongated opening 42, Fig. 2 of roller-bearing crosshead member 40; this conformation to relieve stresses inherent in regulation crankshaft/
connecting rod combinations;
; (o) ring seal pressure glands 62 in all areas where pulsating rods and rotating shafts penetrate receptacle enclosure 64 and compressor cylinders 10;
pressure glands 62 to maintain leak-proof conditions over extended periods ~vith 7~3 reduced friction and with minimal adjustment in all areas where these glands are utilized.
In further clarification of preceding disclosures the following observations may lead to better understanding of the role played by individual elements:
Receptacle 64 as in (a) envelops all moving parts relevant to reciprocating means 140, Fig. 1 and 162, Fig. 4, much in the manner of conventional piston engine e)tplosl~c, p~svr~ t~r~;n~
. crankcase enclosure. The main difference in the ~ concept is that oil in which offset member s function remains relatively undamaged by acids and other combustion contaminants originating in contemporary piston engines. This beneficial attribute indicates oil will retain lubricant qualities over a much longer period of time and that moving parts continuously drenched by uncontaminated oil will endure for an indefinite period.
Block bearing 106, Fig. 2 as noted in (b) is a square or rectangular block transpierced by opening compatible with diameter of crankpin 108 For easy application to orankpin, crankshaft bearing 156 is split and is fitted between two extended msmbers 40 designed to permit block o=oillation within oon-fined area when orankpin revolves on rotation of reciprocator shaft 160. For easier glide, groove 152, Fig. 3 is ohamfered in membf~rs 40 to aocommodate hardened steel balls 154 over whioh Mock106 oscillates freely.
O-ring seal glcmds 62 as in ~c) inoorporate O-rings 60 to prevent leakage in ;~ :
glands 62 and in transfer reservoirs 58. Similarly leak-proof seals also used to form restrlcted spaos 118 in oompressor pistons 12 to enoompass a lubrioant mass ao for oylinder/piston lubr~oation.
Prsssure release valve 207 embodying a piston 144, seals esoape of oompressed air from combustor 14 during oompression build-up period and releases explosion-expanded air-moleoules through nozzle opening 22 when oombined air/fuel mixture ignites. Piston 144 o-f release valve 20 reoiprooates in cylinder 134 promoting dual aotion outlined. ~ addition, piston 144 oomprehends three rings, two of whioh comprise a lubricant enclosure 130; the third ring (an explosive pressure holding seal 136) rides near tops of piston 144. Nozzle 22 communioates with oylinder 134 to 7~63 form a passageway for explosive i~pact from co~bustor 14 to impact responsive means 24 when piston 144 is withdrawn. Tubes 132 from fluid pressure pump supply lubricant to enclosure 130.
Further improvements contemplated involve turbocharging (not shown) using rotary type compressor in series with recipro-cating units, dependent upon form and purpose of engine and on pre-explosion pressures desired.
A realistic portrayal of motivator energized units as designed for automotive and jet propulsion is disclosed in drawings, Figs. 1 to 5 and in the following specifications~
In the initial stages of explosive pressure turbine start-up, a starting mechanism (not shown) rotates output shaft 28 thereby energizing reciprocator shaft 160 through action of reduction gears 102; this rotation permitting crankpin 108 of crank offset 140 to ride bilaterally in crosshead openings 42.
Pieton rods 66 rigidly attached to crossheads 40 (of automotive model Fig.l) or united by rod connector 166 of cam follower 164 (designed to ride in helical grooved cam 162 of jet engine ~model Fig.4) pulsate longitudinally forcing pistons 12 to ;20 ~ ~ compress a volume o gas~s ln combustors 14 on each revolution of shaft 160. After first complete rotation of shaft initially charged combustor 14 firea, qulckly releasing explosive force via piston valve 20. ~his impact directed through pressure release nozzle 22 against turbine blades 54 rotates turbine 24 :
thereby retiring starting motor and forcing wheel 24 to the next ~consecutive combustor where a similar sequence continues to impel turbine in its rotational pattern. In these instances a four motivator radial engine Fig.l is shown occuring at each ' 7;~3 90~ of shaft rotation in the eight motivator aircraft model Fig.4 an explosion occurs at each 45 of shaft rotation~
The important considerations apart from potential for increased power and fuel savings are the cooling of high heat exposed areas and lubrication of frictional elements to assure maximum power delivery and trouble-free, long lasting components. To accomplish both of these objectives seal-proof transfer reservoirs 58 and pressure glands 62 by virtue of positive seals 60 permit much higher impulsive pressures thereby effecting meaningful transmission of liquids to otherwise inaccessible areas.

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In both the proposed automotive and jet engine concepts lubrication of pistons 10 is made difficult because construction of reciprocating means 40 and 162, 120 Figs 1 and 4 respectively prevents trcmsmission of lubricating oil through cranksha-ft, crankpin, connecting rod and wrist pin as in RICE. The alternative is transmission and return tubes 112 and 122, Figs. 1 to 5 to carry oil stream from oil and pressure glands 62 through connecting rod 66 to lubricant port 80 and restricted space 118 of piston 12. ln this instance the salient features are an oil retaining chamber 114 in oil and pressure glands 62 through which rod 66 pulsates, ring seals (O-rings) 60 embracing rod 66 to form an impermeable barrier against leakage and an opening 116 in rod 66 to permit oil injection to kansmission tube 112 whenever opening 116 in rod 66 rides within oil retaining chamber 114. Additional features are two ring seals 60 on compressor piston 12 to form an enclosed space 118 thus retaining oil in 130 restricted area between seals. Tube 122 returns surplus oil from space 118 for further lubrication to crank~in 108, Fig. 1 and to cam follower 164, Fig. 5. Final elements in this grouping are a non-return valve (not shown) to hold oil charge in tube 112 between injections and a pressure line 150 from oil pump for lubricant supply.
Specifications thus far have concentrated more on vertical model, Fig. 1 as ~:
the automotive prototype. In the suggested model for air¢raftpropulsion, Fig. 4, two notable differences are: horizontal alignment of motivator compressors 10, and modification in piston reciprocating device which might comprehend either a swash-plate mechanism (not shown) or helical cam 162 as illustrated. Geared connections 140 ~ 102, Fig. 4 between output shaft 28 and cam or reciprocating shaft 160 to give kinetic - ~ ~ e~p/Os;~ pre~
energy advantage to turbine 24 are anticipated in ~ot~ models even though -not so illustrated in automotive drawing, Fig. 1. Additional improvements considered more essential to aircraft models (although equally applicable to both designs) are rotary compressors (not shown) to inject and concentrate precise atmospheres of pressure into suction end of compressor cylinders 10 via air inlets 34. This concentrated power to be recompacted on following compression stroke thereby multiplying rotary/
reciprocating compressor power -to combustors by whatever reciprocating .~ , .

- 14 ~ 3 compressor/combustor pressure-ratio that prevails. The addition of a type of compressor supercharging (not shown) to pre-compress the air supplied to inlet ports 3~ of cylinders lO
(Figure 4) is more essential for increased power demands in aircraft engines, and the use of divided combustors is more applicable to aircraft than to automotive power needs. Thus in the preferred form of the aircraft version of the invention supercharging means not shown will be provided to impact multiple atmospheres of pressure into the inlets of the reciprocating compressors. Such supercharging means will commonly take the ~orm of a rotary compressor designed to deliver multiple atmospheres to suction strokes of the reciprocating compressor, such suction strokes offering easy air access for impacting said pressures and such multiple atmospheres of pressure also helpin~ to impel the compressor piston against higher combustion back pressures.
The truths to be reasoned from these disclosures are that these ; combustors may be dimensioned for pre-planned volumetric pressures and divided into conformable si~es to accept these concentrations of air molecules, and that these combustors also may be placed ~2~0 favourably to deliver powerfully exploded impacts against energy convertors wherever required.
Gearing as anticipated in turbine/reciprocator shaft relationships would be equally essential in rotary compressor reciprocator/turbine shaft connections. As to relative speeds of interrelated components, it lS rationalized that speed of reciprocator shaft wouId funct~ion between 200-500 R.P.M.'S.

Turbines, because of greater explosive impact would not need the high rotational speeds of contemporary prototypes and would function ef~iciently in the 1000-2000 RuP.M. bracket (about 5:1 ratio of reciprocator shaft speeds). Rotary compressor (sp~cifically axial ~ .

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types) while demanding somewhat greater speeds to build higher atmospheric ratios (10-12:1 ratio range) could operate at much lower speeds to compact pressures in ranges of 6 to 8 atmospheres and should function efficiently at 5,000-10,000 R.P.M's.
Disclosures and specifications thus far have been an attempt to reveal the vast untapped potential for increased power by combining the salient features of RICE and turbine pro-totypes. It is hoped that most conditions leading to fulfillment of that attempt have been accomplished although it is not assurned that every possibility in mechanical combinations has been investigated. Improvements and possibilities for other combina-tions will come from experiment; however, it is felt that basic factors are well defined and that these open up the way fornew concepts in expanded air power, perhaps even rivalling that of rocket engine power potential. Whatever may be the final result, the claims following will further clarify action and function of all components for a clearer understanding and greater appreciation ~; ~ of possibilities inherent in these innovations.
While I have described my invention with particular ~20 reference to the drawinys, such is not to be considered as : limiting its actual scope.

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Claims (8)

The embodiments of the invention in which an exclusive property or privilege is claimed are defined as follows :

1. Means for providing gas supply to a turbine comprising :
a piston reciprocable in a piston cylinder, whereby a piston chamber of volume defined by the location of said piston is defined on one side of said piston and by the cylinder wall, a combustion chamber, means connecting said piston chamber with said combustion chamber and allowing only one-way flow from the former to the latter and allowing such one way flow when pressure in said piston chamber is higher than the pressure in said combustion chamber, a selectively operable gas supply aperture for allowing the exit of gases from said combustion chamber, when said aperture is open, means for controllably opening and closing said gas supply aperture, means for causing reciprocation of said piston, means for providing air to said piston chamber for compression therein, means for providing fuel to said combustion chamber, means for igniting, at selected times, the fuel-air mixture in said combustion chamber, a gas turbine having gas flow reaction surfaces, means for opening said gases supply aperture and for directing gases passing through said gas supply aperture to said gas flow reaction surfaces to drive said turbine.

2. Means as claimed in claim 1 wherein a piston chamber is defined by said piston and cylinder walls on each side of said piston, each said piston chamber being connected as heretofore defined, to a combustion chamber as heretofore defined.

3. Means as claimed in claim 1 wherein a piston chamber is defined by said piston and cylinder walls on each side of said piston, and wherein a plurality of said piston-cylinder combinations are provided, wherein each piston chamber is connected as heretofore defined, to a combustion chamber as heretofore defined.

4. Means as claimed in claim 1 wherein fluid flow conduits are provided inward of said gas flow reaction surfaces, and means are provided to conduct cooling fluid flow to and from said conduits.

5. Means as claimed in claim 2 wherein fluid flow conduits are provided inward of said gas flow reaction surfaces, and means are provided to conduct cooling fluid flow to and from said conduits.

6. Means as claimed in claim 3 wherein fluid flow conduits are provided inward of said gas flow reaction surfaces, and means are provided to conduct cooling fluid flow to and from said conduits.

7. Means as claimed in claims 1,2 or 3 wherein means are provided for driving the reciprocating piston from the turbine.

8. Means as claimed in claims 4,5 or 6 wherein means are provided for driving the reciprocating piston from the turbine.