WO2009019718A4

WO2009019718A4 - Rotary jet engine

Info

Publication number: WO2009019718A4
Application number: PCT/IN2008/000160
Authority: WO
Inventors: Dilip Daniel James
Original assignee: Dilip Daniel James
Priority date: 2007-08-06
Filing date: 2008-03-17
Publication date: 2009-04-30
Also published as: WO2009019718A1

Abstract

A rotary Jet Engine consisting of a rotor (1) axially mounted on a main-shaft (2), on the periphery of which rotor (1) are situated seal-able combustion chambers (4), equipped with inlet valve (26), ignition device (27) and a valve (25) to a Convergent divergent nozzle, the combustion chambers (4) are filled with pre-compressed air from an external source (7) by means of a Rotary Union (6) attached to the main-shaft (2), fuel is injected into the stream of compressed air through a second channel in the Rotary Union (6), the fuel/air mixture travels in a sealed environment through passages in the rotor (1) and into the combustion chambers (4), the inlet valve (26) is closed and the fuel/air mixture ignited, the CDN valve (25) is opened and the hot gases of combustion are ejected at velocity causing the rotor (1) to move in the opposite direction in an equal and opposite reaction, the process is repeated resulting in continuous power output.

Claims

received by the International Bureau on 22 January 2009 (22 01 2009)

1) I₁ claim, a Rotary Jet Engine, consisting of a rotor, axially fitted onto a unidirectional main-shaft, on the periphery of which rotor are situated either, single or multiple, sealable combustion chambers equipped with valved convergent divergent De Laval nozzles, an inlet valve and an ignition device, the said rotor, is situated within a stationary rotor housing, whereby means of lubrication to the rotor, mechanical (or electrical) operation of the valves in the combustion chambers, electrical connections to the rotor, exhaust of gases of combustion through an exhaust port and mounting of the Rotary Jet Engine is achieved. Each combustion chamber works as a miniature rocket pod, compressed air from an external source is supplied to the rotor through a double channel rotary union fitted into the main-shaft, fuel is added at this point via an electronic fuel injection device through the second channel in the rotary union, the fuel air, mixture travels at pressure down the main shaft into the hub of the rotor which is further sealed by a positive pressure seal and thence through a seal-able inlet valve and into the combustion chambers, the inlet valve is closed and ignition initiated, almost immediately the valve to the CDN( Convergent/divergent Nozzle) De Laval nozzle is opened, enabling the hot gases of combustion to exit under pressure and at velocity through the De Laval Nozzle, the rotor moves in the opposite direction in keeping with Newton's Third Law: "For every action there is an equal and opposite reaction " resulting in the turning of the rotor and power out put at the main-shaft to which it is connected, the cycle is repeated resulting in continuous power out-put.

2) The compressed air from an external source as Claimed in Claim 1 above, is constantly replenished as it is used up by means of an air compressor which utilizes approx. 10% of the power out-put of the engine, the process of compressing the air by the compressor is aided by the momentum supplied by a fly-wheel fitted either directly to the main-shaft or through gearing.

3) The Combustion chambers on the rotor as claimed in Claim 1, above, are filled with a fuel/air mixture originating from (a) as regards the compressed air, a pre-

AMENDED SHEET (ARTICLE 19) filled tank of compressed air and (b) the fuel from an electronic fuel injection device fitted onto the rotor housing or at any convenient location, the fuel injection device is supplied via a fuel tank. The Compressed air from the external tank and the fuel from the electronic fuel injection device, are introduced into the spinning rotor by means of a Rotary Union attached to the hollow main shaft and from there through passages in the rotor and through inlet valves to the combustion chambers. The pre-compressed air gives a compression ratio in the combustion chamber dependent on the decided upon pressure of the pre- compressed air, for instance a pressure of 125 psi [8.8 Kg/cm²] in the external tank will result in a compression ratio of between 8:5 - 9:1 approx. in the combustion chamber. The inlet valve is then closed forming a fully sealed environment and the fuel/air mixture is ignited by an ignition device, resulting in a rise of pressure within the combustion chamber to 500 psi [35 Kg/cm²] and a rise in temperature to 2000° Degrees Centigrade, almost immediately the valve to the CDN is opened, resulting in the rapid exhaustion of combusted gases at velocity through the CDN and the exhaust port on the rotor housing with which it is aligned at the time of ignition, the rotor and the shaft to which it is axially attached turn in the opposite direction (as per Newton's Third Law) 4) The Combustion chambers as mentioned in claim 1, claim 2 and claim 3 above, are supplied with pre- compressed air and fuel through a rotary union as claimed in Claim 1 and Claim 3 above, which is a device that allows for a stationary element, in this case the tube supplying compressed air and fuel, to be attached to a rotating element, in this case the rotating rotor, sealing of the fuel/air mixture within the rotor is achieved through a positive pressure seal situated in the hub of the rotor as claimed in Claim 1 above. As the compressed air enters the rotary union, which is fixed into the main-shaft, a pre-calculated amount of fuel is introduced into the compressed air stream via an alternative channel in the rotary union by means of an electronic fuel injection unit, the combined fuel/air mixture then flows under pressure through channels within the rotor, through fully seal- able inlet valves, as for instance poppet valves, into the combustion chambers.

AMENDED SHEET (ARTICLE 19)

19 5) The inlet valve, the valve to the CDN De Laval Nozzle, which may be a gate valve and the ignition device fitted into the combustion chambers as claimed in Claim 1, Claim and Claim 4 above, maybe operated either mechanically or electrically, if mechanically operated, the spring loaded stems of the valves are equipped with ball-bearings and run in grooves on the inner surface of the rotor housing which can be lubricated, at suitable points in the rotation of the rotor they encounter cams which depress the valve stems, opening the valves and closing them when the valve stems are no longer depressed, similarly the ignition device can work by the provision of a contact point in the appropriate position which is activated as the rotor rotates or if piezo- electric through a similar system of cams and grooves.

6) The sealing of the inlet valve, the CDN valve and the ignition device as claimed in Claim 1, claim 3, and claim 4 above, is achieved through the use of '0' rings, flanges and other devices, there are only three points to be sealed in each combustion chamber, the inlet valve, the CDN valve and the ignition device, and one point in the rotor where the stationary fuel air/pipe enters the sealed passage within the rotor, this is sealed by a flexible flanged metal backed washer equipped with ball-bearings which is attached to the stationary air/fuel pipe and held in place by a retractable spring loaded clip also equipped with ball-bearings, within the sealed passage in the rotor, when the pre-compressed air/fuel mixture enters the passage. this pressure pushes upon the washer with forces in excess of 200 lbs [ 14 Kg. ] forming an effective air-tight seal, sealing is further augmented by the grease or other lubricant used to lubricate the ball-bearings.

7) The supply of compressed air and fuel as mentioned in Claim 1 and Claim 2 above takes place in a fully sealed environment, the sparking devices and inlet and outlet devices being sealed by "O" rings and flanges and the air/fuel pipe emanating from the rotary union being sealed by the pressure of the pre- compressed air, pressing upon a flexible metal backed washer equipped with ball bearings and suitably greased, which in turn presses upon the rotating rotor, creating a fully air-tight environment.

AMENDED SHEET (ARTICLE 19)

20 8) A fly-wheel may-be used to directly augment the working of the Rotary Jet Engine as claimed in Claims 1, and Claim 2 above, in a manner, which is impossible using the reciprocating action of an Internal Combustion Piston Engine, the excess energy thus provided maybe used to improve fuel economy and efficiency by for instance using the Rotary Jet Engine to build up momentum in the fly-wheel and then only intermittently powering the engine when the momentum of the fly-wheel decreases. If the engine powers an electric motor to turn the wheels, a heavier fly-wheel may be utilised to assist the Rotary Jet Engine in running an electrical generator which in turn would run electric motors attached to each of the wheels, in such a case, the whole engine would be supported on gimbals suitably dampened which would allow freedom of movement in 360 degrees compensating for precession of the heavy fly-wheel.

9) The exhaust port in the rotor housing of the Rotary Jet Engine, as claimed in claim 1, and Claim 3, above maybe multiple exhaust ports in order to facilitate, simultaneous or sequential ignition and exhaust of the combustion chambers as claimed in Claim 1 and Claim 3 above.

10) Cooling of the Rotary Jet Engine as claimed in Claim 1 above, is achieved through air-cooling by means of a fan being provided on the rotor and through the cooling effect of the pre-compressed air as claimed in claim 1-6 above expanding into the combustion chambers, since the engine has been designed to work intermittently in conjunction with a flywheel as Claimed in Claim 8 above it is possible to cool said combustion chambers by the use of blowing pure compressed air through them during periods of hiatus, without addition of fuel to aid in the cooling process.

H)A Rotary Jet Engine substantially as described in Claims 1 - 10 above and with the aid of the attached drawings.

AMENDED SHEET (ARTICLE 19)

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