MXPA99005170A - An electricity generating system having an annular combustor - Google Patents

Abstract

An electricity generating system having a body (159), an annular combustor (14), a turbine (16), a compressor chamber and a compressor (102) positioned within the compressor chamber. An inlet port is in fluid communication with the compressor chamber and an exit port isin fluid communication with the turbine. A plurality of magnets (MG) is secured to the rotor (18) and a stator (22) made of magnetically attracted material, such as iron, and having a stator winding provided in the body (159). The stator winding is positioned in close proximity to the plurality of magnets mounted to the rotor whereby rotation of the rotor (18) induces a current in the winding.

Description

ELECTRIC GENERATOR SYSTEM WITH ANCHORABLE CQMBUSTOR - BACKGROUND OF THE INVENTION 1) Field of the invention This invention relates, in general, to a system for generating electricity, and more specifically, to a compact system that includes an annular combustor and a turbine to generate electricity. 2) Description of Previous Inventions Electricity generation systems that use annular combustion chambers and turbines are known. Currently, these systems are used to generate between 25 and 50 kilowatts of electric power. Such systems are built by some companies such as the Capstone Turbine Corporation, Marbaix, Bowman Power Systems, Ltd., and Allied-Signal Corp. Most of the electricity generation systems described above are designed to be used by military forces under certain conditions. of combat, although they can also be used for other applications. Therefore, these generating systems are built according to military specifications, which results in expensive systems. Although the military demand for electricity generating systems has decreased, interest has recently emerged in these systems for non-military applications, mainly as a source of energy. electric backup for computers. However, the acceptance of these systems has been limited due to its high cost. Accordingly, an object of the present invention is to provide a cost-effective, compact, lightweight and rugged electricity generator system, including an annular combustor that uses hydrocarbon fuels, such as fuel oil, fuel for turbines, gasoline, natural gas and alcohol-type fuels. . Generally, the exhaust gases (from other gas turbines) leaving the combustor are treated to control the NOx emissions that are released into the atmosphere. Accordingly, another object of the present invention is to provide a combustion chamber low in N0"and other emissions. Moreover, in many applications, electricity generating systems of this type are operated from the intermittent range, and such use of the systems can cause clogging of fuel lines, injectors and / or fuel pumps. It is important that these systems operate on demand because they are mainly used as backup systems for primary sources of energy and / or as the main power supply.

Accordingly, another object of the present invention is to provide a reliable electricity generating system that can operate intermittently with constant functional safety.

An electricity generating system that has a body, an annular combustor, a turbine, a compression chamber and a compressor located inside the compressor chamber. An inlet hole is in fluid communication with the compressor chamber, and an outlet orifice is in fluid communication with the turbine, with a combustor in between. A plurality of magnets are attached to the rotor, and a stator made of a magnetically attractable material, such as iron, is provided in the body. The stator is placed very close to several magnetos, with which the rotation of the rotor causes a change of flow around the stator, generating electricity in this way. There is a fuel pump and an oil pump, and both are driven by a single motor. A "fuel metering valve" is provided and includes a proportional control solenoid valve having a plunger that is adapted to extend along a longitudinal axis An annular or hydrodynamic bearing is provided to rotatably receive a portion of the valve. rotor and is held in place by means of a clamping device.The compressor blades and the turbine blades are separated by a split ring, in order to prevent the gases from flowing directly from the compressor blades to the turbine blades and vice versa. A heat exchanger is provided to heat the compressed gas that enters and cools the exhaust exhausted gases orIn other words, the compressor discharges air before sending it to the combustor, to minimize fuel consumption. The present invention is also a method for operating an electricity generating system, which includes the following steps: rotating a rotor having various compressor blades and various turbine blades attached thereto, plus a variety of magnets positioned around the rotor, said variety of magnets being located very close to the stator in order to cause rotation of the rotor; introduce air to a compressor that includes the diversity of compressor blades; compress the air sucked by the compressor; to make the compressed air flow to a combustion chamber; mixing fuel with at least a portion of the compressed air flowing into the combustion chamber, which results in a fuel / air mixture; ignite the fuel / air mixture in the combustion chamber, which results in exhaust gases or thermal energy; passing the exhaust gases or thermal energy plus any rest of the compressed air through a turbine having various turbine blades; exhaust the exhaust gases or thermal energy and the rest of the compressed gases; cut the electricity supplied to the stator when the rotor rotates at a first speed; Y make the rotating magnets that are placed around the rotor, coacting with the stator, generate electricity. When the fuel / air mixture that is in the combustion chamber is turned on, a thermal energy is produced to drive a turbine impeller of the turbine. When passing to a nozzle of the turbine and to the impeller of the turbine, the flame that is created in the combustor receives dilution air to regulate the entrance temperature of the turbine. BRIEF DESCRIPTION OF THE DRAWINGS In accordance with the present invention, Figures IA and IB are schematic diagrams of an electricity generating system; Figure 2 is a schematic diagram of a liquid fuel supply system for the generator system illustrated in Figure IA; Figure 3 is a schematic diagram of an alternative oil system for the generator system illustrated in Figure IA; Figure 4 is a plan view of an engine and a fuel pump and oil pump arrangement, which are used in the electricity generating system illustrated in Figure IA: Figure 5 is a front view of a portion of the fuel pump illustrated in Figure 4; Figure 6 is a side view of the fuel pump illustrated in Figure 5; Figure 7 is a top view of a portion of the fuel pump illustrated in Figures 5 and 6; Figure 8A is a partial section of a metering valve according to the present invention; Figure 8B is a partial section - of the metering valve illustrated in Figure 8A; Figure 9 is a partial section of another embodiment of a metering valve according to the present invention; Figure 10 is a section of a combustor portion of the electricity generating system illustrated in Figure IA; Figure HA is a partial section taken along lines XIA-XIA of Figure 10; Figure 11B is a perspective view from the top of an exterior wall of the combustor liner illustrated in Figure 10; Figure 12 is a perspective, partially sectioned top view of a portion of another embodiment of a combustor similar to the combustor illustrated in Figure 10; Figures 13A, 13B, 13C and 13D are, respectively, alternative design views of a primary / secondary premix chamber of the combustor illustrated in Figure 10; Figure 13E is another embodiment of a top view, in perspective, of an exterior wall facing the combustor; Figure 13F is a partial section taken along the lines XIIIF-XIIIF of Figure 13E; Figure 14 is a graph of the temperature of the flame as a function of fuel and air mixtures; Figure 15 is a partial longitudinal section of a portion of the turbine according to the present invention; Figure 16A shows an exploded view of a bearing retention system used in the turbine of the present invention; Figure 16B is a front plan view of a portion of the bearing retainer ring and bearing shown in Figure 16A; Figure 16C is a section taken along lines XVIC-XVIC of Figure 16A; Figure 16D is another front plan view of a portion of a retaining ring of the bearing and bearing shown in Figure 16B; Figure 1 is an exploded perspective view of a portion of the turbine, containing the bearing retention system shown in Figure 16A; Figure 18 is a side elevational view, partially sectioned, of the power plant schematically shown in Figure IA; Figure 19 is a side elevational view, partially sectioned, of another embodiment of a power plant shown in Figure IA, incorporating a heat exchanger; Figure 20 is a side elevational view, partially sectioned, of a portion of a magnetic preloaded ball bearing system made in accordance with the present invention; Figure 21 is a front view of a portion of a facing wall of an alternative embodiment of the present invention; Figure 22 is a cross-sectional view of a secondary mixing chamber shown in Figure 21; Figure 23 is a sectional view of a portion of a compressor / turbine arrangement, including the compressor blades and the turbine blades positioned around a rotating drive shaft and a split ring; Y Figure 24 is a front elevational view of the split ring shown in Figure 23. DESCRIPTION OF THE PREFERRED EMBODIMENTS For purposes of this specification, the terms "upper", "lower", "right", "left", "after" "," front "," vertical "," horizontal "and derivatives thereof, refer to the invention as it is oriented in the figures of the drawings. However, it should be understood that the invention may have various alternative orientations and alternative steps, except when expressly specified otherwise. It should also be understood that the specific devices and processes illustrated in the appended drawings, and described in the following specification, are simply embodiments that serve as examples for the inventive concepts defined in the appended claims. Accordingly, the specific dimensions and other physical characteristics related to the embodiments described herein, should not be construed as limiting, unless specifically stated otherwise in the claims. Figures IA and IB of the drawings show a schematic diagram of an electricity generating system 10 according to the present invention. The system 10 includes a power plant 12 having an annular combustor 14 with a combustion chamber through which the products of combustion dol g s pass before exiting through an outlet 26. In the Figures 18 and 19 of the drawings show two specific embodiments of power plants. The embodiment shown in Figure 19 of the drawings incorporates a heat exchanger to recover some of the heat from the exhaust gas and improves the overall thermal efficiency of the system. The embodiment shown in Figure 18 of the drawings does not include heat exchanger. Referring again to Figure IA of the drawings, the annular combustor 14 is coupled in fluid communication to a turbine rotor 16 which includes a rotor 18 rotatably supported, at opposite ends, by the bearings 20 and 21, so that the The rotor 18 can rotate about a longitudinal axis. An electric stator 22 is positioned coaxially with respect to the rotor 18, and a heat exchanger 24 is fluidly coupled to the rotor of the turbine 16. There is an air inlet orifice 28. A fuel tank 30, which is connected to the annular combustor 14 and that is in fluid communication with it by means of a conduit 32, contains liquid fuel, such as heating oil. The conduit 32 is connected to a fuel filter 34, a fuel pump 36, a safety valve 37 and a fuel metering valve 38, which are fluidly coupled to or in fluid communication with the annular combustor 14. The duct 32 supplies a variety of fuel injectors 40 located in the annular combustor 14. Figure 2 of the drawings illustrates a fuel bleed valve 39 which is connected to the duct 32, between the injectors of fuel 40 and the fuel metering valve 38. A conduit 41 connects the fuel purge valve 39 to the fuel tank 30 to discharge fuel into the fuel tank during normal engine shutdowns, thereby allowing the injectors and the fuel manifold to collect. fuel is purged, and, as a result, fuel is avoided to coke or obstruct the pipes. With reference to Figures IA and 3 of the drawings, from the lubricant manifold 42 lubrication oil is supplied to the bearings 20 and 21 to lubricate them; the lubricant manifold is fluidly connected to the bearings 20 and 21 by a conduit 44. (Figure 3 of the drawings shows an alternative arrangement of Figure IA of the drawings and shows some external components of the engine coacting with the oil system of the engine. lubrication, which are not illustrated in Figure IA of the drawings The arrangement shown in Figure 3 of the drawings can be incorporated with the electricity generating system shown in Figures IA and IB of the drawings). The conduit 44 is connected to an oil filter 46, to an air / oil heat exchanger 48 and to a lubrication oil pump 50. The lubrication oil flows through the bearings 20 and 21 and returns to the lubricant manifold 42, together with the oil exiting the heat exchanger. heat 24 of the alternator stator. A safety valve for pressure. of oil 51 is fluidly coupled to conduit 44 and is in fluid communication with it, and is in communication fluid with the lubricant manifold 42. It should be understood that the phrase "fluidly coupled to" as used herein may be interchangeable by the phrase "in fluid communication with." Referring again to Figures IA and IB of the drawings, both the fuel pump 36 and the lubricating oil pump 50 are volumetric pumps that are mechanically driven by an electric motor of 24 volts -52, the transducers 54, 56, 58 and 60 are supplied to measure the temperature of the lubricating oil, the lubricating oil pressure, the fuel pressure and the compressor output gas pressure, respectively, The transducers 54, 56, 58 and 60 are electrically coupled to a motor controller 62 controlled by microprocessor. 64 is located in the outlet orifice 26, in the downstream part of the turbine, to measure the temperature of the exhaust gases of the turbine.The thermocouple 64 is electrically coupled to the motor controller 62. The motor controller 62 is electrically connected to an inverter assembly 66 which includes an output inverter 68 and a start inverter 70. This set is described in the PCT application entitled "Electrical System for Turbine and Alternator". - Mounted on a Common Axis ", whose inventors are Suresh E. Gupta, Douglas R. Burnham, Jon W. Teets, J. Michael Teets and Brij Bhargava, filed simultaneously with this application and incorporated herein by reference. The inverter of the starter 70 is electrically connected to a 24 volt DC battery 72 and also to the motor controller 62, by an input line 74. An output line 76 electrically connects the motor controller 62 to the output inverter 68. The output inverter 68 is adapted to power electricity , by means of line 79, to a user's electricity source 83 or to energize an electrical component, such as a computer. Figure 4 of the drawings shows the electric motor 52 mechanically coupled to the fuel pump 36 and the lubricating oil pump 50. Preferably, the electric motor 52 is a brushless electric motor. The pumps 36 and 50 are connected or functionally coupled to the electric motor 52 by the rotating drive shafts or the electric motor shafts 78 and 80, respectively. By energizing the electric motor 52, the drive shafts 78 and 80 rotate about their longitudinal axes 81. The pumps 36 and 50 are volumetric pumps, and preferably are pumps of the gerotor type. With reference to Figures 5-7 of the drawings, each fuel pump 36 includes an internal rotor 82 positioned within an external rotor 84 that is positioned within a housing 86. An arcuate inlet hole 88 and an arcuate exit orifice. 90 are formed in the housing 86. The electric motor shaft 78 is mechanically coupled to the internal rotor 82, so that rotation of the shaft about the longitudinal axis 81 causes the internal rotor 82 to rotate relative to the external rotor 84. The external rotor 84 defines a diversity (N) of pump chambers 92 and a diversity (Nl) of radially extended gear teeth 94 that are formed in the internal rotor 82 and they are received in pumping chambers 92 as is well known in the art. Specifically, as the inner rotor 82 rotates or moves around the outer rotor 84 and the housing 86, liquid (lubricating oil) is pumped through the housing 86, from an inlet tube 95 to the inlet hole 88, a through the pump chambers 92, the outlet hole 90 and an outlet pipe 96. The lubricating oil pump 50 operates in the same way as the fuel pump 36, except that it is driven by the motor shaft electric 80 and not discussed in more detail. The fuel pump is unnecessary if pressurized gaseous fuel, such as methane, is used. The flow of methane can be controlled by means of an electromechanical valve. An advantage of the present engine arrangement for the oil pump / fuel pump, is that if the lubricating oil pump 50 were to fail "(which generally means that the inner rotor 82 is blocked and can not rotate about the longitudinal axis 81), the electric motor 52 will stop, thereby preventing turn the drive shafts 78 and 80. Also, if the electric motor or fuel pump fails, a safe stop will occur, which causes the system to "stop" because the fuel pump 36, which is driven by axes 78 and 80, of the electric motor will not supply fuel to the annular combustox 14. In this way the components of the system are prevented from being damaged due to an inadequate supply of lubricating oil to the rotating parts of the system . The lubricating oil pump 50 and / or the electric motor 52 must be repaired before fuel can be supplied to the annular combustor 14. Referring to Figures IA, 8A, 8B and 9 of the drawings, the fuel pump 36 pumps Fuel and fuel metering valve 38 modifies the flow going to the engine. Preferably, the fuel metering valve 38 should be a closed and spring proportional control solenoid valve. The position of the solenoid valve varies as a function of the current passing through the solenoid, which modifies the speed of the fuel flow through the fuel metering valve 38. Figures 8A (open position) and 8B (closed position) ) of the drawings, show an embodiment of the fuel metering valve 38, wherein the valve is designated as V. The valve V includes a proportional control solenoid S and a valve body B defining a cavity in the piston. A cylindrical piston P of longitudinal movement, extending along a longitudinal axis, includes a tip of variable diameter T that varies with respect to the longitudinal axis. In the valve body B there is a perforated plate, or flow plate i ', having a plate or hole O in the center. (Alternatively, only the cylindrical piston P could be used to coact with the hole O). The perforated plate F divides the valve body B into an inlet chamber and an outlet chamber. A fuel inlet line Fl is connected to a fuel inlet located in the inlet chamber, and a fuel out line FO is connected to an outlet which is in the outlet chamber. The activation of the solenoid S causes the cylindrical piston P and the tip T to move in the longitudinal direction. The tip T coact with the hole O of the perforated plate F to modify the size of the hole O thereby allowing the fuel to flow through them, as shown in Figure 8A of the drawings. This in turn changes the flow from the inlet to the outlet through the hole O of the perforated plate F. Figure 8B of the drawings shows the tip T closing the hole O to prevent the flow of fuel between 'the entrance chamber and the exit chamber. In this way, the position of the tip T, relative to the perforated plate F, controls the flow of fuel that goes to the annular combustor 14. As can be seen in Figures 8A and 8B, the tip T has a diameter that it varies between a diameter smaller than that of the hole O to a diameter greater than that of the hole O, whereby the cylindrical piston P is adapted to move both in a first longitudinal direction and in a second longitudinal direction. The cylindrical piston P extends through the hole 0 and makes contact with the perforated plate F, bl? Quivipi? thus the flow passing through the perforated plate F in locked position when the cylindrical piston P moves a first distance in the first longitudinal direction. When the cylindrical piston P moves in the second direction, from the locked position, the tip T is placed away from the perforated plate F and the flow passing through the perforated plate F is modified as a function of the longitudinal position of the tip T. Figure 9 of the drawings shows another embodiment of the fuel metering valve 38, wherein the valve is designated V. The valve V includes a proportional control solenoid S 'and a valve body V which defines a cavity in the piston. A longitudinally displaceable cylindrical piston P 'is provided, which is adapted to extend along a longitudinal axis and extends into the plunger cavity of the valve body B '. The cylindrical piston P 'is formed by the cylindrical piston P rigidly attached to a manifold or tip M. The fuel enters through the fuel inlet line Fl through an inlet defined in the valve body B' towards a cylindrical chamber which it is in the cylindrical piston P 'which is a continuous ring Ri around the cylindrical piston P'. The flow of the fuel goes from the ring Ri, through an orifice of connecting shaft H *, which defines an entrance hole connected to a de-axis hole H2 that defines an exit orifice through an orifice passage H3 , until an exit defined by the valve body B 'and then out through the outlet line FO of fuel through an annular ring R2. The holes Hi, Hi and H3 define a flow passage that is in fluid communication with the inlet hole towards the outlet orifice. The closed position takes place when the cylindrical piston P 'is completely placed on the left, as shown in Figure 9 of the drawings. This closes the ring R2 of the output of the fuel line FO. The dosage of the fuel is carried out by placing the ring R2 in the fuel outlet line FO. In the cavity located at the end of the piston travel areas, the ventilation lines VE1 and VE2 are connected. In the operation of the metering valve, which is shown in Figure 9 of the drawings, the proportional control solenoid S 'is activated to move the cylindrical piston P' in a first longitudinal direction into the cavity of the valve body B '. . The cylindrical piston P '(positioning the ring R2) is then positioned either to block the flow of fuel from the fuel inlet line Fl to the fuel outlet line FO, or to allow the fuel to flow to through them. The flow velocity of the fuel depends on the longitudinal position of the ring R2 relative to the fuel output line FO, provided that the pressure of the fuel pump is constant. The pressure of the fuel pump to the dosing valve is maintained by means of a safety valve. The rings Ri and? they are defined in the collector M which is mounted on the cylindrical piston P. The external portions of the collector M which define the rings Ri and R2 act as a blocking element to block and modify the flow passing through the input line Fl of fuel and the fuel output line FO, or both. In this way, the displacement of the collector M in the longitudinal direction causes the inlet orifice, the outlet orifice and the blocking element to co-act with the inlet and the outlet in order to modify the flow through the valve body B 'from the entrance to the exit. Referring again to Figures IA and 2 of the drawings, the fuel bleed valve 39, positioned within the duct 41, is a normally closed solenoid valve, such as a solenoid valve N.C. bidirectional DC 24 volt. During operation, the fuel bleed valve 39 is only in the open position for a fixed period of time, when the fuel going to the engine (by means of the metering valve) is closed. The electric motor 52 is stopped until the rotor speed reaches zero RPM (revolutions per minute) and at that moment the electric motor 52 is deactivated. This allows any residual fuel to be in the fuel injectors 40 or in the manifold they are expelled, by the pressure of the combustor, towards the fuel tank 30. This purge operation minimizes / prevents the fuel from coking, clog or plug the fuel injectors 40, which can cause problems for fuel distribution. Figure 10 of the drawings shows a partial cross-section of a portion of annular combustor 14. Annular combustor 14 is connected to a compressor / turbine arrangement 100. Compressor / turbine arrangement 100 includes compressor vanes 102 and vanes of turbine 104 positioned around the rotor of the motor or of the rotary drive shaft 106. The rotor of the motor 106, which is cantilevered in an outer bearing, is adapted to rotate about a longitudinal axis Z and is supported by the bearings 20 and 21, which are shown schematically in Figure IA of the drawings. An annular outer housing wall 108 is provided and defines an air intake passage 110 located adjacent to the compressor vanes 102. An exterior coating wall of the combustor 112 and a front housing wall or an inner housing wall 114 define a annular combustion chamber 116. The front housing wall 114 and a front portion of the front housing wall 108 define a passage or air passage 118 of the compressor / diffuser, which is initiated adjacent to an outlet of the diffuser which is in fluid communication with the annular combustion chamber 116. In step 118 a compressor DC diffuser is provided. The annular combustion chamber 116, the turbine and the air passage 110 are fluid communication between them. An annular cooling area 119 is defined by a distal end 120 of the front receiving wall 114, and by a front end of the outer cladding wall 112 of the combustor. The annular cooling area 119 sends the cooling air to an annular turbine nozzle 128. An annular air dilution duct or an air dilution nozzle 122 is defined at a terminal end of the external jacket wall 112 of the combustor. A movable corrugated strip 124 can be supplied in the air dilution conduit 122. Alternatively, the movable corrugated strip 124 can be removed and can be replaced by the holes H, as shown in transparency, which are formed in the external facing wall 112 of the combustor, or causing the external facing wall 112 of the combustor to be in contact with a wall of the nozzle 126 'of the turbine, as shown in transparency, and having a variety of holes H and T , shown in transparency, formed in the external coating wall 112 of the combustor in order to dilute the flame contained within the annular combustion chamber 116. It is preferable that there is a ring (not shown) to adjust the cross-sectional area of the holes T , in order to control the amount of air entering the secondary air supply and thus be able to maintain a constant temperature flame, and control Nox emissions. An external cladding wall 112 of the combustor is attached to the external housing supported for several bolts BO, at least two. One of the bolts BO defines a hole that is adapted to receive a GP igniter adapted to start a fuel system for liquid fuels. The igniter GP passes through the respective bolt BO and into the annular combustion chamber 116. A curved wall 126 of the turbine nozzle, extending upwardly, is separated from the air dilution nozzle 122. As a result, the Alternatively, the wall of the nozzle 126 of the turbine may be straight, as shown in transparency and designated 126 '. The wall of the nozzle 126 of the turbine and the wall of the front housing 114 define the annular nozzle 128 of the turbine which is in fluid communication with the turbine blades 104 that make up the turbines. A passage or passage of air flow 129 is defined between the outer wall of the housing 108 and the outer coating wall 112 of the combustor. A variety of premixing chambers or secondary premix chambers 130 are spaced circumferentially around the outer cladding wall 112 of the combustor and attached thereto, adjacent a rear wall of the annular combustion chamber 116. A variety of injectors or fuel nozzles 132 arranged circumferentially radially or tangentially positioned, extend through the outer wall 108 of the housing and into the air flow passage 129, such as to direct the fuel supply to a primary premix chamber, to the entrance zone or the first end 138 of Figure HA of the drawings. With reference to FIGS. 11 and 11B of the drawings, the fuel injectors 132 pass through the outer wall 108 of the housing and terminate within the air flow passage 129. A variety of primary premixing conduits 134 extend circumferentially to through the outer coating wall 112 of the combustor, adjacent to the rear wall 136 of the annular combustion chamber 116. The inlet zones 138 of the primary premixing conduits 134 are positioned very close to the end ends of the annular combustion chamber 116. fuel injector 132, and in fluid communication therewith, and are inclined so as to face the direction of flow of the arrows 140. Each of the primary premixing conduits 134 has a cyclonizer 142 to assist the vaporization process and that the liquid fuel is rapidly dispersed to the primary premixes 134. Alternatively, the cyclonizers 142 can be eliminated. The primary premixing conduits 134 are disposed, with respect to the outlet ends of the fuel injectors 132, to direct a rich fuel / air mixture (incombustible mixture) from one outlet, or second end, in a predominantly circumferential direction within of the premix chamber 130, where more air is added for a fuel mixture, towards the front wall 114 of the housing of the annular combustion chamber 116. igniter GP is located in the outer jacket wall 112 of the combustor and extends into the annular combustion chamber 116 to ignite the fuel / air mixture, thereby creating a self-sustaining flame. The fuel injector 132 should be separated from the inlet zone 138, which is shown in Figure HA of the drawings. Figure HA of the drawings illustrates the entry zone 138 with an inclined entry end _ and with the fuel injector 132 positioned perpendicularly with respect to the outer wall 108 of the housing. Other arrangements may be employed, for example, as shown in transparency in Figure HA of the drawings, such as primary premixing conduits 134 'and fuel injectors 132'. The operation of the combustor is described herein with reference to Figures 10, HA and 11B of the drawings. The rotor of the motor 106 is rotated causing the blades of the compressor 102 to rotate about the Z axis. The air is drawn to the inlet 110 by compressing and flowing through the air passage 118 and through the air passage 129 in the direction of the arrows 140. The directed compressed air exits towards the annular combustion chamber 116 through the cooling conduit 119 and the air dilution nozzle 122 and the orifices H. The compressed air also enters through the inlet ends 138 of the primary premix ducts 134. Air is also introduced into the secondary air supply orifices 143, which are in fluid communication with one end of the air. inlet E of the respective premixing chambers 130. The pressurized fuel exits the ends of the fuel injectors 132 and is carried by the compressed air (due to the differential pressure generated through the combustor liner) towards the inlet ends. of the primary premix ducts 134, simultaneously forming a rich fuel / air mixture. This fuel / air mixture passes through the optional cyclonizers 142 to optimize the vaporization of fuel in the hot wall, causing it to swirl once the flame has started. Larger primary premixes 134 may also be provided for the fuel / air-rich mixture to have a longer residence time; however, the present arrangement will suffice and will provide good vaporization and a good homogeneous fuel / air mixture. Figure 12 of the drawings shows another embodiment having cyclonizers 142 with nozzle 132 positioned within primary premixing duct 134. Referring again to Figures 10 and HA of the drawings, this fuel / air rich figure. flows from the primary premixing conduits 134 to the premix chambers 130 where more air is mixed to produce a fuel combustion / lean air mixture, and exits at the outlet ends towards the annular combustion chamber 116 in a predominantly circumferential direction towards the front of the flame. Initially, the ignitor GP ignites the mixture, which is burned to produce energy to obtain power. After the ignition, ol ignitor GP remains closed. In a descending manner, and before the air dilution nozzle 122, the dilution air enters the flame in order to reduce the temperature of the products of combustion. Then, the outgoing gases pass through the front of the generated flame after the dilution air is mixed and goes to the turbine nozzle, and through it, to generate a speed for the extraction of power from the impeller of the turbine. related turbine, through the blades of the turbine 104, whereby the blades of the compressor 102 and the alternator are driven, as shown in Figures 18 and 19 of the drawings. Figures 13A, 13B, 13C and 13D of the drawings show alternative arrangements of the premixed chambers 130 described above. Specifically, with respect to Figure 13A of the drawings, each primary premixing duct 134 is fed to a secondary premixing chamber 150 of fuel with lobed lobe, in order to improve the secondary pre-mix before combustion. Each lobe 152 has a warped shape to thereby cause the fuel / air mixture to swirl. A secondary air duct 154 is provided having a discharge end connected to its respective secondary premixing chamber 150 in the middle of the ends of the secondary premixing chamber 150, which is in fluid communication with the air flow passage 129. The inlet ends of the secondary air ducts 154, which are attached to the external wall 112 of the combustor, are positioned within the air flow passage 129.

The arrangement shown in Figure 13B of the drawings is similar to the arrangement shown in Figure 13A of the drawings, where like reference numbers are used for equal parts. Specifically, the primary premixing conduit 134 and the secondary air conduit 154 are fed to a cylindrical secondary premixing chamber 150, in a manner opposite to an arrangement with a warped lobe. As shown in Figure 13C of the drawings, a mixing block 156 is located at the junction of each primary premixing duct 134, in the secondary air duct 154 and in the secondary premixing chamber 150, to mix the effluents from the ducts 134 and 154. The mixing blocks 156 have a large volume and are attached to the combustor lining and consequently produce less heating in the coating and generally have less tendency to distortion. Figure 13D of the drawings is similar to the arrangement shown in Figure 13B of the drawings, where like reference numbers are used for equal parts. Specifically, the primary premixing conduit 134 and the secondary air conduit 154 are fed to a divergent secondary premixing chamber 150". Figures 3E and 3F of the drawings show another embodiment of an external jacket wall 112 of the combustor having a variety of circumferentially spaced holes H, a primary premixing duct 134, a secondary premixing chamber 150", an air duct secondary, as discussed above, and a secondary secondary air supply conduit 157 adapted to have compressed air from the air flow passage 129 to flow therethrough and out to the annular combustion chamber 116 in the circumferential direction around the wall combustor liner 112. This arrangement helps to fragment any frontal pressure pulses in the flame. During operation, the present invention results in low NOx formation and furthermore all types of emissions are reduced in general. In the combusers it is advisable to have low NOx emissions (NO + N02) each. 10 parts per million (ppm), which can be achieved with a low oxidation environment (the fuel / air that contains the primary premix chamber for a prolonged residence time), with low flame temperatures, and after combustion of secondary fuel / poor air mixture, with a low residence time that results in a flame temperature with low NOx. A long residence time of the primary premix is preferred, in order to liberate the nitrogen atoms with a minimum oxygen disposition (rich mixture of fuel / air, primary premixing with prolonged residence time), to release hydrogen molecules and thus improve the flame stability. A too low primary temperature of oxidation in the flame zone will cause an excess of UHC (incobulubic hydrocarbons) with CO (caiboium motioxide). From eala In this manner, a primary premix without flame is preferable. A flame can be achieved with a range of low temperatures by means of a homogeneous operation, poor prevalence, with a gradual premixing. A low flame temperature can be achieved by a rich fuel or poor fuel condition, but poor fuel is not good due to the increase in CO and UHC. Preferably, a primary mixing system, with pre-blended premix, fuel / rich air, without flame, is followed by a secondary mixing system to achieve a poor fuel / air ratio, as before combustion, to produce a low flame temperature below 2500 ° F and reduced emissions. The mixture with a rich fuel / air ratio (inco busta) passes through a secondary stage of poor premixing with a long residence time before combustion, thus avoiding the stoichiometric state of the flame and a high NO, related. A circumferential mixing and combustion combined with a vaporizing rich primary premix, followed by a secondary pre-mixing chamber, with fuel / poor air, before combustion, provides a low emission combustion. At low flame temperatures, low N0X emissions occur, as shown in Figure 14 of the drawings. The hydrogen released in the first stage of fuel / air-rich premixing, in combination with relatively few pressure changes or pressure drops (? P) through the combustor, allows a low flame stability, which is the result of a short residence time in the secondary chamber. Initially, during operation, the rotor of the motor is driven by the electrical energy of the battery, at the same time that fuel is fed to the combustion chamber and the ignitor is activated. The air flow exits the compressor diffuser in a progressive tangential direction and travels in the direction of the primary injection mixing tubes, where a quantity of air, together with low pressure liquid fuel, is injected into the inlet. the mixing tubes or in the primary pre-mix ducts 134. A single-cavity cyclonator accepts fuel in two areas _ to assist in obtaining a homogeneous mixture of a single turbine fuel supply. The fuel is made to flow into the mixing chambers by a pressure change through the combustor liner. The fuel (if incorporated) is centrifuged in the wall of the inner diameter of the primary premixing tubes, where it vaporizes once the flame has started. ~ ~ Then, the rich mixture of fuel / vaporized air is directed to the secondary premix zone, where the fuel / air mixture is impoverished before passing to the ignitor and / or to the flame zone in the mixing step. fuel / air, and ignites the mixtures Once a flame has started outside the tube, the heat creates, within the tubes, the vaporization of the fuel / air mixture.

This rich mixture of fuel / air that takes place in the primary zone, which, in turn, becomes impoverished in the secondary chamber, has a variable concentration and also the temperature of the flame is variable, which depends on the operational speed of the engine, but is in the range of 2700 ° F and 1500 ° F, where NO * emissions are minimized. After the secondary premix zone, the combustion has a poor flame of high temperature with a low equivalence ratio, which produces low emissions by means of a low temperature and a reaction by the added oxygen, by a change of the reaction chemistry of (CO + OH = C02 + H), reducing CO emissions preferably between 0.6 and 0.9 f (equivalence ratio) for a lower flame temperature, in order to keep a low value of N0X. The products of combustion pass through the combustor while retaining circumferentially and tangentially the direction of the kinetic energy typical of such an outflow from the fuel injectors. The flame enters the zone of. dilution where more discharge air from the compressor mixes with the combustor products to reduce the temperature of the flame to a designated inlet temperature in the turbine. The fuel / air ratio depends on the energy demand and the air flow, and the latter can be constant. The fuel flow will vary depending on the load that is applied to the turbine rotor. In operation, the rotor speed of the motor can be variable or constant. Figure 14 of the drawings shows some operating ranges that depend on the fuel / air ratio before combustion, where the stoichiometric temperature of 3800 ° F of the flame would produce too many NO * emissions. From . preferentially, the operating temperature should fluctuate between 1500 ° F and 2700 ° F, and better still, it should be less than 2600 ° F, where a lower level of 0.4 to 0.6 f would be preferable. Without a variable geometry, f will vary depending on the energy demand. It is believed that 50% of the energy produced by combustion is used to power the compressor, and 50% of the energy is used to generate electricity. The thermocouple '64 for the exhaust gas temperature, measures the temperature of the exhaust gases. On the basis of this information, it is believed that the combustion temperature can be determined based on the speed of the combustion. fuel flow. Preferably, no production of O »should be limited to less than -20 ppm. Another important feature of the present invention are the bearings on which the turbine rotor rests when the speeds exceed _25,000 RPM. Figures 15, 16A-16D and 17 of the drawings show a bearing 20, which is an oil damping hydrodynamic bearing, which rotatably and slidably receives the rotor of the turbine 16, as shown in Figure 18 of the drawings. The Figure 17 of the drawings shows a portion of the compressor / turbine arrangement 100 which includes a main housing 253 for the engine, a lubrication seal 261, o-rings 198 and a spring ring or retaining element 216. With specific reference to Figures 16A-16D of the drawings, the bearing 20, shown in Figure 17 of the drawings, includes a bearing 20 'constituted by a one-piece ring-shaped support or a tilting support with two recesses .196, which receives the o-rings 198 made of elastomeric material. The bearing 20 'rotatably receives a cylindrical portion of the rotor 18 through a crown defined by the bearing 20'. Slots for axially extending screws are located on a front surface of the bearing 20 '. The bearing 20 'is received in a cylindrical bore defined in a bearing housing 200 located in the. housing 202 of the turbine engine, which is attached to the body of the power plant. The bearing 20 'is secured to the housing by means of a fastening device 203 which is described below. Two arcuate projections 204, which are spaced from one another, extend axially from one end of the housing 200 of the bearing. In the inner circumferential surfaces of the projections 204 arciform grooves or recesses 206 of the spring ring (of which only one is shown) are defined. The ends of the projections 204 define the spaced recesses 208 in which the lugs are received, and terminate at the termination points. defined along an outer surface of the bearing housing 200. An annular retaining ring with lugs 210 is provided located adjacent the end of the bearing 20 ', with screw holes. Two lugs 212, 180 ° apart from each other, extend radially from the retaining ring 210 at a distance from the bearing rim 20 ', and the retaining ring 210 includes screw receiving holes, for clamping the retaining ring 210 to the retaining ring 210. end of the bearing 20 'by means of the screws 214 passing through the holes of the retaining ring 210 towards the holes at the end of the bearing 20'. Then, the bearing 20 'is received in the bearing housing 200, with the lugs 212 positioned within the recesses 208 receiving the lugs, thereby preventing the bearing 20' from rotating about a longitudinal axis relative to the bearing housing 200. The spring ring 216 is inserted into the arcuate grooves 206 of the bearing housing 200 to thereby hold the lugs 212, and, in turn, to the retaining ring 210 between the spring ring 216 and the housing of the spring. bearing 200. Preferably, there should be a small gap between the bearing housing 200 and the outer diameter of the bearing 20 '. The O-rings 198 are sandwiched between an outer surface of the bearing 20 'and an inner surface of the bearing housing 200, and act as shock absorbers and sealants. This arrangement makes the bearing float in a totally uninterrupted way without having the problem that pc nflojon the screws, since the spring ring 216 holds the bearing in place. The spring ring 216- also allows axial and circumferential, controlled or limited movement of the bearing 20 ', at the same time that the retaining ring 216 and the termination points restrict the bearing 20' in the axial direction in the housing of the Bearing 200, and in relation to the housing of the bearing 200, when coacting with the retaining ring 210 and the lugs 212. Figures 18 and 19 of the drawings show side elevational views of two designs of power plants 12 'and 12"that they include many of the previously described elements. Specifically, each of the power plants 12 'and 12"includes the annular combustor 14, the outlet orifice 26 and the air inlet orifice 28. Each of the annular combustors is fluidly coupled to a respective one. turbine rotor 16 including a rotor 18 rotatably supported by the bearings 20 and 21. With reference to Figure 18, of the drawings, there is shown an energy plant including a body 159 containing the annular combustor, a rotor, a turbine constructed with a variety of blades attached to the rotor and in fluid communication with the combustor, a compressor chamber fluidly coupled to the combustor and having a plurality of compressor blades attached to the rotor positioned therein, an air inlet orifice coupled fluidly to the compressor chamber, an outlet hole fluidly coupled to the Lurbine, a variety of magnets attached to the rotor, and a stator made of magnetically attractable material supplied in the body, with a stator winding that is located very close to the diversity of magnets, whereby rotation of the rotor causes a change of flow around the stator to generate electricity through the induction of an electric current in the stator winding. The inlet air flows from the air inlet port 28 towards the blades of the compressor 102 along a flow passage 160. The flow passage 160 is defined between an external stiffener 162 and the lubricant manifold 42, such as illustrated in Figures IA and 3 of the drawings. In the embodiment shown in Figure 18 of the drawings, air at room temperature is brought to the air inlet port 28 and around the lubricant manifold 42 along the flow passage 160. Air at room temperature is slightly heated by the high temperature of the oil, which, in turn, cools the oil contained in the lubricant manifold 42. Then, the air is compressed by the blades of the compressor 102. Then, the compressed air moves towards the combustor annular 14 as previously discussed, and the combustion products plus the gases exit through the outlet orifice 26. A seal plate assembly 400, which is discussed below, is placed between the paddles of the compressor 102 and the turbine blades 104 and acts as a thermal screen. A cylindrical sleeve is provided.169, which is made of a polymer resin resistant to high temperatures and that has carbon fibers. The cylindrical sleeve 169 is placed around the magnets and fastened. The magnets and the cylindrical sleeve 169 are secured to the rotor and form the rotor of the alternator, which is mechanically coupled to the motor rotor 500. The carbon fibers having the sleeve 169 allow the sleeve 169 to withstand the forces generated by the highs rotational speeds. With reference to Figure 19 of the drawings, which is similar to Figure 18 of. the drawings, in which like reference numbers represent like elements, shows a heat exchanger 170. The heat exchanger 170 includes an external reinforcement 172, an inflow passage 174. and an exit flow passage 176. The passage Inlet flow 174 is located adjacent outlet flow passage 176 and shares a common wall after the inlet air passes through the blades of compressor 102 _ in the compressor. Then, the inlet air flows through a plurality of flow tubes 178 which pass through the outlet flow passage 176 and into the annular combustion chamber 116. The gases exiting the annular combustion chamber 116 flow towards the area of the turbine where they flow, passing from the blades of the turbine 104, to the heat exchanger 170, which includes a flow outlet area 180 around the flow tubes 178 by heating the inlet air. Then, the exhaust gases flow into the outlet flow passage 176, which is adjacent to the inflow passage 174, and very close to it, so that the heat of the exhaust gases passing through the outlet flow passage 176 can flow into the compressed air passage through the inflow passage 174, thereby cooling the exhaust gases and heating the inlet air. Then, the exhaust gases exit through the outlet orifice 26. The hot exhaust gases preheat the inlet gases and increase the efficiency of the power plant 12". A magnetic preloading system is included, same as shown in Figure 20 of the drawings. Ball bearing systems lubricated with oil need a slight "preload" to ensure that the balls are in contact with their respective internal and external work channels, in order to avoid relative slip plus any significant inherent damage caused by wear during rotor rotation. Generally the engines. Gas turbine develop a safe bearing thrust load during engine operating pressures at approximately 30% of the designed rotor speed, but until then the balls are subject to certain levels of slip that could result in damage by "wear". Some small gas turbines have a set of ball bearing springs preloaded with each other as machine rods, but the gas turbine can be compromised by a poor inherent rotor design that causes other problems.

The present embodiment includes an integral alternator having a motor rotor system 300 which includes a rotor 302 and a stator 303 having their respective centers of mass axially offset from each other by approximately 2%, thereby creating an inherent magnetic attraction axially forward of rotor 30.2 to stator 303 which contains iron. This provides a beneficial preload condition for the ball bearing without impairing the electric output of the alternator, and incorporating only a ball bearing. Specifically, the rotor 302 includes a variety of circumferentially positioned permanent magnets MG (of which only one is shown) which are located adjacent and closely adjacent the stator 303. The magnets MG of the rotor 302 and of the stator 303 have centers of mass Mi and M2 which are offset by a distance "A". The rotor 302 is attached to a motor rotor 301 (corresponding to the rotor 18 in Figure 1 of the drawings). A ball bearing 304 (corresponding to the above-described bearing 21) is located at one end of the rotor of the motor 301, defining a bearing that receives a portion of the rotor 302. The ball bearing 304 includes an annular inner working channel 306 subject to the rotor of the motor 301 and an annular external working channel 305 coaxially positioned with the annular internal working channel 306 and fastened to the housing of the stator 307 of the body. The balls 308 are received within a recess for receiving balls defined between the inner annular working channel 306 and the channel external annular working 305, The magnetic attraction of the stator 303 to the rotor 302 in the axial direction as represented by the centers of mass Mi and M2, causes a continuous preload to be applied to the ball bearing 304 to prevent wear, and causes a relative axial offset between the annular external working channel 305. and the annular inner working channel 306. FIGS. 21 and 22 of the drawings show another embodiment of the present invention, Specifically, FIG. 21 of the drawings. shows a portion of a facing wall 310 similar to the rear portion of the external facing wall 112 of the combustor, as shown in Figure HA of the drawings.Equal reference numerals designate like elements. coating 310 'includes a back wall having a plurality of circumferentially spaced pre-mixed chambers 312 similar to the arrangement, as shown in Figure HA of the drawings, except that the exit areas or ends 314 of the premix chambers 312 diverge, as opposed to being straight, as shown in Figure HA of the drawings. Figure 22 of the drawings shows in more detail the premix chamber 312. In the divergent outlet area 314 the gas outlet velocity of the fuel / air mixture decreases towards the annular combustion chamber 116. The fuel / air mixture it emerges towards the annular combustion chamber in a divergent circumferential direction. The divergent arrangement of the premix chamber 312 acts as a flame to improve the stability of the flame. Figure 23 of the drawings shows a portion of the compressor / turbine arrangement 100 in more detail. The compressor / turbine arrangement 100 is an integral arrangement that includes the diversity of compressor vanes 102 spaced apart from the diversity of turbine vanes 104. The compressor blades 102 and the turbine blades 104 are attached to the rotating drive shaft 106 by means of a turbine disc and a compressor disc; the compressor blades 10.2 are subjected to colder gases than the turbine blades 104; and the compressor vanes 102 could fail if subjected to the hot gases that come into contact with the turbine blades 104. Accordingly, a seal plate assembly 400 is retained between a turbine nozzle 401 and a diffuser 403 in a recessed portion or receiving space of the ring 402, which is defined between the diversity of paddle blades of the compressor 102, the diversity of paddles of the turbine 104 and the rotating drive shaft 106. As shown in Figure 24 of the drawings, the stamp plate assembly 400 is a split ring having a substantially circular shape and formed by two semicircular sections 404. Preferably, each of the two semicircular sections 404 is made of a heat-resistant material. Semicircular sections 404 of stamp plate assembly 400 are held in place by means of a cavity fitted between the diffuser 403 and the nozzle of the turbine 401 attached to the body, as shown in Figures 19 and 23 of the drawings. With reference to Figure 23 of the drawings, a cross section of each semicircular section 404 includes an inclined portion 408, a cup portion 410 connected to the inclined portion 408 and a projection portion 412 connected to the cup portion 410. Turbine nozzle 401 abuts against a portion of seal flange 412 to hold seal plate assembly 400 in place. Seal plate assembly 400 defines an orifice 416 having an approximately equal but larger outer diameter, to the diameter of the rotary drive shaft 106 positioned adjacent to the space receiving the ring 402 that passes through the hole 416. The inclined portion of the seal plate assembly 400 is very close to a compressor wheel 411 which is defined by the compressor vanes 102. The edges of a plurality of compressor vanes 102 extend along an angle and are positioned adjacent to the inclined portion. 408, as shown in Figure 19 of the drawings. An air or gas space 418 is defined by a surface 420 of the inclined portion 408 and of the cup portion 410. More specifically, the surface 420 and the cup portion 410 include two separate walls that are in fluid communication with each other. the annular combustion chamber 116 defining the gas space 418. The seal plate assembly 400 separates the compressor vanes 102 from the turbine blades 104 to prevent gas from flowing directly from the turbine blades to the compressor blades and vice versa. The combination of poor thermal conductivity properties of the HASTALLOY-X® material, the gas space 418 and a small contact area of the projection portion 412, having a defined opening adjacent to the diversity of turbine blades 104, offers excellent insulation to the diversity of compressor vanes 102. It is believed that the seal plate assembly 400 can be made with ceramic material or other poor thermal insulating materials and with materials with high resistance to oxidation, instead of the material HASTALLOY-X In general, the method for operating the above-described electricity generating system is as follows: First, the rotor is made to rotate by supplying electricity to the stator, that is, current from a battery. the compressor, which is converted into compressed air Compressed air flows into the combustion chamber, and at least a portion of it is mixed with combustion tible, which results in a fuel / air mixture. The fuel / air mixture ignites in the combustion chamber, which results in exhaust gases. The exhaust gases and any remaining compressed gas pass through the nozzle of the turbine, and then exit. The electricity fed to the stator is cut off when the rotor rotates at a first speed, causing the rotating magnets placed around the rotor, coacting with the etator, generate electricity. Preferably, the rotor bearings are lubricated with lubricating oil, and the lubricating oil and fuel are supplied by pumps driven by a motor. Preferably, the fuel / air mixture is introduced into the combustion chamber through the diverging nozzles and the compressed air is preheated by the exhaust gases. Referring again to Figures IA and IB of the drawings, the electricity generating system 10 operates in the following preferred manner. First, the electricity generating system 10 is started by taking energy from the DC battery 72, and an electromechanical fuel valve is opened, which is called the starter operation. Alternatively, AC electric power can be used instead of the DC 72 battery. This valve is always open and only closes in emergency situations, in which the fuel must be cut. The ignitor is then energized. The electric power from the 72.C. DC battery is driven to the ignitor. The electric power of the battery causes the compressor shaft to rotate so that the inlet air flows into the annular combustor 14. The fuel purge valve 39 is kept in the closed position and only opens for a period of time, when there is a programmed stop, for purging the fuel from the fuel injectors 40 of the supply tank 30 by the return pressure of the combustor.

The electric motor 52 is then energized. This motor drives the lubrication oil pump 50 and the fuel pump 36. The alternator / engine of the gas turbine engine will not be energized until the oil pressure reaches a minimum set . The oil pressure transducer monitors the oil pressure to determine emergency stop conditions when the oil pressure drops below a set level. The fuel pump 36 simultaneously provides a regulated fuel supply pressure. With the aforementioned sequences, the motor stator initiates the rotation of the motor causing air to flow to the motor. At approximately 5% of the speed designed for the rotor, the ignition continues, and when the rotor of the engine is approximately 10% of the speed designed for it, fuel is supplied to the combustor. The ignitor GP ignites the fuel / air mixture in the annular combustor 14. At approximately 40% of the speed designed for the rotor, ignitor and starter operation is disconnected. The motor continues to accelerate the design speed of the rotor. It is important that the ignition of this mixture occurs soon in order to allow a soft ignition of the flame with the fuel / air. The initial quantities of flow flowing into the combustor are established based on the temperature of the exhaust gas at the inlet and outlet, which are used to regulate the proportional control solenoid valve "After the initial ignition and with sufficient energy of the flame, the rotor speed is accelerated up to the design speed of the rotor.The rotor speed depends on the temperature of the exhaust gas. it deactivates if the exhaust temperature exceeds, for more than four seconds, the predetermined maximum temperature.It is believed that the present invention replaces the fuel oil electric generators of the current technology, whose weight is of the order of 2000 pounds. a 45-kilowatt generator, energized by a gas turbine constructed in accordance with the present invention, will weigh approximately 350 pounds and emit less than 30 ppm of N0. In addition, the present invention can operate efficiently with variable speeds, but preferably, At a more specific speed, during the energization / initialization of the system, the energy is taken of a 24 volt battery. An electromechanical fuel valve opens. Then an ignitor is energized by supplying pulsating power to a spark plug (0.25 to 0.34 volts of electricity at 2500 volts, four to five sparks per second). This will depend on whether the system "starts, cold" or "starts hot", the "cold start" takes place when the compressor has not been in operation for a long period of time, and the "hot start" takes place when the compressor has recently in operation. Compressor inlet temperature or a residual exhaust temperature will affect the initial flow of fuel, to avoid a condition of overheating. The fuel flow is controlled by the regulation of a proportional control solenoid valve. The above-described spring-loaded bleed valve is generally closed and only energized and opens when there is a one-minute stop to purge the residual fuel by means of a return pressure from the combustor to the fuel tank. The oil pump is energized, together with the fuel pump, by the electric motor of the oil pump and the gerotor-type fuel pump. The electric motor of the gas turbine engine will not be energized to wind until the oil pressure is at a minimum pressure level. An oil pressure transducer is also used for emergency stops if the oil pressure falls below a minimum value. An automotive fuel pump, powered by a 24 volt motor, supplies a regulated fuel supply pressure, from 65 to 70 psig, to the proportional control dosing solenoid valve, which is regulated to a specified value. Preferably, the oil pump and the fuel pump are driven by the same engines. Then, the rotor of the gas turbine is rotated by means of an electric motor when the generator acts as a starting motor. The amount of energy needed to wind the motor is determined about: 1) the flow and pressure that the compressor has; and 2) the energy extracted from the hot gases that are expanded by the turbine, which increases depending on the design speed of the rotor between 20% and 50-60% of the speed and / or temperature. At approximately 40% of the design speed of the motor, the energy of the electric motor will be deactivated and the rotor will operate in a self-sustained manner. The fuel flow to the combustor starts at 5% of 100% of the speed designed for the rotor (eg 5,000 RPM in a 100,000 RPM system). It is important that the ignition takes place soon (during the ignition period). This allows a soft ignition. The initial quantity of fuel that flows to the combustor is established based on the temperature of the residual exhaust gas and that of the inlet, to adequately regulate the proportional control solenoid valve. The fuel is. increases in the combustor until the rotor rotates at 100% design speed. After the initial ignition, the control system monitors any exhaust gas temperature that is above 1000 ° F, and controls the acceleration rate of the rotor speed to approximately 90% of the design speed of the rotor. At that time the fuel control takes place, so that the exhaust temperature fluctuates between 500 ° F and 1000 ° F, and preferably, between 500 ° F and 700 ° F. The starting time at a design speed of 100.% of the rotor could be less than ten seconds. There is a shut-off switch for over-temperature placed near the hole of exhaust, to cut off the fuel supply if the exhaust temperature exceeded, for several seconds, the preset value. At 90% of the designed speed of the rotor with respect to the unit speed of the rotor, the system will be controlled by means of a closed path loop, to maintain 100% of the design speed of the rotor. In this way, the fuel flow will vary, according to the load demand, to maintain 100% of the design speed of the rotor. Preferably, the speed control loop, at 100% of the design speed of the rotor, is maintained by deactivating the ignition and extracting the energy from the system. The temperature of the exhaust gas will vary according to the energy demand. The present invention has the ability to maintain 100% of the design speed of the rotor under load and no load conditions, and it is believed that approximately 50% of the turbine's total energy is required to drive the compressor under conditions of no load. In addition, the engine controller monitors the system to determine if there has been a failure of the fuel pump, the oil pump or the electric motor 52 that drives these pumps. Having described the preferred embodiments of the invention, it should be understood that they may be realized in some other way within the scope of the claims set forth below.

Claims (38)

1. WE CLAIM: 1. A system of electricity generation that includes: a body; an annular combustor provided in said body; a turbine formed by a plurality of turbine blades attached to a rotor, provided in said body and in fluid communication with said combustor; a compression chamber provided in said body, which is in fluid communication with said combustor; a plurality of compressor vanes attached to said rotor, said compressor vanes being positioned within a compression chamber; an air inlet orifice in fluid communication with said compression chamber; an exit orifice in fluid communication with said turbine; a variety of magnets attached to said rotor; and a stator made of magnetically attractable material provided in said body, being positioning said stator very close to said diversity of magnets, whereby the rotation of said rotor causes a change of flow around said stator, thereby generating electricity.
2. 2. An electricity generating system as claimed in claim 1, further including a fuel pump in fluid communication with said annular combustor.
3. 3. An electricity generating system as claimed in claim 2, wherein said fuel pump is a volumetric fuel pump.
4. 4. An electricity generating system as claimed in claim 3, wherein said fuel pump is a volumetric pump of the gerotor type.
5. 5. An electricity generating system as claimed in claim 2, further including: a bearing for rotatably supporting said rotor; and a lubricating oil pump fluidly coupled to said bearing.
6. 6. An electricity generating system as claimed in claim 5, wherein said Fuel pump and said oil pump are volumetric pumps.
7. An electricity generating system as claimed in claim 6, wherein each of said pumps includes an internal rotor positioned within a housing, said internal rotor being adapted to move about said housing for pumping fluid through said housing, each of said internal rotors being driven by means of an electric motor.
8. 8. An electricity generating system as claimed in claim 7, wherein each of said internal rotors is driven by the same electric motor.
9. An electrical generating system as claimed in claim 8, wherein each of said volumetric pumps is of the gerotor type, wherein each of said internal rotors coactuates with an external rotor positioned between said housing and said internal rotor , and an axis is coupled to at least one of said internal rotors and said electric motor.
10. 10. An electricity generating system as claimed in claim 1, further including a fuel metering valve fluidly coupled to said annular combustor.
11. 11. An electric generator system as claimed in claim 10, wherein said fuel metering valve includes: a proportional control solenoid having a plunger that is adapted to extend along a longitudinal axis, and said plunger has a tip; a valve body defining a cavity for a piston, said piston extending within said cavity for the piston, said body defining an inlet and an outlet; and a flow plate having a hole defined therein, said flow plate being fixed to said valve body and being positioned within said cavity for the plunger, between said inlet and said outlet, whereby the movement of said plunger in a first longitudinal direction causes said tip to coact with the hole defined in said flow plate to modify the flow of said inlet towards said outlet through said hole defined in said perforated plate.
12. 12. A power generating system as claimed in claim 11, wherein said tip has a diameter that varies with respect to the longitudinal axis.
13. 13. An electric generator system as claimed in claim 12, wherein the diameter of the tip varies between a smaller diameter than the diameter of the orifice defined in said flow plate to a diameter greater than the diameter defined in the flow plate, whereby said piston is adapted to move both in the first longitudinal direction and in a second longitudinal direction, and when said piston is displaces a first distance in the first longitudinal direction, said tip of the plunger extends through said hole defined in said flow plate and makes contact with said flow plate, blocking the flow through said flow plate in a blocked position , and when said plunger moves in the second direction from the locked position, said tip is positioned away from said flow plate and the flow passing through said flow plate varies as a function of the longitudinal position of said tip.
14. A power generating system as claimed in claim 10, wherein said fuel metering valve includes the following: a proportional control solenoid having a plunger that is adapted to extend along a longitudinal axis, and said plunger has a tip; and a valve body defining a cavity for a plunger, said plunger extending within said cavity for the plunger, said body defining an inlet and outlet, said tip having a locking portion and a flow passage defined therein that it has an inlet orifice and an outlet orifice, wherein said inlet orifice is in fluid communication with said exit orifice, whereby the movement of said tip in a first longitudinal direction causes said inlet orifice, exit orifice and blocking element to coact with said entrance and said exit to modify the flow passing through said body valve from said inlet to said outlet.
15. 15. An electricity generating system as claimed in claim 1, further including an annular bearing rotatably receiving a cylindrical portion of said rotor through a crown defined in said bearing, said bearing being secured to said body , said bearing being adapted to support said rotor so that said rotor can rotate about a longitudinal axis.
16. 16. An electrical generating system as claimed in claim 15, wherein said bearing is secured to said body by a clamping device, said clamping device including: a lug secured to said bearing and extending in a radially far direction of the crown, wherein a hole is defined in the body for receiving a cylindrical bearing receiving said bearing, and a recess for receiving a tab defined in said body for receiving said lug and preventing said bearing from rotating about the longitudinal axis with respect to said body; Y a clamping element coacting with said bearing to limit the movement of said bearing in a first longitudinal direction relative to said body.
17. 17. An electricity generating system as claimed in claim 16, wherein said groove for the lug terminates in said body at a terminating point, and the termination point coact with said lug to limit the movement of said sleeve in a second longitudinal direction relative to said body.
18. 18. An electricity generating system as claimed in claim 15, further including a damper positioned between an outer surface of said bearing and said body.
19. 19. An electricity generating system as claimed in claim 18, wherein said shock absorber is an O-ring made of elastomeric material.
20. 20. An electricity generating system as claimed in claim 17, wherein two receiving recesses are defined by a pair of arcuate protrusions spaced apart from each other, and each said arcuate protrusion defines an open-face recess that receives the lugs, wherein said recesses receiving the lugs are separated from each other and wherein an annular retaining ring for the lugs, having two lugs extending radially, is subject to said bearing, said lugs being received by the respective receiving recesses of the lugs, and wherein said fastening element is a spring ring that is received within the recess for the spring ring defined in said arciform projections.
21. 21. An electricity generating system as claimed in claim 1, wherein said annular combustor includes: an external housing wall; an external combustor wall; and an internal combustor wall, said outer housing wall and said external combustor wall defining an air flow passage that is in fluid communication with said compression chamber and said internal combustor wall, and said external combustor wall defining a combustion chamber in fluid communication with said turbine and the passage of air flow.
22. 22. An electricity generating system as claimed in claim 21, further including: a fuel injector passing through said outer housing wall; and a premix chamber attached to said external combustor wall having a first end in fluid communication with said fuel injector and with the passage of air flow, said premixing chamber having a second end positioned within the combustion chamber, whereby fuel and compressed air can flow into said premix chamber and mix in said premix chamber to form a fuel / air mixture leaving said second end of said premixing chamber towards said combustion chamber.
23. 23. An electricity generating system as claimed in claim 22, further including a premixing conduit having an end attached to said external combustor wall and having a second end attached to said pre-mixing chamber in the middle. of said first end of the pre-mixing chamber and said second end of the premixing chamber, said premixing conduit being in fluid communication with said air flow passage and said premixing chamber.
24. 24. An electricity generating system as claimed in claim 22, wherein said second end of said pre-mixing chamber diverges.
25. 25. An electricity generating system as claimed in claim 23, wherein one end of said fuel injector, where fuel exits to said premixing chamber, is spaced a distance from said first end of said premixing chamber.
26. 26. An electricity generating system as claimed in claim 22, further including an ignitor positioned within said combustion chamber.
27. 27. A power generating system as claimed in claim 22, wherein said pre-mixing chamber includes means for swirling the material passing through said pre-mixing chamber.
28. 28. An electricity generating system as claimed in claim 21, wherein said plurality of compressor vanes are longitudinally separated, by a space receiving a ring, from said plurality of turbine vanes defined by said rotor, including, furthermore, said electricity generating system a split ring fastened to said body and positioned within said space receiving the ring, said split ring defining a hole through which said rotor passes, and said ring separating said compressor blades from said ring. said turbine blades to prevent gases from flowing directly to said turbine blades from said compressor blades, and to prevent gases from flowing from said blades of turbine to said compressor blades.
29. 29. An electricity generating system as claimed in claim 28, wherein said split ring has two "sections", wherein each section includes two separate walls defining a gas space that is in fluid communication with said combustor.
30. 30. An electricity generating system as claimed in claim 1, further including a heat exchanger having an outlet flow passage that is fluidly coupled to said turbine and said outlet orifice, and a passage of entrance for compressed air that is in fluid communication with said compression chamber and said annular combustor, whereby said gas exhaust passage is positioned very close to said compressed air inlet passage, so that the heat of the gases The exhaust gases passing through said exhaust gas passage can flow into the compressed air passing through said compressed air inlet passage, whereby the exhaust gases are cooled and the compressed air is heated.
31. 31. An electricity generating system as claimed in claim 30, wherein said compressed air inlet passage and said exhaust gas passage have a common wall.
32. 32. An electricity generating system as claimed in claim 31, wherein said compressed air passage includes a plurality of tubes passing through said gas exhaust passage.
33. 33. An electricity generating system as claimed in claim 1, including, in addition, a portion of said rotor receiving a bearing, wherein a center of mass of said magnets and a center of mass of said stator are axially off-center to cause pre-loading of said bearing due to a magnetic attraction of said stator and said magnets .
34. 34. An electrical generating system as claimed in claim 33, wherein said bearing is a ball bearing having an internal working channel attached to said rotor, an external annular working channel attached to said body, and a of balls that are received by said internal work channel and external working channel, whereby said internal work channel is longitudinally offset from said external work channel.
35. 35. A method for operating an electricity generating system, which includes the following steps: rotating a rotor having a variety of compressor blades and a variety of turbine blades attached thereto, and a variety of magnets positioned around said rotor, said diversity of magnets being positioned very close to a stator, whereby electricity is supplied to said stator to cause rotation of the rotor; extract air to a compressor «that includes the diversity of compressor blades; compress, by means of the compressor, the extracted air; to make the compressed air flow to a combustion chamber; mix fuel with at least a portion of the compressed air that flows into the combustion chamber, resulting in a fuel / air mixture; ignite the fuel / air mixture in the combustion chamber, resulting in thermal energy; passing the thermal energy, plus any rest of the compressed air, through a turbine having a variety of turbine blades; output the thermal energy and the rest of the compressed gases; cut the electricity supplied to the stator when the rotor rotates at a first speed, and cause the rotating magnets positioned around the rotor to generate electricity, coacting with the stator
36. 36. A method to operate an electricity generating system - as claimed in claim 35, wherein the rotor is lubricated by a lubricating oil, such method including, in addition, the following steps: supply lubricating oil and fuel through pumps driven by a single engine.
37. 37. A method for operating an electricity generating system as claimed in claim 35, wherein the fuel / air mixture is introduced into the combustion chamber by means of diverging nozzles. 38. operating an electricity generating system as claimed in claim 35, which further includes the following step: preheating the compressed air by means of thermal energy.