WO2012129579A1

WO2012129579A1 - Engine

Info

Publication number: WO2012129579A1
Application number: PCT/ZA2011/000084
Authority: WO
Inventors: Ian Eugene FRENCH
Original assignee: French Ian Eugene
Priority date: 2011-03-24
Filing date: 2011-09-11
Publication date: 2012-09-27
Also published as: ZA201307011B

Abstract

This invention relates to an engine. More specifically, the invention relates to a fixed volume, multi-propellant engine (10, 110) capable of operation without any mechanical or electrical means of compression and/or ignition. The engine includes a fixed volume primary chamber (12, 112) for receiving a first propellant and a catalyst located in the primary chamber (12, 1 12) for catalytically decomposing the first propellant into pressurized gas. The engine (10, 110) further includes a fixed volume secondary combustion chamber (14, 114) into which a combusting mixture of the pressurized gas and a second propellant are expandable. The second propellant is introducible to the pressurized gas before the secondary combustion chamber (14, 114) wherein the second propellant is pressurized and heated by the pressurized gas to the point of spontaneous ignition. Furthermore, the engine includes an exhaust passage (16, 116) for exhausting the combusted mixture from the secondary combustion chamber (14, 114) thereby to generate thrust.

Description

ENGINE

BACKGROUND OF THE INVENTION

THIS invention relates to an engine. More specifically, the invention relates to a fixed volume, multi-propellant engine capable of operation without any mechanical or electrical means of compression and/or ignition.

Most engines known in the art require mechanical or electrical means, such as pistons and/or spark plugs, to ignite a fuel mixture in a combustion chamber. These engines, for example reciprocating engines, are in some respects inefficient. Furthermore, the moving parts of these engines are complicated, making them expensive to produce and maintain.

Accordingly, it is an object of the present invention to provide a simple engine with fewer moving parts and that operates almost entirely through chemical processes. SU MARY OF THE INVENTION

According to the invention there is provided an engine including: a fixed volume primary chamber for receiving a first propeiiant; a catalyst located in the primary chamber for catalytically decomposing the first propeiiant into pressurized gas; a fixed volume secondary combustion chamber into which a combusting mixture of the pressurized gas and a second propeiiant are expandable, the second propeiiant being introducible to the pressurized gas before the secondary combustion chamber, wherein the second propeiiant is pressurized and heated by the pressurized gas to the point of spontaneous ignition.; and an exhaust passage for exhausting the combusted mixture from the secondary combustion chamber thereby to generate thrust.

Furthermore, the engine preferably comprises a duct located between the primary chamber and the secondary combustion chamber into which the second propeiiant is introducible into the engine. The duct may be throttled. More preferably, the second propeiiant is introducible into the duct by way of an injector.

Generally, the engine includes a primary supply line for supplying the first propeiiant to the primary chamber. The primary supply line is typically connected between the primary chamber and a primary propeiiant source. Preferably, the engine also includes a secondary supply line for supplying the second propeiiant to the point at which the second propeiiant is introducible to the engine. The secondary supply line is typically connected between the point at which the second propeiiant is introducible to the engine and a secondary propeiiant source. The primary and secondary propeiiant sources may be primary and secondary propeiiant holding tanks respectively.

The catalyst may be capable of decomposing the first propeiiant into at least an oxidizer to increase the efficiency of combustion of the mixture. Alternatively, the catalyst may be capable of decomposing the first propeliant into at least a compound other than an oxidizer that promotes ignition and/or combustion of the second propeliant. Preferably, the catalyst is a metal catalyst.

Typically, the first propeliant is hydrogen peroxide, catalytically decomposable into at least steam and oxygen with a combined volume greater than the volume of the first propeliant, wherein the oxygen acts as the oxidiser. The second propeliant may be a hydrocarbon propeliant. Generally, the hydrocarbon propeliant is diesel.

The exhaust passage may be an exhaust nozzle. Preferably, the engine is a non-air breathing engine. More preferably, the engine comprises non-mechanical or nonelectrical means of compression and/or ignition.

According to a second aspect of the invention, there is provided an orbital engine including: a plurality of engine sets each being spaced equidistant from an axis of rotation and being equally spaced relative to one another circumferentially about the axis of rotation, wherein each of the engine sets include: a fixed volume primary chamber for receiving a first propeliant; a catalyst located in the primary chamber for catalytically decomposing the first propeliant into pressurized gas; a fixed volume secondary combustion chamber into which a combusting mixture of the pressurized gas and a second propeliant are expandable, the second propeliant being introducible to the pressurized gas before or in the secondary combustion chamber, wherein the second propeliant is pressurized and heated by the pressurized gas to the point of spontaneous ignition ; and an exhaust passage for exhausting the combusted mixture from the secondary combustion chamber thereby to generate thrust, the exhaust passage being orientated in a direction substantially tangential to a circle concentric with the axis of rotation such that the thrust generated by the engine sets causes the engine sets to rotate about the axis of rotation.

The engine sets may rotate about a fixed shaft on which the engine sets are rotatably supported on bearings. Alternatively, the engine sets are rigidly connected to a shaft such that the rotary motion of the engine sets is imparted to the shaft. Where the engine sets are rigidly connected to the shaft, the rigid connection is provided by a disc substantially coaxial with the shaft. Typically, the axis of rotation of the orbital engine and a longitudinal axis of the shaft are coaxial.

Generally, each engine set comprises a duct located between the primary chamber and the secondary combustion chamber into which the second propellant is introducible into the respective engine set. The duct may be throttled. Preferably, the second propellant is introducible into the duct by way of an injector.

Typically, each engine set includes a primary supply line for supplying the first propellant to the primary chamber of that engine set. The primary supply line is connected between the primary chamber and a primary propellant source. Furthermore, each engine set may include a secondary supply line for supplying the second propellant to the point at which the second propellant is introducible to that engine set. The secondary supply line is connected between the point at which the second propellant is introducible to that engine set and a secondary propellant source. The primary and secondary propellant sources may be primary and secondary propellant holding tanks respectively.

Preferably, the primary supply line of each of the engine sets passes between the primary chamber of that engine set and the primary propellant source via the shaft. More preferably, the secondary supply line of each of the engine sets passes between the point at which the second propellant is introducible to that engine set and the secondary propellant source via the shaft. Even more preferably, the primary supply line passes through a first end of the shaft and the secondary supply line passes through a second end of the shaft, the shaft being at least partially hollow near the first and second ends thereof. Most preferably, each of the primary and secondary supply lines are in fluid communication with, or integral with the shaft. In one embodiment, the propellant holding tanks may be fixed to the shaft and rotate together with the engine sets and shaft.

The catalyst may be capable of decomposing the first propellant into at least an oxidizer to increase the efficiency of combustion of the mixture. Alternatively, the catalyst may be capable of decomposing the first propellant into at least a compound other than an oxidizer that promotes ignition and/or combustion in the secondary combustion chamber. Preferably, the catalyst is a metal catalyst.

Typically, the first propellant is hydrogen peroxide, catalytically decomposable into at least steam and oxygen with a combined volume greater than the volume of the first propellant, wherein the oxygen acts as the oxidiser. The second propellant may be a hydrocarbon propellant. Generally, the hydrocarbon propellant is diesel.

The exhaust passage may be an exhaust nozzle. Preferably, the engine sets are non- air breathing engine sets. More preferably, the engine sets comprise non-mechanical or non-electrical means of compression and/or ignition.

The rotation of the orbital engine may be used to draw propellant into the engine sets without the need for pumps. Furthermore, the rotation of the orbital engine may enhance the pressure in the combustion chambers and reduce the relative ambient gas pressure at the exhaust passage. The primary chambers may be connected to each- other via primary interlinking passages. The secondary combustion chambers may be connected to each-other via secondary interlinking passages.

In a preferred embodiment, the orbiting engine is enclosed in a housing. The shaft may either be fixed to the housing or rotatably supported thereon on bearings. Alternatively, even the shaft is contained within the housing. The usable exhaust gases exhausted from the secondary combustion chambers of each of the engine sets may be collectible from the housing for alternative uses, such as fuelling the engine sets, fuelling other engines and/or fuelling fuel cells.

Where the usable exhaust gases are used to fuel the engine sets, the usable exhaust gases may be introduced into a third air breathing combustion chamber in each of the engine sets. The non-usable exhaust gases from each of the engine sets is collectible in the housing and safely disposable. The usable exhaust gases may be hydrogen and carbon monoxide. The non-usable exhaust gases may be carbon dioxide.

In another alterative embodiment, an inner surface of the housing may act as an electrode of a hydrogen fuel cell.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention will now be described in more detail, by way of example only, with reference to the accompanying drawings in which:

Figure 1 is a cross-sectioned front view of a first embodiment of an engine in accordance with the present invention;

Figure 2 is a cross-sectioned front view of a second embodiment of an engine in accordance with the present invention; and

Figure 3 is a partially cross-sectioned side view of the engine of figure 2.

DETAILED DESCRIPTION OF THE DRAWINGS

An engine according to a first preferred embodiment of the invention is designated generally with reference numeral 10 in figure 1. The engine 10 includes a primary chamber 12, a secondary combustion chamber 14 and an exhaust passage 16 through which the secondary combustion chamber 14 can be exhausted to generate a thrust.

The primary chamber 12 has a fixed volume and is adapted to receive a first propellant therein via a primary supply line 18. The primary chamber 12 includes a catalyst (not shown), preferably of a metal type, for catalytically decomposing the first propellant into at least an oxidizer. Alternatively, the catalytic decomposition yields a compound other than an oxidizer which promotes ignition and/or combustion. It is preferable that the first propellant is hydrogen peroxide (H₂0₂), which when coming into contact with the catalyst is decomposable into at least steam (H₂0) and oxygen (0₂) at high pressure. It will be appreciated that although not shown, the first propellant is storable in a tank (not shown) from which it is communicated to the primary chamber 12, via primary supply line 18.

The secondary combustion chamber 14 also has a fixed volume and is adapted to receive at least a second propellant, directly or indirectly, via a secondary supply line 20. It is preferable that the second propellant is a hydrocarbon, specifically diesel, which may be introduced into the secondary combustion chamber, directly or into a duct 22 passing between the primary chamber 12 and the secondary combustion chamber 14. Preferably, the second propellant is introduced by one or more injectors 24. It will be appreciated that although not shown, the second propellant is storable in a tank (not shown) from which it is communicated to the engine 10 via the secondary supply line 20.

In use, the first propellant, for example hydrogen peroxide, is introduced into the primary chamber 12 via the primary supply line 18. When coming into contact with the catalyst, the first propellant is decomposed into pressurized gas in the form of steam and oxygen (0₂) at high temperature and pressure.

The pressurized gas is communicated towards the secondary combustion chamber through duct 22, into which the second propellant, for example diesel, is introduced (directly or indirectly via duct 22) via the secondary supply line 20 and one or more injectors 24. The second propellant, through the pressure and temperature exposed thereto by the pressurized gas is compressed and heated to the point of spontaneous ignition, causing a mixture of pressurized gas and the second propellant to combust and expand into the secondary combustion chamber 14.

It will be appreciated that the oxygen (0₂), as a result of the catalytic decomposition of the first propellant in the primary chamber 12, acts as an oxidizer to the second propellant, thereby increasing the efficiency of combustion of the mixture. The shape of the secondary combustion chamber 14 is throttled towards the exhaust passage 16, thereby increasing the velocity of the combusted mixture as it exhausts through the exhaust passage 16, which generates usable thrust. It will be appreciated that the exhaust passage 16 may be in the form of an exhaust nozzle.

According to a second preferred embodiment of the invention as depicted in figure 2 and figure 3, and where like reference numerals indicate like components, the engine 110 in the form of an orbital engine including a plurality of engine sets 111. Each engine set 111 includes a primary chamber 1 12, a secondary combustion chamber 114, an exhaust passage 116, a primary supply line 118, a secondary supply line 120 and a duct 122 passing between primary chamber 112 and the secondary combustion chamber 114.

It will be appreciated that the engine sets 111 of the orbital engine 110 operate in much the in the same way as the engine 10 of the first preferred embodiment, with the main difference being that of configuration. Each of the engine sets 111 are spaced equidistantly from an axis of rotation, in the form of a shaft 126, and equally spaced relative to one another circumferentially about the shaft 126. This ensures balance about the shaft 126.

During operation, the exhaust passages 116 are orientated in a direction substantially tangential to a circle concentric with the shaft 126 such that the thrust generated by the engine sets 111 causes the engine sets 111 to rotate about the axis of rotation.

It will be appreciated that the engine sets 111 may rotate freely about the shaft 126 or may be rigidly connected to the shaft 126 so as to impart rotary motion thereto. Although the engine sets 111 may be connected to the shaft 126 in many different ways, it is preferable that they are connected by way of a coaxially mounted disc 128.

Another difference between the orbital engine 110 of the second preferred embodiment and the engine 10 of the first preferred embodiment is the route taken by the primary and secondary supply lines 1 8,120 to provide propellant to each of the engine sets 111. It is envisaged that the primary and secondary supply lines 1 18, 120 pass through the shaft 126 as illustrated in the accompanying figures or alternative, are integral with the shaft 126. The engines 10,1 10 are non-air breathing engines, with oxygen required for combustion coming only from the catalytic decomposition of the first propellant. Furthermore, the engines 10,110 have non-mechanical or non-electrical means, for example pistons or spark plugs, for compression and/or ignition. The elimination of such means simplifies the engines 10,110, particularly the orbital engine 110. Even further, although the second propellant may be introduced into the primary chamber, it is preferred that it is not so as prevent the catalyst from becoming dirty and inefficient.

Although the invention has been described above with reference to preferred embodiments, it will be appreciated that many modifications or variations of the invention are possible without departing from the spirit or scope of the invention. For example, although the engines 10,110 are primarily envisaged as non-air breathing engines, a third air-breathing combustion chamber (not shown) may be introduced to each of the engine sets to further fuel the engines with the usable exhaust gases captured in the housing. Air introduced into a third combustion chamber (or the gas flow towards the exhaust) together with the exhaust gas from the second combustion chamber (which may include hydrogen) is preferably ignited without mechanical means using a metal catalyst (which may be platinum) to expand the gasses so ignited further to accelerate the exhaust gasses.

Claims

C LAI MS

1. An orbital engine including: a plurality of engine sets each being spaced equidistant from an axis of rotation and being equally spaced relative to one another circumferentialiy about the axis of rotation, wherein each of the engine sets include: a fixed volume primary chamber for receiving a first propellant; a catalyst located in the primary chamber for catalytically decomposing the first propellant into expanding gas; a fixed volume secondary combustion chamber into which a combusting mixture of the pressurized gas and a second propellant are expandable, the second propellant being introducible to the pressurized gas before the secondary combustion chamber, wherein the second propellant is pressurized and heated by the pressurized gas to the point of spontaneous ignition; and an exhaust passage for exhausting the combusted mixture from the secondary combustion chamber thereby to generate thrust, the exhaust passage being orientated in a direction substantially tangential to a circle concentric with the axis of rotation such that the thrust generated by the engine sets causes the engine sets to rotate about the axis of rotation.

2. An orbital engine according to claim 1 , wherein the engine sets rotate about a fixed shaft on which the engine sets are rotatably supported on bearings.

3. An orbital engine according to claim 1 , wherein the engine sets are rigidly connected to a shaft such that the rotary motion of the engine sets is imparted to the shaft.

4. An orbital engine according to claim 3, wherein the rigid connection of the engine sets to the shaft is provided by a disc substantially coaxial with the shaft.

5. An orbital engine according to claim 2, claim 3 or claim 4, wherein the axis of rotation of the orbital engine and a longitudinal axis of the shaft are coaxial.

6. An orbital engine according to any one of claims 1 to 5, wherein each engine set comprises a duct located between the primary chamber and the secondary combustion chamber into which the second propellant is introducible into the respective engine set.

7. An orbital engine according to claim 6, wherein the duct is throttled.

8. An orbital engine according to claim 6 or claim 7, wherein the second propellant is introducible into the duct by way of one or more injectors.

9. An orbital engine according to any one of claims 1 to 8, wherein each engine set includes a primary supply line for supplying the first propellant to the primary chamber of that engine set, the primary supply line being connected between the primary chamber and a primary propellant source.

10. An orbital engine according to claim 9, wherein each engine set includes a secondary supply line for supplying the second propellant to a point at which the second propellant is introducible to that engine set, the secondary supply line being connected between the point at which the second propellant is introducible to that engine set and a secondary propellant source.

11. An orbital engine according to claim 10, wherein the primary and secondary propellant sources are primary and secondary propellant holding tanks respectively.

12. An orbital engine according to claim 11 , wherein the primary supply line of each of the engine sets passes between the primary chamber of that engine set and the primary propellant source via the shaft.

13. An orbital engine according to claim 12, wherein the secondary supply line of each of the engine sets passes between the point at which the second propellant is introducible to that engine set and the secondary propellant source via the shaft.

14. An orbital engine according to claim 13, wherein the primary supply line passes through a first end of the shaft and the secondary supply line passes through a second end of the shaft, the shaft being at least partially hollow near the first and second ends thereof.

15. An orbital engine according to claim 14, wherein each of the primary and secondary supply lines are in fluid communication with, or integral with the shaft.

16. An orbital engine according to claim 15, wherein the propellant holding tanks are fixed to the shaft and rotate with the shaft and engine sets.

17. An engine according to any one of claims 17 to 32, wherein the catalyst is capable of decomposing the first propellant into at least a compound other than an oxidizer to promote ignition and/or combustion of the second propellant.

18. An engine according to any one of claim 1 to 16, wherein the catalyst is capable of decomposing the first propellant into at least an oxidizer to increase the efficiency of combustion of the mixture.

19. An engine according to claim 17 or claim 18, wherein the catalyst is a metal catalyst.

20. An orbital engine according to any one of claims 1 to 19, wherein the first propellant is hydrogen peroxide, the hydrogen peroxide propellant being catalytically decomposable into at least steam and oxygen with a combined volume greater than the volume of the first propellant, the oxygen acting as an oxidiser.

21. An orbital engine according to any one of claims 1 to 20, wherein the second propellant is a hydrocarbon propellant.

22. An orbital engine according to claim 21 , wherein the hydrocarbon propellant is diesel.

23. An orbital engine according to any one of claims 1 to 22, wherein the exhaust passage is an exhaust nozzle.

24. An orbital engine according to any one of claims 1 to 23, wherein the orbiting engine is enclosed in a housing, the shaft either being fixed to the housing or rotatably supported thereon on bearings.

25. An orbital engine according to claim 24, wherein the shaft is housed within the housing.

26. An orbital engine according to claim 24 or claim 25, wherein usable exhaust gases exhausted from the secondary combustion chambers of each of the engine sets are collectible from the housing for alternative uses including fuelling the engine sets, fuelling other engines and/or fuelling fuel cells.

27. An orbital engine according to claim 26, wherein usable exhaust gases are used to fuel the engine sets, the usable exhaust gases being introducible into a third air breathing combustion chamber in each of the engine sets in which the usable exhaust gases and air are combustible.

28. An orbital engine according to claim 27, wherein the usable exhaust gases are introducible into the third air breathing combustion chamber by a non-mechanical means.

29. An orbital engine according to claim 26, claim 27 or claim 28, wherein the usable exhaust gases are at least hydrogen and carbon monoxide.

30. An orbital engine according to claim 29, wherein an inner surface of the housing acts as an electrode of a hydrogen fuel cell.

31. An orbital engine according to any one of claims 26 to claim 30, wherein non- usable exhaust gases from each of the engine sets is collectible in the housing and safely disposable.

32. An orbital engine according to claim 31 , wherein the non-usable exhaust gases are at least carbon dioxide.

33. An orbital engine according to any one of claims 1 to 26, wherein the engine sets are a non-air breathing engine sets.

34. An orbital engine according to any one of claims 1 to 33, wherein the engine sets comprise non-mechanical or non-electrical means of compression and/or ignition.

35. An orbital engine according to any one of claims 1 to 34, wherein the rotation of the orbital engine is usable to draw propellant into the engine sets without the need for pumps, to enhance the pressure in the combustion chambers and to reduce the relative ambient gas pressure at the exhaust passage.

36. An orbital engine according to any one of claims 1 to 35, wherein the primary chambers are connected to each-other via primary interlocking passages, and/or the secondary combustion chambers are connected to each-other via secondary interlocking passages.

37. An orbital engine according to any one of the preceding claims, wherein the orbital engine generates thrust by using only the first propellant.

38. An orbital engine according to claim 4, wherein the rotary motion of the disc is transmittable to another rotating member by direct contact, corresponding gear formations or a belt running over the disc and the rotating member.

39. An orbital engine substantially as herein described and illustrated.