US3811796A - Integral turbo-compressor wave engine - Google Patents

Integral turbo-compressor wave engine Download PDF

Info

Publication number
US3811796A
US3811796A US00191410A US19141071A US3811796A US 3811796 A US3811796 A US 3811796A US 00191410 A US00191410 A US 00191410A US 19141071 A US19141071 A US 19141071A US 3811796 A US3811796 A US 3811796A
Authority
US
United States
Prior art keywords
gas
rotor
chamber
cool
gases
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
US00191410A
Other languages
English (en)
Inventor
R Coleman
H Weber
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
GEN POWER CORP
GENERAL POWER CORP US
Original Assignee
GEN POWER CORP
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to BE790403D priority Critical patent/BE790403A/xx
Application filed by GEN POWER CORP filed Critical GEN POWER CORP
Priority to US00191410A priority patent/US3811796A/en
Priority to CH1495272A priority patent/CH564682A5/xx
Priority to DE2250355A priority patent/DE2250355C3/de
Priority to FR7236694A priority patent/FR2157532A5/fr
Priority to IL40612A priority patent/IL40612A0/xx
Priority to IT70275/72A priority patent/IT975288B/it
Priority to GB4807572A priority patent/GB1411123A/en
Priority to ES408033A priority patent/ES408033A1/es
Priority to CA154,387A priority patent/CA981919A/en
Priority to DD166390A priority patent/DD105652A5/xx
Priority to JP47105761A priority patent/JPS517782B2/ja
Priority to BR007384/72A priority patent/BR7207384D0/pt
Priority to SE7213550A priority patent/SE375826B/xx
Priority to ZA727503A priority patent/ZA727503B/xx
Priority to AU48058/72A priority patent/AU4805872A/en
Priority to US05/464,101 priority patent/US3958899A/en
Priority to US05/464,047 priority patent/US4002414A/en
Application granted granted Critical
Publication of US3811796A publication Critical patent/US3811796A/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C3/00—Gas-turbine plants characterised by the use of combustion products as the working fluid
    • F02C3/02—Gas-turbine plants characterised by the use of combustion products as the working fluid using exhaust-gas pressure in a pressure exchanger to compress combustion-air
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/60—Efficient propulsion technologies, e.g. for aircraft

Definitions

  • an intake chamber to provide relatively low temperature, low pressure gases which initiallyact as scavengchambers having an'inlet opening and a nozzle with an outlet opening.
  • the compressor-expander rotor is disposed to rotate adjacent to'said intake chamber and said heating chamber, to accept into said rotor chambers, cool gases from the former followed by hot gases from the latter. Termination of the flow of cool intake gases frorneach rotor chamber nozzle outlet initiates a shock wave at the rotor chamber nozzle outlet. A second, normally stronger, shock wave is initiated at the inlet of each rotor chamber as it is exposed to the hot gases flowing from the heating chamber.
  • Each rotor chamber is designed so that before this second shock wave (which is set up by the hot gases entering a rotorchamber already filled with cool gas) reaches the end of its excursion toward the rotor chamber outlet, the shock wave encounters the constricted area, or nozzle, of the rotor chamber. As a result this second shock wave is reflected from the rotor chamber nozzle toward the inlet of the rotor chamber. As a result of reflected shock wave traverses the rotor chamber from the constricted section or nozzle, the pressure of both the hot and cool gases in the rotor chamber is I substantially increased as compared with the pressure of the hot gases which enter the rotor chambers.
  • the high pressure cool gases expand through the nozzles, pass through an outlet port and through a duct to the heating chamberfThen when the rotor chamber nozzle outlet is exposed to a hot gas outlet port in the rotor housing, the discharge velocity of the hot gases held therein is also very high.
  • the compressorexpander rotor itself is caused to do work.
  • the present engine may further optionally include movable sections in the side walls of the rotor housing which can be used to adjust the sizes and mean positions of the inlet and outlet ports, as illustrated for the ports connected with the heating chamber and the compressed cool gas chamber.
  • the efficiency of the engine can be controlled, when the speed or the rate of acceleration or deceleration of the. compressor-expander rotor is changed.
  • the present engine optionally includes a plurality of reentry paths through the rotor housing and a plurality of recharging-reaction stages through the compressor-expanderrotor which enable the engine to recharge the rotor chambers repeatedly, thereby efficiently utilizing the energy of the high pressure hot gases in stages to produce useful work.
  • the present invention relates to a rotor'type heat engine, and more particularly to an engine with a com pressor-expander rotor which utilizes direct and reflected shock waves to effect high compression of gases used with the engine.
  • the present invention also provides a means for utilizing these high pressure gases to perform useful work; and all compression and expansion functions can be carried out on a single rotor.
  • the present engine has a number of advantages over the prior art turbine type enginesor devices, and it also has many advantagesover the widely used internal combustion engine. Because ofthe configuration ofthe rotor chambers and the housing encasing the rotor, the present engine is able to developa reflected shock wave during the compression phase. This reflected shock wave greatly increases the pressure of the gases within the rotor chambers and permits efficient operation at high ro'tor speeds. This high rotor speed makes possible further increases in operating pressures as compared with prior art devices. The very high pressures and temperatures developed in the rotor chamber gases of the present engine provide the basis for more torque and hence higherspeeific power from a turbinetype engine than has heretofore been realized. Further,
  • FIG. 1 is a pictorial view, partially sectionalized
  • 2 temal combustion process makes efficient use of simple fuels without undesirable additives such as lead compounds.
  • the fuel may be of low volatility, thereby greatly reducing or eliminating environmental contamination resulting from evaporation of fuel during transfer, in storage, or in vehicle fuel tanks.
  • FIG. 2 is a linearized view of one sector of a simple.
  • FIG. 3 is a linearized schematic view of a device-similar to theone-shown in FIG. 1 with more of the overall .system depicted, and illustrating a preferred'embodi- 'rnent of movable blocks for controlling the sizes and mean positions of selected in the rotor housing;
  • FIG. 4 is a linearized view of part of an alternative embodiment of the present engine, showing a more complete engine in diagramatic form; it also has movable blocks to permit controlled variation of the sizes and mean positions of selected inlet andoutlet ports in inlet ports and outlet ports waves developed therein;
  • ous nozzle embodiments permits the compressorexpander rotor to do useful work in and of itself, while providing the flexibility of using the expanded gases therefrom to drive downstream turbines if that be desired.
  • the present engine further provides means for sor-expander rotor chambers so that the available energy of these very high pressure gases can be more completely utilized by expansion and reaction through the rotor chamber nozzles before the working gases are exhausted (open cycle) or recirculated (closed cycle).
  • FIGS. 7A, 7B, and 7C show three views of a section of the rotor wherein the rotor chambers are shaped helically;
  • FIGS. 8A, 8B, and 8C show three views of a section of the rotor wherein the rotor chambers are shaped helicoidally;
  • FIGS. 9A, 9B, and 9C show three views-of a section of the rotor wherein the rotor chambers are shaped spireentry of these high ,pressure'gases into the compresrally; v I
  • FIGS. 10A and 10B depict illustrative alternative embodiments of the nozzle portionsof the rotor chambers
  • FIGS. 11A, 11B, 11C, 11D, 11B, and 11F depict illustrative arrangements of operating sectors of the present engine with respect to the axis of rotation.
  • FIGS. 1 and 4 DETAILED DESCRIPTION
  • the present engine includes an intake chamber 11 which provides relatively low temperature, low pressure input gas through cool gas inlet port 12, subdivided by vanes 13 into port openings 14.
  • an intake chamber 11 which provides relatively low temperature, low pressure input gas through cool gas inlet port 12, subdivided by vanes 13 into port openings 14.
  • various types and mixtures of input gases may be used, particularly in closed-cycle systems, it is anticipated that in open-cycle systems the low temperature, low pressure input gas will normally be air taken from the surrounding atmosphere.
  • the air will be supplied to the intake chamber 11 by the blower or compressor, 15.
  • the blower 15 is driven by the shaft 16, by which it may in one embodiment be connected to the compressor-expander rotor 17 either directly or by gearing or other means.
  • blower may be driven through a variable speed drive (step-wise or continuously variable) or by an independent turbine wheel or by other similar means to allow control of the air (or other cool gas) supply independently of rotor speed.
  • Blower 15 may be any kind of pumping device which draws in air from the atmosphere or which draws in cool recirculated gas in closed-cycle embodiments and fills the intake chamber 11.
  • Guide vanes 13 are included to provide the proper amount of pre-rotation in the inflowing cool gases. These vanes may be fixed, in the case of constant speed applications, or variable, to permit appropriate prerotation angles over a range of operating speeds in the case of variable speed applications.
  • the low temperature, low pressure input gas in the intake chamber 11 passes through port 12, with openings 14 formed by the prerotation vanes 13, to scavenge or flush out the spent gases from the rotor chambers 18 through exhaust port 19 into the exhaust chamber 20.
  • This scavenging process occurs as each of the rotor chambers has its respective inlet opening, such as opening 21, exposed to the intake port 12 and its outlet exposed to exhaust port 19.
  • the present engine provides a heating chamber 22.
  • the heating chamber 22 is shown in more detail in FIG. 4 with a fuel injector 24 located therein as well as a startup ignition system 25.
  • a fuel injector 24 located therein as well as a startup ignition system 25.
  • the gases in the heating chamber-22 may be heated by combustion, as will be principally described in connection with this specification, but the heat source for heating the working gases may also be a nuclear reactor, a radioactive heater, a solar heating device, or any of the numerous other means for heating gases in a chamber.
  • the fuel injector 24 is connected to the start-up control device 26 as well as to the source of fuel supply.
  • the fuel supply is an oil such as diesel fuel which is atomized or vaporized in the fuel injector 24 in a fashion similar to that of a conventional gas turbine combustor.
  • the torch mechanism, or ignition mechanism 25 provides the pilot flame to the fuel coming from the fuel injector 24 and hence there is a burning of the fuel inside the heating chamber 22 which contains both the fuel injector 24 and the ignition device 25.
  • the ignition device 25 is shown also to be controlled by the start up control 26. It should be understood that the ignition system may also optionally have an electric heater or other type of heater which pre-heats the fuel to facilitate combustion.
  • a typical 4 fuel control system which can be employed is the General Electric T-58 Engine Fuel Control System.
  • the rotor 17 has a plurality of blades 27 or other types of dividers or partitions which may have a number of configurations. As will be discussed later in connection with FIGS. 7(A-C), 8(A-C) and 9(AC) these blades or dividers may be formed so that there is created an axial flow, a radial flow, or a mixed flow machine.
  • the cavities between the rotor blades or dividers are referred to hereinafter as rotor chambers.
  • the rotor chambers as mentioned earlier are identified as chambers 18 in FIGS. 1 through 10.
  • Each rotor chamber 18 is bounded by two rotor blades 27 on two sides and by a rotor hub 28 on a third side.
  • the rotor hub can best be seen in FIGS. 1, 7(A-C), 8(A-C) and 9(A-C) and forms the base of each rotor chamber.
  • the hub 28 is cylindrical in shape for helically formed chambers, disc shaped for spirally formed chambers, and conically shaped for helicoidally formed chambers as shown in FIGS. 7(A-C), 8(AC) and 9(A-C).
  • the compressor-expander rotor 17 is enclosed within a stationary housing generally identified as 29 whose walls lie adjacent to the paths of the inlet openings and the outlet openings of the rotor chambers.
  • Each rotor chamber is bounded on the outside, i.e., on the side which lies opposite the rotor hub, by either another wall of the housing 29 or by a rotating shroud 30 affixed to the blades.
  • This shroud is not shown in FIGS. 1, 2, 3, or 4, but can be seen in FIGS. 7(A-C), 8(A-C), and 9(A-C).
  • the openings in the stationary housing which connect the various stationary gas chambers with the rotor chambers will be identified as ports.
  • the port 12, which connects the intake chamber 11 with the rotor chambers, has been previously described.
  • a hot gas port 31 leading from the heating chamber 22 an exhaust port 19 leading to exhaust chamber 20, a cool compressed air port 32, leading to the cool compressed gas chamber 33, a plurality of hightemperature gas expansion ports 34E, 35E, 36E and 37E, and a plurality of hot gas reentry ports 34R, 35R, 36R and 37R.
  • the clearance between the rotor 17, including rotor blades 27 and optional shroud 30, and the stationary housing 29 is small enough on all sides to prevent any appreciable gas flow between adjacent rotor chambers, or from the rotor chambers radially inward past the hub 28, or from the rotor chambers radially outward past the optional shroud 30. Nevertheless, this clearance between the rotor 17, and the rotor housing 29 is sufiicient to permit unrestricted rotation of the rotor at all operating temperatures. In FIGS. 5 and 6 the clearance between the rotor and the stationary housing is shown as a single line to indicate that the clearance is very close.
  • Each rotor chamber inlet 21 will in general have approximately the same cross sectional area as the main portion of the rotor chamber.
  • the outlet of each rotor chamber is normally constricted to form a converging rotor chamber nozzle 38.
  • each nozzle may take the shape-of a constricted section 39 followed by an expanded section 40 to form a converging-diverging nozzle 41 which will be discussed hereinafter.
  • the minimal cross sectional area of the rotor chamber nozzle is less than that of the main portion of the rotor chamber.
  • the ratio of the crosssectional areaof the nozzle throat to that of the rotor chamber proper is chosen to be small enough to produce ,a reflected shock wave as already mentioned and as described in more detail hereinafter.
  • the compressot-expander rotor 17 is disposed to rotate adjacent to the intake chamber 11, the heating chamber 22, the exhaust chamber 20, and the cool compressed gas chamber 33.
  • the rotor chambers of the rotor accept cool gases from the intake chamber, acting initially as a scavenging gas, followed by hot gases from the heating chamber. It should be understood that the engine can be equipped with means to accomplish only one such cycle per revolution, utilizing all the rotor chambers about the periphery of the compressor-expander rotor in the course of performing the one cycle.
  • the shock wave engine may thus have a single sector, or it may have a plurality of sectors arranged about the axis of the comeither equal or unequal arcs about the periphery of the rotor, and they may be arranged symmetrically or asymmetrically about the axis.
  • FIG. 2 shows a structure which is simpler than those shown in FIGS. 3 and 4 in order to present more clearly thephenonmena of the initial and reflected shock waves as well as an early expansion wave. For this reason the structure shown in FIG. 2 has no movable blocks in the inlet and outlet ports which are necessary to enable more efficient operation over a
  • the compressor-expander rotor 17 rotates (or appears to move upward as considered in the linearized drawing of FIG.
  • the rotor chambers 18 have their inlet openingsexposed to the intake chamber 11, through cool gas inlet port 12, and as a result the cool gas, air in this description, is passed into the rotor chambers 18.
  • the cool gas in chamber 11 is supplied by the blower l5; hence, it is at the same-or slightly higher pressure than the residual hot gas remaining in the rotor chambers.
  • the cool air enters the rotor chambers, initiating a scavenging process, which drives the residual hot gases through the rotor chamber nozzles 38 and out through the exhaust port 19 into the exhaust chamber 20.
  • the interface between the-cool gas entering from the intake chamber 11 and the residual hot gases in the rotor chambers 18 is shown by the dot-dash line 42 and will be referred to hereinafter as the cool gas/hot gas interface 42.
  • the interface 42 has a change of orientation which commences at the en-
  • the interface 42 depicted in FIG. 2 shows the apparent stationary position of the interface from the'standpoint -of an observer on the rotor housing 29.
  • the gases on both sides of the interface and the interface 42 itself are moving at high velocity through the rotor chambers and the rotor chamber nozzles.
  • the interface 42 is made to appear stationary by the rotation of the rotor.
  • the scavenging and intake portions of the operating cycle are complete and continued rotation of the compressor-expander rotor 17 causes the nozzle outlets to be closed by the wall 43 of the housing 29.
  • the closure of the rotor nozzles causes the cool gas which entered from intake chamber 11 through inlet port 12 to be brought to rest. This stoppage initiates a shock wave 44 which is propagated upstream toward the rotor chamber inlet.
  • the cool gas continues to flow from the intake chamber 11 into the rotor chambers while within each rotor chamber which has been sealed off by the wall 43 there is a shock wave approaching the rotor chamber inlet.
  • the pressure in the intake chamber 11 may be raised appreciably above that in the exhaust port by means of a mechanically driven blower 15, as mentioned earlier, or by a turbo-supercharger, by a ram or compression device, as used in an aircraft, or by combinations of the foregoing, or by other suitable means.
  • the scavenging of the residual hot gases as well as the intake and partial compression of the cool gas, i.e., the intake air in the case of open-cycle embodiments.
  • the continued rotation of the compressor-expander rotor 17 exposes the rotor chamber inlets to the heating chamber 22 through hot gas inlet port 31. This exposure creates an interface or boundary surface 48 between the high temperature high pressure gas 49 from the heating chamber 22 and the relatively cool partially compressed gas 46 trapped in the rotor chambers.
  • the interface 48 is shown as a dot-dash line that depicts a stationary spatial relationship in a plurality of rotor chambers.
  • interface 48 This is the position of interface 48 that would be observed if the interface could be marked and the viewer could be positioned above the housing with respect to FIG. 2.
  • the interface 48 remains at the same position relative to the housing 29. This interface is actually moving rapidly through the rotor chambers; however, the orientation of the interface with respect to the housing is determined by the initial direction of the inflow of hot gases (axial in this case) through port 31, the ratio of pressures of the hot gas 49 and the partially compressed gas 46, and the rotor chamber velocity.
  • shock wave 50 is stationary with respect to the housing 29, but moving at high velocity with respect to the rotor chambers I8.
  • the shock wave 50 When the shock wave 50 reaches the constricted portion of the rotor chamber which forms the entrance to the rotor chamber converging nozzle 38 (or converging-diverging nozzle 41 in an alternate embodiment), there is generated a reflected shock wave 51.
  • the strength of the reflected shock wave depends upon the reduced cross sectional area of the nozzle-throat, as compared with the cross sectional area of the rotor chamber, the rotor speed, the hot gas temperature, and the rotor blade angle.
  • the reflected shock wave-51 moves rapidly through the now compressed cool gas 52 and through the incoming hot gases 49 in the upstream direction toward the rotor chamber inlet.
  • the reflected shock wave 51 is shown in a spatial relationship; i.e., stationary with respect to the rotor housing 29, although it is moving at highwelocity through the rotor chambers 18.
  • the rotor chamber velocity when added to the velocity of the shock wave through the chamber, rotates the reflected shock wave vector to the.p0sition shown in FIG. 2
  • this reflected shock wave 51 further increases the pressure of the cool gases 53 and the hot gases 54 that lie behind the reflected shock wave.
  • there is another change of orientation of the hot gas/compressed cool gas interface 48 at the nozzle entrance due to the greater velocity of the gases through the nozzle 38 as compared with the velocity through the rotor chamber 18.
  • the pressure of the relatively cool gas 53 in the rotor chamber is raised to the maximum pressure attained in the operating cycle a of the engine.
  • the pressure of the hot gas 54 in the rotor chamber, which has also been subjected to, the reflected shock wave 51, although raised considerably by the reflected shock wave, will be somewhat less than that of the cool gas 53 because of the decreased compressed cool 'gas 53 in the rotor chamber.
  • FIG. 2 also depicts an expansion wave (or fan) 63-64 bounded by the initial wave 63 and the final wave 64. There is a continuous drop in gas pressure across the expansion fan from wave 63 to wave 64.
  • the expansion tion of the presen'tengine. maybe fed through check valve57 and-pipe 58 toa high pressure storage tank 59- for use in connection with acompressedgas (or air) supply system, or diverted through suitable pipe and hose connections to be. used immediately for conventional purposes such as supplying air driven tools and equipment, pneumatic starters, air turbines, automotive tires, pneumatic springs, pneumatic brakes, steering motors, air conditioners, etc.
  • the expansion and discharge of the high pressure cool gas 53 from the rotor chambers'l8 through the rotor chamber nozzles 38 is in a direction having a relative velocity component opposite to-the direction of movement of the compressor-expander rotor 17.
  • the discharge of the relatively cool, highly compressed gas 53 is an efficient work-producing expansion and over a wide range of rotor speeds makes a contribution to the positive torque generatedywith effective use of the pressure produced by the reflected shock wave 51 in the cool-gas 53.
  • This contribution is possible because of the presence of the rotor chamber nozzles 38 which also cause the reflected shock wave 51 and controlthe flowof the high pressure cool gas 53 from the rotorchamber.
  • This reaction effect is produced by the converging nozzles 38. or, as will be discussed hereinafter,
  • a converging-diverging nozzle 41 which acts to in, crease the velocityof the outflowing high pressure cool gas over its velocity in the rotor chamber.
  • the rotor housing is further designed so that at or near the time the reflected shock wave 51 reaches the rotor chamber inlet, the inlet is sealed by the wall 60.
  • reflected shock wave 51 reaches the inlet opening 21 of the rotor chamber (in which the phenomenon is takfan 63-64 is generated because the gases in the rotor chamber. are moving at a certain velocity towardthe rotorchamber nozzle and are suddenly brought to rest at the time that the rotor chamber inlet is sealed off.
  • Shock wave 62 is generated in the same way that the EXPANSION While the expansion or blow down of the highly compressed cool gas 53 from the rotor has already been discussed'above, the process of expansion or blow down of the highly compressed hot gases 54 is normally the most significant contributor to rotor torque and therefore to the work done by the engine.
  • FIGS. 5 and 6 the blades 27 have been excluded from the greater part of each drawing in order to simplify explanation. It should be understood that the compressor-expander rotor 17 in each of thedrawings, FIG.-5 and FIG. 6, is fully equipped with blades 27 about its periphery even though such blades are only partially shown.
  • FIG. 5 wherein there are shown four stages around the outside of the rotor by a duct (not shown) a to the reentry port 34R as shown in FIG. 5.
  • each of the expansion ports is connected by a duct to a reentry. port which is identified with a corresponding identification number;
  • the expansion port 35E is connected to the reentry port 35R
  • the expansion port 36E ' is connected to the reentry port 36R
  • the expansion port 37E is connected to the reentry port 37R.
  • the bottommost outlet port 32 is the same as the compressed cool gas outlet port 32 shown in FIGS. 1-4, although the dimensions are shown somewhat differently.
  • the hot gas inlet port 31 in FIGS. 5 and 6 is the same as the hot gas inlet port 31 in FIGS. 1-4
  • expansion ports 34E, 35E, 36E and 37E there is a progressive increase in the sizes of expansion ports 34E, 35E, 36E and 37E.
  • the progressive increase in the sizes of the ports in the upward direction (the direction of rotary motion) in FIGS. and 6 is due to the need to accommodate a progressively larger fraction of the total hot gas flow as well as the expanded volume of the hot gas in each succeeding stage.
  • the expansion ports shown are typical of those that can be used effectively for progressive expansion stages on a single rotor.
  • FIG. 6 An alternate embodiment illustrating the expansion process is depicted with three typical stages of reentry as shown in FIG. 6.
  • the typical compressed cool gas outlet port 32 and the hot gas inlet port 31 are repeated within the linearized view as shown before in FIG. 5.
  • the dimensions and locations of the expansion ports 34E, 35E and 37E'as well as the reentry ports 34R, 35R and 37R are chosen so that at design point operation the timed arrivals of the principal expansion waves will contribute to the efficient flow of the expanding hot gas.
  • Expansion port 36E and reentry port 36R are not present in FIG. 6 because only three reentry stages are included.
  • an expansion wave can be caused either by terminating'an existing inflow at the source or by initiating an outflow to a region of lower pressure.
  • the first type expansion wave brings the moving gas to rest starting at the point of inflow while the second type expansion wave initiates or accelerates the flow through an outlet.
  • a shock wave is a single wave of pressure discontinuity, while an expansion wave is a region of continuously changing pressures.
  • the zone covered by such an expansion wave is sometimes referred to as an expansion fan. No expansion fans are shown in FIG. 5. In FIG. 6 the fans are shown for simplicity as single lines, because each fan angle is very small.
  • expansion fan 63-64 (described in connection with FIG. 2) is shown for simplicity as a single line 63. It will be recalled that this expansion wave was initiated by terminating the existing hot gas inflow through port 31 when the rotor chamber was sealed by the wall 60. Accordingly, expansion fan 63 is of the first type. It should also be understood that the expansion fans or waves shown in FIG. 6 are not shown with breaks at the nozzles because the drawing is reduced although these waves would have a break at the throat nozzles similar to that shown in FIG. 2. As can be seen in FIG. 2, when the rotor chamber nozzle is closed by the wall 61, a shock wave 62 is generated which tends to cancel the pressure reduction effect of expansion fan 63.
  • expansion wave 65 (as shown in FIG. 6) of the second type.
  • expansion wave 65 travels upstream toward the wall 60 to a position somewhere between the hot gas entry port 31 and the first'reentry port 34R. Since the hot gases have a velocity toward the rotor chamber nozzle, they will continue to flow toward the nozzle even after the expansion wave 65 reaches the Wall 60 and produce a reflected expansion wave 66.
  • the higher pressure (but partially expanded) hot gases from the reentry port 34R, as they-enter into the rotor chambers, may, if there is a mismatch of pressure and velocity with the adjacent rotor chamber gases,
  • expansion wave 70 arrives at the wall 68, the inlet of the rotor chamber is exposed to reentry port 35R'which is carrying the twice expanded gas ducted from expansion port 35E.
  • the effect of expansion wave 70 again reduces the rotor chamber pressure and enables the twice expanded hot gases flowing in from the reentry port 35R to enter the rotor chambers.
  • These inflowing hot gases may also propagate a shock or expansion wave into the rotor chamber as described above for the preceding reentry stage.
  • the hot gases flow through the rotor chambers into expansion port 37E.
  • the reaction produces torque on the rotor.
  • Expansion wave 73 traverses the rotor chamber upstream and ideally arrives at the tip of the wall 71 coincident with the exposure of the rotor chamber inlet to reentry port 37R. Expansion wave 73 causes the gases in the rotor chamber to undergo another pressure reduction so that the gases (which have already been expanded three times) from reentry port 37R enter the rotor chamber and continue to flow through the rotor chamber. In the course of the final stage of expansion and reaction, the hot gases flow through the rotor chamber nozzles into exhaust port 19. After final'expansion of the hot gases into exhaust port 19 the cool gas from intake chamber 11 enters the rotor chamber through port 12 with openings 14, thereby initiating the next cycle of operations as previously described.
  • shock waves interspersed with the expansion waves. This is due to the pressure of the reentering hot gases being different from the pressure of those hot gases already in the rotor chamber. It should be understood that the reentered gases maintain the charge of the hot gases in the rotor chambers and provide additional torque by repeated reaction of said hot gases on the chamber nozzles at the different reentry exits, as well as from impulse of reentering flow of said hot gaseson said rotor blades.
  • Such a supplemental turbine wheel can be designed with the same type of blading as the compressor-expander rotor, to handle the reentry and'ejxpansion stages in the same manner as described above, or alternatively, the supplemental turbine wheel can be designed with conventional impulse or reaction blading.
  • the separate turbine wheel may be either mechanically linked to the compressor-expander rotor by a shaft,gears, chain, belt, or other means, or it may be free running, subject to the effect of a separate control device.
  • An example of the'latter would be a turbosupercharger for use at a high altitude by turbo-prop or turbojet aircraft.
  • cool gas has a higher stagnation pressure than the hot part of this stagnation pressure difference is needed to cause the flow .of the cool gas back around the flow loop, including passage through regenerative heat exchanger 56 (FIG. 4) and through the heating chamber 22 which produces the hot gas.
  • the remainder of this stagnation pressure difference may be utilized to increase the pressure of the hot gas in the rotor chamber, thereby elevating theengine pressure ratio.
  • This is very effectively accomplishedwith' the converging nozzles 38 (or converging-diverging nozzles 41 in an alternate embodiment) at the outlet side of the rotor chambers. These nozzles act as restrictions which generate a reflected shock wave 51 which propagates upstream through both the cool gas 52 and the hot gas 49 in the rotor chamber.
  • the nozzles 38 (or 41) also accelerate theoutflowing cool gas and direct the flow in large measure opposite to the direction of the rotor rotation, causing the rotor to do useful work over a wide range of speeds. Even at lower gas exit velocities, relative to the rotation of the rotor chamber, the nozzles accelerate the cool gases, thereby producing torque on the rotor.
  • Thehozzles also cause, through the reflected shock wave 51, a higher stagnation pressure in the hot gas 54 (i'.e., after the shock wave has passed through the hot gas 4 9) than would occur without the reflected shock, i.e., if the cool gas were permitted to expand without the restriction provided by the nozzles.
  • the higher pressure produced in the hot gases by the action of the reflected shock wave 51 results in a greater density of the hot gas.
  • a rotor of given size can handle a greater weight of gas flow and produce more power for a given speed than prior art devices.
  • the rotor chamber nozzles also permit higher rotor chamber speeds because they provide means for directing the flow with a greater exit velocity and with a greater tangential component, thereby effectively utilizing the high pressure developed by the reflected shock wave 51 in both the cool gas 53 and the hot gas 54.
  • the cool gas After entering the high pressure cool gas exit port 32 in the housing, the cool gas has a relatively low absolute velocity (relative to the housing) but a pressure still sufficiently high to generate a flow through chamber 33, through duct 55, through optional regenerative heat exchangers'56, and into the heating chamber 22. After conversion by the addition of heat from combustion, nuclear reactor, heat exchanger, or other source, the resulting hot gas 49 enters the rotor chambers 18 to complete the operating cycle as described above.
  • the rotor chamber nozzles used in this reflected shock wave engine may be the converging nozzle 38 type or the converging-diverging nozzle 41 type.
  • the constricted nozzle throat 38A (converging nozzle) or 39 (convergingdiverging nozzle) of either type of nozzle has a smaller cross-sectional area than that of the main section of the rotor chamber.
  • the exit 40 of a convergingdiverging nozzle may have a cross-sectional area smaller than, equal to, or greater than that of the rotor chamber.
  • nozzle exit area to rotor chamber area ratio depends upon pressure ratios and the desired exit velocity for the hot gases, as well as diffuser characteristics desired in the diverging section during subsonic flows.
  • the particular importance of a convergingdiverging nozzle is that this type of nozzle permits efficient supersonic flow of high pressure cool and hot gases from the rotor chambers during some portions of expansion and blowdown, without seriously handicapping subsonic phases of the operating cycle.
  • Subsonic flow of the gas normally will occur during scavenging (exhaust), but may also occur during discharge of the high pressure cool gas from the rotor chambers into the cool compressed air port 32 leading to the heating chamber 22.
  • Subsonic flow may also occur during some stages of expansion and blowdown of the hot gases.
  • the occurrence of supersonic versus subsonic flow in early, intermediate, or final expansion stages depends upon the design and operating conditions.
  • Convergingdiverging nozzles have the advantage of behaving as diffusers during the scavenging phase of the operating During the high pressure phase of the operating cycle, converging-diverging nozzles behave as accelerators and restrictors of flow of both the shockcompressed cool gas 53 (FIG. 2) and the shockcompressed hot gas 54 and generally perform the same function as the converging nozzles 38discussed above.
  • the disadvantage of the converging-diverging nozzle 41 is that there may be a small loss of stagnation pressure in each rotor nozzle during passage through some portion of each operating sector. This loss of stagnation pressure occurs in that part of the sector where pressure-temperature relationships are such that the converging-diverging nozzle does not function as a fully-expanded-flow, supersonic nozzle and the pressure is not low enough for the diverging section of the nozzle to function completely as a subsonic diffuser. As a result a shock wave is created in the diverging part of the nozzle, because of failure to achieve complete expansion to supersonic speeds at the nozzle exit.
  • shock waves should be ideally contained within the rotor chamber and the gas interfaces should move so as to avoid excessive outflow of cool low pressure gas 47 from the rotor chambers to exhaust port 19, in the case of interface 42, and so as to minimize the flow of hot gas 54 through the high pressure cool gas port 32 or to minimize the amount of the cool compressed gas car- 'ried into the first expansion port 34E of the engine, in
  • the purpose of the port control arrangement is to establish the proper spatial relationships among the leading and trailing edges of the appropriate ports (hot gas port 31 and cool gas port 32 in this case) so that the shock wave 50, reflected shock wave 51, the expansion fan 63-64, and the hot gas/cool interface 48 will movein such a way as to duplicate as closely as possible the configuration as shown in FIG. 2, regardless of rotor speed and the temperatures of the operating gases.
  • edge of any inlet or outlet port which is first exposed to a rotor chamber moving in the normal direction of rotation will be referred to as the leading edge of the port.
  • edge of any port which is last exposed to the rotor chamber moving in the normal direction of rotation will be referred'to as the trailing edge of the port.
  • the present engine provides in its structure a means for achieving efficient operation at various speeds and for stable operation during the starting sequence through the use of movable port control blocks 75, 76, and 77 as shown in a preferred embodiment, FIG. 3, and similar movable blocks 78, 79, and as shown in an alternative embodiment, FIG. 4.
  • the control blocks accomplish the same purpose, but the embodiment of FIG. 3 is preferred because of practical design considerations. If the range of movement and the location of the control blocks in FIG. 3 and FIG. 4 are compared, several differences become apparent, some of which are important to note because they influence the preference for one embodiment over the others. For instance, the control block 78 at the trailing edge of hot gas port 31 in the case of the embodiment shown in FIG.
  • control block 76 of FIG. 3.
  • the guide channels formed by supports 81 in the embodiment of FIG. 3 can be shorter than the corresponding ones, guide supports 81, of the alternate embodiment in FIG. 4, with the advantage that these components, movable block and guide supports, located as they are in a high temperature portion of the engine, canbe mechanically simpler, lighter, less subject to temperature effects and will project less into the expansion and reentry portion of the engine.
  • the complete elimination, in the embodiment of FIG. 3, of the control block at the trailing edge of cool compressed gas port 32 results in similar advantages, because once again this block would be subjected to the effects of the high temperature gas.
  • the support mechanism must necessarily occupy some space between the cool gas port 32 and the first expansion'port, and this arrangement would delay the begincoordinated movement of these blocks is the balancing of the flow of the hot gases through port 31 from the hot gas chamber and the flow of cool compressed gases through port 32 into the chamber 33 and then into the duct 55.
  • the movable blocks also make possible the proper positioning of the shock and/or expansion waves relative to the-ports at any speed and any hot gas temperature within the operating range of the engine.
  • the positions of the' blocks 75, 76, and 77 of the preferred embodiment of FIG. 3 are mechanically controlled by the cranks 82, 83, and 84, respectively, in conjunction with cams, racks and pinions, or other mechanisms not shown.
  • the motion of the blocks is that of a circular-arc.
  • the positions of the edges of the various ports can be controlled. alternatively by blocks which are constrained to move either circumferentially, axially or radially into and out of the various port openings.
  • the principal control input for the port blocks is the engine speed so that a servo system is required which establishes a fixed basic position for each block as a function of the engine speed.
  • Such sysl8 tems are called followers or position servos and are commonly applied in industrial control systems.
  • Deviations from the basic setting may be necessary in order to compensate for a broad range of temperatures of the hot high pressure gases.
  • a form of the present engine could be used under conditions wherein a range of power output is desired at some specific speed setting or settings.
  • the positions ofthe blocks'75, 76, and 77 of FIG. 3 are set so'that' fora specified rotor-speed and a specified hot gas temperature the hot gas/cool gas interface .48 will reach the outlet of rotor chamber nozzle 38 at or near the instant that nozzle 38 comes opposite the trailingedge of cool gas port 32.
  • This position of the movable blocks prevents the outflow of the hot gas through port 32 into chamber 33 and on into duct 55.
  • At some combinations of rotor speed and hot gas temperature'not all of the cool high pressure gas in the rotor flows from the rotor into the high pressure cool gas chamber 33, but is'carried by the rotor into the expansion portion of the engine.
  • Thesituation arises whenever the expansion fan 63-64, initiated by the l closing of port 31 by the edge 88 of control block 76,
  • the nozzle exit must be exposed to the high pressure cool gas port 32 because the reflected shock wave 51 has now compressed the cool gas to the maximum pressure in the cycle compatible with highest. overall'jengine efficiency.
  • the compressed cool gas now expands through the rotor chamber nozzle, passes through port 32, and'enters the cool gas chamber 33 and duct 55 through which it flows, ultimately reaching the heating chamber 22.
  • control blocks adjust the leading and trailing edges of the ports 31 and 32 so that the timing of the shock wave 50, reflected shock wave 51, and the hot gas/cool gas interface 48 remains substantially the same as shown in FIG. 2 for all combinations of rotor speeds and hot gas temperatures so that the engine will operate at the greatest possible efficiency at all speeds and power settings.
  • the proper positioning of the control blocks assures minimum mixing of the hot and cool gases either within the rotor chambers or in the cool compressed gas chamber 33.
  • the positioning of the blocks makes possible the most efficient operation of the engine throughout a wide range of speeds within which control of the shock wave 50, reflected shock wave 51, and hot gas/cool gas interface 48 can be maintained.
  • similar movable blocks may be placed at the leading and trailing edgesof all inlet and outlet ports.
  • a movable block (not shown) at the trailing edge of exhaust port 19 or at the trailing edge of inlet port 12 (with openings 14), or at the trailing edges of both, can be used to adjust the relative position of shock wave 44 so as to avoid backflow into the intake chamber.
  • a similar movable block at the leading edge of inlet port 12 (openings 14) will also provide flexibility in control of scavenging by permitting the cool gas/hot gas interface 42 to be initiated later or earlier in the engine cycle. thereby avoiding overscavenging (excess flow of cool gas into exhaust), and underscavenging (failure to expel all exhaust gas through exhaust port 19).
  • stator dimensions provide sufficient space for their inclusion, such movable blocks at the leading and trailing edges of hot gas expansion ports 34E, 35E, 36B, and 37E; re-
  • exhaust port 19 will permit selective control of hot gas flow during the expansion stages in order to optimize the expansion process over a wide range of rotor speeds and gas temperatures.
  • the blocks in the reentry ports, expansion ports and ports 12 and 19 are not shown however the fabrication and role is so similar to the blocks shown in ports 31 and 32 that no furtherexplanation is necessary and the drawings are usefully simplified without such blocks being shown.
  • FIG. 3 and FIG. 4 two extreme positions of the control blocks are shown, the one in bold lines indicating the setting for the highest rotor speed and the one in dashed lines indicating the setting for the lowest speed and idling conditions.
  • the position of each block is continuously variable between these extreme positions.
  • the positions defined are only approximate but do indicate the range of motion necessary with respect to the size of the hot gas port 31 and the cool gas port 32.
  • edge 89 of block 75 in the preferred embodiment shown in FIG. 3 may be taken as the reference edge for starting the shock wave 50 and the interface 31 in the alternate embodiment of FIG. 4 serves the same purpose. It should be apparent that in the compression process it is the relative position of the port blocks which is important, so that the choice of which, if any, of the four edges of ports 31 and 32 is to be fixed for any particular engine depends largely upon the mechanical design aspects of the engine.
  • control block configuration as shown in FIG. 3 employs three blocks although one of these, block 76 at the trailing edge of port 31, moves a very small amount in comparison to the movement of the remaining blocks and 77. Consequently, it would be possible to eliminate block 76 in an engine of simpler design but with some sacrifice of performance. In this case the trailing edge of port 31 could be taken as the reference edge for the positioning of the other control blocks.
  • the conditions in the heating chamber, the cool gas chamber, and the exposed rotor chambers can be described in analogous fashion for the situation in which the engine is running at some fixed speed and power output and there is a sudden decrease of heat input .Cross' sectional area of rotor chamber 2.1 (e.g., reduction'of fuel flow) to heating chamber 22.
  • the momentarily unstable conditions which occur becuase of the reduced heat input lead to the following chain of events: (1) expansion waves in the heating chamber propagate upstream and downstream, thus decreasing the pressure of the recirculating flow loop, including the heating chamber 22, hot gas port 31, cool gas port 32 and'cool gas chamber 33 duct 55, and ex posed rotor chambers 18; (2) this pressure decrease results in a decrease in strength of.
  • shock wave 50 and reflected shock wave 51 a lowering of the pressure of both the hot gases 49 and 54 and the cool gases 52 and 53 in the rotor chambers, with consequent reduction of the speed of interface 48; (3) the reduced pressure and temperature of the hot gases results in lower gas exit velocities and lower torque.
  • the rotor speed decreases until a new equilibrium is reached with respect to the heat supply and the engine load.
  • the present engine will operate as described in connection with FIG; 2, whether or not the movable blocks are properlyset, but if they are not properly set the engine will simply not operate at its maximum efficiency. For instance if the rotor is slowed down because of load and the fuel input rate is not increased there is likely to be some hot compressed gas 54 exhausted through port 32 into chamber 33 which would be an inefficient operation. In a somewhat similar manner if the rotor were speeded up because of reduction of load and the fuel intake remained constant and the blockswere not-reset, there is a likelihood that some cool compressed gases would get dumped into expansion port 34E which would be inefficient.
  • the integral starter forthis type of system uses energy from a storage tank 59 (see FIG. 4) which contains the high pressure cool gas which has been previously extracted from the cool gas duct via check valve 57 and pipe 58, with perhaps some additional compression by auxiliary compressor 97.
  • a storage tank 59 see FIG. 4
  • the storage tank would normally contain compressed air.
  • the storage tank would contain a supply of the normal circulating gas used in the operation of the engine.
  • the compressed cool gas in the storage tank 59 is released by the start valve 98 to flow through the .duct 99 to the pressure regulator 100 which releases the cool gas at a constant pressure for a short interval of time sufficient to start the engine.
  • An orifice may be used for pressure regulation since, for the greaterpart of the starting cycle, the pressure ratio across the orifice chokes the flow in sucha way as to accomplish adequate pressure regulation.
  • the pressure regulated flow of cool gas from the tank 59 proceeds via the duct 55 to the region between the ignition device 25 and the fuel input device 24.
  • the flow of starting gas is forced in the normal direction by the check valve 101, which is actuated to the blocking position, shown by dotted lines in FIG. 4, by action of controller 26.
  • the operating fuel is forceull .i usst dynd rpr ssats s fs s tt sa mal4.00 inches 1.00 inches .3 0 square inches .15 square inches
  • Port 12 (pitch line length) 4.32 inches Port 31 do. 1.80 inches (minimum opening .55 inches) w ll 60 d 2.24 inches Port 34R do. .66 inches Wall 68 'do. 1.39 inches Port 35R do. 1.56 inches Wall 71 do. 199 inches Port 37R do. 276 inches Wall .92 do. 1.10 inches Port 32 do.
  • Rotation of the rotor 17 and corresponding action of the blower causes the cool gas 47 to be brought in through the intake chamber 11, through the cool gas port 12, and then into the rotor chambers 18, thereby sweeping out any residual exhaust gas from the previous operations.
  • the rotation of the rotor 17 causes the closure of the nozzle exits 38 (or 40) bringing the incoming cool gas to rest, thereby initiating the shock wave 44 (initially weak but gathering strength during start up procedure) described earlier in connection with the discussion of FIG. 2.
  • Continued rotation of the rotor exposes the cool gas in the rotor chambers to the high temperature gases 49 from the heating chamber, thereby creating the hot gas/cool gas interface 48 (see FIG. 2).
  • the shock wave 50 is also initiated as described earlier and this further compresses the cool gas 52.
  • the rotor speed increases due to the effect of the flow of hot gas 49 impinging on the rotor blades 27 and the reaction to the gas outflow through the nozzles 38 and through the cool compressed gas port 32 into chamber'33.
  • the reflected shock wave 51 is generated, further increasing the pressure of the shock compressed cool gas 53 which rapidly reaches a higher pressure than that of' the gases in the heating chamber 22.
  • These cool compressed gases exit through port 32, travel through the chamber 33 and duct 55 (see FIG. 4) and impinge on the check valve 101.
  • the swing type valve 10! moves from its closed starting position (shown by dotted lines) to its open operating position (shown by solid lines), which allows free flow of the cool com-,
  • the swing type check valve 101 is only illustrative, as there are many other means of back flow control well. known to those skilled in the art;
  • the swing type check valve opens tov permit normal flow of shock compressed cool gas 53 into the heating chamber 22, the starting sequence has been completed and the rotor 17 will proceed to increase its speed. although because of the low speed the engine may not be operating at very high efficiency at this time.
  • the illustrative movable blocks 75, 76, and 77 FIG. 3
  • movable blocks 78, 79 and 80 FIG.
  • a second sequence of events occurs to replenish the supply of compressed cool gas in the tank 59.
  • the storage tank will normally contain gas at a pressure above the maximum operating pressure of the reflected shock wave engine.
  • the pressure of the stored compressed gas in the tank 59 may drop below the pressure of the operating compressed cool gas 53.
  • Check valve 57 prevents the flow of the stored gas in the tank 59 into the duct 55.
  • the check valve 57 will open to permit a limited flow of compressed cool gas 53 into the storage'tank 59 in order to replenish the supply of compressed gas which has been used in the start up operation.
  • pre-rotation vanes in the inlet port 12 provide the flexibility of entry angle of cool gas 47 from chamber 11 required for the most efficient operation at all speeds, including idling and starting. If the vanes are properly positioned, the cool air which enters the rotor chambers does so at an angle which is compatible with the speed of the rotor and relative velocity of the exhaust gases in the rotor chamber. If the vanes are positioned as shown in FIG. 4, the entering gases have a component in the direction that the rotor is traveling, indicating that the relative velocity of the gas in the rotor chamber is somewhat less than the rotor speed.
  • the amount of pre-rotation of the gases entering from chamber 11 is ideally such as to produce a relative velocity in the rotor chambers which just matches that of the hot gases in the rotor, in which case there will be no shock waves or expansion fans initiated attheaas,intqrtessya.
  • the engine can also be started by direct cranking (or rotation) of the rotor by some mechanical means, such as an electric motor, provided that the blading arrangement of the rotor is such as to produce circulation of the gas through the loop consisting of hot gas chamber 22, the rotor 17, the cool gas chamber 33, and duct 55.
  • This circulation must-be in the same direction, of course, as the normal operating flow.
  • Such a circulation of the gas can be obtained only if the gas, upon leaving the rotor by way of the nozzles 38, has a greater tangential component of velocity in the direction of rotation than it had when it entered the rotor from the hot gas chamber 22. Unless this condition is established, the rotor cannot perform positive work upon the circulating gas, and thus no pressure increase in the cool gas chamber 32 over that in the hot gas chamber 22 is possible.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)
US00191410A 1971-10-21 1971-10-21 Integral turbo-compressor wave engine Expired - Lifetime US3811796A (en)

Priority Applications (18)

Application Number Priority Date Filing Date Title
BE790403D BE790403A (fr) 1971-10-21 Turbo-compresseur integral a onde
US00191410A US3811796A (en) 1971-10-21 1971-10-21 Integral turbo-compressor wave engine
CH1495272A CH564682A5 (enrdf_load_stackoverflow) 1971-10-21 1972-10-12
DE2250355A DE2250355C3 (de) 1971-10-21 1972-10-13 Verfahren zum Antreiben des Rotors einer Gasturbinenanlage und Gasturbinenanlage zur Durchführung dieses Verfahrens
FR7236694A FR2157532A5 (enrdf_load_stackoverflow) 1971-10-21 1972-10-17
IT70275/72A IT975288B (it) 1971-10-21 1972-10-18 Motore termico con rotore fungente da compressore e turbina con utiliz zazione intergrale delle onde d urto
GB4807572A GB1411123A (en) 1971-10-21 1972-10-18 Integral turbo-compressor shock wave engine
IL40612A IL40612A0 (en) 1971-10-21 1972-10-18 Integral turbo-compressor wave engine
ES408033A ES408033A1 (es) 1971-10-21 1972-10-20 Motor de ondas turbocomprensor integral.
DD166390A DD105652A5 (enrdf_load_stackoverflow) 1971-10-21 1972-10-20
JP47105761A JPS517782B2 (enrdf_load_stackoverflow) 1971-10-21 1972-10-20
BR007384/72A BR7207384D0 (pt) 1971-10-21 1972-10-20 Um motor termico do tipo a rotor
SE7213550A SE375826B (enrdf_load_stackoverflow) 1971-10-21 1972-10-20
CA154,387A CA981919A (en) 1971-10-21 1972-10-20 Integral turbo compressor wave engine
ZA727503A ZA727503B (en) 1971-10-21 1972-10-23 Integral turbo-compressor wave engine
AU48058/72A AU4805872A (en) 1971-10-21 1972-10-23 Integral turbo-compressor wave engine
US05/464,101 US3958899A (en) 1971-10-21 1974-04-25 Staged expansion system as employed with an integral turbo-compressor wave engine
US05/464,047 US4002414A (en) 1971-10-21 1974-04-25 Compressor-expander rotor as employed with an integral turbo-compressor wave engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US00191410A US3811796A (en) 1971-10-21 1971-10-21 Integral turbo-compressor wave engine

Related Child Applications (2)

Application Number Title Priority Date Filing Date
US05/464,101 Division US3958899A (en) 1971-10-21 1974-04-25 Staged expansion system as employed with an integral turbo-compressor wave engine
US05/464,047 Division US4002414A (en) 1971-10-21 1974-04-25 Compressor-expander rotor as employed with an integral turbo-compressor wave engine

Publications (1)

Publication Number Publication Date
US3811796A true US3811796A (en) 1974-05-21

Family

ID=22705395

Family Applications (1)

Application Number Title Priority Date Filing Date
US00191410A Expired - Lifetime US3811796A (en) 1971-10-21 1971-10-21 Integral turbo-compressor wave engine

Country Status (16)

Country Link
US (1) US3811796A (enrdf_load_stackoverflow)
JP (1) JPS517782B2 (enrdf_load_stackoverflow)
AU (1) AU4805872A (enrdf_load_stackoverflow)
BE (1) BE790403A (enrdf_load_stackoverflow)
BR (1) BR7207384D0 (enrdf_load_stackoverflow)
CA (1) CA981919A (enrdf_load_stackoverflow)
CH (1) CH564682A5 (enrdf_load_stackoverflow)
DD (1) DD105652A5 (enrdf_load_stackoverflow)
DE (1) DE2250355C3 (enrdf_load_stackoverflow)
ES (1) ES408033A1 (enrdf_load_stackoverflow)
FR (1) FR2157532A5 (enrdf_load_stackoverflow)
GB (1) GB1411123A (enrdf_load_stackoverflow)
IL (1) IL40612A0 (enrdf_load_stackoverflow)
IT (1) IT975288B (enrdf_load_stackoverflow)
SE (1) SE375826B (enrdf_load_stackoverflow)
ZA (1) ZA727503B (enrdf_load_stackoverflow)

Cited By (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4002414A (en) * 1971-10-21 1977-01-11 Coleman Jr Richard R Compressor-expander rotor as employed with an integral turbo-compressor wave engine
US4397613A (en) * 1980-03-17 1983-08-09 Bbc Brown, Boveri & Company, Limited Compression wave machine
US5894719A (en) * 1997-04-18 1999-04-20 The United States Of America, As Represented By The Administrator Of The National Aeronautics And Space Administration Method and apparatus for cold gas reinjection in through-flow and reverse-flow wave rotors
US6430917B1 (en) 2001-02-09 2002-08-13 The Regents Of The University Of California Single rotor turbine engine
US20040003802A1 (en) * 2002-06-28 2004-01-08 Swissauto Engineering S.A. Method for the control of an internal combustion engine combined with a gas-dynamic pressure wave machine
US20040154304A1 (en) * 2002-07-03 2004-08-12 Snyder Philip H Constant volume combustor
EP1204818A4 (en) * 1999-07-19 2005-04-27 Michael A Wilson TURBINE ENGINE EFFICIENT AM LIOR E
US7044718B1 (en) 2003-07-08 2006-05-16 The Regents Of The University Of California Radial-radial single rotor turbine
US20070157625A1 (en) * 2002-07-03 2007-07-12 Snyder Philip H Constant volume combustor
WO2008057826A3 (en) * 2006-11-02 2008-07-03 Alexander Vanholstyn Reflective pulse rotary engine
US20100154413A1 (en) * 2007-05-04 2010-06-24 Benteler Automobiltechnik Gmbh Gas-dynamic pressure wave machine
US20110203557A1 (en) * 2008-10-20 2011-08-25 Benteler Automobiltechnik Gmbh Internal combustion engine with a pressure wave supercharger, and method for operating ancillary units of an internal combustion engine
USRE45396E1 (en) * 2004-11-12 2015-03-03 Board Of Trustees Of Michigan State University Wave rotor apparatus
US9512805B2 (en) 2013-03-15 2016-12-06 Rolls-Royce North American Technologies, Inc. Continuous detonation combustion engine and system
US9856791B2 (en) 2011-02-25 2018-01-02 Board Of Trustees Of Michigan State University Wave disc engine apparatus
US10393383B2 (en) 2015-03-13 2019-08-27 Rolls-Royce North American Technologies Inc. Variable port assemblies for wave rotors
US10502131B2 (en) 2015-02-20 2019-12-10 Rolls-Royce North American Technologies Inc. Wave rotor with piston assembly
US10969107B2 (en) 2017-09-15 2021-04-06 General Electric Company Turbine engine assembly including a rotating detonation combustor

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2945230A1 (de) * 1979-11-09 1981-05-21 BBC AG Brown, Boveri & Cie., Baden, Aargau Stellgeraet fuer eine in der ladeluftleitung eines verbrennungsmotors angeordnete luftklappe
GB9026748D0 (en) * 1990-12-08 1991-01-30 Tayler Colin A M Improvements in or relating to gas turbines
DE102010055517A1 (de) * 2010-12-22 2012-06-28 Volkswagen Ag Druckwellenverdichter und Verfahren zum Betrieb eines Druckwellenverdichters
CN113432775B (zh) * 2020-03-23 2023-04-18 核工业理化工程研究院 一种标定设备内部气体滞止压力与悬臂梁部件温度关系曲线的方法

Citations (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2399394A (en) * 1940-12-07 1946-04-30 Bbc Brown Boveri & Cie Pressure exchanger
US2461186A (en) * 1942-02-20 1949-02-08 Bbc Brown Boveri & Cie Gas turbine installation
GB744162A (en) * 1952-07-22 1956-02-01 George Jendrassik Improvements relating to pressure exchangers
US2759660A (en) * 1949-09-20 1956-08-21 Jendrassik Developments Ltd Pressure exchangers
US2864237A (en) * 1955-05-23 1958-12-16 Jr Richard R Coleman Gas turbine engine having rotary compressor and turbine driven by compressed gas
US2867981A (en) * 1956-05-09 1959-01-13 Ite Circuit Breaker Ltd Aerodynamic wave machine functioning as a compressor and turbine
US2904242A (en) * 1956-06-28 1959-09-15 Ronald D Pearson Pressure exchangers
US2904245A (en) * 1956-06-28 1959-09-15 Ronald D Pearson Pressure exchangers
US2970745A (en) * 1954-09-08 1961-02-07 Ite Circuit Breaker Ltd Wave engine
GB868101A (en) * 1958-09-24 1961-05-17 Power Jets Res & Dev Ltd Improvements in or relating to pressure exchangers
US3043106A (en) * 1959-09-22 1962-07-10 Jr Richard R Coleman Gas turbine engine
GB921686A (en) * 1961-01-25 1963-03-20 Power Jets Res & Dev Ltd Improvements in or relating to pressure exchangers
US3164318A (en) * 1960-09-21 1965-01-05 Power Jets Res & Dev Ltd Pressure exchangers

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE879344C (de) * 1949-09-20 1953-06-11 George Jendrassik Druckaustauscher
DE902772C (de) * 1950-05-09 1954-01-28 George Jendrassik Druckaustauscher
GB803659A (en) * 1954-01-13 1958-10-29 Ronald Denzil Pearson Improvements in power pressure exchangers
GB803660A (en) * 1954-12-08 1958-10-29 Ronald Denzil Pearson Improvements in pressure exchangers
US2904293A (en) * 1955-02-04 1959-09-15 Arthur M Thompson Conduit fastener
DE1052626B (de) * 1955-06-17 1959-03-12 Jendrassik Developments Ltd Umlaufender Druckaustauscher
GB820151A (en) * 1955-08-17 1959-09-16 Dudley Brian Spalding Improvements in or relating to pressure exchangers
US2904246A (en) * 1956-06-28 1959-09-15 Ronald D Pearson Pressure exchangers
US2904244A (en) * 1956-06-28 1959-09-15 Ronald D Pearson Pressure exchangers
CH441868A (de) * 1966-01-28 1967-08-15 Bbc Brown Boveri & Cie Verfahren zum Betrieb einer aerodynamischen Druckwellenmaschine

Patent Citations (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2399394A (en) * 1940-12-07 1946-04-30 Bbc Brown Boveri & Cie Pressure exchanger
US2461186A (en) * 1942-02-20 1949-02-08 Bbc Brown Boveri & Cie Gas turbine installation
US2759660A (en) * 1949-09-20 1956-08-21 Jendrassik Developments Ltd Pressure exchangers
GB744162A (en) * 1952-07-22 1956-02-01 George Jendrassik Improvements relating to pressure exchangers
US2970745A (en) * 1954-09-08 1961-02-07 Ite Circuit Breaker Ltd Wave engine
US2864237A (en) * 1955-05-23 1958-12-16 Jr Richard R Coleman Gas turbine engine having rotary compressor and turbine driven by compressed gas
US2867981A (en) * 1956-05-09 1959-01-13 Ite Circuit Breaker Ltd Aerodynamic wave machine functioning as a compressor and turbine
US2904242A (en) * 1956-06-28 1959-09-15 Ronald D Pearson Pressure exchangers
US2904245A (en) * 1956-06-28 1959-09-15 Ronald D Pearson Pressure exchangers
GB868101A (en) * 1958-09-24 1961-05-17 Power Jets Res & Dev Ltd Improvements in or relating to pressure exchangers
US3043106A (en) * 1959-09-22 1962-07-10 Jr Richard R Coleman Gas turbine engine
US3164318A (en) * 1960-09-21 1965-01-05 Power Jets Res & Dev Ltd Pressure exchangers
GB921686A (en) * 1961-01-25 1963-03-20 Power Jets Res & Dev Ltd Improvements in or relating to pressure exchangers

Cited By (27)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4002414A (en) * 1971-10-21 1977-01-11 Coleman Jr Richard R Compressor-expander rotor as employed with an integral turbo-compressor wave engine
US4397613A (en) * 1980-03-17 1983-08-09 Bbc Brown, Boveri & Company, Limited Compression wave machine
US5894719A (en) * 1997-04-18 1999-04-20 The United States Of America, As Represented By The Administrator Of The National Aeronautics And Space Administration Method and apparatus for cold gas reinjection in through-flow and reverse-flow wave rotors
EP1204818A4 (en) * 1999-07-19 2005-04-27 Michael A Wilson TURBINE ENGINE EFFICIENT AM LIOR E
US6430917B1 (en) 2001-02-09 2002-08-13 The Regents Of The University Of California Single rotor turbine engine
US6988493B2 (en) * 2002-06-28 2006-01-24 Swissauto Engineering S.A. Method for the control of an internal combustion engine combined with a gas-dynamic pressure wave machine
US20040003802A1 (en) * 2002-06-28 2004-01-08 Swissauto Engineering S.A. Method for the control of an internal combustion engine combined with a gas-dynamic pressure wave machine
US8117828B2 (en) 2002-07-03 2012-02-21 Allison Advanced Development Company Constant volume combustor having a rotating wave rotor
US20040154304A1 (en) * 2002-07-03 2004-08-12 Snyder Philip H Constant volume combustor
US7137243B2 (en) 2002-07-03 2006-11-21 Rolls-Royce North American Technologies, Inc. Constant volume combustor
US20070157625A1 (en) * 2002-07-03 2007-07-12 Snyder Philip H Constant volume combustor
US7621118B2 (en) 2002-07-03 2009-11-24 Rolls-Royce North American Technologies, Inc. Constant volume combustor having a rotating wave rotor
US8555612B2 (en) 2002-07-03 2013-10-15 Rolls-Royce North American Technologies, Inc. Constant volume combustor having rotating wave rotor
US20100212282A1 (en) * 2002-07-03 2010-08-26 Snyder Philip H Constant volume combustor
US7044718B1 (en) 2003-07-08 2006-05-16 The Regents Of The University Of California Radial-radial single rotor turbine
USRE45396E1 (en) * 2004-11-12 2015-03-03 Board Of Trustees Of Michigan State University Wave rotor apparatus
US20080178572A1 (en) * 2006-11-02 2008-07-31 Vanholstyn Alex Reflective pulse rotary engine
US7963096B2 (en) 2006-11-02 2011-06-21 Vanholstyn Alex Reflective pulse rotary engine
WO2008057826A3 (en) * 2006-11-02 2008-07-03 Alexander Vanholstyn Reflective pulse rotary engine
US20100154413A1 (en) * 2007-05-04 2010-06-24 Benteler Automobiltechnik Gmbh Gas-dynamic pressure wave machine
US20110203557A1 (en) * 2008-10-20 2011-08-25 Benteler Automobiltechnik Gmbh Internal combustion engine with a pressure wave supercharger, and method for operating ancillary units of an internal combustion engine
US9856791B2 (en) 2011-02-25 2018-01-02 Board Of Trustees Of Michigan State University Wave disc engine apparatus
US9512805B2 (en) 2013-03-15 2016-12-06 Rolls-Royce North American Technologies, Inc. Continuous detonation combustion engine and system
US10502131B2 (en) 2015-02-20 2019-12-10 Rolls-Royce North American Technologies Inc. Wave rotor with piston assembly
US10393383B2 (en) 2015-03-13 2019-08-27 Rolls-Royce North American Technologies Inc. Variable port assemblies for wave rotors
US10969107B2 (en) 2017-09-15 2021-04-06 General Electric Company Turbine engine assembly including a rotating detonation combustor
US12092336B2 (en) 2017-09-15 2024-09-17 General Electric Company Turbine engine assembly including a rotating detonation combustor

Also Published As

Publication number Publication date
IL40612A0 (en) 1972-12-29
CH564682A5 (enrdf_load_stackoverflow) 1975-07-31
ES408033A1 (es) 1975-11-01
DE2250355C3 (de) 1983-01-05
BE790403A (fr) 1973-04-20
JPS517782B2 (enrdf_load_stackoverflow) 1976-03-11
FR2157532A5 (enrdf_load_stackoverflow) 1973-06-01
DE2250355A1 (de) 1973-04-26
IT975288B (it) 1974-07-20
DE2250355B2 (de) 1977-06-30
AU4805872A (en) 1974-04-26
BR7207384D0 (pt) 1973-08-21
GB1411123A (en) 1975-10-22
JPS4850132A (enrdf_load_stackoverflow) 1973-07-14
CA981919A (en) 1976-01-20
ZA727503B (en) 1973-12-19
DD105652A5 (enrdf_load_stackoverflow) 1974-05-05
SE375826B (enrdf_load_stackoverflow) 1975-04-28

Similar Documents

Publication Publication Date Title
US3958899A (en) Staged expansion system as employed with an integral turbo-compressor wave engine
US3811796A (en) Integral turbo-compressor wave engine
US4002414A (en) Compressor-expander rotor as employed with an integral turbo-compressor wave engine
US4367626A (en) Turbocharger systems
US7621118B2 (en) Constant volume combustor having a rotating wave rotor
US2399394A (en) Pressure exchanger
US3173241A (en) Turbocharger involving a centripetal turbine
USRE45396E1 (en) Wave rotor apparatus
US3514952A (en) Variable bypass turbofan engine
US2579321A (en) Apparatus for producing gas under pressure
RU2140001C1 (ru) Способ работы сверхзвуковой комбинированной воздушно-реактивной силовой установки
US7137243B2 (en) Constant volume combustor
US20180356099A1 (en) Bulk swirl rotating detonation propulsion system
US20190128529A1 (en) Multi-can annular rotating detonation combustor
WO2012116285A2 (en) Wave disc engine apparatus
US3469396A (en) Gas turbine
US2895295A (en) Variable speed gas turbine
US2947139A (en) By-pass turbojet
GB2075123A (en) Turbine cooling air deswirler
Piechna et al. Radial-flow wave rotor concepts, unconventional designs and applications
US5231825A (en) Method for compressor air extraction
US20190360695A1 (en) Rotating Detonation Combustion System
US20190242582A1 (en) Thermal Attenuation Structure For Detonation Combustion System
US3357191A (en) Propulsion means
EP0811752A1 (en) Centrifugal gas turbine