WO2018184078A2

WO2018184078A2 - Tesla threee phase hybrid rotary internal combustion engine

Info

Publication number: WO2018184078A2
Application number: PCT/BA2018/000001
Authority: WO
Inventors: Zoran VUJINOVIĆ
Original assignee: Vujinovic Zoran
Priority date: 2017-04-07
Filing date: 2018-04-02
Publication date: 2018-10-11
Also published as: WO2018184078A3

Abstract

Tesla's three-phase hybrid rotary internal combustion engine is based on theoretical essentials of Tesla's concept of internal combustion engines and the principles of transforming kinetic fluid energy into mechanical work applied on Tesla's turbine. The technical field is Mechanical engineering. It is positioned on a completely new so-called three-phased phase of currents and usage of fluid energy into mechanical work with reversible thermo-dynamic processes relied on one energetic releaser (23). It is thermically isolated (19), without sliding surfaces, it does not use motor oil, it has two bearing-supported movable engine parts, outer shaft (24) and exhaust valve (12). It is projected in a way that it can use waste heat for work on the outer shaft. It can work as an internal combustion engine, as pneumatic engine or combined. The usage of aggregates is possible in every field of appliance, with a great strength range, on earth, water or air.

Description

TESLA THREEE PHASE HYBRID ROTARY INTERNAL COMBUSTION ENGINE

1. TECHICAL FIELD THAT INVENTION IS RELATED TO:

According to International Classification of Patents (MKP, Intel.7), the technical filed that the invention is related to is Mechanical engineering, and it is a part of internal combustion engines (ICE). It is classified and marked with classification symbols F 02B 53/00 which relates to engines with rotary and oscillatory pistons, and with standard and secondary symbols F 03B 23/00 with which the other engines are defined with combustion chambers of special shape and constructions for the purpose of improving the working process F 02B 75/08 which encompasses engines with two or more pistons that move within the same cylinder.

2. TECHNICAL ISSUES

In the beginning of their development, the ICE engines reminded a lot of James Watt and George Stevenson's steam engines. After over a hundred years' development, ICEs have grown into the most efficient heat engine that is constantly improved. What hasn't been tackled is their efficiency and the energy balance that hasn't been changed. Even after numerous improvements, the efficiency remained relatively low, either in the case of engines with linear or rotational movements of piston mechanism or the electrical engines.

The construction is still very complex and expensive and there is a relatively large number of component parts; oscillating and rotating masses are battling some serious forces and are on the verge of endurance when it comes to material, there are problems with balance and friction loss, complex lubrication and cooling system, spinning speed is limited and there are many other unresolved issues. Currently, the average ICE engines' efficiency goes from 25 to 30%. Approximately 30 - 35% of ICE engines' energy is exhausted as gasses, 33% of energy is lost on cooling and another 7% is irreversibly lost during friction and radiation.

The above mentioned calculation is based on an average engine that is maximally efficient. During the exploitation, such engines mainly work on partial loads where the efficiency is even lower. One of the reasons for such devastating energy balance is inability to control the pressure and temperature during the combustion in variable volume chambers and the second reason is the relatively simple kinematics of a piston mechanism. It is well known that high temperatures and pressure remain in the engine cylinder after the expansion stroke and are irreversibly lost in the exhaustion stroke since they cannot be used for work. The loss is also significant during the cooling of the engine as well as in the process of friction of oscillating and rotating masses of piston mechanism. All these unresolved technical issues are drastically decreasing the efficiency of ICE engines when compared to theoretical possibilities. That's why a new solution is sought for - a 2nd generation engine which would minimize the number of energy exhaust points and movable parts. It would also prevent friction between the moving parts, increase power and efficiency, increase reliability and duration of engine exploitation, decrease maintenance cost as well as fuel consumption and weight of engine per output power unit. To construct a new - 2nd generation engine that would resolve all the mentioned technical issues is becoming "a challenging project" if we take into consideration that the efficiency of engines today is far below the theoretical maximum.

Technical solution of the problem:

A technical problem we are trying to resolve by "Tesla's three phase rotational hybrid ICE" is to construct a completely new internal combustion engine based on different working principles when compared to the current engines. This finding has become a 2nd generation engine in line with historical development and improvements of ICE engines.

The solution for the above technical problem is based on the following technical answers and methods:

1. A completely new rotational hybrid internal combustion engine that is adaptable to conditions of exploitation, easy to construct and make, with low production costs,

2. Technical solutions enabling that ONE engine can be used as an internal combustion engine in regime 1 , as a pneumatic engine in regime 2, and combined in regime 3,

3. technical solutions and methods enabling minimization of the number of energy exhaust points,

4. technical solutions enabling minimization of the number of moving parts,

5. technical solutions enabling the reduction of the size of friction areas to a minimum,

6. technical solutions and methods enabling the increase of the power while the fuel consumption is reduced,

7. technical solutions and methods enabling achievement of high torque and the spinning speed,

8. technical solutions enabling achievement of dynamic balance,

9. technical solutions and methods enabling a central computer to steer, control and protect the engine - management of engine,

10. technical solutions enabling the possibility to run the ignition process and optimize it independently of rotor's turning rate and order of chambers,

1 1. technical solutions and methods enabling optimization of the power and consumption by switching off and again on of one or more of chambers during the pneumatic work combination,

12. technical solutions and methods enabling increase in the efficiency,

13. technical solutions enabling increase of reliability and usage duration,

14. technical solutions enabling decrease of the maintenance costs,

15. technical solutions enabling decrease of mass per output power unit 16. technical solutions enabling the use of different fuel types,

17. technical solutions enabling elimination of the complex lubrication and cooling system,

18. technical solutions and methods enabling the exchange of the work energy,

19. technical solutions and methods enabling managing the process of combustion and expansion.

By browsing the patent documentation and technical solutions from the ICE engine field, we were unable to find any similar solution relevant to the mentioned Patent application.

3. CONDITION OF THE TECHNIC

Internal combustion engine is a thermic machine which has a task to transform chemical energy, which is put as drive fuel, into a mechanical work, by combustion.

Depending on the way of transforming of combustion product energy into mechanical work, engines ICE can be divided into two groups: in so-called engines with changeable cubage of work space and gas turbines.

With engines with changeable work cubage, mechanical work is equal to the pressure production and degree of cubage change: AW = pAV. Changeability of work cubage is reached by the application of piston mechanism, so the change of work material is done in the same space, combustion and expansion. In the process, all four work strokes are done in one or two cycles of shaft (two-stroke engines and four-stroke engines).

Piston engines

Piston internal combustion engines (well-known processes named Otto and Diesel, depending on fuel type), work on the principle of straight move of the piston, the piston rod, over the crankshaft conveys this work into a circulatory move of the outer shaft. The similar principle of work is that of the first steam machine of James Watt and George Stephenson. Work process has great thermic and mechanical losses and low engine usage. The construction of these engines is burdened with a great number of component parts, more than 1000, on average.

In 1876, a German engineer Nikolaus Otto perfected and realized an idea of a French engineer Bode Ross, constructing four-stroke gas engine, and in 1893 also a German engineer Rudolf Diesel constructed an engine which was named after him, Diesel engine.

Rotary engines

Rotary engines transform chemical energy of fuel or fluid energy into a mechanical work by circling piston move. The most famous representative of rotary engines is Vankel engine constructed in 1954. Beside this model it is becoming more often that the model with scapulas or flanges is developed. They have the same principle of work cycles, suction, compressing and exhausting as piston engines. Energetic balance stays the same as with piston engines, so the usage of chemical energy of the fuel stays the same.

Gas turbines

The main representative of this engine is the gas turbine. Here can be included jet and rocket engines. Their main characteristic is that the work is realized on behalf of kinetic energy of combustion products that expand from the fuel chamber as a beam which is then used for creating either drive pressure or torgue at outer shaft.

A disadvantage of this engine is a lack of satisfactory usage which is a consequence of a continual combustion which requires less maximum temperatures for the purpose of lessening thermic burdens, its expensive and complex production, expensive maintenance, and too high fuel consumption.

What is common for all internal combustion engines is their energetic balance, they have a low degree of usefulness compared to theoretical maximum, they have a big number of component parts, etc. These engines are constantly being perfected and parallely, new technical solutions are searched for and they are sublimed in the concept of a new engine of second generation.

4. BASIC INFO

The primary objective of the invention is to construct a new internal combustion engine which can more effectively utilize the chemical energy of the low - emission fuels (without using motor oils) and thus become more ecologically acceptable than the existing internal combustion engines.

The secondary objective of the invention is to construct a hybrid internal combustion engine which, if needed, could be used as an internal combustion engine or a pneumatic engine or both of them combined, in order to optimize the fuel consumption, and at the same time maintain high performance.

The vehicle can be driven by compressed air in protected eco zones or in the places where the usage of classic engines is banned.

Further objectives are aimed towards the development of the engine powered by completely clean technologies. The aforementioned issue is resolved by constructing the new Tesla's three-phase rotational hybrid internal combustion engine on completely new grounds. Tesla's three-phase rotational hybrid internal combustion engine is based on theoretical principles of Tesla's concept of internal combustion engine and the principles of transforming the kinetic energy of fluids into mechanical work. This principle is applied on the Tesla's turbine. Tesla's concept of engine and turbine has never been applied industrially due to many technical deficiencies, although Tesla had claimed it was his greatest invention. This patent is the result of a 25 - year long research in finding a solution to construct the engine as imagined by our great inventor, but adjusted to demands of this time and age.

The most recent theoretical knowledge and practical experience in development and perfection of heat engines have been applied in order to establish a new concept of Tesla's three-phase rotational hybrid internal combustion engine. Continual improvements of materials, computer technologies, sensors, and actuators, a modern way of sequential infusion under high pressure above 2000 Bars with Piezo injectors, altogether created the conditions for a new approach towards the physical phenomena as well as the 1st and the 2nd Principles of Thermodynamics. The Law of Energy makes it possible to construct the engine based on new and innovative principles that were unknown by the time of the application of this Patent.

Tesla's three-phase rotational hybrid internal combustion engine is set on a completely new, so called, three-phase phase of fluctuation and the usage of energy with reversible thermodynamic processes based on a single energy exhaust point.

To meet the requirements of an energy exhaust point, the engine is thermally insulated by vacuum or other thermally-insulating material (to prevent the loss of energy via radiation and direct the complete energy flow towards a single energy exhaust point). Power transmission onto the engine's outlet shaft is designed in a completely new way, so there are only two movable engine parts, namely a rotating one (rotor) and an oscillating one (an exhaust valve) which have no other contact apart from the bearing. This principle enhances the dynamic balance of the rotor.

The chamber is of consistent volume under constant pressure from a joint reservoir (that is under pressure). Transfer and exchange of the work matter is done in a different way; e.g. the role of the air throttle is taken over by Tesla's immobile fluid diodes (Tesla's valve) while the engine is started by pneumatic accumulators. They are used for suction, compression and purification from residual gases coming from the chamber, and then bringing the fresh air into the chamber and producing compression. The same cycle applies to the piston that uses accumulated energy of the flywheel.

The engine works on high temperatures and pressures to enhance combustion and the use of energy, while the combustion products are less harmful for the environment (contain less nitric oxides). Once the engine reaches the working temperature in accordance with a set map, the second phase or the cooling phase begins. By applying a reversible thermodynamic process, cooling enables the conduction of excess waste heat into the combustion chamber. High temperatures and pressure keep water in liquid state; after the fuel expansion stroke it's injected under high pressure into the combustion chamber and broken into tiny droplets. Instantaneously, the water expands prolonging the expansion tact started by fuel combustion, so the waste heat exerts work on the outlet shaft. When the engine reaches a constant load, e.g. when the generator connects the network after synchronization, the central computer starts with the third phase, according to a set map. The third phase is a process of thermal dissolution of water, based on reversible thermodynamic process. The energy for the process is obtained from the cooling of the waste heat in the second phase. The process of water dissolution under high pressure and temperatures is aided by the difference in electrical potential between the upper chamber's head which behaves like anode while the rest of the chamber behaves like a cathode. Energy and water are released during the reconnection of oxygen and hydrogen atoms. Energy is transferred into work on the outlet shaft and the water steam from exhaust gases is being re-condensed, purified and brought back into the supply water reservoir. This water circling is a well-known cycle applied in the external combustion engines (steam machines) known as the Rankine cycle. Tesla's three- phase rotational internal combustion engine has no lubrication system since there are only two mobile engine parts that are inside the slots. Stator compression rings are not exposed to high temperatures. They are maximally moved towards the center of the circle to minimize the perimeter speed. Reduction of the compression ring's perimeter decreases the gas pressure force from the part of stator under pressure. The engine is designed to work as an internal combustion engine, a pneumatic engine or both combined. The efficiency of Tesla's three-phase rotational hybrid internal combustion engine is over 90%.

5. SHORT DESCRIPTION OF THE DRAWING

For the purpose of better understanding of the invention, more detailed explanation and the way of realization of the invention, there is a clearly shown construction with setting of all the main component parts, in four pictures. The pictures give a detailed description of at least one of the ways of the invention realization. Invention in the cross-section of the complete construction which consists of chamber and stator with a clearly seen shape of all the important component parts is shown in picture 1.

Picture 2 shows the cross-section of the stator with a rotor and the image of inlet nozzles. Regarding that the engine is a hybrid that can work both as ICE and as a pneumatic engine or combined, the possibilities of choice of plugging working fluid under pressure on one of the nozzles are shown.

Picture 2 clearly shows what we want to put the accent on. If we prefer a good stength of a pneumatic engine, on the entrance we will put per two chambers and two leads under air tank pressure.

Picture 3 shows for-and-aft cross-section of the stator and the rotor, as well as component parts. The shape and the connection between the parts is clearly seen, as well as the way of sealing and stiffening of component elements, releasing the condensants, outlet for vacuum pump, way of protection of bearings, etc. On picture 3 and picture 1 , there are clearly seen scapulas, flywheels, on the top there are disk blades with carved channels in which there is the scapula which receives the impulse from the fluid current. Picture 4 shows for-and-aft cross-section which makes it understandable what multiple section making at appliance on the engines of great strength is.

6. A DETAILED DESCRIPTION OF ONE OF THE WAYS OF REALIZATION

The best way to describe a way of realization of an invention is to illustrate it with such pictures, from 1 - 4 which clearly describe it. For each picture there are numbers for each component part which I am going to use in the description of the way of producing the invention. On picture 1 there is a cross-section of Tesla s three phases hybrid internal combustion engine and the image of its component parts. The engine consists of three constructions: combustion chambers, nozzle and a stator. On picture 1 there are numbers from 1 - 34 that show the component parts of Tesla^' s three-faze engine, as well as their images. Picture 3 gives the for-and- aft cross-section of the stator with a rotor and a mechanism for transforming fluid energy to mechanical work.

Work of Tesla' s three-phase engine:

For the description of the way of work of the engine we use picture 1 and parts that are marked with numbers from 1 - 34, and pictures 2, 3, and 4, we use for transformation of the fluid energy to mechanical work.

Engine work in the first phase

An engine has a chamber of unchangeable work cubage that is, over inlet air collectors 1 1 and fluid diodes 9, constantly under pressure of compressed air from common air tank. The first phase of work starts when the compressed air fills the combustion chamber 30 and pneumatic accumulators 8. When the pressure is under assigned amounts, and central computer lifts the air temperature, according to the map, using the sparks (heaters) 28, then by the injector 29, it injects one third of the fuel, and the sparks 5 and starts the mixture. Since the exhaust valve 12, is a closed pressure and the temperatures are rising, when they reach the assigned amount, and the opening of the exhaust valve 12 begins, in that moment the injector 29 injects the rest of the fuel so the pressure and temperature in the chamber are suddenly increased. Gasses from the chamber go to channels with a great speed toward the rotor and pneumatic accumulators 8.

Entering the channel 7, towards the pneumatic accumulators the speed in channels is highly increased and the pressure is suddenly lowered, so the air with the higher pressure from the transmitting collectors 32, goes in the current and is compressed in pneumatic accumulators 8. Pneumatic accumulators have a special aero-dynamic shape which increases air compression to high amounts. Gasses leave the chamber and start the rotor, pressure and temperatures in the chamber 30 decrease, exhaust valve 12 closes. Pneumatic accumulators 8, due to the difference in pressure release the compressed air, which goes fast through channels 7 back to the chamber 30, and due to the difference in pressure it suctions fresh air again from the transmitting collector 32 and brings it to the chamber 30. Due to the high pressure in accumulators 8 that are placed in the upper and lower chamber, oscillations of pressure equality are very fast, so one part of gasses manages to go towards the rotor before the exhaust valve 12 is closed, cleaning the chamber from unused gases or steam from the second phase. The chamber 30 is under pressure again, the injector 29 injects the first third of the fuel, the spark 5 lights the fuel, and the cycle is repeated, the engine works, further managing the strength is identical to piston engines. What is seen, the exchange of work material in these engines is very fast so great strengths can be reached. Engine work in the second phase

The second phase is a process of the engine cooling in which the waste heat is used by reversible thermodynamic process for the realization of work on the outer shaft of the engine. In the first phase of the work (previously described) the engine cannot produce cooling only by circling of the air, with change work material in the combustion process. That is why releasing of waste heat is made safe by forced circling of water that circles within cylinder walls 27, bottom chamber 31 and the nozzle 15. The process begins by bringing water from power reservoir and it goes into the high pressure pump. The high pressure pump first cools off the bearing walls of the exhaust valve 12, then, over the channel 10 it goes into an envelope of the cylinder 27 moving towards the exit 26, the water takes over a part of the heat and it goes out through channel 26. Into the water overheater 14, it goes through channel 33.

The overheated water goes out of the water overheater through channel 34 and it is taken to the injector of hot water 2. After the expansion within the combustion chamber 30, water condenses again, cleans and gets back to the water power reservoir. This circle of water is a well-known cycle, and is applicable in outer combustion engines (steam machine), known as Rankine cycle. That is how the water cycle in the second phase is done. The process of water expansion in the combustion chamber 30 is started by the central computer according to the previously assigned map after the assigned temperatures of water are reached. The amount of water that expands in the combustion chamber 30 is equal to the amount of waste water of combusted gasses. In this way the temperature of the engine is maintained on the assigned amounts. The second phase is a continuation of gas expansion started in the first phase. Engine work after the injection of the main amount of fuel, when the fuel is combusted, the pressure and temperature reach the maximum amounts, in that moment the water is injected. Water in liquid condition exposed to high temperatures is maintained with help of high pressure. Injection with high pressure through the water injector 2, water is divided into small drops that expand momentarily and prolong time of expansion. When the pressure in the chamber falls, exhaust valve 12 closes. Compressed air from pneumatic accumulators 8, according to the previously described cycle fills the chamber 30 again, fuel injector 29 injects the first third of the fuel, the spark lights the fuel, pressure and temperature reach the assigned level, in that moment the rest of the fuel is injected, pressure and temperature strongly rise... and the cycle is repeated.

In the case that the engine is overburdened and that temperature rises above the assigned level, the central computer, according to the assigned map prolongs the sequential injection of water as long as the temperature of water is brought down to the assigned level. Sequential, that is, impulse expansion is necessary because of keeping the pressure within pneumatic tanks. For the above described way in the first and the second phase, the engine uses chemical energy of the fuel to work. According to the same principle, the waste heat of piston engines can be used, implementing overheaters in the exhaust engine branch. Engine work in the third phase

The third phase of the work of engine is a process of thermic dissolution of water in which water is diluted into hydrogen oxygen, and with their matching again energy and water are released.

The energy is used for mechanical work, and the water in condensed again, cleaned, and got back to power water reservoir. Energy for beginning of thermic dissolution of water is made by waste heat in the second phase of the engine work and electric energy. The third phase process is started by the central computer unit according to the assigned map when the engine goes into a constant work. By lowering the amount of water injection into the chamber, the power and cooling of the engine are lowered. The computer makes engine power equal by injecting bigger amount of fuel, and by lowering cooling and greater injecting of fuel it brings up the temperature to the assigned level that is needed to achieve the conditions of the pressure and temperature in the chamber to start the process of thermic dissolution of water. The process of thermic dissolution in the condition of high pressure and temperature is helped by electrolysis of water in gas condition, by bringing the power to the upper head of the combustion chamber 4, which is isolated from the rest of the engine with ceramic isolator 1 , and it is also isolated from water injector 2 with ceramic isolator 3. The isolated upper chamber 4 is powered by positive electric potential and it behaves as anode while the water injector 2 and the rest of the chamber behave as cathode. The water under high pressure and temperature over the injector 2 is scattered into tiny drops, injected in hot gasses of the fuel it combusts. Such destabilized connections of hydrogen and oxygen in a water molecule break apart and hydrogen and oxygen divided. In a hot mixture they get together again in molecules of water along with water release. When the computer notes increase of temperature and pressure in the combustion chamber, it is registered that the process of thermic dissolution and usage of energy of water started. According to the assigned map it slowly lowers the fuel injection, stabilizes the process, and completely stops the fuel injection and only the energy of mixing hydrogen and oxygen to water molecules continues to be used. Water is injected into the process in short frequencies to keep the pressure of compressed air in pneumatic accumulators. If there is an increase in temperature, according to the assigned map the central computer unit transforms sequential injection into a permanent beam, and then the engine goes to current work, speed of outer gasses from the chamber highly increases, there is a fall of pressure in the chamber and the air from pneumatic accumulators 8 and fluid diodes 9 over the transmitting collectors 6 goes to the flow of gas and cools off the system on the assigned amount. After the temperature is stabilized, the central unit takes back the sequential injection and air compressing in pneumatic accumulators 8 to the previously described way, and the engine continues its work.

Transforming fluid energy into mechanical work at the outer shaft

After they leave the chamber 30, gasses go to the nozzle 15 by exhaust valve 12 and start scapula of the rotor 21. Through the disks blades 22 gasses are allocated and then brought into a space between the disks 43 and taken to the gas outlet channel 23. The channel is the only energetic releaser at Tesla^'s three-phased hybrid rotational internal combustion engine. Stator temperature regulation

According to the assigned map, the central computer unit regulates the temperature of incoming gasses into the stator 20 by bringing in the cool atmospheric air or scattering the water over the scapulas 21 or disks blades 22. A great speed of the gasses in the nozzle brings the consequence of lowering the pressure so the atmospheric air of higher pressure mixes with hot exhaust gases, over the channels for bringing in the air 17. Regulation of atmospheric air flow, by decreasing or increasing the flow, is done by regulatory valve 16. Because of different atmosphere conditions in certain seasons or because of the temperature differences at certain latitudes where the engine is used, in certain situations the wanted work temperature cannot be maintained only by using atmosphere air. In this case, the central computer unit, according to the assigned map makes the cooling stronger.

High pressure pump scatters. the water on the scapulas 21, through the injector 13 and disk blades 22 that are thermically the most burdened parts of the rotor. In this way, according to the assigned map, the central computer unit maintains the temperature of the stator within assigned amounts. By cooling of the system, cooling-off fluid increases the gas mass in the stator. Air or water transforms the overtaken part of the heat in spreading and converts it into work on the mechanical shaft. This process is made available thanks to perfecting Tesla^'s turbine on which even the smallest fluid energy can be transformed into mechanical work. By adding the scapulas 21 that are implemented into the carved channels on the edges of the disk 22 the solely impulse work of the turbine is made available. After the completed impulse work made by division of gasses in the compressive space which takes place between the stators, scapulas and disks blades 45 gasses are brought into space between the disks 43. Moving in between disks towards atmosphere pressure and temperature, fluid, as a consequence of adhesive force (adhesive and viscosity force) and resistance of current in the spiral line conveys kinetic energy of the fluid onto rotor disks 22 and then, the turbine has a reactive work. Compression rings 40 make a unique compressive space which divides the energy flow and directs it only between the turbine disks and makes it possible to use even the smallest changes. By flywheel 35, disks are well stiffened with scapulas 22 with a strong tie 39 in order to be able to bear high speed and strong changes of burden. Rotary mass of the flywheel 35 with disks 22 and scapulas 21 ensures peaceful work and unchangeable moment. Compressive rings that are above the bearings of the outer shaft 40 prevent the entrance of the gasses and condensants into the bearings 42. During the cool start the condensant is automatically taken from the stator over the channel 37. Since the entire engine is thermically isolated by a vacuum 19, the maintenance of the set condition is done by a vacuum pump over the channel 38.

Depending on the usage, engines are made with different number of chambers and different diameters and numbers of disks with scapulas. Engines of extreme strength work with more chambers and more sections. Picture 4 shows realization with three sections. Each section is made of a certain number of disks 22 with scapulas 21 , with a certain diameter. Conversion of power from disks 22 with scapulas 21 to the outer shaft 24 is made secure by the flywheels 35. Space between disks 43 is secured with a distance device 44. The disks 22 with scapulas 21 and the flywheel 35 are connected with one of the stiff connections 39. Pneumatic engine work

By bringing compressed air over the air channel 17, the air is brought into the nozzle 15 which directs the fluid to the rotor scapulas 21. Transforming the fluid energy to mechanical work is the same as in previously described engine work, when the fluid energy from combustion chamber 30 is used. The central computer regulates the spinning speed by the regulatory valves 16, according by the set map.

7. MEANS OF APPLICATION

In the beginning, the engine was intended for the area of electro energy - to start generators during the production of electrical energy as a stationary electrical generating unit. This aggregate was widely applied as a new, 2nd generation engine after utilizing some technical solutions and methods. Its application is possible on land and in water or air. In the case of large aggregates - as a special field of application where huge power and somewhat less spin speed is required (for instance in thermo power plants when powering huge generating units for the production of electrical energy or powering transoceanic vessels) - this engine can be applied since it's lighter and more economical when compared to the 1st generation engines. It is also possible to utilize these engines in industry and agriculture. The mass application of this 2nd generation engines is expected in traffic. The engine can be easily built over an existing construction of the 1st generation engines what makes the process simpler and cheaper and speeds it up. Due to the increasing need for the environmental protection, decrease of exhaust gasses and economical ways of consumption as well as the growing demand for a hybrid-driven traffic, the 2nd generation engine can indeed work dually - as an internal combustion engine or a pneumatic engine depending on the conditions of exploitation. It can also work combinely in order to achieve optimal efficiency. During the construction of the engine for traffic purposes, a generator with a system of regenerative breaking and energy recuperation is added on one side of the outlet shaft, while the other side of outlet shaft is transferring the power.

While driving, the engine combines ICE with pneumatic engine, so during braking on steep downhills it controls the movements by utilizing an especially adapted generator. The generator also stores energy in the battery and fills the reservoir with air. A central computer switches on a compressing unit that quickly fills the reservoir with pressured air which enables fast energy storage that is impossible to accomplish with any known hibride drive system.

Thus, from the Patent application it is obvious that the practical application of the 2nd generation engines is socially and economically acceptable as well as profitable. PICRURES AND MARKINGS LIST

Picture 1.

1. ceramic isolator

2. injector of hot water

3. ceramic isolator

4 .upper chamber

5. spark

6. transmitting air collector

7. transmitting channel

8. pneumatic accumulator

9. fluid dioda (Tesla s one direction valve)

10. water inlet

1 1. air inlet (transmitting collector)

12. exhaust valve

13. injector of the stator

14. water overheater

15. bearing body with transmittor and nozzle

16. incoming air valve

17. air inlet channel

18. wall

19. vacuum

20. stator

21. scapula

22. disk

23. gas outlet

24. outer shaft

25. air inlet (transmitting collector)

26. water outlet

27. cilynder body with envelops

28. spark (heater)

29. injector of the fuel

30. combustion chamber

31. lower head

32. transmitting air collector

33. intro in the overheater

34. exit from the overheater

Picture 2.

18. wall

19. vacuum

20. stator

23. gas outlet

24. outer shaft 35. flywheel

36. nozzle

Picture 3.

18. wall

19. vacuum

20. stator

21. scapula

22. blade disk

23. gas outlet

24. outer shaft

35. flywheel

37. outlet for the device for control and release of condensants

38. vacuum pump outlet

39. stiff connection with distancers between disks and flywheels

40. compreesion ring with thrust spring

41. thrust spring

42. bearing

43. distance between discs for gas exhaustion

44. distancer

45. compression space between stator, scapulas and disk blades

46. fore stator shutter

Picture 4.

Multisection turbine

Claims

PATENT REQUIREMENTS

1. TeshTs three phase rotary hybrid internal combustion engine, is based on theoretical essentials of Tesla^'s concept of internal combustion engines and on the principles of transforming kinetic energy of fluid into mechanical work applied on Tesla^'s turbine, marked by the fact that it is positioned on a completely new so-called three-phases phase of currents and usage of energy of fluid into mechanical work with reversible thermodynamic processes relied on one energetic releaser - a channel for releasement of gasses (23), it is thermically isolated (19), without sliding surfaces, it does not use motor oil, it has two movable engine parts that are bearing-supported, one of which rotates (24), while exhaust valve oscillates (12), projected in a way that it can work as an internal combustion engine, as pneumatic engine and combined. The engine has three constructions: combustion chamber (30), nozzle (15) and a stator (20). The chamber is of unchangeable cubage with constant pressure from the common rezervoir. In transmitting and change of work material, the role of suction valve is overtaken by Tesla^'s unmovable fluid diodes (one-direction valve) (9), while pneumatic accumulators (8), by starting the engine, overtake the role of suction, compression and cleaning of waste gasses from the chamber. At the same time, during the same process they bring fresh air into the chamber and they make compression. The chamber is connected to the stator (20) with the nozzle (15), and is equipped with the system for overtaking waste heat with injector (2) and regulatory valve of inlet air (16). The stator (20) is equipped with compression rings (40) and cooling system with injector ( 13), a mechanism for releasing condensants (37). Rotary piston consists of a number of parallel disks with blades (22) with carved channels in which scapulas (21) are implemented. By the flywheel (35), disks (22) with distancers (44) and scapulas (21 ) are stiffly connected with a stiff tie (39), while the flywheel (35) is directly connected with fixed connection to the outer shaft (24).

2. The combustion chamber of unchangeable cubage, marked with the fact that it is under constant pressure from the common reservoir, is equipped with the system for overtaking waste heat from the work fluid (2) with integrated transmitting system (6) and change of work material (8), (9). The chamber is ceramically isolated (1),(3), so during electrolysis of water in gas condition, by bringing in electric power, one part of the chamber acts as anode (4), and the other one acts like cathode (31).

3. Turbine Tesla-Duso, represents perfected model of Tesla^'s turbine for transforming fluid energy into mechanical work, marked with the fact that the stator (20) is equipped with compression rings (40), cooling system with injector (13), mechanism for condensants releasing (37). Rotary piston consists of a number of parallel disks that are sharpened on the edges (22) with carved channels in which scapulas (21) are implemented. By the flywheel (35), disks with distancers and scapulas are connected with a fixed connection (39) while the flywheel (35) is directly connected with fixed connection to the outer shaft (24).

4.Technical solution and the procedure of waste heat usage at internal combustion engines for mechanical work on outer shaft (24), marked with the fact that the water, as a cooling mediator, which is in liquid condition, overtakes waste heat and is maintained by a high pressure. When it reaches the assigned temperature, the water is taken to the combustion chamber (30) in expansion tact. By injecting the water in the combustion chamber (30) using the injector (2), water is scattered in tiny droplets that expand momentarily, prolonging the stroke of expansion.

5. Technical solutions and procedures by which the energy needed for water dissolution in internal combustion engines is gotten from waste heat, marked with that, that the waste heat is conveyed to water that is in the system, and is maintained in liquid condition by high pressure. By lowering engine cooling, the temperature of water is increased, as well as the combustion chamber (30) necessary for the process of electro-thermic water dissolution, which happens within the fuel combustion stroke. By injecting the water using the injector (2), the water is scattered into tiny droplets, it is mixed with hot gasses of combustion and expands momentarily dividing to hydrogen and oxygen. The whole process is helped by the differences in electric potentials of the combustion chamber (4), (31). In hot gasses hydrogen and oxygen are connected again into the water, so energy is released.