WO2008095172A1

WO2008095172A1 - Reverse vortex impeller engine

Info

Publication number: WO2008095172A1
Application number: PCT/US2008/052823
Authority: WO
Inventors: Timethy D. Watson
Original assignee: Watson Timethy D
Priority date: 2007-02-01
Filing date: 2008-02-01
Publication date: 2008-08-07

Abstract

An engine includes a base; a drive shaft having an axis and being rotatably supported by the base; at least one flumewheel secured to rotate as a unit with the drive shaft, having an outer circumferential surface and an inner surface defining a central hole and defining a plurality of substantially identical flumeways each arcuately extending from the inner central hole to the outer circumferential surface; fuel and air injector means disposed within the central hole for selectively providing fuel and air into the flumeways proximal the inner surface; and, ignition means to initiate ignition of the fuel and air as a mixture proximal the inner surface.

Description

REVERSE VORTEX IMPELLER ENGINE

Field of the Invention

The present invention relates to engines and, more particularly, to a reverse vortex impeller combustion engine.

Background of the Invention

The majority of fuel-powered, internal combustion engines currently produced and sold may be classified into two categories, piston and turbine. The Reverse Vortex Impeller [RVI] engine described in this disclosure more closely resembles a turbine engine in appearance; however, the thrust that affects the rotation of the drive shaft is produced by the escape of burning gas both in a radially outward direction from the drive shaft's axis as well as in a tangential direction at the exit or end of the gas's journey or path. In conventional turbine engines, such as those commonly used in jet aircraft engines, the path of the combustion gases is essentially parallel to the drive shaft's axis. Piston engines, most familiar as automobile engines, convert the linear movement of a piston into rotational movement by means of a crankshaft, with the intake and exhaust gases following a complex route that relates to phases of fuel compression and expansion affected by the piston's excursion and a coordinating valve system. It is with regard to valve design and operation that one form of RVI engine design most resembles a piston engine. The RVI engine, like the turbine, has few moving parts, may not need repeated ignition for sustained operation, and involves less complex lubrication requirements, (primarily only for the drive shaft support bearings). Summary of the Invention

Generally speaking, an engine includes a base; a drive shaft having an axis and being rotatably supported by the base; at least one flumewheel secured to rotate as a unit with the drive shaft, having an outer circumferential surface and an inner surface defining a central hole and defining a plurality of substantially identical flumeways each arcuately extending from the inner central hole to the outer circumferential surface; fuel and air injector means disposed within the central hole for selectively providing fuel and air into the flumeways proximal the inner surface; and, ignition means to initiate ignition of the fuel and air as a mixture proximal the inner surface.

It is an object of the present invention to provide an improved combustion engine.

Other objects and advantages of the present invention will become apparent from the following description of the preferred embodiment.

Brief Description of the Drawings

Fig. 1 is a diagrammatic, side cross-sectional view of a reverse vortex impeller engine 10 in accordance with one embodiment of the present invention. Fig. 2 is a cross-sectional view of the engine 10 of Fig. 1 taken through the lines 2—2 and viewed in the direction of the arrows.

Fig. 3 is a diagrammatic, side cross-sectional view of the reverse vortex impeller engine 10 of Fig. 1 showing an additional flumewheel 48 and load 50.

Fig. 4 is a diagrammatic, side cross-sectional view of a reverse vortex impeller engine 60 in accordance with another embodiment of the present invention.

Description of the Preferred Embodiment

For the purposes of promoting an understanding of the principles of the invention, reference will now be made to the embodiment 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, and alterations and modifications in the illustrated device, and further applications of the principles of the invention as illustrated therein are herein contemplated as would normally occur to one skilled in the art to which the invention relates.

With reference to FIG. 1 , description of the reverse vortex impeller engine, or ("RVI engine") 10 begins with the drive shaft 12, not only because it is the part which transmits the kinetic energy generated by the engine to an outside load but also because all other moving parts of engine 10 are fixed to and rotate with drive shaft 12 about its rotational axis 14. Drive shaft 12 must be made of such material and strength that it can not only transmit the full torque generated by engine 10 without shear, but also can concomitantly support the other rotating parts of engine 10 against the high rotational forces that are generated during operation of engine 10. Drive shaft 12 should have at least two high speed bearings 16 to hold and to stabilize its position relative to the transmission output and to other engine parts. Bearings 16 are illustratively supported by bearing supports 18, which in turn are shown as illustratively mounted to base 20. Bearing supports 18 and base 20 are any appropriate structures sized and configured to support and hold drive shaft 12, via bearings 16, and any other corresponding components of engine 10. Attached to or integral with drive shaft 12 is a main support wheel 22 of considerable strength that is not intended to produce torque in itself from the combustion gases. Rather, support wheel 22 functions as a support for other rotating parts that do produce torque, but which by the nature of the engine's design cannot be directly attached to drive shaft 12. Main support wheel 22 is concentric with drive shaft 12 and its axis of rotation 14. Main support wheel 22 can take many different design forms, including multiple support spokes, but may be most simply envisioned as a relatively thick platter.

Mounted to main support wheel 22 is at least one, though more typically an array of coaxially aligned flumewheels 24. Flumewheels 24 create torque, which is transmitted through main support wheel 22 to drive shaft 12. As can be seen in FIG. 2, each flumewheel 24 is similar in shape to a doughnut in that each flumewheel 24 is circular with front and rear, annular- shaped plates 21 and 23, an outer limiting circumference (an outer surface 25) and an inner limiting circumference (an inner surface 27) that defines a center hole (doughnut hole) 28. The front and rear plates 21 and 23 are generally flat, but alternative embodiments are contemplated wherein one or both of plates 21 and 23 are non-flat. For example, plates 21 and 23 could have outwardly extending bulges to create differently shaped flumeways. The outer surface 25 defines the ends or exit openings 26, one for each of a plurality of torque-generating exhaust pathways or "flumeways" 30 equally spaced about axis 14. Inner surface 27 essentially defines the inner limit of the combustion and torque-generating pathways 30.

Flumewheels 24 are coaxially "stacked," resembling pancakes or multiple "45s" on a record changer, with main support wheel 22 corresponding to the pancakes' plate or to the record player's turntable, respectively.

Each flumewheel 24 includes partitions 32 that extend from inner surface 27 to outer surface 25 and that define the plurality of torque-generating flumeways 30 through which outwardly expanding gases move from their centric ignition point toward their eventual egress through exit openings 26 at outer surface 25. Partitions 32 are not radially straight, but rather are arcuate or spiral, curving in a direction opposite to the movement of drive shaft 12. In the embodiment of Fig. 2, partitions 32 curve clockwise (as viewed in Fig. 2) as they extend outwardly, which creates a counterclockwise rotation of flumewheel 24 about its axis 14. Either or both of inner and outer surfaces 27 and 25 may be cylindrical-shaped bands, or similar structures, with openings defined therein to constitute inlet entry ports 36 and/or exit openings 26, respectively. Or, there may be no such cylindrical-shaped band(s) or similar structures, and the inner and/or outer surfaces 27 and 25 are merely defined by the inner and/or outer edges of plates 21 and 23 and the corresponding inner and/or outer edges of the partitions 32.

The front plate 21 of one flumewheel (i.e. 33) may constitute the rear plate 23 of an adjacent flumewheel (35), or each flumewheel 24 may be entirely independent, each one having its own front and rear plates, 21 and 23, respectively. In the latter case, adjacent flumewheels (i.e. 33 and 35) are securely connected with each other so that the "stack" of flumewheels 24 rotates and transmits torque to the platter 22 and drive shaft 14 as a unit. In the case of the forward most flumewheel 41, the front plate is positioned flat against and secured to main support wheel 22, or it may comprise main support wheel 22. Base 34 of each flumeway 30 is open or defines an opening, allowing air to be drawn and fuel to be injected therethrough in radially outward directions as flumewheel 24 rotates and the base 34 of each flumeway 30 passes over radially aligned, static air entry ports 36 and fuel injectors 38 that are located proximal surface 27. The exit opening 26 of each flumeway 30 at outer surface 25 allows for the exhausting of combustion gases; however, at this point the combustion gases have been redirected to an angle that is essentially tangential to outer surface 25, as shown by arrows 40, in order to provide rotational thrust to flumewheel 24.

Within the cylindrical center hole 28 created by the inner surfaces 27 of the stack of one or more flumewheels 24 is positioned a non-rotating cylindrical injector ring 42 that is located proximal the surface(s) 27 of center hole 28.

Injector ring 42 is illustratively supported by an injector ring support 43 that is connected with base 20. The function of injector ring 42 is twofold. Primarily, ring 42 provides a support base for fuel injectors 38, to align them both for radial positioning relative to flumeways 30 and for axial positioning relative to the stack of flumewheels 24. In the present embodiment, the opening at the base 34 of each flumeway 30 first passes over an air intake port 36 where air is forced into the flumeway 30, and it then immediately next passes over an injector 38 where fuel is injected into the flumeway 30. That is, each injector 38 is juxtaposed next to an air intake port 36 as close as possible to facilitate near simultaneous injection of fuel and air into each flumeway 30. Alternative embodiments are contemplated wherein the fuel injector 38 and air inlet port 36 are in other spatial configurations. For example, in one embodiment fuel injector 38 and air intake port 36 are in direct alignment so that the air and fuel are injected simultaneously. In another embodiment, the fuel injector 38 and air intake port 36 may be only substantially in alignment, overlapping slightly so that either the fuel or the air is begun to be injected slightly ahead of the other. Alternative embodiments are contemplated wherein air inlet port 36 comprises multiple discrete openings of varying or identical shape and size to provide a variance in the initial clearing of exhaust gases and/or provide a particular desired air entry flow rate into flumeway 30. Alternative embodiments are contemplated wherein the shape of the hole(s) comprising air inlet port 36 is non-circular, for example, teardrop, rectangular or wavy.

The air entering flume ways 30 through air intake ports 36 is preferably forced into the flumeways 30 by any appropriate device such as a compressor. Referring to Fig. 4, there is shown a reverse vortex impeller engine 60 like engine 10 of Fig. 1 and having a compressor 62 with a fan 63 mounted along and driven by drive shaft 12 to provide a high pressure air stream into naris 44 and to air intake ports 36. Alternative embodiments are contemplated wherein compressor 62 is driven externally.

The second function of ring 42, in the "closed" RVI engine design (described below), is to serve in a valve-like manner to close off the flumeway openings at their bases 34 as they sequentially rotate past air intake ports 36, which prevents the backward flow of burning gases after the injected fuel has been ignited. In essence, this function creates a rotary valve, though it is the flumewheel 24 itself that is rotating and not injector ring 42, which is static relative to the rotor assembly of stacked flumewheels 24. Accordingly, injector ring 42 defines all of the air intake ports 36 for each flumewheel 24, holds fuel injectors 38 in their respective functional positions, supports the fuel delivery lines 45 to injectors 38, and serves as the collective air intake or naris 44 for the distribution of air to all of the flumeways 30. The fuel delivery lines 45 for the various fuel injectors are all fed from a fuel distribution pump 47 that provides fuel to the fuel injectors 38 and flumewheels 24. Fuel distribution pump 47, injectors 38, delivery lines 45 and other related fuel storage and delivery elements may be comprised of any appropriate components and/or designs as are known for use with fuel-powered, internal combustion engines. The flumewheels 24 shown in Figs. 1 and 2 all have four fuel injectors 38 and four corresponding air intake ports 36, which are angularly spaced along and about central axis 14. Alternative embodiments are contemplated wherein the number and placement of injectors 38 and air intake ports 36 varies from one per flumewheel 24 to any number that optimizes the output of engine 10. As shown in Fig. 1, it is contemplated that the placement of the injectors 38 and air intake ports 36 from one flumewheel 24 to another are not aligned in a common line or plane parallel to axis 14, but rather are radially staggered from one flumewheel 24 to the next, much like staggering the firing order in an eight cylinder internal combustion engine. An optional function of injector ring 42 is to hold one or more glowplugs or sparkplugs (not shown) as may be needed to initiate the ignition of fuel and the start-up of engine 10. Such ignition device(s) initiate ignition of the fuel and air mixture proximal the inner surface 27, either just inside of the flumeways 30, just before entering flumeways 30 (i.e. between flumewheel(s) 24 and ignition ring 42) or inside or centric to ignition ring 42 itself, so long as ignition of the fuel/air mixture occurs and the resultant flame sustains combustion of the fuel/air mixture at a level sufficient to generate adequate to maximum force against partitions 32 and rotate flumewheel(s) 24. It is presumed that fuel ignition can afterward be sustained by the passing of an igniting flame from one flumeway 30 to another in some manner.

Additional components such as supercharging devices (compressors) to provide greater density intake air, and exhaust manifolds to fine tune gas flow and/or create additional thrust, are not addressed in this section (but are contemplated), as the above is intended to describe the basic engine design. Some such additional devices are addressed below in the Engineering Aspects section of the disclosure. FUNCTIONAL DESCRIPTION

The design intention of the RVI engine is to translate the energy of gas expansion derived from the burning of fuel into rotational kinetic energy in a manner that is different from the operation of most engines in service today. Combustion of fuel is intended to begin with ignition near the flumewheel's inner surface such that the expanding gases travel through an arcuate or spiral flumeway 30 outwardly from the axis of rotation 14. The gases' journey takes advantage of the geometric fact that a given flumeway 30 is smaller at the point of ignition and progressively enlarges toward the exit 26 of the flumeway. This geometric expansion of space serves to make the molecules of the burning fuel move outwardly, as the gases will naturally move from the smaller, higher pressure area (ignition) toward the larger, lower pressure area (exit).

As the gas combustion molecules journey outward at high speed and pressure along the flumeway 30, the "spiral" curvature of the flumeway's partitions 32 are designed to constantly present a surface that is optimally angled with respect to the direction in which the given gas molecules are moving. By so doing, the gas molecules create force against the flumeway partition 32 until the point of exit 26 is reached. One component of this force against the resistance provided by the spiral partitions 32 can be represented by a force vector that is tangential at any and all concentric circles so represented along the flumeway's length. This tangential force vector is what makes a given partition 32, and its respective flumewheel 24, rotate. Furthermore, optimal configuration of the flumeway's design may direct the exit of its exhaust gases in a direction that is essentially tangential as well, to produce a rotary jet effect at the end 26 of the flumeway 30. Collectively, the movement of high pressure combustion gases within multiple flumeways 30 are expected to define a pattern that is suggestive of a vortex (a whirling fluid that spirals inward toward its center) but in the reverse direction (outward from central naris 44). The force of these gases against flumeway partitions 32 of a given flumewheel 24 yields a result that is opposite to that of a common mechanical impeller, which typically is used to add motion and pressure to a given fluid. ENGINEERING ASPECTS

There are alternative design aspects that may be engineered within the general concept of the RVI engine 10 as related above, based upon intended use, economic considerations such as manufacturing and operation costs, and subcategories such as materials used and available construction processes. Many of these aspects are minor changes when compared against the overall RVI engine general concept. However, it is herein recognized that more substantial differences are appreciated when considering the possibilities of alternative embodiments that are based upon the location of fuel injectors 38. These embodiments are described separately below.

EMBODIMENT ONE - As already described above, this embodiment places injectors 38 within a tubular injector ring 42 that allows for such placement virtually anywhere along the ring's axial length or around its circumference. The secondary advantage of this system follows from the ring's contribution in a rotary valve system that would maximize retention of expanding gases within flumeways 30 for the expected results of increased power and greater fuel efficiency. To gain the greatest benefit in this design, the diameter of the ring's outer wall (at 43) and the positioning of the fuel injectors 38 should be as close to the base openings 34 of a given flumewheel 24 as possible without interfering with the movement of the flumewheel 24 around ring 42.

EMBODIMENT TWO - A less critical variant of the basic design assumes that the incremental advantage of the valve aspect is undesirable when weighed against the cost of manufacturing and/or the intended use of the engine. In such a design, the injectors 38 are mounted upon one or more axial bars (not shown) placed circumferentially around the drive shaft within the naris but not necessarily close to the base openings of a flumewheel. While some burning gas is expected to back-flow into the naris, and such is presumed to lower power and fuel efficiency, it may be argued that the predominance of gases will still flow outwardly due to the expanding shape of the flumeways along the flumeway's internal path. Placement of the injector bars less critically close to the flumewheel would logically reduce manufacturing cost. EMBODIMENT THREE - In this variation, the fuel injector system is placed entirely outside of the naris such that fuel or actual flame is injected into the naris and outward through the flumewheel system. This arrangement allows for the addition of radial supports (spokes) to connect the open end of the flumewheel stack (which may not be adequately supported by the main support wheel) to the drive shaft, since the static passage of fuel lines toward injectors within the naris is not a consideration. The obvious advantage to this alternative is the physical support at the end of the flumewheel distal to the main support wheel 22, which is to say that in this design the flumewheel array is not cantilevered from the main support wheel 22, which is otherwise necessary to maintain an opening for the static passage of the injector ring and associated fuel line elements. The addition of these support spokes at the distal end of the flumewheel array thus allows for a longer flumewheel assembly, and thus a greater number of flumewheel layers in the stack. Because there is open space between the spokes, the entry of external air, fuel mixture, or active flame is accomplished. Subsequent combustion, if not initiated outside of the spokes and naris, occurs within the naris area causing rapidly expanding gases to escape through the base openings of the flumeways with the resultant forces against the flumeway partitions (which may be considered the same as impeller vanes or blades) effecting rotation of the flumewheel assembly. One advantage in this design may be that burning gases are allowed in this system to enter all flumeway bases at the same time, rather than be limited to only those flumeways that are passing over air intake ports. Another advantage is that the support spokes, which can also be placed repeatedly along the drive shaft's axis, will greatly resist the outward rotational forces placed upon the flumewheel array. This logically will allow for much higher speeds of rotation. This design, in which burning fuel is allowed to surround the drive shaft, may necessitate that the material of the driveshaft be able to maintain its strength and accuracy of dimension under high temperature conditions.

EMBODIMENT FOUR - This design would utilize a static sleeve having an inside diameter that closely approximates the diameter of drive shaft 12. The space between the drive shaft and the sleeve must be adequate to allow fuel lines going to the injectors to be affixed against the sleeve or, alternatively, the fuel lines must be contained within the material of the sleeve itself. Fuel lines cannot be attached to the outer surface of the sleeve, as they are static while the spokes to be positioned at the naris entry are not. Injectors may be affixed either directly onto the outer surface of the sleeve or upon supports that would hold their respective injectors close to the flumeway bases at any such level as is desired. Thus constructed, a bearing ring could be attached to the sleeve in approximate axial alignment with the open distal end of the flumewheel assembly and support spokes could then connect to this bearing ring which would serve to support a longer flumewheel assembly. Additionally, the bearing ring and spokes would also work against rotational forces at the naris opening end of the flumewheel assembly as well as anywhere along the sleeve that a similar bearing and spoke assembly is located. The passage of flame through this area would likely subject both the spokes and bearings to high temperatures. If the flumewheel assembly is intended to be of considerable length, then the sleeve length is likely to also be proportionately long. This long sleeve (as compared to a shorter injector ring 42 as described in connection with Embodiment One) would benefit from support on its distal end (near to the main support wheel) by a bearing placed between the sleeve and the drive shaft. However, in this design, high temperatures may be experienced at the sleeve's end.

OTHER ASPECTS OF ENGINEERING DESIGN

The description of the basic RVI engine design does not specifically address the management of the exhaust gases at the outer perimeter of the flumewheel assemblies. However, certain RVI engine applications would demand containment of those gases (e.g., an engine used to power an automobile), whereas other applications may not (e.g., power generation in an outdoor setting). The design of an exhaust system must be considered in accordance with multiple factors. On one hand, exhaust gas containment may reduce the efficiency of the engine, owing to back forces at the flumeway exits that would render lower net tangential forces. On the other hand, containment of the exhaust may allow unburned fuel and other gases to be diverted to a catalytic converter, engine noise may be reduced, or gases may be directed through other devices to capture residual heat energy which would otherwise be lost. One such possibility would be to direct an RVI engine's exhaust gases around the main support wheel and then channel them into a subsequent RVI engine naris (one lacking fuel injectors), where the exhaust gases would exit through yet another flumewheel assembly. Such a design may extract more rotational energy from the exhaust gases, in the manner of a supercharger, as long as the energy that is required to compress the exhaust gases from the first RVI engine assembly into the naris of the second assembly is less than that recovered. The desired exit angle for exhaust gases from the flumeways of any given flumewheel layer or stack is geometrically linked to the number of partitions or impeller vanes placed around the axis of rotation. For example, in a design when only four impeller vanes are placed so as to create wide (90 degree) tapering from each flumeway base, it can be shown that the exit angles of these four impeller vanes can readily be made tangential at the flumewheel's outer circumference without directing their escaping gases against the tops of the following impeller vanes. With the exit of gases thus directed in alignment with the rotation (though opposite in direction) and no obstruction from a following impeller vane, maximum rotational benefit (torque) can be derived from that segment of the expanding gas body which is in fact engaged by the outer limit (head end) of a given impeller vane. However, in this example it is also obvious that such spacing of the impeller vanes creates flumeways that are widely open, and as a result only a small percentage of the expanding combustion gases are influenced by the impeller vane at its head end. Since a portion of the expanding gases would be free to move directly outward in a radial direction (not even engaging the impeller vane), some of the kinetic energy within the gases would be wasted.

To counter this effect, a greater number of impeller vanes or blades may be added, thus reducing the amount of open space at the flumewheel's perimeter and correspondingly increasing the amount of exhaust gas affected by the impeller blades. However, as the number of blades is increased, the blades draw closer to one another and accordingly each blade will increasingly influence those gases that have been directed to exit tangentially by the next blade in the series. Each "blade- head" (the portion of a blade nearest to the outer limit of its respective flumeway) progressively becomes a more significant obstruction to gases exiting tangentially from the next flumeway as the angle of separation between the blades is reduced. It is possible to reduce the amount of exhaust gases allowed to escape without rotational benefit and without changing the number of blades in a given flumewheel, simply by moving the ends of the bladeheads relative to their adjacent blades. Again considering an example flumewheel with only four impeller blades, originating from their bases at 90 degrees to one another, the curvature of each blade may be increased so that a greater amount of outwardly moving gases is engaged by the blade. In doing this, each bladehead will be moved so as to "cover" a greater angle (respective to a radius drawn from the blade's origin), but accordingly each bladehead's end is thereafter positioned closer to the next blade. At some point this method also produces an obstruction effect caused by the following blade.

So it is seen that the optimum number and curvature of impeller blades and respective flumeways will require design that is best determined by mathematical and experimental considerations not specifically addressed within this description. It is possible that the exit angle of flumeway exhaust gases may be optimized when not absolutely tangential to the flumewheel but rather when inclined enough to avoid obstruction of those exiting gases by adjacent bladeheads. Additional factors such as intended use, manufacturing cost, engine scale, rotational speed, type of fuel, shape of impeller blades or vanes, and conditions of operational environment, may also enter into such design considerations. The optimum shape and size of the flumeway base opening 34 may also require mathematical analysis and experimental study. A configuration utilizing aspects of the de Laval nozzle might possibly enhance the efficiency of the RVI engine.

As discussed above, the curvature of the impeller blades may greatly influence the exit angle of the gases at the blade's head end. However, the degree of curvature may also greatly affect the interaction of gas molecules against the length of the blade as they move from the area of fuel ignition outward. Mathematical and experimental approaches are again necessitated in order to optimize engine efficiency.

Logically, at least two rotational bearings 16 would be required to position and stabilize the drive shaft and its attached components. Respective to the main support wheel component of the located flumewheel assembly, these two bearings could be positioned at different locations to attain different theoretical advantages. A basic design with one bearing on one side of the main support wheel 22 and the other bearing on the opposite side of the main support wheel 22 would provide stability that would be dependent upon the distance between the bearings. If configured so that the naris-side bearing is away from the combustion area, the need to consider high temperature factors could be reduced. Both bearings could also be positioned on the side opposite the naris, which would in effect cantilever the main support wheel and flumewheel array from the drive shaft. Such a design would leave the naris completely open for an injector support ring or injector bar to be positioned in the center of the naris where the drive shaft would otherwise be located. Such a ring or support bar could support all of the injectors and respective fuel lines for the entire engine. The two bearings could also be both placed on the naris side, thus cantilevering the rotating assembly in a manner that is opposite to that described in the previous example. Such a design may be advantageous where space for placement of an engine is not available beyond the main support wheel. If the two bearings are positioned with one on each side of the main support wheel, then the closeness of the bearings to the main support wheel can be adjusted individually with various benefits. For instance, moving the naris-side bearing further into the naris and closer to the main support wheel would allow for the drive shaft to be shortened on that side of the main support wheel. With the bearing attached to the end of the injector ring or support bar, a configuration with hybrid benefits may be derived to suit special purposes.

The addition of multiple flumewheel assemblies, each limited in stack length by engineering considerations, would be one way to increase the power output of a given RVI engine. The combining of two RVI engine units as mirror image assemblies that share a single main support wheel would be a possible configuration where only two flumewheel assemblies in tandem are needed to provide the desired power output. In the event that even more power is desired, such a "back-to-back" configuration could itself be mirror-imaged and coaxially added to the drive shaft of the first RVI engine unit. Single flumewheel assemblies 48 could also be added in a non-mirror image fashion, such as is shown in FIG. 3. Another way of increasing the power output, such as might be desired for large scale engine applications (e.g., power plants or commercial ocean-going vessels), such as the example illustrated in FIG. 3, would be to scale up the diameters of the rotating flumewheel assemblies. Injector size and the amount of injected fuel would proportionately scale up as well; however, the influence of increasing rotational forces would have to be a design consideration. In such a design, a larger naris diameter may be desirable in order to shorten the flume length and reduce the rotating mass. This design may require increasing the number of flumeways to maintain high torque output. Another approach would be to operate the rotating assembly at a slower rotational speed in order to reduce the rotational forces. Mathematical and experimental study would best determine the ideal combination of these factors.

The speed, fuel consumption, and power output of an RVI engine could be controlled by various approaches. In an engine with uniform or identical injectors, the number of injectors that are active in dispensing fuel at any given time could be adjusted by regulating fuel flow in their respective fuel lines. If individual fuel lines are distributed to single injectors or sets of injectors, then simply turning the fuel off and on could control the speed and output of the engine. In a design where some injectors are larger than others, then the selective on-off regulation of these injectors could also be utilized to control engine output. In either arrangement, altering the pressure of the fuel in the fuel lines might also be used to control the amount of fuel injected into the engine and accordingly influence its output. Increasing the load 50 upon the engine could limit engine speed as well, as could control of exhaust gas pressure.

RVI engines may be able to replace conventional combustion engines, whether piston or turbine in nature, and possibly with greater efficiency. Furthermore, the combustion of fuel within or near to the engine is not an absolute requirement. As mentioned in the section regarding exhaust containment, a flumewheel assembly receiving only pressurized gas at its naris can serve to convert the inherent energy of the gas into mechanical rotation. This aspect could be of benefit in steam-based power plants such as those using turbines today, where internal or nearby-external combustion is not a factor. Conceivably, RVI engines could even be adapted to power turbojet or turboshaft (turboprop) aircraft as well as other applications using turbine -based engines. 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 embodiment has been shown and described and that all changes and modifications that come within the spirit of the invention are desired to be protected.

Claims

WHAT IS CLAIMED IS:

1. An engine, comprising: a base; a drive shaft having an axis and being rotatably supported by said base; at least one flumewheel secured to rotate as a unit with said drive shaft, having an outer circumferential surface and an inner surface defining a central hole and defining a plurality of substantially identical flumeways each arcuately extending from the inner central hole to the outer circumferential surface; fuel and air injector means disposed within the central hole for selectively providing fuel and air into the flumeways proximal the inner surface; and, ignition means to initiate ignition of the fuel and air as a mixture proximal the inner surface.

2. The engine of claim 1 wherein there are at least four flumeways.

3. The engine of claim 2 wherein there are at least 20 flumeways.

4. The engine of claim 3 wherein said fuel and injector means includes an injector ring extending into the central hole of said at least one flumewheel.

5. The engine of claim 4 wherein said fuel and injector means includes a plurality of fuel injectors held by the injector ring for injection of fuel into the flumeways.

6. The engine of claim 5 wherein said fuel and injector means includes a plurality of air inlet ports defined in the injector ring to direct air into the flumeways.

7. The engine of claim 6 wherein there are at least 20 flumeways and wherein there are at least four fuel injectors.

8. The engine of claim 7 wherein there are at least four air inlet ports each disposed proximal a fuel injector.

9. The engine of claim 8 wherein the fuel injectors are spaced equally about the drive shaft axis.

10. The engine of claim 9 wherein there are four of said at least one flume wheels.

11. The engine of claim 1 wherein there are four of said at least one flume wheels.

12. The engine of claim 1 wherein said fuel and injector means includes compressor means for providing forced airflow into the flumeways.

13. The engine of claim 6 wherein said fuel and injector means includes compressor means for providing forced airflow into injector ring and into the flumeways.

14. The engine of claim 13 wherein the compressor means includes a compressor driven by the drive shaft.

15. The engine of claim 1 wherein said at least one flumewheel includes a front and a rear plate and a plurality of partitions extending from the inner surface to the outer surface, and wherein each flumeway is defined by the front and rear plates and two adjacent partitions.

16. The engine of claim 15 wherein each of the plurality of partitions extends between the front and rear plates and is arcuate, extending from the inner surface and curving in one of the clockwise and counterclockwise directions about the drive shaft axis.

17. The engine of claim 1 wherein each flumeway diverges as it extends from the inner surface to the outer surface.

18. An engine, comprising: a base; a drive shaft rotatably supported by said base; at least one flumewheel secured to rotate as a unit with said drive shaft, having front and rear plates, an outer circumferential surface, an inner surface defining a central hole, and a plurality of radially extending partitions which define a plurality of flume ways extending from the inner central hole to the outer circumferential surface; fuel and air injector means disposed within the central hole for selectively providing fuel and air into the flumeways proximal the inner surface and including an injector ring carrying injectors and air inlet ports and extending into the central hole; and, ignition means to initiate ignition of the fuel and air as a mixture proximal the inner surface.