Practical Guide to Free-Energy Devices

Chapter 8

Fuel-less Engines

Author: Patrick J Kelly

Chapter 8: Fuel-less Engines

We have been raised with the idea that it is necessary to burn a fuel to produce power which we can use.  We are sold coal, coke, timber, paraffin/kerosene, petrol/gasoline, diesel, propane, etc. for us to burn in order to “get” energy.  While it is perfectly true that burning these things will indeed result in energy in a form which we find convenient to use in heating, cooling, powering engines, etc. what is carefully avoided is the fact that it is not at all necessary to burn a fuel in order to run the things which we want to power.  This ‘inconvenient’ fact has been concealed and denied for more than fifty years now (very surprisingly, by the people who want to sell us these fuels to burn – do you perhaps think that they may have some motive for this, other than our best interests about which they are no doubt, very concerned?).

This chapter is about ‘fuel-less’ motors.  Strictly speaking, they are not self-powered but as they don’t burn a fuel of any kind, in everyday language they can be described as ‘self-powered’.   In the same way that a solar panel in sunlight uses no fuel and yet puts out electrical power, these motors draw energy from the environment and provide us with mechanical power.  In actual fact, power is never “used up” but just converted from one form into another.  In the case of our trusty solar panel, some 17% of the radiation from the sun (mainly ultraviolet) is converted into electrical power and 83% goes in heating and other losses, but as we don’t have to supply the sunlight, and the solar panel pours out the electricity which we want without us having to do anything to make it happen, we really don’t care very much about its extremely low efficiency.  As far as we are concerned, the electricity flowing from the panel is “free-energy”.

It is really amazing that we have been persuaded that we must burn a fuel in order to get power.  Take the case of a heavy-displacement sailing yacht.  The skipper can voyage using his inboard diesel engine:

This matches perfectly with the thinking that you need to burn a fuel in order to get power as the yacht is moving along, pushed by the engine which is powered by burning diesel fuel.  But, what if the skipper decides to switch the engine off and set the sails?:

Now, the same boat, weighing exactly the same with the same crew, is now continuing the voyage at the same speed, but no fuel is being burnt.  The really interesting thing is that while we know this perfectly well, and we are aware that people have sailed right around the world in boats which do not have engines, it does not seem to occur to us that this shows conclusively that it is not necessary to burn a fuel to power some item of equipment or form of transport.

In the case of our yacht, the energy comes from the sun which heats the atmosphere unevenly, causing winds to blow and the yachtsman uses the sails to make those winds power his boat through the water.  So, a sailing boat is actually powered by the sun although we don’t usually think about it that way.

There are many hydro-electric “power stations” where electricity is ‘generated’ by machines driven by water pressure.  In actual fact, no power is ‘generated’ at all, but instead, the potential energy of the body of water is converted into electricity by having the water fall and spin the shaft of a machine.  So, how did the water get up there in the first place?  Well, it came from rain.  And how did the rain get up there?  It rose up there due to evaporation caused by the heat of the sun.  So, the bottom line again is that hydro-electric ‘power’ stations are powered by the sun.

Windmills are also powered by the sun.  But, and here is the really interesting thing, if I state that it is perfectly possible for a compressed-air engine to produce mechanical power without burning any fuel, then there is an immediate and strong reaction where people will say “Impossible – that is perpetual motion !!”  They imply that perpetual motion is impossible but never supply any rational evidence to support that implication.  The Earth has been spinning on its axis for millions of years, so when exactly do they expect it to stop?  All the planets in the Solar System have been orbiting for millions of years, how long do they have to orbit before they can be considered to be in perpetual motion?  Why then are people so opposed to the idea of perpetual motion?  Presumably, because perpetual motion shows clearly that a fuel does not have to be burned to ‘produce’ power and that would not be good for people who sell fuels, and so, we are all told from an early age that perpetual motion is “impossible”.

Well, that does not matter here as we are going to look at compressed-air engines which run off the heat of the sun.  That is, they are heat-pumps which are a well accepted engineering fact and they work on wholly accepted standard scientific principles.  An ordinary refrigerator outputs three or four times as much heat power as the electrical power driving it, and it could be twice that efficient if it were used properly.  This is a Coefficient Of Performance (COP) of 3 or 4, which is supposed to be “impossible” but unfortunately, all refrigerators work like this and you can’t exactly say that refrigerators don’t exist, just because their performance does not appear to fit in with some theories.

Actually, there is no magic involved here as the extra energy is being drawn from the heat content of the air in the immediate locality.  The refrigerator is not operating in isolation and there is a heat exchange with the air surrounding it.  This outside energy causes the COP>1 performance.  In passing, all COP>1 devices operate by drawing energy in from an external source (usually the zero-point energy field) and none of them actually break the ‘rules’ of science.  But, enough of that.

The people who don’t want self-powered engines used in the world today, pin their hopes on a continued ignorance of Engineering facts relating to heat pumps.  A self-sustaining compressed-air engine is actually running off power from the sun just as sailboats, windmills and hydro-electric power stations do.  Sorry folks, no magic here, just bog-standard Engineering.  Admittedly, very few people know or realise the implications of this standard Engineering:

1. All work done in compressing air into a storage tank is converted into heat and then lost to the atmosphere, so the energy in the compressed air inside the tank is the same as that produced by atmospheric heating of that air, but as more of it is now in the tank, there is additional potential for work to be done.  This extra energy was fed into the air by atmospheric heating before the air was compressed.

The First Law of Thermodynamics states that where heat is converted into mechanical energy, or mechanical energy is converted into heat, the quantity of heat is exactly equivalent to the amount of mechanical energy.  We then have the intriguing situation where all of the mechanical energy put into compressing air into a storage tank is lost as heat, and yet, the tank contents now has a higher potential for doing work.  This information comes from Engineering textbooks.

2. If the expanded cold air leaving the engine is used to cool the intake air of the compressor, then there will be an added gain when it warms up inside the cylinder, pulling heat in from the local environment.

3. If the heat of compression is transferred to the air container feeding the engine and not given time to dissipate, then there is a further power gain for the engine.

4. If compressed air is allowed to expand rapidly, there is a marked drop in temperature.  The Leroy Rogers engine design, shown later in this chapter, uses this fact to create air-conditioning for a car driven by a compressed-air engine.

OK then, in broad outline, the energy available from a tank of compressed air comes directly from the heat contained in the atmosphere, in spite of the fact that we always imagine that the energy in the tank was put there by our energetic pumping.

Let’s check this out by taking a look at some of the engines which use these principle to provide fuel-less operation, starting with the design of Bob Neal.  The full patent for Bob’s design is included in the Appendix.

Bob Neal’s Compressed Air Engine.

Bob Neal’s design is a compressed-air operated engine and compressor where the operation of the engine keeps re-supplying the compressed air tank:

This is a perspective view of the engine and this:

is a vertical transverse cross-section view through the compressor part of the engine.  In his patent, Bob has avoided any direct mention of the fact that his engine design is fuel-less.  That sort of statement is not popular with Patent Examiners even if it is perfectly true.

Scott Robertson’s Compressor System.

Bob Neal’s system could do with some further explanation, so here is an idea from Scott Robertson whose web site is http://www.aircaraccess.com/index.htm, for a possible working compressor system using a leaf-blower:

While this looks rather complicated, in reality it really isn’t.  Let’s take the different sections in order:

First, you have an ordinary air engine, supplied with compressed air from a pressure tank.  This engine exhausts its (cold, expanded) air to the atmosphere.  The engine powers two compressors which between them keep the tank full of compressed air.

The first compressor is a simple ‘leaf-blower’ type which produces a large volume of low-pressure air.  The big question is “how do you get this large volume of low-pressure air into a tank which has high-pressure compressed air inside it?”.  Well this seemingly impossible task is performed by the second compressor aided by a cunning, ultra-simple design:

Here, low-pressure air is fed into the low-pressure area marked in pink.  Separating it from the high-pressure area is a metal plug marked in green.  Set into this plug is a ring of five one-way air valves marked in red.  These one-way valves let the low-pressure air into the high-pressure area because of a high-speed jet of air produced by the ‘jet-drive compressor’.  At first glance, this seems impossible, but it is actually just an application of a standard Engineering technique.  The high-speed air jet is directed through a specially shaped nozzle, creating a local low-pressure zone around the jet:

The low-pressure air at point “A” flows through the ring of five one-way valves into the disc-shaped low pressure area “B” and is blasted into the high-pressure area “C” by the high-power air jet ripping through the doughnut-shaped ring marked in yellow.  The high-speed air jet causes the low pressure ring “B” by its rapid movement which creates a vortex due to the shape and positioning of the doughnut-shaped ring marked in yellow.  This clever arrangement allows large volumes of low-pressure air to be drawn into a tank which contains high-pressure air.

You will also note that the two-stage compressor which generates this high-speed jet of air, has its working area actually inside the tank.  This means that the heat of compression is used to heat the air inside the tank and raise its pressure, enhancing the operation further.  It should be borne in mind that the new air entering the system has been heated by the sun and contains the energy which powers the system.

The Retro-fit Compressed Air Vehicle System of Leroy Rogers.

The Rogers motor shown here makes no claims to spectacular operation, but in spite of that, Leroy did admit in an interview that this motor does indeed have a greater output than the applied input, provided that the motor is not left just ticking over. This motor is like the US patent 3,744,252 “Closed Motive Power System Utilising Compressed Fluids” by Eber Van Valkinburg shown below.  However, the Rogers patent shown here has the distinct advantage that it uses off-the-shelf motors and readily available hardware and there is nothing really exotic or difficult about the Rogers engine that a person couldn’t get from a valve supplier or get a metal fabrication company to construct.

However, while Leroy did state that his design was self-sustaining when going over 30 miles per hour, a key design feature is his very high performance compressor unit which he later patented as shown below.   Present day vehicle engines are under-geared and run at fairly low revs.  These same engines operate much more efficiently at higher revs, if they are given different gearing.  With the Rogers motor, the air contained in the high-pressure tank is sufficient to drive the pistons up and down.  Air can be pumped back into the high-pressure tank by a compressor which has a much higher gearing and much lower capacity per piston stroke.  The expanded air exiting from the engine is at much lower temperature than the surrounding air and if it captured in a buffer tank and used as the input of the compressor, then recharging the air tank is more efficient, provided that the tank absorbs heat from the surrounding environment, raising it’s temperature inside the tank and so giving an extra boost to the tank pressure, over and above the compression provided by the compressor.

One really nice feature of Leroy’s design is that he envisages it as being an adaption of an ordinary vehicle engine and he provides a considerable amount of practical detail as to how the adaption can be carried out.

Using a RotoVerter (as described in Chapter 2) to drive a compressor would lower the power requirements of the compressor drive to the extent that a motor adaption of this kind should be self-sustaining.  The RotoVerter provides a major energy gain in its own right and is particularly suited to driving mechanical loads such as the compressor and it particularly ‘likes’ constant-load applications such as a compressor.

The adapted engine shown in the patent is like this:

This patent shows how the practical details of running an engine on compressed air can be dealt with.  What it does not show is background details of the actual energy flows and the effects of compressing air and then letting it expand.  These things are not normally encountered in our daily lives and so we do not have an immediate intuitive feel for how systems like these will operate.  Take the effects of expansion.  While it is quite well known that letting a compressed gas expand causes cooling, the practical effect is seldom realised.

Leroy’s compressor patent is shown here:

United States Patent 4,693,669   Supercharger for automobile engines

Inventor: Rogers Sr., Leroy K. (Rte. 13, P.O. Box 815-DD, Briarcliff Rd., Fort Myers, FL, 33908)

Publication Date: 15th September 1987

Abstract:

A supercharger for delivering supercharged air to an engine, comprising a shrouded axial compressor, a radial compressor which is located downstream of the axial compressor and a housing. The housing is comprised of four sections, including a section which is a highly converging, ‘frustoconical’ transition duct which favourably directs the discharge of the axial compressor to the inlet of the radial compressor and a hollow, highly convergent, exhaust cone section immediately downstream of the radial compressor which converges into the exhaust port of the supercharger. An annular flow deflector is provided for directing the discharge of the radial compressor into the exhaust cone.

Description:

Superchargers impart additional pressure to the air or the air/fuel mixture of an engine so that the cylinders receive a greater weight per unit volume of air or air/fuel mixture than would otherwise be supplied. As a result, the volumetric efficiency and power output of the engine are improved.

According to prior practices, superchargers generally comprise a single air-blower which forces air or an air/fuel mixture into the cylinders of an engine. Typically, the air-blower is driven by a gear train which is connected to the crankshaft of the engine with a gear ratio of about 6 to 1. These prior types of superchargers have been used extensively in racing engines and radial aircraft engines. However, by reason of their high operating speeds and their gear trains, these superchargers have been considered too complicated, too heavy and too costly for use with mass production engines such as are found in cars and trucks.

Recently, some car manufacturers have been offering turbocharged engines which expand to exhaust gases of the engine through a turbine to drive a centrifugal compressor. Although turbochargers are advantageous in that the turbine can deliver large amounts of power to the compressor, their extreme operating speeds require special bearings, lubrication and maintenance. In addition, turbochargers require special ducting, such as by-pass arrangements, which only add to their cost and maintenance requirements. Consequently, turbochargers are only offered as expensive options in cars.

Further, there is current interest in a new type of car engine which operates from tanks of compressed gas to effect reciprocation of its pistons. An example of such an engine can be found in the U.S. Pat. No. 4,292,804 issued to the same inventor of the present invention. In the referenced patent, at least a portion of the partially expanded exhaust gas from the cylinders is directed to a compressor where it is recompressed and then returned to the storage tanks from whence it originally came. It would be desirable that at least some, if not all of the aforementioned recompression of the exhaust gas could be achieved with a belt-driven, rotary supercharger that is easily manufactured and maintained, yet is capable of providing ample recompression.

Objects of the Invention:

Accordingly, an object of the present invention is to provide a supercharger suitable for improving the performance of engines of cars, helicopters or the like, which supercharger is inexpensive to produce and easy to maintain.

It is another object of the present invention to provide a supercharger which provides sufficient boost without resort to extreme operating speeds and accordingly avoids the costly complications associated with high speed operation.

It is yet another object of the present invention to provide a relatively compact and lightweight supercharger which is inexpensive to manufacture and maintain.

Another object of the present invention is to provide a belt-driven supercharger having a design which provides supercharging compression at relatively low operating speeds.

It is still another object of the present invention to provide a supercharger which can be quite readily disassembled and reassembled for purposes of low cost maintenance and repair.

Still another object of the present invention is to provide a supercharger which can be constructed from mass producible parts to thereby reduce the cost of its manufacture.

It is still another object of the present invention to provide a belt-driven supercharger which provides supercharging compression without resort to a larger number of compressor stages.

Yet another object of the present invention is to provide a rotary supercharger for a gas operated engine, which supercharger is easily manufactured and maintained, yet capable of providing ample recompression of the recirculating drive fluid.

Summary of the Invention:

These and other objects are achieved by the present invention which provides a supercharger comprising a housing having an inlet and an outlet, a shrouded axial compressor and a radial compressor rotatably mounted within the housing, a highly convergent shallow, frustoconical transition duct for favourably directing the discharge of the axial compressor to the inlet of the radial compressor.

In accordance with a further aspect of the invention, the above-described supercharger further comprises an exhaust cone at a location downstream of the radial compressor and a flow deflector for directing the discharge of the radial compressor to the exhaust cone.

In the preferred embodiment, the housing itself comprises four sections: a cylindrical front housing section which defines an axially directed inlet; a second, cylindrical ducting section enclosing the axial compressor; a rear housing section defining the transition duct as well as the inlet and casing for the radial compressor; and the exhaust cone section which defines at its terminus the outlet of the housing. For driving the compressor shaft, a double-tracked pulley wheel is secured to the forward end of the common shaft, which pulley wheel is adapted to receive one or more drive belts from the crank-shaft wheel of the engine. A lateral opening in the front housing section accommodates the connection with the drive belts.

With the disclosed arrangement, compression can be achieved for supercharging purposes without resort to a large number of compressor stages or high operating speeds. Additionally, the design of the disclosed supercharger avoids the need for guide vanes between the axial compressor and the radial compressor. The exhaust cone section also favourably avoids the build-up of back pressure against the radial compressor. The design is also very simple and therefore inexpensive to manufacture and maintain.

Other objects, advantages and novel features of the present invention will become apparent from the following detailed description of the invention when considered in conjunction with the accompanying drawing.

Brief description of the Drawings:

A preferred embodiment of the present invention is described in greater detail with reference to the accompanying drawing wherein like elements bear like reference numerals, and where:

Fig.1 is a cross-sectional side view of a supercharger constructed in accordance with the preferred embodiment of the present invention;

Fig.2 is a side view of the supercharger of Fig.1;

Fig.3 is a frontal view of the impeller of the supercharger of Fig.1;

Fig.4 is a cross-sectional view taken along line 4--4 of Fig.1;

Fig.5 is a cross-sectional view taken along line 5--5 in Fig.1;

Fig.6 is a cross-sectional view taken along line 6--6 in Fig.1;

Fig.7 is a perspective view of a segment of the impeller of the supercharger of Fig.1; and

Fig.8 is a partial side view of the supercharger of Fig.1 with an adaptor .

Detailed Description of the Preferred Embodiment:

Referring to Fig.1 and Fig.2, a supercharger 10 is provided for supplying supercharged air to a car engine or the like, so that the engine receives a greater weight per unit volume of air or a fuel/air mixture than would be otherwise supplied.  In accordance with a preferred embodiment of the present invention, the supercharger 10 comprises a housing 12 having an axially directed inlet 14 for receiving ambient air and an axially directed outlet 16 for delivering supercharged air to the intake of the car engine.  Rotatably mounted within the housing 12 is a shaft 18 on which are secured an axial compressor 24 and a radial compressor 26, which is positioned downstream of the axial compressor.  A pulley wheel 28 is secured to a forward end 30 of the shaft for receiving drive belts 31, which drive belts connect the shaft 18 to a pulley wheel on the crankshaft of the engine (not shown).  The drive belts 31 deliver torque to the shaft 18 as required for driving the compressors 24 and 26 of the supercharger 10.

Housing 12 is constructed from four sections which are preferably bolted together at flanged connections in an end-to-end relationship. These sections include a front housing section 32, an axial compressor duct section 34, a rear housing section 36 and an exhaust cone section 38.  The shaft 18 extends along the longitudinal axis of the housing 12.

The front housing section 32 is a hollow cylinder which extends forward of a front bearing support 40.  The front housing section 32 encloses the forward end 30 of the shaft 18 and the associated pulley wheel 28.  At its forward end, the front housing section 32 defines the inlet 14 for receiving air from an external source (not shown).

Referring particularly to Fig.2, the front housing section 32 includes a lateral opening 44 on one side in order to accommodate the connection of the drive belts 31 to the pulley wheel 28. The front housing section 32 also includes a forward flange 46 for accommodating the connection of air filters, carburettors, air scoops or the like upstream of the supercharger 10 according to the particular engine layout.

It is to be understood that in the usual engine layout, the supercharger 10 receives air or a fuel/air mixture from an external source through its inlet 14, compresses the air or fuel/air mixture and then delivers it to the intake of the engine.

Referring again to Fig.1, the pulley wheel 28 is interference-fitted upon the forward end 30 of shaft 18 and a key 134 is used to lock the pulley wheel 28 in place.  The pulley wheel 28 is preferably a double-track design which is suitable for the attachment of twin drive belts, although a single-belt type pulley wheel would be adequate.  The pulley wheel 28 is preferably sized so that the ratio of it’s diameter with respect to the diameter of the drive wheel of the engine's crankshaft provides an effective gearing ratio in the range of approximately two and one-half to four and one-half.  Thus at idle, when the car engine is running at approximately 700 rpm, the supercharger 10 is running at approximately 2,400 rpm, and at cruise, when the engine is running around 2,500 rpm, the supercharger 10 is preferably turning over in the range of 6,000 to 8,000 rpm.  It is to be noted that although the diameter of the pulley wheel 28 may be substantially reduced in order to achieve a desired gearing ratio, the double-track wheel 28 presents a sufficient sum total of surface area to avoid slippage of the belts 31.

The next adjacent section of housing 12 is the axial compressor duct 34 which is a short cylinder coaxially disposed about the axial compressor 24.  Preferably, the axial compressor duct 34 is constructed from cast aluminium, with the interior surfaces 48 machined to assure uniform clearance between the duct 34 and shroud 50 of the axial compressor 24.  As with other sections of the housing 12, the axial compressor duct 34 is provided with flanges 52 and 54 for effecting connection to the adjacent housing sections. The axial compressor duct 34 guides air delivered from the front housing section 32 towards the axial compressor 24.

Referring now to Fig.1 and Fig.4, a front bearing support 40 is placed between the front housing section 32 and the axial compressor duct 34.  The front bearing support 40 includes an outer annulus 56 and three radial arms 58.  Between these arms are defined passages 60 for allowing air to pass through the bearing support 40.  The outer annulus 54 is secured by bolts connecting a rear flange 64 of the front housing section 32 and the flange 52 of the axial compressor duct 34.  By this arrangement, the front bearing support 40 is rigidly secured to the housing 12 so that loads and shocks to the shaft 18 can be transferred through the front bearing support 40 to the housing 12.

In the preferred embodiment, the outer annulus 56 of the bearing support 40 extends into the region of the inlet 14 of the front housing section 32 in such a way that it’s inner rim 68 coincides with the inner rim 70 of the shroud 50 of the axial compressor 24.  In this way, the outer annulus 56 contributes to the guiding of the flow of air toward the axial compressor 24.

An outer raceway 74 of the front roller bearing assembly 76 is secured between the front bearing support 40 and a bearing retainer plate 78, which is secured by the removable bolts 80.  In this preferred embodiment, the front bearing assembly 76 is of the sealed, high speed type.  A suitable commercially available bearing assembly is marketed under the reference: model Fafnir 405KDD.  Preferably, a lower raceway 82 of the front bearing assembly 76 is secured to the shaft 18 with an interference fit.  A spacer 84 is provided on one side of the lower raceway 82, which spacer 84 also abuts a hub 86 of the axial compressor 24 in order to position the axial compressor 24 at a predetermined distance downstream of the bearing support 40.  Similarly, a spacer 88 is provided on the other side of the lower raceway 84, and it abuts the pulley wheel 28 so as to space apart the pulley wheel 28 from the front bearing support 40 to ensure that there is sufficient clearance between them.

It should be appreciated that the bearing retainer plate 78 allows ready access to the front bearing assembly 76 for purposes of maintenance or repair.  To service the front bearing assembly 76, a nut 90 and lock-washer 92 on the forward end 30 of the shaft 18 are loosened and removed together with the pulley wheel 28 and the spacer 88.  Then bolts 42 and the bearing retainer plate 76 are removed, leaving the whole bearing assembly 76 exposed for servicing and/or removal.

The rear housing section 36 is connected by bolts to the downstream end of the axial compressor duct 34. Preferably, the rear housing section 36 is constructed from a single section of cast aluminium and includes external longitudinal ribs 94 for enhancing the structural rigidity of the rear housing section 34.  The walls of the rear housing section 36 define three elements of the supercharger 10: a highly conical transition duct 96 which favourably directs the output of the axial compressor to an inlet 98 of the radial compressor 26; the inlet 98 of the radial compressor 26, itself; and a casing 100 for the radial compressor 26.

The transition duct 96 is a hollow, frustoconical portion having a half-apex angle (from the generatrix to the axis of symmetry) of approximately 35°.  The angle is selected such that the inlet to the radial compressor 26 is as close as possible to the outlet of the axial compressor, without causing undue back-pressure. In the preferred embodiment, the transition duct 96 begins a short distance downstream of the axial compressor 24 and ends at the beginning of the inlet 98 of the radial compressor 26.  The highly conical shape of the transition duct 96 is believed to roll-in the higher volume of air being discharged from the more radially outward portions of the axial compressor 24.  This rolling-in action is believed to promote a favourable flow regime at the inlet 98 of the radial compressor 26 so that there is no need for inlet guide vanes for the radial compressor 26.  It is also believed that the highly conical shape of the transition duct 96 affects upstream flow conditions at the axial compressor 24 in such a way that it’s performance is improved.  It has also been found that there is no need for a stator (or exit guide vane) for the axial compressor 24.

In essence, it is believed that the transition duct 96 performs the functions of the exit vanes of axial compressors and inlet guide vanes of radial compressors, but without the pressure losses commonly associated with them. Avoiding these pressure losses and the expected improvement in the performance of the axial compressor, allows the supercharger 10 to impart a higher overall pressure ratio than would otherwise be achieved without the transition duct 96.   As a result, adequate compression is achieved at moderate operating speeds without resort to a bank of several axial compressors.  It should be understood however, that when connecting the supercharger 10 to a relatively slowly reciprocating diesel or a very large engine, it may be desirable to include two or more axial compressors in order to boost the supercharger's overall pressure ratio.  In such cases, the present invention would then include the placement of a transition duct downstream of at least the last axial compressor.

At the inlet 98 of the radial compressor 26, the walls of the rear housing 36 are cylindrical and coaxially positioned around shaft 18.  It should be noted that in the preferred embodiment, the surface transition 102 from the transition duct 96 to the inlet 98 is rounded-off.

The casing portion 100 of the rear housing section 36 closely follows the contour defined by blade edges 104 of the radial compressor 26 in a close, substantially sealing manner as is well known in the art of radial compressors. The casing portion 100 of the rear housing section 78 channels air between the rotating blades of the radial compressor 26 so that the blades can impart work to the passing air.  The casing portion 100 also defines a discharge outlet 106 for the radial compressor 26.

Just beyond the discharge outlet 106 of the radial compressor 26, the interior surfaces of the rear housing section 36 begin to curve immediately inwardly to provide a transition into the next adjacent section of the housing 12, the exhaust cone 38.  In this fashion, the interior surfaces at the rear-most portion of rear housing section 36 and those of the forward portion of the exhaust cone 92 define internally a flow deflector 108.  In the preferred embodiment, the flow deflector 108 is closely and concentrically positioned around outlet 106 of the radial compressor 26 so that the air being discharged from the radial compressor 26 does not have the opportunity to diffuse significantly prior to its arrival at the annular flow deflector 108.  The annular flow deflector 108 directs the output of the radial compressor 26 into the exhaust cone 38 by providing a smooth surface transition from the interior of rear housing section 36 to the interior of the exhaust cone 38.

The exhaust cone 38 is a highly convergent, hollow, conical section placed immediately downstream of the radial compressor 26 for receiving the output of the radial compressor 26 from the annular flow deflector 108.  In the preferred embodiment, the exhaust cone 38 is a single section of cast aluminium which is joined to the downstream end of the rear housing section 36 at a flanged joint 110.  Preferably, the exhaust cone 92 converges according to a half-apex angle of approximately 35° and defines the exhaust port 16 at its terminus.  A threaded section 112 at the exhaust port 16 allows the attachment of the appropriate external ducting (not shown) leading to the intake of the engine.

During operation of the supercharger 10, the space enclosed by the exhaust cone 92 prevents the build up of an elevated back pressure which might otherwise arise and detract from the operation and efficiency of the radial compressor 26.  The enclosed space of the exhaust cone 92 is also of sufficient volume to absorb pulses and to average out unsteady flow conditions so to promote a smooth and continuous output from the supercharger 10.

Referring now to Fig.1 and Fig.6, the exhaust cone 38 includes a rear bearing support 114 which comprises members 116 which extend radially inwardly from the outer walls of the exhaust cone 38.  At a radial inward location close to the shaft 18, the members 116 converge to form a cupped annulus which serves as a housing 118 for the rear bearing assembly 120.  The housing 118 is open towards the rear face of the radial compressor 24 to facilitate disassembly of the supercharger 10.  The rear bearing assembly 120 is the same type and size as the front bearing assembly 76.  The inner race 122 of the bearing assembly 120 is set in place on the shaft 18 by spacers 124 and 126 in conjunction with a nut 128 and washer 130 on the rearward end 132 of the shaft 18.  In this preferred embodiment, the members 116 are formed to be integral with the walls of the exhaust cone 38.

Referring to Fig.1 and Fig.5, upon rotation, the axial compressor 24 draws air through the inlet 14 and imparts an initial amount compression to the air as it forces the air into the transition duct 96 of the rear housing section 36.  In the preferred embodiment, the axial compressor 24 comprises a hub 86, the shroud 50 and a series of ten (10) equally spaced, radial blades 136.  Ideally, each blade 136 increases in cord from a root 138 to a tip 140 and includes a trailing edge 142 and a leading edge 144, where these edges are both slightly curved.  The blades gradually increase in pitch from approximately 12° at the root 138 to approximately 36° at the tips 140.  However, the particular values of pitch and other geometrical aspects of the blades 136 might be varied in accordance with different operating speeds or other parameters as would be apparent to one skilled in the pertinent art and familiar with this disclosure.

The axial compressor 24 is preferably constructed from a single, cast aluminium section with the faces 143 and 145 of the hub 86 being machined for purposes of achieving accurate, axial positioning of the axial compressor 24 on the shaft 18 relative to the housing 12.  The faces 146 and 148 of the shroud 72 are also machined flat. Additionally, the outer periphery 150 of the shroud is machined to assure uniform clearance between the shroud and the adjacent interior surfaces 48 of the axial compressor duct 34.  Preferably, the axial compressor 24 is secured to the shaft 18 by an interference-fit on to a stepped portion 152 of the shaft 18.  The spacers 84 and 154 axially position the axial compressor 24 relative to the front bearing support 40 and the radial compressor 26, respectively.

Dynamic balance test machines of the conventional type may be used to test the balance of the axial compressor 24 prior to its installation.  If an imbalance is detected, material can be removed at the outer periphery 150 of the shroud 50 so as to achieve proper balance.

Referring now to Fig.1, Fig.3, and Fig.7, the radial compressor 26 is constructed from a single section of cast aluminium and includes a hub 156 and curved blades 158. Interposed between each pair of blades 158 are a second set of blades 160 which terminate short of the intake 162 of the radial compressor 26 so that the intake 162 is not crowded by both sets of blades.  Accordingly, the radial compressor 26 features both a large total number of blades and an intake of relatively small diameter, ad these features enhance the performance of the compressor 26.  In the region of the intake 162, the blades 158 present leading edges 164 and undergo a twist into the direction of rotation so as to prevent a favourable angle of attack at the intake 162.

Preferably, the radial compressor 26 is positioned upon the stepped section 128 of the shaft 18 with an interference-fit and locked against rotational slippage by a key 166.  The spacer 124 assures clearance between the rear face of the radial compressor 26 and the rear bearing assembly 120.

The shaft 18 is constructed from a hardened steel and is threaded at both ends 30 and 132 to receive nuts 90 and 128, respectively.  In addition to the central stepped portion 152, which receives the compressors 24 and 26, the shaft 18 also features stepped portions 170 and 172 for receiving the front and rear bearing assemblies 76 and 120, respectively. The stepped arrangement of the shaft 18 facilitates assembly and disassembly in that the stepped portion 152 of the greatest diameter is centrally located on the shaft 18 and all the stepped portions are greater than the diameter of the threading at ends 30 and 132.

Please note that the bearing supports 40 and 114 are in a fixed position relative to the housing 12 and that the compressors 24 and 26 are held in position between the bearing supports 22 and 40 by spacers 84, 124 and 154, which have predetermined lengths.  Consequently, the placement of the compressors 24 and 26 relative to the longitudinal axis of the housing 12 is fixed by the spacers and not by the axial location of the shaft 18 relative to the housing 12.  Please also note that the stepped portions 152, 170 and 172 of the shaft 18 are each provided with extra lengths so that the respective components (the bearing assemblies and compressors) can each be situated over a relatively wide range of locations in the respective stepped portions.  Thus, the shaft 18 need not be positioned accurately along the longitudinal axis of the housing 12 in order to achieve proper assembly of the supercharger 10.  For instance, if nuts 90 and 128 had been tightened differently than they appear in Fig.1, then shaft 18 might have been displaced slightly in the axial direction from where it is shown in Fig.1.  However, the relative positioning of the various components on the shaft 18, i.e., the pulley wheel 28, the compressors 24 and 26 and the bearing assemblies 76 and 120, would have remained the same relative to themselves and the housing 12. This feature eases the process of manufacture and accordingly, reduces costs.  It also reduces the amount of labour required for reassembly after repair.

In operation, the supercharger 10 is suitably connected at it’s outlet 16 to an intake of a car engine, with the drive belts 31 from the crankshaft of the engine being attached to the pulley wheel 28 of the supercharger 10.  Then, as the engine is operated, torque is transferred by the drive belts 31 to the pulley wheel 28 for driving the compressors 24 and 26.  Upon rotation, the axial compressor 24 draws air through the inlet 14, imparts an initial amount of compression to the air and discharges it into the transition duct 96 with a swirl.  By reason of it’s design, the axial compressor 24 is believed to move a greater volume of air in the region of its blade tips 140 than at it’s more radially inward locations.  Accordingly, there is a greater of mass of air situated at the outer annular region behind the axial compressor 24 than at the inner annular region.  As the discharge from the axial compressor 24 is caused to leave the axial compressor duct 34, the highly convergent, transition duct 96 is believed to cause the outer annulus of air which is discharged from the axial compressor 24 to roll-in.  This action is believed to have two favourable results.  First, the roll-in action causes a flow regime to be established at the inlet 98 of the radial compressor 26 such that the need for a guide vane is wholly avoided.  Secondly, and of equal importance, the rolling-in action, in conjunction with the large volume of space enclosed by the transition duct 96, is believed to affect the performance of the axial compressor 24 favourably, so that a higher pressure ratio is obtained from it.

Since the overall pressure ratio of the supercharger 10 is the product of the pressure ratios of the two compressors, it can be seen that the increase in performance of the axial compressor 24 results in a corresponding improvement in overall performance of the supercharger.  It should also be noted that the deletion of inlet guide vanes for the radial compressor 26 and of exit vanes for the axial compressor 24 greatly simplifies the design of the rear housing section 36 and therefore provides savings in costs of manufacture. It also avoids the pressure losses associated with such guide vanes, which are often quite significant.

Upon leaving the transition duct 96, the pre-swirled flow of air enters the inlet 98 of the radial compressor 26 and then into the compressor 26 itself.  In passing through the radial compressor 26, the air is turned and whirled such that the airflow is centrifugally discharged with a substantial radial velocity component, whereupon the resultant flow is abruptly turned by the annular flow deflector 108 and caused to enter the exhaust cone 38.  As previously explained, the large volume of space enclosed by the exhaust cone 38 induces flow conditions behind the radial compressor 26 such that elevated back pressures are avoided, pressures which might otherwise impair the performance of the radial compressor 26.  Pulses in the output of the radial compressor 26 are also moderated. The air is then delivered in a compressed state to the exhaust port 16 of the exhaust cone 38. The supercharged air then flows down the appropriate intake system of the engine until it reaches the cylinder or cylinders of the engine.

With respect to the application of the supercharger 10 to air-tank powered engines, such as disclosed in U.S. Pat. No. 4,292,804, the supercharger 10 functions in the same manner as described above, but is connected to the engine differently.  In the air tank powered engine, at least one of the exhaust manifolds of the engines delivers partially expanded air to a line connected to the inlet 14 of the supercharger 10.  Referring to Fig.8, in most of such applications, this line will be of a smaller diameter than the housing 12 at the inlet 14 of the supercharger, such that an adaptor 173 is needed.  The adaptor 173 comprises an annular plate 174 having a threaded aperture 176 sized to receive a mating, threaded end 178 of the line 180.  The plate 174 is secured to the flange 36 of the front housing section 32 by a plurality of bolts.  Because the air coming from the line 180 is usually less than the full capacity of the supercharger, additional air is introduced through the lateral opening 44 along the side of the front housing section 32.  In this application, the opening 44 thus serves as an air intake port as well as a means for accommodating the drive belts 31 and must therefore be sized upon the additional criteria that it not be so large as to upset the flow of the incoming air in the line 180. Upon the passage of the air through the supercharger, the air is directed through the exhaust port 16 and into a suitable line connected to it, which line may lead directly to the engine or to the storage tanks of the engine.  If directed to the tanks, this recompressed air is used to supplement the required recharging of the storage tanks.

It is to be appreciated that savings in the cost of manufacturing the supercharger 10 are achieved by reason that the housing 12, the bearing supports 40 and 114, the axial compressor 24 and the radial compressor 26 are all constructed from cast aluminium parts and require only a minimum amount of machining.  Moreover, the roller bearing assemblies 76 and 120 are commercially available components, and the supercharger 10 is easily assembled.  These aspects further reduce the cost of manufacture and render the disclosed supercharger inexpensive to maintain and overhaul.  More importantly, the supercharger 10, despite its simple design, provides supercharging at relatively low operating speeds. With it’s lower operating speeds, the service life of the supercharger 10 is extended and the risk of it suffering mechanical failure is reduced.  The need for special bearing designs and lubrication is also avoided.  Accordingly, the supercharger 10 is highly suitable for mass production and for use in cars, trucks, helicopters or the like.

The Vortex Tube.

The web site http://www.airtx.com/how-does-a-vortex-tube-work.htmv show “vortex tubes” which are completely passive devices with no moving parts:

This device does things which you would not expect.  Compressed air at a temperature of, say, seventy degrees Centigrade is fed into the circular chamber where the shape of the chamber causes it to spiral rapidly as it exits the tube:

There is an energy gain in a vortex, as can be seen in a hurricane or tornado, but the really interesting thing here is the dramatic change in temperature caused by the change in pressure as the air expands.  The ratio of heat gain to heat loss is controlled by the ratio of the sizes of the openings, which is why there is an adjustable nozzle on the small opening.

The air exiting through the large opening is much higher volume than the air exiting through the small opening and it expands very rapidly, producing a massive drop in temperature.  The density of this cold air is now much higher than the air entering the vortex chamber.  So there has been both a drop in temperature and an increase in density.  These features of the expansion are made use of in the Leroy Rogers engine design, where some of the expanded air exhaust of the engine is compressed and passed back to the main air storage tank.  While the compressor does raise the air temperature as it pumps the air back into the tank, it does not reach its original temperature instantly.

This results in the air temperature inside the tank dropping as the engine operates.  But, the lowered tank temperature causes an inflow of heat from its immediate environment, raising the overall tank temperature again.  This warming of the chilled air causes the tank pressure to increase further, giving an energy gain, courtesy of the local environment.  It is important to understand that it takes less energy to compress air than the kinetic energy which can be generated by letting that compressed air expand again.  This is a practical situation, courtesy of the local environment and is not a breach of the law of Conservation of Energy.  It is also a feature which has not yet been exploited to any great degree and which is just waiting to be used by any adventurous inventor or experimenter.

Eber Van Valkinburg’s Engine.

Eber presents a custom engine based on these principles.  His engine uses both compressed air and compressed oil to manipulate pressures within the system and provide an engine which is self-powered.  In the Appendix is a slightly re-worded copy of the Eber Van Valkinburg patent, which remarks that “stored energy in a compressed elastic fluid is utilised in a controlled manner to pressurise an inelastic fluid and to maintain such pressurisation.  The pressurised inelastic fluid is throttled to the impeller of a prime mover.  Only a portion of the output energy from the prime mover is utilised to circulate the inelastic fluid so as to maintain a nearly constant volumetric balance in the system”.

Richard Clem’s Motor.

The Clem Engine is based on an entirely different principle, and one which is not spoken about very often.  Hurricanes or “twisters” as they are sometimes called, are large rotating air masses of incredible power which develop in hot areas which are more than eight degrees North or South of the equator.  The distance from the equator is essential as the rotation of the Earth is needed to give them their initial spin.  They usually develop over water which is at a temperature of twenty-eight degrees Centigrade or higher as that allows the air to absorb enough heat energy to get started.  That is why there is a distinct “hurricane season” in these areas, since at certain times of the year the ocean temperature is just not high enough to trigger a hurricane.

What is not generally realised is that a hurricane develops excess energy due to its swirling circular movement.  The generation of this extra power was observed and documented by Viktor Schauberger of Austria, who also used his observations to great effect.  I think that what Schauberger says makes some people uncomfortable as they seem to think that anything “unorthodox” has to be weird and too peculiar to be mentioned.  This is rather strange as all that is involved here is a simple observation of how our environment actually works.  A hurricane is wider at the top than at the bottom and this concentrates power at the base of the swirling mass of air.  This tapered rotation is called a “vortex” which is just a simple name to describe the shape, but any mention of “vortex power” (the power at the base of this rotation) seems to make many people uncomfortable which is most peculiar.

Leaving that aside, the question is “can we use this energy gain from the environment for our own purposes?”.  The answer may well be “Yes”.  Perhaps this principle is utilised by Richard Clem.  In 1992, Richard Clem of Texas, demonstrated a self-powered engine of an unusual type.  This engine, which he had been developing for twenty years or more, weighs about 200 pounds (90 kilos) and generated a measured 350 horsepower continuously over the full period of a nine-day self-powered test.  Although this engine which runs from 1,800 to 2,300 rpm is especially suited to powering an electrical generator, Richard did install one in a car, and estimated that it would run for 150,000 miles without any need for attention and without any kind of fuel.  Richard said that his prototype car had reached a speed of 105 mph.  Just after receiving funding to produce his engine, Richard died suddenly and unexpectedly at about 48 years of age, the death certificate having “heart attack” written on it as the cause of death.  Remarkably convenient timing for the oil companies who would have lost major amounts of money through reduced fuel sales if Richard’s motor had gone into production.

The motor is unusual in that it is a rotary turbine style design which runs at a temperature of 300oF (140oC) and because of that high temperature, uses cooking oil as its operational fluid, rather than water as the oil has a much higher boiling point.  To a quick glance, this looks like an impossible device as it appears to be a purely mechanical engine, which will definitely have an operating efficiency which is less than 100%.

In broad outline, the oil is pumped through a pipe and into the narrow end of the cone-shaped rotor.  The engine is started by being rotated by an external starter motor until it reaches the speed at which it generates enough power to be sustain its own operation.  The rapid spinning of the cone, causes the oil to run along spiral grooves cut in the inner face of the cone and exit through angled nozzles placed at the large end of the cone:

The operating pressure produced by the pump is 300 to 500 psi.  Richard did not attempt to patent his engine as US Patent 3,697,190 “Truncated Conical Drag Pump” granted in 1972 as a liquid-asphalt pump is so close in detail that Richard felt that there was insufficient difference for him to be granted a patent:

There appears to be considerable scope for anyone who wishes to build or manufacture this engine and it is capable of acting as a heater as well as device for producing mechanical power.  This suggests that water purification could be an additional “extra” option for this engine.

Prof. Alfred Evert of Germany has produced an analysis of the operation of the Clem Engine and turbines in this general category.  His website http://evert.de/indefte.htm has a good deal of information on the subject.

Josef Papp’s Inert Gas Engine Conversion.

The Hungarian, Josef Papp, invented an unusual engine system which genuinely appears to be very nearly “fuel-less”.  His design modifies an existing vehicle engine to operate on a fixed amount of gas.  That is to say, the engine has no air intake and no exhaust and consequently, no inlet or exhaust valves.  The engine cylinders contain a mixture of gases which have an Atomic Number below 19, specifically, 36% helium, 26% neon, 17% argon, 13% krypton, and 8% xenon by volume. The control system causes the contained gas to expand to drive the pistons down the cylinders and then contract to suck the pistons back up the cylinders.  This effectively converts the engine into a one-stroke version where there are two power strokes per revolution from every cylinder.

A small amount of radioactive material is used in the engine, and I have seen it suggested that the engine should be screened to protect the user from radiation.  I’m not sure that this is correct, but if it is, then it suggests that a matter to energy conversion is indeed taking place.  It seems most unlikely that the minor amount of radioactive material in the engine itself could cause any significant radiation.  The patent describes the material as “low-level” which suggests to me, material no more dangerous that the luminous paint that used to be used on the hands of clocks and watches.

Suitable engines must have an even number of cylinders as they operate in pairs.  Josef’s first prototype was a four-cylinder, 90 horsepower Volvo engine. He removed the intake and exhaust components and replaced the engine head with his own design.  During a thirty-five minute test in a closed room, the engine generated a constant 300 horsepower output at 4,000 rpm.  The electrical power needed to run the engine was produced by the standard engine alternator, which was also able to charge the car battery at the same time.  Interestingly, an engine of this type, quite apart from having zero pollution emissions (other than heat), is quite capable of operating under water.

Josef, a draftsman and ex-pilot, emigrated from Hungary to Canada in 1957 where he lived until his death in April 1989.  There is solid evidence that Josef built an engine of over 100 horsepower (75 kilowatts) that was "fuelled" by a mixture of inert (or “noble”) gases. With no exhaust or cooling system, it had huge torque even at low rpm (776 foot-pounds at only 726 rpm in one certified test).  Dozens of engineers, scientists, investors and a Federal judge with an engineering background saw the engine working in closed rooms for hours.  This would not have been possible if the engine had been using fossil fuel. There was absolutely no exhaust and no visible provision for any exhaust. The engine ran cool at about 60°C (140°F) on its surface, as witnessed by several reliable observers.  All these people became convinced of the engine's performance. They all failed to discover a hoax. Ongoing research in the United States (totally independent of Papp) has proved conclusively that inert gases, electrically triggered in various ways, can indeed explode with fantastic violence and energy release, melting metal parts and pushing pistons with large pressure pulses.  Some of the people performing this work, or who have evaluated it, are experienced plasma physicists.  Contemporary laboratory work has established that inert gases can be made to explode

In a demonstration on 27th October 1968 in the Californian desert, Cecil Baumgartner, representing the top management of the TRW aerospace corporation and others witnessed the detonation of one of the engine cylinders. In full public view, just a few cubic centimetres of the inert gas mixture was injected into the cylinder using a hypodermic needle.  When the gas was electrically triggered, the thick steel walls of the cylinder were burst open in a dramatic way. William White, Edmund Karig, and James Green, observers from the Naval Underseas Warfare Laboratory had earlier sealed the chamber so that Papp or others could not insert explosives as part of a hoax.  In 1983, an independent certification test was carried out on one of the Papp engines.  Joseph Papp was issued three United States patents for his process and engines:

US 3,680,431 on 1st August 1972 "Method and Means for Generating Explosive Forces" in which he states the general nature of the inert gas mixture necessary to produce explosive release of energy. He also suggests several of the triggering sources that may be involved. It appears that Papp is not offering full disclosure here, but there is no doubt that others who have examined this patent and followed its outline have already been able to obtain explosive detonations in inert gases.

US 3,670,494 on 20th June 1972 "Method and Means of Converting Atomic Energy into Utilisable Kinetic Energy" and

US 4,428,193 on 31st January 1984 "Inert Gas Fuel, Fuel Preparation Apparatus and System for Extracting Useful Work from the Fuel".  This patent shown here, is very detailed and provides information on building and operating engines of this type.  It also gives considerable detail on apparatus for producing the optimum mixture of the necessary gasses.

At the time of writing, a web-based video of one of the Papp prototype engines running on a test bed, can be found at http://www.youtube.com/watch?v=N4li_z4Jpso although it must be said that a good deal of the footage is of very poor quality, having been taken many years ago.  The video is particularly interesting in that some of the demonstrations include instances where a transparent cylinder is used to show the energy explosion.  Frame-by-frame operation on the original video shows energy being developed outside the cylinder as well as inside the cylinder, which does seem to suggest that the zero-point energy field is involved.  I have recently been contacted by one man who attended some of the engine demonstrations run by Papp and he vouches for the fact that the engine performed exactly as described.

Papp’s Patent US 4,428,193 is shown in full in the Appendix.

Josef never managed to get his engine design into commercial production before his death, primarily due to the opposition of vested interests.  However, his design principles have been picked up and advanced by John Rohner and Haik Biglari.

The “Plasmic Transition Process” is the subject of various patents pending by PlasmERG Inc. of Iowa.  John Rohner founded this company in 2008 to be the means to disseminate, develop and license this technology to other motor manufacturers for their own use.   This process originally called the "Papp Engine" did run in 1982 and was then lost until John, and his partner Haik Biglari rediscovered it and applied modern science to the system to explain the process and filed their patents, presently pending.  The original process was based on information originally patented by the late Joseph Papp, whose patents have now expired.   John Rohner, a well known new-product design engineer, was originally contacted in 1979 by his brother Robert, with a schematic for the controller which Papp had designed.  Unfortunately, John was busy with several other projects so he turned it over to his brother Tom.

PlasmERG has designed two motors for Own-Equipment-Manufacturers to use. One is an opposed,             2-cylinder, 120 cubic inch engine which produces some 300 horsepower.  The second is a 6-cylinder 360 cubic inch engine which can produce around 1,500 horsepower.  These motors are being co-developed with a sister company in Canada.  John Rohner has personally provided the total investment for this development.  As the company moves toward manufacturing, they are seeking investment partners by trading stock for investment. Their first commercial manufacturing plant will cost about 10 million dollars.

An alternative strategy is to create licenses for existing car and truck motor manufacturers until they can fund their own production.  The current plan is to provide 500 to 1,000 test sites in underdeveloped nations for water pumping and power generation as "humanitarian" test sites.  This should allow the time needed to get production understood and patents completed.

The expected run time of a motor from a single inert gas charge is over 3 months of continuous operation and gas re-charge should cost less than US $50. John stresses that the PlasmERG motor is not, (just as the original Papp engine was not), a "Pulsed Plasma motor".  Plasma is not retained and "pulsed" as some people have supposed.  What actually happens is that the plasma is recreated with each power stroke and then returns to a steady state gas on each return stroke, from which the name “Plasmic Transition” is derived.

The initial power and creation of plasma for expansion, is produced by a fusion event with a side-effect of a limited "chaotic" fission event causing a “plasmic transition” which is contained in a sealed 2-cycle rotating crankshaft motor.

There are two parallels to Plasmic Transition and power production of this motor.  The first is natural lightning, which uses an almost identically similar Plasmic Transition process; and the second is steam which provides the same torque over rotational speed event characteristics.  There is nothing in the ordinary internal combustion motor's operation that is comparable to either of these processes.   The most crucial part of PlasmERG's motor operation is the Electronic Control System (ECS), comprising the following elements:

1                      Programmable micro computers;

2                      Radio frequency power generator;

3                      HV spark coil initiation driver;

4                              Various electromagnetic coil voltage switches providing base (resting) or variable (engine speed) voltages for all cylinder or reaction chamber electromagnetic coils;

5                      On-controller DC to 12 volt DC converter;

6                      Engine speed DC voltage (accelerator) to programmed variable voltage DC converter,

7                      Inter controller communications port;

 Instrument support for user panel and action port which receives commands from the user comprising by not limited to things like Run, Start, Throttle position, Hold speed, Brake application, Brake hard, various motor inputs and fuel container information.

The PlasmaERG’s website is at http://plasmerg.com/ but it needs Internet Explorer to display properly as it has major display problems when Firefox is used.

John Rohner’s Patent Application US 2011/0113772 A1 entitled “Plasmic Transition Process Motor” can be downloaded from www.freepatentsonline.com or from www.free-energy-info.com.  It shows a 2-cylinder motor as an example of the operation:

Robert Britt’s Inert Gas Motor.

Robert Britt designed a very similar engine to that of Josef Papp, and he was also awarded a US patent for an engine operating on inert gasses.  William Lyne remarks that this engine design may be replicated using a Chevy “Monza”  6-cylinder engine or a VolksWagen 4-cylinder engine.  The heads are removed and the new heads cast using the “pot metal” used for “pseudo chrome” automotive trim.  That alloy contains aluminium, tin, zinc and possibly antimony and is particularly suitable as the insides of the cavities can be polished to the high reflectivity specified in the patents.

A full copy of Robert Britt’s patent US 3,977,191 is in the Appendix.

Michael Eskeli’s Turbines.

In April 1989, Michael Eskeli was annoyed by a newspaper article published in the Dallas Times Herald which commented on the failure of science to come up with alternative power systems which do not rely on petroleum products to operate.  Michael responded in a letter to the Editor, stating that he holds patents for fuel-less power generators, work-free heat pumps, and other related items, 56 patents issued in the mid-70s.

Michael does hold many patents, one of which is shown in Chapter 14, as a work-free fuel-less heater.  However, as I am not aware of any working prototype being shown, I must recommend that you consider the following information as “an idea” rather than a proven fact.  As far as I am aware, in the 1970s, the US Patent Office did not demand to see a working prototype before granting a patent, especially if the patent related to a device based on accepted Engineering principles.

However, as Michael’s claim is for self-powered devices, his claim seems too important to be ignored, prototype or no prototype, as competent people reading this may well understand the principles suggested and be in a position to build a self-powered device as a result.  If that is the case, then I should really appreciate feedback information on any successful replications and the construction methods used.

As I understand it, Michael’s self-powered devices are Heat Pumps where the additional energy is flowing from the heat contained in the air, courtesy of the heating effects of sunshine.  Standard engineering, but with a design which utilises this available energy to provide practical mechanical output power for vehicles and electrical generators.

The Eskeli patents which I have been able to locate are:

3,650,636  Rotary Gas Compressor

3,719,434  Rotary Ejector Compressor

3,748,054  Reaction Turbine

3,748,057  Rotary Compressor with Cooling

3,758,223  Reaction Rotor Turbine

3,761,195  Compressing Centrifuge

3,795,461  Compressor with Cooling

3,809,017  Heat and Steam Generator

3,834,179  Turbine with Heating and Cooling

3,854,841  Turbine

3,861,147  Sealed Single-rotor Turbine

3,874,190  Sealed Single-rotor Turbine

3,879,152  Turbine

3,889,471  Dual-rotor Dual-fluid Turbine

3,895,491  Turbine with Dual Rotors

3,919,845  Dual-fluid Single-rotor Turbine

3,926,010  Rotary Heat Exchanger

3,931,713  Turbine with Regeneration

3,933,007  Compressing Centrifuge

3,933,008  Multi-stage Heat Exchanger

3,937,034  Gas Compressor-Expander

3,938,336  Turbine with Heating and Cooling

3,939,661  Power Generator

3,949,557  Turbine

3,961,485  Turbine with Heat Intensifier

3,962,888  Heat Exchanger

3,972,194  Thermodynamic Machine of the Vane Type

3,972,203  Rotary Heat Exchanger

3,981,702  Heat Exchanger

3,986,361  Turbine with Regeneration

4,003,673  Fluid Pressuriser

4,005,587  Rotary Heat Exchanger with Cooling and Regeneration *

4,012,164  Rotor with Recirculation

4,012,912  Turbine

4,030,856  Rotor with Jet Nozzles

4,044,824  Heat Exchanger

4,047,392  Dual Rotor Heat Exchanger *

4,050,253  Thermodynamic Machine

4,057,965  Thermodynamic Machine with Step-type Heat Addition

4,060,989  Thermodynamic Machine with Step-type Heat Exchangers

4,068,975  Fluid Pressuriser

4,077,230  Rotary Heat Exchanger with Cooling

4,106,304  Thermodynamic Compressor

4,107,944  Heat Pump with Two Rotors *

4,107,945  Thermodynamic Compressor

4,124,993  Refrigeration Machine

4,167,371  Method of Fluid Pressurisation

4,178,766  Thermodynamic Compressor Method

4,574,592  Heat Pump with Liquid-Gas working Fluid

And there are presumably 7 others not listed here, to raise the total to the 56 mentioned by Michael.  I do not have the expertise to tell which of these may be self-powered just by reading the patent information, which generally does not mention anything along those lines, (the Patent Office staff not believing that COP>1 exists).  Practically any of these patents might fit Michael’s description, so I will pick the following patents to reproduce here:

4,107,944  Heat Pump with Two Rotors (continuing 4,005,587 and 4,047,392)

4,012,912  Turbine,  and

3,931,713  Turbine with Regeneration

*********************

US Patent 4,107,944                    22nd August 1978                      Inventor: Michael Eskeli

HEAT  PUMP  WITH  TWO  ROTORS

ABSTRACT

A method and apparatus for generating heating and cooling by circulating a working fluid within passageways carried by rotors, compressing the working fluid in them and removing heat from the working fluid in a heat-removal heat exchanger and adding heat into the working fluid in a heat-addition heat exchanger, all carried within the rotors.  The working fluid is sealed in, and may be a suitable gas, such as nitrogen.  A working fluid heat exchanger is also provided to exchange heat within the rotor between two streams of working fluid.  In one arrangement, the unit uses two rotors, both rotating; in an alternate arrangement, one of the rotors may be held stationary.   Applications include air conditioning and heating applications.

US Patent References:

2,490,064  Thermodynamic MachineDec 1949Kollsman

2,490,065  Thermodynamic MachineDec 1949Kollsman

2,520,729  Machine for producing Heat EnergyAug 1950Kollsman

2,597,249  Thermodynamic EngineMay 1952Kollsman

3,470,704  Thermodynamic Apparatus and MethodOct 1969Kantor

3,834,179  Turbine with Heating and CoolingSep 1974Eskeli

3,861,147  Sealed Single-rotor TurbineJan 1975Eskeli

3,889,471  Dual-rotor Dual-fluid TurbineJun 1975Eskeli

3,895,491  Turbine with Dual RotorsJul 1975Eskeli

3,919,845  Dual-fluid Single-rotor TurbineNov 1975Eskeli

3,931,713  Turbine with RegenerationJan 1976Eskeli

4,005,587  Rotary Heat Exchanger with Cooling & RegenerationFeb 1977Eskeli

4,044,824  Heat ExchangerAug 1977Eskeli

Cross References to Related Applications

This application is a continuation-in-part application of "Dual Rotor Heat Exchanger" filed Nov. 18, 1973, Ser. No. 407,665, now U.S. Pat. No. 4,047,392.

This application also is a continuation-in-part of "Heat Pump" filed June 30, 1975, Ser. No. 591,881, now abandoned.

And this application also is a continuation-in-part of "Rotary Heat Exchanger with Cooling and Regeneration" filed Oct. 1, 1975, Ser. No. 618,456, now U.S. Pat. No. 4,005,587.

BACKGROUND OF THE INVENTION

This invention relates generally to devices for heat transfer from a lower temperature to a higher temperature by using a working fluid enclosed within a centrifuge rotor as an intermediate fluid to transport the heat.

Heat pumps have been known in the past but are complex and costly, and usually use a working fluid that is evaporated and condensed, which results in poor efficiency, and thus high energy cost.

SUMMARY OF THE INVENTION

It is an object of this invention to provide apparatus that is low in initial cost and has high thermal efficiency thus reducing cost of the power required to run it.  It is further the object of this invention to provide a device and process wherein the losses that normally occur in bearings and seals, due to friction, are applied to the working fluid for its circulation, thus in effect eliminating the power loss due to such friction losses.  Also, it is an object of this invention to provide the rotor with a working fluid heat exchanger to reduce needed rotor speeds.

BRIEF DESCRIPTION OF THE DRAWINGS

Fig.1 is a cross section of the device.

Fig.2 is an end view of the device.

Fig.3 is an axial cross section of another form of the device.

DESCRIPTION OF PREFERRED EMBODIMENTS

Fig.1 shows an axial cross section of the device, where 10 is the base, 11 is the first rotor, 12 is the second rotor, 13 is a seal and 14 is the bearing supporting shaft 15, 16 is fluid passage in the second rotor, 17 is the working fluid opening which may be a nozzle, 18 is the first heat exchanger for heat removal from working fluid, 19 is first heat transfer fluid conduit, 20 is working fluid heat exchanger, in this instance formed from sheet metal like bellows, 21 are vanes, 22 is second heat exchanger for heat addition to working fluid, 23 is bearing supporting shaft 24, 25 and 26 are entry and exit for second heat transfer fluid, 27 and 28 are entry and exit for first heat transfer fluid, and 29 is a vane in peripheral passage.

In Fig.2, an end view of the unit shown in Fig.1 is illustrated.  Where 10 is base, 11 is first rotor, 17 are fluid openings, 12 is second rotor, 16 are second rotor fluid passages with vanes, 30 indicates direction of rotation, 24 is first rotor shaft, and 21 are vanes.

In Fig.3, the rotors are arranged differently, but perform the same functions, approximately, as in the unit of Fig.1.   Where 40 is first rotor, 41 is first heat exchanger for heat removal from first fluid, 42 is first rotor shaft, 43 and 44 are entry and exit for first heat transfer fluid, 45 is conduit, 46 is working fluid heat exchanger, 47 are fluid openings which may be nozzles, 48 is second rotor, 49 is second heat exchanger for adding heat to the working fluid, 50 is bearing and seal, 51 is second rotor shaft, 52 and 53 are entry and exit for second heat transfer fluid.

In operation, the rotors are caused to rotate and the rotor cavities are filled with a suitable working fluid, which is usually a gas, such as nitrogen, air or other gaseous or vapour substance.  Referring to Fig.1, the second rotor rotates usually faster than the first rotor, and the working fluid is compressed by centrifugal force in passages 16, and in the first rotor to some extent, after which heat is removed in heat exchanger 18, with such heat then being transported by the first heat transfer fluid out of the device.  The working fluid then passes along the peripheral passage 29 and releases heat in heat exchanger 20, after which the fluid is expanded against centrifugal force in vanes 21 and in heat exchanger 22 where heat is added to the working fluid.  After expansion, the working fluid passes along centre passage and receives heat from heat exchanger 20, thus completing its work cycle.

The operation of the unit in Fig.3 is similar, except that the second rotor usually rotates slower than the first rotor, and the second rotor may be kept stationary, if desired.   Note that if the second rotor is held stationary, one may use dirty water as the second heat transfer fluid; normally, in rotating heat exchangers, the heat transfer fluid must be free of solids, which will collect in the heat exchanger due to centrifugal force, and block the heat exchanger, and by having a stationary heat exchanger, ordinary water may be used, such as water from a cooling tower.

In the unit of Fig.1, the power input is normally to the second rotor, and the first rotor is allowed to rotate freely.  In such usage, the rotor diameters are selected to provide, together with the friction loss in bearings, for the needed speed differential between the two rotors.  With the second rotor rotating faster, necessary push for the working fluid is provided to keep the working fluid circulating.  Alternately, the speed differential may be maintained by using a power transmission between the two rotors, such as a gearbox.  In the unit of Fig.3, the second rotor speed is slower than the speed of the first rotor, and where the rotor diameters are suitable, the second rotor may be held stationary, providing needed push for the working fluid for its circulation.

The working fluid heat exchanger 20 and 46, employ centrifugal force and varying gas density to obtain heat exchange between the two working fluid streams.  Hot gas in the peripheral passage is lighter, and colder gas between the folds of the heat exchanger is colder, thus the cold gas is displaced by lighter gas by centrifugal force.  Similarly, at the centre passage, cold gas at centre displaces hot gas between folds.  Other types of heat exchangers may be used for the heat exchanger 20, including heat pipes, sheet metal discs, and finned tubing filled with a liquid.

The rotor may be encased within a vacuum tank, if desired, to reduce friction on rotor outer surfaces.  The use of the working fluid heat exchanger 20 will reduce required rotor speeds to obtain required temperature differentials between the two heat transfer fluids, which then reduces friction losses on the rotor, which may eliminate the need for a vacuum tank.

Various modifications of this device may be made, and different types of heat exchangers used.  Also, working fluid radial passages may be curved in various directions, one being the slope for vanes shown as item 21 in Fig.2.   By using vane slopes and sloped passages, one can adjust the amount of work exchange between the working fluid and the rotor.  Nozzles 47 are usually positioned so as to discharge backwards, in order to generate some torque on the first rotor, and similar nozzles may also be used in passages 21 of the unit shown in Fig.1.  Further, the heat exchanger 22, of Fig.1, may be mounted on a stationary member, if desired, in manner shown in Fig.3, and heat exchanger 18 may be mounted within rotor 12, if desired.  The various components of the units may be interchanged, as desired.

CLAIMS

1. In a heat pump wherein a compressible working fluid is circulated radially outwardly in a first fluid passage, said first passage contained in a first member, and radially inwardly towards centre of rotation in a second fluid passage, said second passage contained in at least one of said first and second members, said first and second members coaxially arranged, at least one of said members being supported by a shaft for rotation;

said first and said second radial working fluid passages communicatingly connected at their respective outward ends by an outer passage and at their respective inward ends by an inner passage, said radial and outer and inner passages forming a closed loop extending at least partially through both of said members, a working fluid adapted to be circulating through said loop, means for compressing said working fluid by centrifugal force within said loop with accompanying temperature increase, first heat exchange means for cooling said working fluid after compression, said first heat exchange means being carried by one of said members, a second heat exchange means, carried by one of said members, for regeneratively exchanging heat between said working fluid within said inner and outer passages, and a third heat exchange means carried by one of said members for heating said working fluid after said heat exchange between said working fluid within said inner and outer passages.

2. The heat pump of claim 1 wherein a first heat transfer fluid is circulated within said first heat exchange means to remove heat with said first heat exchange fluid entering and leaving via conduits near the centre of rotation of said members.

3. The heat pump of claim 1 wherein a second heat transfer fluid is circulated within said third heat exchange means entering and leaving via conduits near the centre of rotation of said members.

4. The heat pump of claim 1 wherein both of said members are rotors.

5. The heat pump of claim 4 wherein the two rotors rotate at different angular speeds.

6. The heat pump of claim 1 wherein at least one of said members is a rotor.

7. The heat pump of claim 6 wherein said second heat exchange means includes a plurality of folds.

8. The heat pump of claim 7 wherein said second heat exchange means is of bellows configuration.

*********************

US Patent 4,012,912                    22nd March 1977                      Inventor: Michael Eskeli

TURBINE

ABSTRACT

A method and apparatus for the generation of power wherein a working fluid is compressed within outward extending rotor passages, and then passed inward in other rotor passages with accompanying expansion and deceleration, with work being generated by the decelerating fluid.  Heat may be added into the working fluid near the rotor periphery, and in closed rotors, heat is removed from the working fluid after expansion.  A regenerator may also be used, mounted on the rotor, exchanging heat between two streams of the working fluid.  During the deceleration, the working fluid passages are curved backwards, while the working fluid passages for acceleration are usually radial.  The working fluid may be either a liquid or a gas, and the heating fluid and the cooling fluid may also be either a liquid or a gas.

US Patent References:

3,761,195  Compressing CentrifugeSept 1973Eskeli

3,834,179  Turbine with Heating and CoolingSept 1974Eskeli

3,926,010  Rotary Heat ExchangerDec 1975Eskeli

Cross References to Related Applications:

This application is a continuation-in-part application of "Turbine," Ser. No. 566,373, filed 4-9-75 now U.S. Pat. No. 3,949,557.

BACKGROUND OF THE INVENTION

This invention relates to power generators where a working fluid is circulated from a higher energy level to lower energy level, generating power.

In my earlier U.S. Pat. Nos. 3,874,190 and 3,854,841, I described a closed and open type turbines, and using centrifuge design.  These turbines used forward facing nozzles within the rotor; in the apparatus disclosed here, such nozzles have been replaced by other methods.

SUMMARY OF THE INVENTION

It is an object of this invention to provide a single rotor centrifuge type turbine stage, where vanes or fins, with suitable contours, are used to extract power from the working fluid, using either an open type or a closed type rotor.

BRIEF DESCRIPTION OF THE DRAWINGS

Fig.1 is a cross section and

Fig.2 is an end view of a closed type rotor.

Fig.3 is a cross section and

Fig.4 is an end view of an open type rotor.

Fig.5 is a cross section of a unit using a closed type rotor and also using a regenerator.

DESCRIPTION OF PREFERRED EMBODIMENTS

Referring to Fig.1, there is shown a cross section of one form of the unit.  Where 10 is the rotor which is supported by bearings 16 and 22, shaft 17 and base 21.  12 is a heat supply heat exchanger and 15 is cooling heat exchanger, 14 and 11 are vanes or fins, 18 and 19 are coolant entry and exit, 20 is a dividing wall, 23 and 24 are heating fluid entry and exit, and 13 is a working fluid passage which may be used to regulate the flow of working fluid within the rotor.

Fig.2 is an end view of the unit shown in Fig.1.  Where 10 is the rotor, 17 the shaft, 19 is a coolant passage, 21 is the base, 14 are vanes positioned so that they slope away from the direction of rotation as indicated by arrow 25, while simultaneously passing the working fluid inwards, 12 is the heating heat exchanger, and 15 is the cooling heat exchanger.

In Fig.3, a rotor for a unit using open cycle is used, where the working fluid enters and leaves the rotor.  Here, 30 is the rotor, 31 is the vane situated in a passage which extends outwards, 32 is the fluid passage, 33 is a vane in the passage for inward bound working fluid, 34 is the working fluid exit, 35 is the rotor shaft, 36 is a rotor internal divider and 37 is the working fluid entry into the rotor.

Fig.4 shows an end view of the unit of Fig.3 where 30 is the rotor, 35 is the shaft, 31 are vanes in the passages for outward bound fluid, and are shown here to be curved backwards, when the rotor rotates in the direction shown by arrow 38.  After passing openings 32, the working fluid passes inwards guided by vanes 33, and then leaving via exit 34.  Vanes 33 are curved as indicated, with the curvature being away from the direction of rotation, so the working fluid provides thrust against the rotor components as it decelerates when passing inwards toward the centre of the rotor.

In Fig.5, a rotor with a regenerator is shown, and also the rotor shaft is arranged so that it can be kept stationary if desired.   50 is the rotor which is supported by bearings 56 and 63 and shaft 57.   Vanes 51 may be radial or curved as desired, and vanes 54 are curved in a manner similar to vanes 33 in Fig.4.  52 is a regenerative heat exchanger, exchanging heat between the working fluid streams flowing in passages 53 and 61.  Heat supply heat exchanger 55 and cooling heat exchanger 62 are attached to the shaft, so that the shaft may be kept stationary or rotated at a different speed than the rotor 50.   58 and 59 are the entry and exit points for the heating fluid while 64 and 65 are the entry and exit points for the cooling fluid, and 66 is an opening.

When operating, the rotor rotates, and a working fluid within the rotor passes outwards in passage 11, and is compressed by centrifugal force, and accelerated to a tangential speed that may be the same as that for the rotor periphery.  In a closed rotor such as is shown in Fig.1, heat is added into the working fluid near the rotor periphery, and then the working fluid decelerated in the fluid passages 14 extending inwards toward rotor centre, with the passages being curved backwards away from the direction of rotation as shown in Fig.2.  As the working fluid is decelerated in the inward extending passages, the work associated by such deceleration is transferred into the rotor and this provides the thrust and torque to rotate the rotor.  After deceleration and expansion, the working fluid is cooled in heat exchanger 15 and then passed to the outward extending passages thus completing its working cycle.

The operation of the unit of Fig.3 is similar, except that the working fluid enters the rotor via opening 37 from external sources.  For the unit shown in Fig.3, the heat addition heat exchanger is omitted; for this unit, there is a pressure drop between entry 37 and exit 34.   A heat exchanger similar to that shown in Fig.1, item 12, may be used in the unit of Fig.3, and then the entry and exit pressure for the working fluid may be the same, if desired.

The operation of the unit shown in Fig.5, is similar to that described for the other units.  The rotor rotates, and by centrifugal force, compresses the working fluid in passages 51, and then the working fluid gains heat in the regenerative heat exchanger, with the heat being supplied by another working fluid stream returning from the high temperature end of the unit.   The working fluid is expanded and decelerated in passages 54 and heat is added in the heat exchanger 55.  Then the working fluid passes through the regenerative heat exchanger and then is cooled in the cooling heat exchanger and then is passed into passages 51 thus completing its cycle.

The various components of the units shown can be exchanged to make additional forms of the apparatus.  As noted, the unit of Fig.3 may be provided with a heat exchanger similar to that shown in Fig.1 for adding heat into the working fluid near the rotor periphery.   Further, a regenerator may be provided with the units of Fig.1 and Fig.3, if desired, between the outward extending and the inward extending working fluid passages. Also, the cooling coil of Fig.5, item 62 may be eliminated, and the working fluid taken into the unit from outside the unit, if desired.

The openings 32, 13 and 66 may be made into nozzles, if desired, and the nozzle oriented in different directions as desired.   In particular, these nozzles may be positioned so as to discharge the working fluid tangentially backwards, if desired.

The regenerator of Fig.5 is shown to be tapered.  This taper may be as shown, or the taper may be made such that the regenerator portion diameter is smaller at the end which has the heat exchanger 55, than the end which has the heat exchanger 62.   Also, the regenerator may be made without a taper.

Passages 53 and 61 are usually provided with vanes, as indicated in Fig.5, to prevent tangential movement of the working fluid.

Applications for this power generator are those normally encountered in power generation.

The working fluid is usually a gas for units such as those shown in Fig.1 and Fig.5, but the working fluid may also be a liquid for a unit such as shown in Fig.3.  The heating and cooling fluids may be either gases or liquids, as desired.

The heat exchangers for heating and cooling are shown to be made of finned tubing.  Other forms of heat exchangers for adding heat and for removing heat may be used.  The regenerative heat exchanger is shown to be made of sheet metal; other forms of heat exchangers may be also used.

US Patent 3,931,713                  13th January 1976                    Inventor: Michael Eskeli

TURBINE  WITH  REGENERATION

ABSTRACT

A method and apparatus for generating power by passing a motivating fluid from a higher energy level to a lower energy level by compressing the fluid in a centrifuge-type first rotor and discharging the fluid via nozzles near the periphery of the first rotor, forwards in the direction of rotation to a second rotor which is an inward flow type reaction turbine, then passing the fluid through a regeneration type heat exchanger to transfer heat from the inward bound fluid into the outward bound fluid, after which the fluid is cooled in a heat exchanger to its original temperature and is passed outward again thus completing its cycle.  Heat is added to the fluid near the periphery of the second rotor, or the heat may be added near the periphery of the first rotor, or both. Additionally, the fluid may be supplied to the unit from outside source, and returned to such outside source, and the cooling may thus be eliminated from the unit.  Further, the fluid entering from an outside source may be at an elevated pressure.  The fluids used may be gaseous, which is normal for a closed type unit, or they may be liquids at entry for the open type unit.

US Patent References:

2,490,064  Thermodynamic MachineDec 1949Kollsman

2,514,875  U-passage Gas TurbineJuly 1950Kollsman

2,597,249  Thermodynamic EngineMay 1952Kollsman

3,236,052  Closed-cycle Gas TurbinesFeb 1966Guin

3,530,671  Regenerative Air TurbinesSep 1970Kolodziej

This application is a continuation-in-part application of "Turbine with Dual Rotors," Ser. No. 405,628, filed 10/11/73, and uses material of a previous U.S. Pat. No. 3,834,179, "Turbine with Heating and Cooling".

BACKGROUND OF THE INVENTION

This invention relates generally to devices for generating power in response to a fluid flowing from a higher energy level to a lower energy level passing through a turbine for generating the power.

There have been various types of turbines previously, in some of which a fluid is accelerated in a single or multiple stationary nozzles and then passed to vanes mounted on a rotating rotor wheel, where the kinetic energy contained by the moving fluid is converted to power by deceleration of the fluid.

These conventional turbines normally have a high energy loss due to fluid friction, especially between rotor vanes and the fluid where the velocity differential is usually large.   Also, these turbines often require complex shaped turbine vanes making the unit costly.

SUMMARY OF THE INVENTION

It is an object of this invention to provide a turbine for power generation in which heat is converted to power, in an efficient and economical manner, and with high thermal efficiency.   It is also an object of this invention to provide a means for transferring heat from the motivating or working fluid, which is the first fluid, during its passage from rotor periphery to rotor centre into the first fluid which is passing from the rotor centre towards the rotor periphery.  This heat transfer improves the efficiency of the turbine, and reduces the necessary  rotational speed of the rotor, allowing less costly rotor construction.

BRIEF DESCRIPTION OF THE DRAWINGS

Fig.1 is a cross section of one form of the device, and

Fig.2 is an end view of the unit shown in Fig.1.

Fig.3 is a cross section of another form of the device.

Fig.4 is a detail of rotor nozzles.

Fig.5 is a pressure-enthalpy diagram of the first fluid with working cycle illustrated for the first fluid.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

Fig.1 shows a cross section of one form of the turbine.  In this form, the first fluid is sealed within the rotor with a second fluid which supplies heat to the first fluid, and a third fluid which cools the first fluid, being circulated from external sources.

The first fluid is accelerated and compressed within the first rotor, and after discharge from the nozzles of the first rotor, into the second rotor, where it receives heat from the second fluid, and after deceleration and expansion the first fluid passes in heat exchange relationship with the first fluid flowing outward so that heat is transferred from the inward bound first fluid to the outward bound first fluid.  Cooling is then provided for the first fluid to bring the first fluid temperature to an initial predetermined value.

In Fig.1, 10 is the casing, 11 is the first rotor, 12 is the third fluid heat exchanger, 13 is the vane which also serves as a heat exchange member, 14 is a heat-conductive wall, 15 is a vane, 16 is a nozzle, 17 is the second rotor, 18 is the second fluid heat-exchanger, 19 is a vane, 20 is the second-fluid conduit, 21 is  a combined bearing and seal, 22 is a combined bearing and seal, 23 is a second rotor shaft for the delivery of power, and for support of the second rotor, 24 and 25 are supply and return for the third-fluid, 26 is a vent opening in the casing into which a vacuum source may be connected, 34 is a dividing wall, 27 are vanes serving also as heat-exchange members, 28 is a first-fluid passage, 30 is a combined bearing and seal, 31 and 32 are the second-fluid entry and exit points, and 33 is the first rotor shaft.

Fig.2 shows an end view of the unit of Fig.1 where 10 is the casing, 11 is the first rotor, 17 is the second rotor, 16 are the first-fluid nozzles, 18 is a heat exchanger, 19 are vanes, 20 is a conduit, 13, 14 and 27 form a heat exchanger for the first-fluid and 23 is the second rotor shaft.

Fig.3 shows another form of the turbine, where the first-fluid is supplied to the turbine from outside sources thus eliminating the third-fluid heat exchanger.  50 is the first rotor, 51, 52 and 53 form a heat exchanger for the first-fluid, 55 and 58 are heating heat exchangers for adding heat to the first-fluid and may use a second- fluid at the same temperature or at a different temperature as the heating fluid, 54 are vanes within first rotor, 56 are first-fluid nozzles oriented to discharge forwards, 57 is the second rotor, 59 are vanes, 60 is a conduit for the second-fluid, 61, 62 and 72 are bearings, 64, 65, 69 and 70 are entries and exits for the second-fluid, 63 is the second rotor shaft, 71 is first rotor shaft, 66 is the base, while 67 and 68 are the exit and entry points for the first-fluid.

Fig.4 shows a detail of the first-fluid nozzles where 34 is wall on which nozzles 16 are mounted, 35 is the approximate direction of leaving of the first-fluid, and 36 indicates direction of rotation of first rotor.

In Fig.5, a pressure-enthalpy diagram for the first fluid is shown, with the working cycle for the first-fluid where 80 is the pressure axis and 81 is enthalpy axis, 82 are constant entropy lines, 83 are constant pressure lines, and for the cycle, compression with heat removal, or without heat removal, occurs from 84 to 85, heat is added from returning first-fluid from 85 to 86, further compression is from 86 to 87, then expansion from 87 to 88 and 89, and heat removal to the first-fluid from 89 to 84, thus completing the cycle.  Heat is normally added between 87 and 88, from the second-fluid.  The heat addition between 85 and 86, and heat removal between 89 and 84 may be at constant or varying pressure as desired; pressure may be varied conveniently by increasing or decreasing the diameter of the first-fluid to first-fluid heat exchanger, making the heat exchanger tapered.

In operation, the rotors are filled to a desired pressure with a suitable first-fluid, and the first rotor is caused to rotate.  The first-fluid is first compressed with heat removal, and then is passed in heat exchange relationship with the inward bound first-fluid with addition of heat, and after this the first-fluid is further compressed and accelerated and after this compression, the first-fluid is passed via nozzles mounted on the first rotor forwards in the direction of rotation, after which the first fluid enters the second rotor’s inward extending passages for deceleration, with heat being added to the first-fluid in the second rotor inward passages for reduction of density of the first-fluid.  After passing inwards and decelerating, the first-fluid is passed in heat exchange relationship with the outward bound first-fluid, and after that, the first-fluid may be further decelerated, and then the first-fluid enters the outward extending passages of the first rotor thus completing the cycle.

The operation of the open turbine of Fig.3 is similar to that described, except that the first-fluid is supplied from external sources, and is then returned to said external source, with cooling then being deleted.

The work input to the first rotor is the work required to accelerate the first-fluid, and the work output by the second rotor is the work of deceleration received by the second rotor.  The work output by the turbine is the work differential of these two rotors.

The rotational speed of the second rotor may be higher than the rotational speed of the first rotor.  To provide for inward flow of the first fluid within the second rotor, the fluid density is reduced by adding heat to the first fluid either within the second rotor, or also within the first rotor.

The addition of heat from the inward bound first fluid to the outward bound first fluid increases the temperature of the first fluid during latter part of compression and during expansion, and thus has the effect of improving the thermal efficiency of the turbine.  Also, another effect is the reduction in the needed rotational speed for the turbine rotors, thus reducing the required strength for the rotors, and making the rotors more economical to make and operate.

Working fluids for this turbine are usually gases for the first-fluid, and liquids for the second and third fluids. Gaseous second and third fluids may be also used, and the first-fluid may be a liquid in some instances.  Also, the first fluid may undergo a phase change within the turbine, if so desired, when using a suitable fluid. Applications for this turbine include normal power generation service using various heat sources.

The first rotor shaft and the second rotor shaft are normally connected via a power transmission device so that a part of the power produced by the second rotor is used to rotate the first rotor.   Starting of the unit is by a starting device.

The vanes of the rotors may be made curved if desired.  In many instances, the first rotor vanes may be curved backward to increase compression of the first-fluid, and the vanes of the second rotor may be also curved, to improve performance, and to suit the design and fluid selected.  In this connection, the fins for the heat exchangers are considered to be vanes.

The pressure-enthalpy diagram shown in Fig.5, is approximate only.  This diagram may be varied, depending of the amount of heat added in the second rotor, or in the first rotor, and depending on the specific location of the second fluid and third fluid heat exchangers.  In particular, heat may be added to the first-fluid during expansion to make the first-fluid actually increase in temperature; this will normally improve the overall thermal efficiency of the turbine.   Also, heat removal by the third fluid may be conducted in places other than that shown in Fig.1, as desired.

It should be also noted that the heat addition to the first-fluid may be from sources other than the second fluid, and similarly, some other means may be used to cool the first-fluid other than the third fluid.  Such heating sources may include electricity, or other rotors mounted in proximity to this turbine; these will not change the spirit of this invention.

The heat exchanger mechanism for transferring heat from the inward bound first-fluid to the outward bound first-fluid can also be located within the second rotor, and also the entry and exit for the first-fluid into the turbine may be within the second rotor.  Such arrangements are not shown specifically in the drawings since they are considered to be within the capabilities of a skilled designer, in view of the descriptions given herein.

Much of this information on Michael Eskeli is taken, with the kind permission of Scott Robertson, from his web site http://www.aircaraccess.com .

James Hardy’s Self-Powered Water-jet Generator.

Repeated here from Chapter 2, a device which needs to be in this list of self-powered devices is the ultra simple water-jet generator.   There is a video on Google which shows a self-powered electrical water-pump driven, electrical generator at the location: http://www.youtube.com/watch?v=zlinM1wAI5U

This is a very simple device where the jet of water from the pump is directed at a simple water-wheel which in turn, spins an electrical alternator, powering both the pump and an electric light bulb, demonstrating free-energy.  What is of particular note is the utter simplicity of this device.  It uses off-the-shelf parts almost exclusively and can be constructed by almost anyone.

It should be noted that the implementation shown in this video uses the most basic of turbine blades which must have a very low efficiency, and yet the output power generated is well above the level needed to sustain its own operation.  Given well shaped conventional turbine blades of much higher efficiency would appear to raise the performance further, while one would think that using a Tesla Turbine with its simple discs should give a really spectacular performance.  However, this may very well not be the case a the irregular, pulsed drive of the wheel will be leading-out additional energy as in the case of the Chas Campbell flywheel and the John Bedini flywheel.  As it is, with its present form of construction, this device is already capable of producing additional power able to run other pieces of standard mains equipment.

This is clearly a development platform and it would benefit from having the areas which contain water, fully enclosed, and the electrical diversion from mains power to the output alternator operated by a switch.

Initially, the generator is got up to speed, driven by the mains electrical supply.  Then, when it is running normally, the mains connection is removed and the motor/generator sustains itself and is also able to power at least one light bulb.  The generator output is normal mains current from a standard off-the-shelf alternator.  Power generation could hardly get any more simple than this.

The Heat Pump System of Arthur Cahill and John Scott.

Arthur Cahill and John Scott have patented a heat-pump system which draws heat energy from the surrounding environment and uses that energy to produce mechanical and/or electrical energy for powering a household.  Why most people have a refrigerator they are generally not aware that it is a heat-pump and moves three times as much heat from inside the refrigerator compared to the necessary input power (COP=3 but could be up to COP=11 when used differently).

This heat-pump system appears to run without any form of energy input, but the energy comes indirectly from the sun heating the surrounding environment and there is no magic involved.  Mind you, when the system runs and provides power, generally, without the need for any fuel, the user can be forgiven for thinking of it as a fuel-less or self-powered system even though strictly speaking, that is not the case.  The inventors have made allowances for unusual conditions where environmental conditions can't provide the temperature difference needed to make the system operate as intended.  A liquid or gaseous fuel is provided along with a burner to provide the heat difference if those conditions are encountered.

Here is an extract from their patent:

Patent US 4,309,619             5th January 1982          Inventors: Arthur Cahill & John Scott

SOLAR ENERGY SYSTEM

ABSTRACT:

A dynamic, self-sustaining and self-perpetuating device for the production of motive force by combining cryogenic and thermodynamic principles into one system, keeping the systems separated, two open to atmosphere, the other closed, sealed, pressurised and using special compounded fluids, which when alternately exposed to the heat of atmospheric temperature, then, to the coldness of a liquid or air-cooled condenser, first evaporates, then condenses.  Rapid expansion during evaporation produces a high pressure vapour which operates an engine and a generator, which are an integral part of the closed system.  Rapid condensation drastically reduces back pressure on the aft side of the engine, and the engine operates on the difference between the two pressures, producing electricity, or, the engine can be used as a direct drive for vehicles or equipment.  Built-in safeguards and alternatives are a part of the systems, assuring continued operation despite adverse conditions.

US Patent References:

2,969,637Converting solar to mechanical energyJan 1961  Rowekamp

3,495,402Power systemFeb 1970  Yates

3,995,429Generating power using environmental temperature differentialsDec 1976  Peters

4,110,986Using solar energy carried by a fluidSep 1978  Tacchi

4,214,170Power generation-refrigeration systemJul 1980    Leonard

BACKGROUND OF THE INVENTION

1. Field of the Invention

This invention relates to a closed-cycle, sealed, pressurised, energy producing system, utilising the sciences of thermodynamics and cryogenics to convert liquid into gas, then back to liquid.

2. Description of the Prior Art

There is no exact prior art, as cryogenics have been used primarily for air conditioning and refrigeration purposes, and thermodynamic efforts have been directed in the area of low efficiency ocean thermal energy conversion systems. A few attempts have been made to combine some form of cryogenics and thermodynamics, without notable success, mainly using sea water for evaporation and condensing. While using no fuel and requiring little in the area of labour, these ocean thermal energy conversion systems are of necessity, low pressure systems and require large sea going platforms to support the huge turbines and heat exchangers which are necessary to produce reasonable electrical power, resulting in excessive capital costs for minimal electrical output, since such stations only have the ability to service a small portion of the populace along the seaboards. None of these contrivances serve or benefit the populace as a whole, while the whole bears the burden of financing through taxes, or government grants.

Proposals to heat gases and cool gases in an endeavour to improve the efficiency of home heating and cooling systems, have been previously advanced, some operating on the heat pump principle. All such previous proposals and inventions have had one thing in common, they all plug into the Utility Company's electric line to obtain the electricity necessary to run the system.

In cryogenics the knowledge that certain liquids, when heated, change into a high pressure vapour, which is the heart of all air conditioning and refrigeration systems, has been known for many years. Thermodynamics were pioneered by the 19th century French physicist Nicholas Carnot.  Attempts have been advanced during the years to harness one or the other and sometimes both, for the purpose of heating and cooling, resulting in the invention of the heat pump in a much earlier year, but none of the systems yet devised for use by the general public have been able to operate without the use of an outside source of electricity, or, fuel, such as oil, or gas fired boilers, resulting in a considerable consumption of fuel and a cataclysmic effect on the earth's environment.

SUMMARY OF THE INVENTION

In accordance with the present invention, the device will operate in hot sunshine; on cloudy days without sunshine; during rainstorms; during snowstorms; during changes in temperature from day to night; during changes in seasons from winter, to spring, to summer, to fall; when it's cold, even below zero; for the power generated is that energy produced when a compounded fluid changes form, first to vapour, then back to liquid, by application of controlled temperatures within the sealed cycle. Thus, by combining cryogenics and thermodynamics into one system, keeping the two separated, one open to atmosphere and the other closed, sealed and pressurised, and by using fluids specifically compounded for the given area, or climate, these fluids, when exposed to atmospheric temperatures, in accordance with the kinetic theories of matter, gases and heat, provide the kinetic energy to operate an engine.

The condenser can be either liquid or air cooled, although for the embodiment depicted herein, the condenser is air cooled.

Generally speaking, there is up to an approximate 2.5 PSI increase associated with each degree of temperature rise in most cryogenic fluids and gases. However, using commercially available fluids, here are a few examples:

You will notice that R-13 at 80° F. produces 521 psi., or 35.4 times atmospheric pressure and at 125° F. would produce thousands of psi.  At 95° F. R-22 produces 185 psi., or a thrust on a five inch diameter piston of 3,633.4 pounds.  Even at 30° F., with R-22 a thrust of 583.2 pounds is obtained.  R-13 at 30° F. produces 263 psi. or 5,112.7 pounds of thrust on a five inch diameter piston. The pressures are there by using the Casco Perpetuating Energy System, utilising proprietary formulated liquids for the area and temperatures to be encountered. It is not intended that any of these mentioned fluids will be used in the present invention; the comparisons being made herein with popular and well known liquids, for comparison purposes only.

THE INVENTION

The present invention relates to a device to supply pollution free power to operate a generator for the producing of electrical power, or, to supply power as a direct drive to a shaft, transmission, clutch, differential or the such, the invention being independent of outside sources of power such as electricity supplied by a Public Utility Company. This is not to be considered perpetual motion, as will be explained later in the text.

Proprietary liquids, specifically compounded to produce the desired results in a given area, or climate, under pressure in the reservoir to keep them in a liquid state, will, when directed through tubes exposed to atmospheric temperature, change from a liquid state into a gaseous state (from here on referred to as steam), such conversion resulting in tremendous expansion, thus producing high pressure steam with which to drive the engine, or turbine.

It is a general object of this invention to provide a pollution free device for public utilisation, that will produce electrical power or, direct drive power.   One object is to produce electrical power with which to heat, cool, cook, run electrical appliances and light a home.  Another object of the invention is to provide industry with a pollution free means to not only heat, cool and light factories, but to supply electrical or direct drive power with which to operate factory equipment.  A still further object of the invention is to provide a pollution free source of power to propel cars, trains, trucks, buses, equipment, steamships, aeroplanes, and other forms of transportation, without the use of fossil fuels as the primary power source. It is also an object of the present invention to provide the means whereby individuals can produce electrical power for their own use, and as a small power production, sell their surplus electrical power to the local electricity utility company.  A further object of the invention is to provide a self-sustaining, small apparatus, that provides ample power from the engine to operate a car or other conveyance, or to supply sufficient electrical power to a home or factory, without having to plug the apparatus into a Public Utility electrical supply.

BRIEF DESCRIPTION OF THE DRAWING

Fig.1 is a partially sectioned schematic view of the system:

DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT

In the drawing, Fig.1, the invention is shown in a preferred embodiment for home use. The liquid pump 39, pumps the cryogenic fluid from the pressurised liquid reservoir 38, into liquid line 40, where the fluid gravity feeds into flash boiler 8.  Pump 39 also prevents back pressure from flash boiler 8 from entering the pressurised liquid reservoir 38, and since the pressure within steam line 10 and liquid line 40 are equal, the cryogenic fluid gravity feeds down liquid line 40 into steam line 10.  The fins on flash boiler 8 are heated to atmospheric temperature by air stream 4, which converts the fluid within steam line 10, inside flash boiler 8 into high pressure steam.  To maintain the pressure during the passage of steam to the engine 15, steam line 10 from flash boiler 8 is housed inside the oven 9, which is exhausted when necessary by discharge 12 from centrifugal blower 11.  Constant temperature within oven 9 and flash boiler 8 is maintained by the admission of fresh atmosphere via air stream 4 passing through the finned flash boiler 8 and up through oven 9.  Centrifugal blower 11 is thermostatically controlled to exhaust air within oven 9 which has cooled below a predetermined temperature.  Any excess pressure within steam line 10 is by-passed through check valve 13 and bleed line 14 into the exhaust collector box 18, thus, a pressurised, closed system is maintained, which, once charged, unless an accident damages or ruptures a line, should not have to be replenished.  Pressure within the exhaust collection box 18 will be less than the inlet pressure from steam line 10 to engine 15, because the condenser 24 is at a lower pressure, as is steam return tube 19, than PSI input to engine 15 from steam line 10, thereby creating a suction on the back of the exhaust collector box 18.

Airstream 29, which has been cooled by evaporator cooler 27, flows over the finned surfaces of condenser 24, instantly lowering the temperature of the steam within condenser 24 below a predetermined condensation point, thus turning the steam back to a liquid, such conversion and instant reduction of volume within condenser 24 causing a pressure reduction at the back of engine 15.  This condensed liquid drains down into liquid coil return 35, where it is immediately pumped into the pressurised liquid reservoir 38 by liquid pump 36.

While under pressure in pressurised liquid reservoir 38, the fluid is maintained in a liquid state regardless of exterior temperature, until it is re-circulated back into the system by liquid pump 39, through liquid line 40 to flash boiler 8, where it again converts into steam.

The capacity of evaporator cooler 27 and packing 28 is sufficient to cool intake air stream 29 to a predetermined temperature below atmospheric temperature at any given time, even with humidity rise at night, or during rainstorms, or just during high humidity weather. This temperature differential is maintained as the atmospheric temperature rises and falls, with an anti-freeze liquid being added to the water in the evaporator cooler when temperatures drop below 32° F., to keep it from freezing.

Additional warm air to augment air stream 4 is obtained by directing the warm air exhaust collected in hot exhaust air collector 26, by centrifugal blower 41, through T-assembly 42.   Air flow through T-assembly 42 is directed and controlled by the warm air control mechanism 44, which regulates flow-damper 43 to either exhaust through exit 45 into the atmosphere, or alternatively, recirculate air flow 29 through restricted-T 42, thereby compressing and further heating air flow 29 before injecting it through flash boiler 8.   Warm air control mechanism 44 also controls fan 1 and louvers 3, selecting the optimum heat from either T-assembly 42 or variable-Venturi 2, to perpetuate the system.

The evaporator cooler 27 has an inlet water pipe 34 which supplies cold water from the normal house water supply, or well, (neither shown).  The bottom water reservoir 33 is kept at a constant level of water by float valve 32.  The water is pumped by pump 31 up tube 30 into the top water reservoir 25, where it runs through the perforated bottom of reservoir 25 down on to the packing 28, keeping packing 28 constantly wet, which cools air flow 29 as it is drawn through packing 28 and over the fins of condenser 24 by the partial vacuum in the hot air exhaust collector 26, such partial vacuum being created by centrifugal blower 41 exhausting the air from the hot exhaust air collector 26 slightly faster than air flow 29 can replace it.

As long as there is warmer air on the flash boiler 8 side of the system than the cooler condenser 24 side of the system, this device will continue to operate and produce electricity and/or power.  The heat recirculating system and the use of three separate, distinct sub-systems within the system, one sealed, permits the system to perpetuate itself.   As mentioned above, this device is not to be considered perpetual motion, for somewhere in the ranges of temperature differentials and weather conditions, there may be a no-man's land where the system could shut down, then the variable venturi 2, in conjunction with motor and fan 1 and louvers 3, will come into use automatically upon a signal from warm air controller 44 and 12 voltage controller 23, and be used for a period of time.  Motor and fan 1 forces an air stream 4 upward through the variable Venturi 2, with air stream 4 controlled by warm air controller 44 and 12 volt controller 23, adjusting louvers 3. As air stream 4 is forced through the restriction of variable Venturi 2, air stream 4 is compressed as it funnels up the narrowing walls of the variable Venturi 2, such compression causing the air to heat, thus overcoming possible deadlocked or identical temperatures between the condenser 24 and air flow 4.  This slight temperature rise in air stream 4 will enable the system to perpetuate itself until the atmospheric temperature itself changes enough to permit a continued operation.  Since fan and motor 1 is run by battery power from 12 volt supply 23, even though the batteries are constantly being charged during operation, the batteries may become exhausted because of an extended time the fan and motor 1 are run, then, or, if for any other reason the system starts to run down, a small burner 7, operating on liquid or gaseous fuel 6, through line 5 and valve 48, is ignited by spark mechanism 47 and supplies the heat necessary to support and perpetuate the system until atmospheric temperature and condensing temperature permits the system to operate normally.  Fired clay heat retainers 46 are arranged on the grate within burner 7, to retain heat.

The cryogenic system is charged by filling with liquid under pressure through fill pipe 37.  Re-charging, if necessary, is done the same way.   Engine 15 turns drive shaft 16, which turns generator 17, producing electrical power (110V or 220V) via electric control system 20 which passes the electricity into three channels:

One: To 12-volt controller 23, to run the electrical parts of the system and keep the batteries charged.

Two: To the house 22, to supply the electricity with which to cook, run appliances, light, heat and cool the home.

Three: All remaining electricity is channelled through utility meter 21 into a local utility company's electrical line for sale and use elsewhere.

Patrick Kelly

http://www.free-energy-info.tuks.nl/