US3867812A

US3867812A - Gas motor power system

Info

Publication number: US3867812A
Application number: US333336A
Authority: US
Inventors: Arsdel Thomas P Van
Original assignee: ARSDEL THOMAS P VAN
Current assignee: ARSDEL THOMAS P VAN
Priority date: 1972-05-11
Filing date: 1973-02-16
Publication date: 1975-02-25
Anticipated expiration: 1992-02-25

Abstract

A power system including a gas motor connected to a source of pressurized gas. Fuel and compressed gas are injected into a combustion chamber. An ignitor mounted to the structure housing the combustion chamber ignites the fuel and gas mixture within the chamber. A hot gas storage tank is connected to the combustion chamber to receive the burned gases subsequent to ignition. A spring biased valve is mounted to the structure having a head sealingly closing the exhaust outlet of the chamber. The valve moves away from the exhaust outlet when the pressure within the chamber is sufficiently great. The hot gases within the storage tank are then routed through another valve to the gas motor.

Description

Unlted States Patent 1 1 1111 3,867,812 Van Arsdel Feb. 25, 1975 GAS MOTOR POWER SYSTEM 2,959,921 11/1960 Boeving 60/39.68 [76] Inventor: Thomas P. Van Arsdel, 5300 E. Rt. FOREIGN PATENTS OR APPLICATIONS 2936111901110 45822 595,357 12/1947 Great Britain 60/269 [22] Filed: Feb. 16, 1973 Primary Examiner-Carlton R. Croyle [21] Appl' 333,336 Assistant ExaminerRobert E. Garrett Related Application Data Attorney, Agent, or FirmWoodard, Weikart, [63] Continuation-impart of Ser. No. 252,364, May 11, Emhardt & Naughton 1972, abandoned.

[57] ABSTRACT A power ystem including a gas motor connected to a 60/39-68 Source of pressurized gas. Fuel and compressed gas Cl. 1 are injected into a combustion hamber An ignitor Fleld of Search mounted to the tructure housing the combustion 3925, 39-15, 39-27 chamber ignites the fuel and gas mixture within the chamber. A hot gas storage tank is connected to the References Clted combustion chamber to receive the burned gases sub- UNITED STATES PATENTS sequent to ignition. A spring biased valve is mounted 1,024,079 4/1912 Jennings 60/39.68 x to the Structure having a heed Sealingly Closing the 1,074,209 9/1913 Roy 60/3925 x haust outlet of the ehamber- The valve moves y 1,112,844 10/1914 Schnitter 60/39.68 from the exhaust outlet when the pressure within the 5773 9 6 Rhoades /39-68 X chamber is sufficiently great. The hot gases within the 1,713,709 5/1929 Moon 60/39-6 storage tank are then routed through another valve to 1,733,792 10/1929 Good 60/39.65 tha gas motor 1,806,133 5/1931 Thomas 60/39.68 X 2,229,805 1/1941 Graves 60/3925 5 Claims, 7 Drawing Figures COMBUSTION r CHAMBER PATENTEDFEBZS I875 SHEET 2 OF 5 FIG. 2

FIG. 3 I

PATENTED FEBZ 51975 SHEET l 0F 5 PATENTEBFEBZS'QYB 3 867. 812

SHEET 5 OF 5 TEMPERATURE OF AIR TO MOTORS ('F) ""om mh CINQIQF S m m 3Ea:s95"am3F 100 PERCENT AIRUSED POWER \2345a 7'a9|o1112\3\4l5 POUND-COMBUSTION EQUWALENT WEIGHTS (3 AIR.

IMGESTED PER LB. OF PROPANE BURNED.

(I53 POUMDS GF AIR ARE REQUIRED 1D BURN l POUND OF PROPANE 30%) Fig.7

GAS MOTOR POWER SYSTEM CROSS-REFERENCE TO RELATED APPLICATION This application is a continuation-in-part of my US. patent application, Ser. No. 252,364, Filed May 11, I972, now abandoned and entitled GAS MOTOR POWER SYSTEM.

BACKGROUND OF THE INVENTION 1. Field of the Invention This invention is in the field of combustion power de vices.

2. Description of the Prior Art Internal combustion engines waste considerable energy through the dissipation of heat through radiators. Likewise, a considerable amount of energy is lost through the exhause manifold of the internal combustion engine. Disclosed herein is a power system which connects a gas motor through a storage tank to the exhaust port of a combustion chamber. Thus, the energy normally lost in the internal combustion engine through the exhaust port is utilized to energize the gas motor.

In order to increase the efficiency of the power plants within vehicles such as automobiles, experiments have been conducted whereby the vehicle internal combustion engine was replaced with a turbine. A major disadvantage in the turbine is that immediate acceleration is not available since the turbine blades are powered directly by the exhaust gases resulting from combustion. Disclosed herein is a power system whereby the exhaust gases from the combustion chamber are stored in a tank which is maintained at a constant pressure. An air motor is then connected to the storage tank with the flow of gas being controlled from the tank to the motor. As a result, immediate acceleration is available with an overall increase in system efficiency.

In addition to the internal combustion engine, several systems have been devised for operating vehicles including hydrostatic systems as well as gas systems. Several of these devices are disclosed in the following US. Pat. Nos:

3,199,286 issued to A. F. Anderson;

3,339,663 issued to J. H. Anderson;

3,379,008 issued to C. .A. Manganaro; and,

3,433,319 issued to A.F. McLean.

SUMMARY OF THE INVENTION One embodiment of the present invention includes a power system for providing controllable amounts of drive to a mechanical member, the system comprising in combination a pressurized source of air, a source of fuel, structure housing a combustion chamber for burning the fuel and the air therein to produce combustion products in the form of hot gas, the combustion chamber having a first inlet for the fuel, a second inlet for the air, and an outlet for the hot gas, means coupling the fuel source and the air source to the first inlet and the second inlet of the combustion chamber for introducing the fuel and the air into the combustion chamber for the mixing thereof, fuel/air mixture ignitor means mounted to the structure to produce burning of fuel and air mixture, within the combustion chamber, a storage means coupled to the outlet of the combustion chamber for storing under a predetermined maximum pressure the hot gas combustion products produced by the burning of thefuel/air mixture, the storage tank having at least one outlet from which the hot gas stored therein may be controllably discharged, regulator means included in the coupling means, the regulator means being coupled to the storage means and responsive to the pressure within the storage means for controlling the rate at which the fuel and the air is introduced into the combustion chamber for maintaining the pressure within the storage means at a value not in excess of the predetermined maximum pressure, and a first gas motor drivenly coupled to the one storage means outlet and adapted to be coupled to a mechanical member for driving the same, the gas motor being responsive to the hot gas controllably discharged from the storage means to provide controllable amounts of drive to a mehanical member coupled thereto.

It is an object of the present invention to provide a new and improved vehicle power system.

It is a further object of the present invention to provide a system for energizing a gas motor which provides for immediate acceleration capabilities.

Yet another object of the present invention is to provide a power system for a gas motor which has a relatively high efficiency.

Another object of this power system is to eliminate the necessity ofa clutch disconnect assembly, eliminate transmission, driveshaft, differential, and axle from the power train between the engine and the wheel, and similarly to eliminate the gear box between the engine and the propellor of air and water craft.

Related objects and advantages of the present invention will be apparent from the following description.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic representation of the electrical and flow circuits for an alternate embodiment of a power system incorporating the present invention.

FIG. 2 is a top view of a combustion chamber and storage tank incorporating the present invention.

FIG. 3 is a fragmentary side view of the combustion chamber and storage tank of FIG. 2.

FIG. 4 is a schematic representation of the electrical and flow circuits for the preferred embodiment of a power system incorporating the present invention.

FIG. 5 is a fragmentary side view of the combustion chamber shown schematically in FIG. 4.

FIG. 6 is a perspective view of a vehicle incorporating the power system shown in FIG. 4.

FIG. 7 is graph of the resultant exhaust gas temperatures and percent of air available for power as a function of the amount of air ingested per pound of propane burned in the combustion chamber.

DESCRIPTION OF THE PREFERRED EMBODIMENTS For the purposes of the promoting an understanding of the principles of the invention, reference will now be made to the embodiments illustrated in the drawings and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the invention is thereby intended, such alterations and further modifications in the illustrated device, and such further applications of the principles of the invention as illustrated therein being contemplated as would normally occur to one skilledin the art to which the invention relates.

Referring now more particularly to FIG. 1, there is shown a power system which may be utilized in a vehicle. The vehicle electrical battery 37' which is connected to ground potential 38 via line 27 is connected via

lines

24 and 26 to an electrical motor 36. Motor 36 is connected via line 28 to a standard fuel pump 43 which is connected to the fuel tank 42 by tube 29. Thus, activation of the fuel pump results in the flow of fuel such as gasoline from the fuel tank in the direction of arrow 48. Motor 36 is also connected to a standard air compressor 39 via line 23. Many fuels in lieu of gasoline may be provided within tank 42, such as propane fuel.

The compressed air or gas provided by compressor 39 and the fuel provided by fuel pump 43 is then combined and regulated in regulator 41 prior to passing to the combustion chamber 40. Regulator 41 has a fuel inlet connected by tube 30 to the fuel pump which in turn is connected to the fuel tank. Likewise, the regulator is provided with a gas inlet which is connected to tube 31 connected to the compressor thereby receiving the compressed gas flowing in the direction of arrow 47. The fuel-gas outlet of the regulator is connected via tube 34 to the combustion chamber 40 to allow the mixed fuel and gas to flow in the direction of arrow 49. The fuel and gas may be mixed by a device such as a venturi within regulator 41 and is forced therethrough by the pressure from compressor 39.

FIG. 3 is a fragmentary cross sectional view of combustion chamber 40. Although a variety of different configurations may be utilized for the combustion chamber, the chamber disclosed in FIG. 3 is formed by a structure havinga generally spherical top wall integrally joined to a horizontalflat bottom wall. The fuel and gas inlet 53 is normally connected to tube 34 (FIG. 1). Tube 34 has been removed from FIG. 3 in order to more clearly illustrate the combustion chamber. The bottom wall of the combustion chamber is provided with a hot gas outlet which is sealingly closed by the head of valve 50. A plurality of radially extending

arms

64 and 65 are mounted within the combustion chamber with their adjacent ends being joined to

holders

62 and 63 through which the stem of valve 50 is guided. A fuelgas ignitor 55, such as a spark plug, is mounted to the structure forming chamber 40 for igniting the fuel and air within the chamber. Ignitor 55 has a top end 60 connected to a source of electrical energy. Typically, make and break contact means are disposed between end 60 of the ignitor and the source of electrical energy so as to control the rate of ignition pulses. The electrode 61 of the ignitor projects into the combustion chamber so as to ignite the mixture of fuel and air.

Storage tank 33 is connected to the structure forming the combustion chamber 40. The storage tank has an inlet port which is aligned with the hot gas outlet of the combustion chamber. The gases flow from combustion chamber 40 in the direction of arrow 46 (FIG. 1) and then through the outlet of the storage tank 33 via

tube

36 and 37 to the air or gas motor 35. Motor 35 is then connected by conventional structure such as by an axle to the vehicle wheel. The pressure within storage tank 33 is maintained at a constant level by a pressure regulator 41 which is in communication with the storage tank via tube 32'. Such pressure regulators are commercially available. The best pressure regulators are of the diaphragm type. the piston type, and the bellows or accordion type. A pressure regulator of the diaphragm type is Model Number 657, available from Fisher Governor Company, Marshalltown, Iowa. Regulator 41 senses the pressure within storage tank 33 and allows a suitable amount of gas and fuel to flow in the direction of arrow 49 to the combustion chamber so as to maintain a constant pressure within the storage tank.

Thus, a constant amount of pressurized hot gas within the storage tank is always available to motor 35 thereby providing immediate acceleration if desired. A valve. such as a needle valve 50'. is connected between

tubes

36 and 37 so as to provide the operator of the vehicle the capability to control the flow of hot gas in the direction of arrow 45 to the motor 35 thereby controlling the speed of motor 35 and of the vehicle.

A second gas motor 32 is connected via tube 35 to storage tank 33 so as to receive the hot gases flowing in the direction of arrow 44 to the motor. Generator 21 is mechanically connected to the output of gas motor 32 and is in turn connected via line 22 to point 25 so as to recharge battery 37.

Valve 50 is shown in FIG. 3 mounted to the structure forming the combustion chamber 40 by a hexagonally shaped nut 59 which is threadedly received on a threaded member 57 fixedly mounted to the structure forming the combustion chamber. The stem of the valve extends through threaded member 57 and nut 59 with a suitable seal 58 being provided, such as an O- ring, to prevent escape of gas.

The stem of the valve extends through a helical spring 56 positioned between the enlarged end 54 of the valve nut 59. Thus, the valve is urged in an upward direction so as to sealingly close the exhaust outlet of the combustion chamber. The helical spring is yieldable to allow the valve to move downwardly when the gas pressure within the combustion chamber is of a sufficiently high value which has been predetermined. Thus, when the gas pressure within a combustion chamber exceeds a certain level, the valve will project further downwardly into the storage tank. In one embodiment, helical spring 56 was sufficiently strong so as to prevent a valve from moving away from the exhaust outlet of the combustion chamber until the pressure within the chamber exceeded psi. The bottom head of the valve is positioned within the storage tank and has a beveled surface for closing the exhaust outlet of the combustion chamber.

Motors

32 and 35 are conventional air motors and may be purchased from Ingersol-Rand, ll Broadway, New York, New York 10004. The structure forming the combustion chamber is produced from a high heat resistant metal with suitable cooling fins 66 being attached to the combustion chamber structure. A water jacket may be utilized in lieu of the cooling fins. It is anticipated that the storage tank will be produced from stainless steel so as to endure internal temperatures of approximately 600 Fahrenheit and internal pressures from 7 atmospheres to 50 atmospheres. In the event that a waterjacket is attached to the combustion chamber structure, then a coolant pump or cooling fan may be powered by the battery or a gas motor. It is anticipated that a four wheel vehicle utilizing the power system disclosed herin will be provided with a gas motor adjacent each wheel thereby providing a four wheel drive. Each of the gas motors will be connected to the hot gas storage tank. Alternatively, only two of the four wheels may be provided with gas motors connected to the hot gas storage tank with the remaining two wheels being free wheeling. Due to the relatively high temperatures and pressures within the combustion chamber, one hundred percent combustion of the fuel/air mixture will occur thereby avoiding unburned hydrocarbons and the low pressure will prevent the formation of excess nitrous oxide. This is true since the geometry of the combustion chamber does not change whereas in the internal combustion engines, the geometry of the combustion chamber changes due to the moving piston. The use of a gas motor in lieu of an internal combustion engine allows for the elimination of the transmission, clutch and differential making possible overslung axles for military vehicles.

The preferred embodiment of the power system is shown in FIG. 4. The combustion chamber 140 is connected to

tubes

134 and 149 to receive respectively air from air regulator 141 and fuel from fuel regulator 133. Air and fuel are fed continuously to combustion chamher 140 only when the pressure within storage tank 133' is below a predetermined pressure so as to insure continuous combustion until the predetermined pressure is reached at which time the air and fuel flows are terminated. Air regulator 141 is connected to compressor 139 by tube 131 whereas fuel regulator 133 is connected to fuel pump 143 by tube 130. Both compressor 139 and fuel pump 143 are electrically connected to motor 136 which in turn is connected by

electrical wiring

124 and 126 to battery 137' which is connected to ground 138 by line 127. A fuel tank 142 is connected by tube 129 to fuel pump 143 to allow the flow of fuel in the direction of arrow 148 to the fuel pump.

Storage tank 133' is connected to the exhaust outlet of chamber 140 to receive and store the hot exhaust gases from the combustion chamber. A conventional pressure sensor is mounted within the storage tank and is electrically connected by wiring 150 and 151 to relay 152. The contacts of relay 152 are positioned between motor 136 and compressor 139 with the relay being operable to interrupt the flow of electrical energy from the motor to compressor 139 whenever the pressure within tank 133 exceeds a predetermined level. As a result. an appropriate amount of air is provided to regulator 141 by compressor 139 in order to maintain a relatively constant pressure of exhaust gases within storage tank 133. Regulator 141 is commercially available. For example, a suitable regulator 141 is available from Johnson Control under Model No. R130, R131. Likewise, regulator 133 is commercially available with such a regulator being produced by Johnson Control under Model No. R870, R875.

The gas motors are connected to the storage tank in a manner similar to the embodiment shown in FIG. 1. The embodiment shown in FIG. 4 discloses only a pair of

gas motors

156 and 157; however. it is to be understood that additional gas motors may be connected to storage tank 133. Gas motor 157 is utilized to operate generator 158 which is connected by line 159 to the battery for the recharging of the battery. The gas motor also operates the compressor in a direct lane relationship. The exhaust gases flow from storage tank 133' in the direction of arrow 160 to gas motor 157 and in the direction of arrow 161 to gas motor 156. Valve 162 is provided in line 163 connecting the storage tank and gas motor 156 together in order to allow the operator to control the flow of gases to motor 156 and to thereby control the speed of the motor.

A flame out sensor 188 is mounted to the combustion chamber and is operable to determine when a flame does not exist within the combustion chamber. The flame out sensor is connected by wiring 153 and 154 to relay which is provided with contacts 128 disposed between motor 136 and fuel pump 143. The flame out sensor is operable to activate relay 155 so as to disconnect the motor 136 from fuel pump 143 whenever a flame out occurs within the combustion chamber. Thus, fuel pump 143 is turned off preventing flow of additional fuel to regulator 133.

The cross sectional view of combustion chamber 140 is shown in FIG. 5. The combustion chamber includes a top housing 165 which is connected to bottom housing 166 secured to plate 201. Plate 167 is mounted to but spaced apart from the top surface of housing 165 by a circular ring 168. Standard fastening devices 195 secure plate 167 and ring 168 to housing 165. Cavity 169 is thereby provided between plate 167 and the top portion of housing 165. Air regulator 141 is connected by tube 154 (FIG. 4) to air nozzle 170 mounted to plate 167. thus, air flows into nozzle 170 and into cavity 169. Housing 165 is hollow forming air cavity 171 which is in communication via apertures 172 with cavity 169. A suitable gasket 173 is provided between ring 168 and the top wall 174 of housing 165. The gasket is provided with apertures aligned with apertures 172 thereby allowing the air within cavity 169 to pass through wall 174 and into cavity 171.

A truncated conical wall 175 is mounted to top wall 174 and bottom wall 176 of housing 165. Wall 175 forms the combustion chamber 177 with a plurality of apertures 178 being provided in side wall 175 to allow the pressurized air within cavity 171 to enter combus tion chamber 177.

Regulator 133 is connected by tube 149 (FIG. 4) to fuel nozzle 179 mounted to plate 167. Nozzle 179 is provided with a fuel injector 180 to allow the fuel to enter combustion chamber 177 thereby mixing with the air within the combustion chamber. A pair of

electrodes

181 and 182 are connected via suitable timing means to the source of electrical energy, battery 137. Thus, a spark is provided across the electrodes to ignite the fuel and air wtihin combustion chamber 182.

Valve 183 sealingly closes the exhaust outlet 184 of the combustion chamber and is movable downwardly to enable the exhaust gases to exit the combustion chamber via nozzle 185 which is connected to storage tank 133'. A conventional pressure sensor 186 is mounted to housing 165 and projects into cavity 177. Pressure sensor 186 is electrically connected to device 187 which is operable to retract valve 183 whenever the pressure within the combustion chamber is at a predetermined level. As a result, valve 183 remains open when continuous combustion occurs within the combustion chamber and the pressure exceeds a predetermined level. Valve 183 remains closed in order to establish pressure up until the time of ignition and the pressure exceeding a predetermined level.

Regulators

133 and 141 are ON-OFF valves. Device 187 may be diaphragm type pressure sensitized operating mechanism, a solenoid or other similar device. The

regulators

133 and 141 may be controlled by manual on-off settings, such as by toggle switches. Flame out sensor 188 is also mounted to housing 165 so as to project into combustion chamber 177 and is electrically connected to relay 155.

FIG. 6 is an illustration of an automobile having the power system of FIG. 4. Gas motor 156 is shown connected to one of the rear wheels of the vehicle via tube 189 which in turn is connected to tube 191 by a throttle control device 190. Tube 191 is connected to the storage tank 133' in turn connected to combustion chamber 140. A similar gas motor is provided for the opposite rear wheel with each gas motor having a suitable device 192 for muffling and cooling the exhaust gases from the gas motors. in order to allow the vehicle to move in a reverse direction. mechanically linked reversing plates are mounted adjacent to the input of each gas motor to allow the operator to control the direction of input of the exhaust gases into the gas motors.

FlG. 7 is a graph which shows the temperature of the exhaust gases which are directed to the gas motors as a function of the amount of air ingested in the combustion chamber per pound of propane burned. A pound combustion equivalent weight is the amount of air required to totally burn one pound of fuel. For example, with four combustion equivalent weight of air ingested per pound of propane burned, the temperature of the exhaust gases will be l,683 Fahrenheit. In addition, the percent of air available for power is shown along with the percent of air required to drive the first stage at 80 percent stage efficiency is shown. For example, at four combustion equivalent weights of air ingested per pound of propane burned, approximately 70 percent of the air is available for power whereas percent of the air is required to drive the first stage at 80 percent stage efficiency.

The temperature of air to the motor shown in the top horizontal axis of FIG. 7, is derived by adding the initial temperature at the system pressure at 100 psig which would be 868 Fahrenheit absolute to the heat of burning one pound of propane for a degree of Fahrenheit which would be 20,750 B.T.U. divided by C p which would be 0.255 B.T.U. per pound and by dividing the heat of burning 20,750 B.T.U. also by the pounds of arr.

A variety of different means may be utilized to provide the timing of the ignition within the combustion chamber. For example, a mechanical make and break system may be utilized or alternatively electronics timing means may be employed. It is anticipated that a spark would occur between the electrodes within the combustion chamber at a rate of 1000 cycles per minute. A spark coil may be used as a voltage increaser.

The invention herein includes one of several methods of heating compressed air or gas at a given pressure in order to increase its volume, as indicated by the gas law PV=T. When P is a constant, the volume of compressed gas at any temperature is proportional to the ratios of the temperatures, expressed in "F absolute.

While the invention has been illustrated and described in detail in the drawings and foregoing description, the same is to be considered as illustrative and not restrictive in character, it being understood that only the preferred embodiments have been shown and described and that all changes and modifications that come within the spirit of the invention are desired to be protected.

1 claim:

1. A power system for providing controllable amounts of drive to a mechanical member, said system comprising in combination:

a pressurized source of air;

a source of fuel;

structure housing a combustion chamber for burning said fuel and said air therein to produce combustion products in the form of hot gas, said combustion chamber having a first inlet for said fuel, a second inlet for said air, and an outlet for said hot gas;

means coupling said fuel source and said air source to said first inlet and said second inlet of said combustion chamber for introducing said fuel and said air into said combustion chamber for the burning thereof;

fuel/air ignitor means mounted to said structure to produce burning of fuel and air mixture within said combustion chamber;

a storage means coupled to said outlet of said combustion chamber for storing under a first predetermined maximum pressure the hot gas combustion products produced by the burning of said fuel/air mixture, said storage tank having at least one outlet from which the hot gas stored therein may be controllably discharged;

regulator means being coupled to said storage means and responsive to the pressure within said storage means to terminate airflow from said pressurized source of air when pressure in said storage means exceeds said first predetermined pressure;

a first gas motor drivenly coupled to said one storage means outlet and adapted to be coupled to a mechanical member for driving the same, said gas motor being responsive to the hot gas controllably discharged from said storage means to provide controllable amounts of drive to first means coupled thereto;

valve means are interposed between said combustion chamber and storage means for permitting discharge of said hot gas into said storage means only upon the pressure produced in said combustion chamber being greater than a second predetermined pressure, said valve means includes an electrically operated valve to open and close said outlet of said combustion chamber, said valve means further includes a pressure sensor extending into said combustion chamber and being electrically connected to said electrically operated valve, said pressure sensor effects opening of said valve means when pressure within said combustion chamber is above said second predetermined pressure and effects closing of said valve means when pressure within said combustion chamber is below said second predetermined pressure;

termination means connected to said fuel pump operable to terminate fuel flow upon termination of airflow.

2. A power system according to claim 1 wherein:

said source of fuel includes a tank for containing a combustible fuel, said tank having a fuel outlet, a fuel pump having an inlet and an outlet, said being coupled to said fuel tank outlet for delivering fuel under pressure at the outlet of said fuel pump;

said source of air includes an air compressor having an outlet for delivering air under pressure;

said first means includes a mechanical member.

3. A power system according to claim 2 and further comprising:

first and second electrical terminals adapted to be connected to a chargeable electrical energy storage means;

an electric motor operatively connected to said electrical terminals and coupled to both said fuel pump and said air compressor for driving the same from said electrical energy storage means;

an electrical generator means adapted to be mechanically driven to produce electrical energy at its out- P a second gas motor drivenly coupled to a hot gas discharge outlet of said storage tank and drivenly cou' pled to said generator means to cause said generator means to produce electrical energy at its output in response to hot gas discharge from said storage tank; and,

means coupling the output of said generator to said first and second terminals for charging said electrical energy storage means.

4. A power system accordiing to claim 3 wherein:

said structure includes an outer housing having a cavity therein and an inner conical shell positioned within said cavity, said shell has said combustion chamber therein and is perforated to allow airflow from said cavity into said combustion chamber, said pressure sensor and said ignitor means extend into said shell;

said termination means includes a flameout sensor extending into said shell and electrically connected to terminate operation of said fuel pump when flame is absent from said combustion chamber.

5. A power system according to claim 4 wherein:

said mechanical member is a vehicle wheel without requiring a mechanical power train between said first gas motor and said wheel. l l

UNITED STATES PATENT OFFICE CERTIFICATE OF CORRECTION Patent No. 3,867 ,8l2 Dated February 25 1975 Invent r(s) Thomas P. Van Arsdel It is certified that error appears in the above-identified patent and that said Letters Patent are hereby corrected as shown below:

Column 1, line 18 change "exhause" to "exhaust" Column 4, line 62 change "herin" to "herein" Column 6, line 21 change "154" to "134" Column 6, line 22 change "thus" to "Thus" Y Column 8, line 60 insert "inlet" between "said" and "being" Signed and sealed this 6th day of May 1975.

(SEAL) Attest I C. MARSHALL DANN .RUTH C. MASON v Commissioner of Patents Attesting Officer and Trademarks

Claims

1. A power system for providing controllable amounts of drive to a mechanical member, said system comprising in combination: a pressurized source of air; a source of fuel; structure housing a combustion chamber for burning said fuel and said air therein to produce combustion products in the form of hot gas, said combustion chamber having a first inlet for said fuel, a second inlet for said air, and an outlet for said hot gas; means coupling said fuel source and said air source to said first inlet and said second inlet of said combustion chamber for introducing said fuel and said air into said combustion chamber for the burning thereof; fuel/air ignitor means mounted to said structure to produce burning of fuel and air mixture within said combustion chamber; a storage means coupled to said outlet of said combustion chamber for storing under a first predetermined maximum pressure the hot gas combustion products produced by the burning of said fuel/air mixture, said storage tank having at least one outlet from which the hot gas stored therein may be controllably discharged; regulator means being coupled to said storage means and responsive to the pressure within said storage means to terminate airflow from said pressurized source of air when pressure in said storage means exceeds said first predetermined pressure; a first gas motor drivenly coupled to said one storage means outlet and adapted to be coupled to a mechanical member for driving the same, said gas motor being responsive to the hot gas controllably discharged from said storage means to provide controllable amounts of drive to first means coupled thereto; valve means are interposed between said combustion chamber and storage means for permitting discharge of said hot gas into said storage means only upon the pressure produced in said combustion chamber being greater than a second predetermined pressure, said valve means includes an electrically operated valve to open and close said outlet of said combustion chamber, said valve means further includes a pressure sensor extending into said combustion chamber and being electrically connected to said electrically operated valve, said pressure sensor effects opening of said valve means when pressure within said combustion chamber is above said second predetermined pressure and effects closing of said valve means when pressure within said combustion chamber is below said second predetermined pressure; termination means connected to said fuel pump operable to terminate fuel flow upon termination of airflow.

2. A power system according to claim 1 wherein: said source of fuel includes a tank for containing a combustible fuel, said tank having a fuel ouTlet, a fuel pump having an inlet and an outlet, said being coupled to said fuel tank outlet for delivering fuel under pressure at the outlet of said fuel pump; said source of air includes an air compressor having an outlet for delivering air under pressure; said first means includes a mechanical member.

3. A power system according to claim 2 and further comprising: first and second electrical terminals adapted to be connected to a chargeable electrical energy storage means; an electric motor operatively connected to said electrical terminals and coupled to both said fuel pump and said air compressor for driving the same from said electrical energy storage means; an electrical generator means adapted to be mechanically driven to produce electrical energy at its output; a second gas motor drivenly coupled to a hot gas discharge outlet of said storage tank and drivenly coupled to said generator means to cause said generator means to produce electrical energy at its output in response to hot gas discharge from said storage tank; and, means coupling the output of said generator to said first and second terminals for charging said electrical energy storage means.

4. A power system accordiing to claim 3 wherein: said structure includes an outer housing having a cavity therein and an inner conical shell positioned within said cavity, said shell has said combustion chamber therein and is perforated to allow airflow from said cavity into said combustion chamber, said pressure sensor and said ignitor means extend into said shell; said termination means includes a flameout sensor extending into said shell and electrically connected to terminate operation of said fuel pump when flame is absent from said combustion chamber.

5. A power system according to claim 4 wherein: said mechanical member is a vehicle wheel without requiring a mechanical power train between said first gas motor and said wheel.