1. A system, comprising:

a) a turbine having a plurality of spokes spaced circumferentially about an axis, each spoke having a first spoke end and a second spoke end, each spoke extending along an axis between the first and second spoke ends, the first spoke end coupled to the shaft and the second spoke end coupled to one of a plurality of blades, wherein each blade is a hemispherical cup having an open surface and is coupled to the second spoke end, wherein the open surface is at an angle of-20 ° to 75 ° to the axis;

b) a dispenser, the dispenser comprising:

a combustion chamber;

an air injector coupled to the combustion chamber and configured to inject air of an air-fuel mixture into the combustion chamber;

a fuel injector coupled to the combustion chamber and configured to inject fuel of the air-fuel mixture into the combustion chamber;

an igniter coupled to the combustion chamber and configured to supply a spark for combustion of the air-fuel mixture in the combustion chamber;

a nozzle having: a first nozzle end coupled to the combustion chamber; and a second nozzle end positioned to direct fluid discharged after combustion in the combustion chamber toward the open surfaces of the blades to drive the turbine;

c) a housing surrounding the second nozzle end and the plurality of vanes and having an exhaust tube extending away from the shaft, the exhaust tube configured to direct the exhausted fluid out of the housing; and

d) a controller in communication with the dispenser and configured to control the air injector, the fuel injector, and the igniter.

2. The system of claim 1, further comprising:

a plurality of magnets, each magnet corresponding to each spoke of the turbine; and

a sensor in a fixed position relative to the plurality of spokes, wherein the sensor is in communication with the controller.

3. The system of claim 2, wherein the controller:

receiving signals from the sensors indicative of the position of the blade;

determining data comprising:

the time for the distributor to distribute the air and the fuel into the combustion chamber based on the position of the vanes;

the amount of the air and the amount of the fuel to be distributed into the combustion chamber by the distributor based on the position of the vane;

a time at which the igniter based on the position of the blade initiates ignition of the air-fuel mixture to cause combustion in the combustion chamber; and is

Controlling the air injector, the fuel injector, and the igniter based on the data.

4. The system of claim 1, further comprising:

an air compressor coupled to the air injector and configured to deliver the air to the air injector of the dispenser and into the combustion chamber; and

a fuel pump coupled to the fuel injector and configured to deliver the fuel to the fuel injector of the dispenser and into the combustion chamber.

5. The system of claim 1, wherein the shaft is coupled to a motor, a generator, a wheel, a propeller, or a drive train.

6. The system of claim 1, further comprising: a liquid coolant conduit coupled inside the housing and configured to dissipate heat of fluid exhausted after combustion in the combustion chamber.

7. The system of claim 1, wherein the housing is circular or annular.

8. The system of claim 1, further comprising: a plurality of distributors circumferentially spaced about the shaft, wherein the controller is in communication with the plurality of distributors.

9. The system of claim 1, wherein a plurality of systems are coaxially coupled to the shaft.

10. The system of claim 1, further comprising:

a second system coupled to the shaft; and

a flywheel coupled to the shaft, the flywheel configured to rotate relative to the shaft and having a plurality of brake shoes configured to contact the flywheel to prevent rotation of the flywheel;

wherein the system is configured to rotate in a first direction relative to the shaft and the second system is configured to rotate in a second direction relative to the shaft.

11. A system, comprising:

a turbine having a plurality of blades circumferentially spaced about a shaft, each blade of the plurality of blades being a hemispherical cup having an open surface;

a plurality of distributors, each distributor of the plurality of distributors positioned to face the open surface of the each blade and configured to direct the discharged fluid toward the open surface of the each blade to drive the turbine;

a housing surrounding the plurality of vanes and a portion of each of the plurality of distributors and having an exhaust tube extending away from the shaft, the exhaust tube configured to direct the exhausted fluid out of the housing; and

a controller in communication with the plurality of dispensers and configured to control the plurality of dispensers.

12. The system of claim 11, wherein each dispenser comprises:

a carburetor configured to mix air and fuel into an air-fuel mixture;

a combustion chamber;

a valve in communication with the controller and coupled to the carburetor and the combustion chamber, wherein the valve is configured to inject the air-fuel mixture into the combustion chamber;

an igniter coupled to the combustion chamber and configured to supply a spark for combustion of the air-fuel mixture in the combustion chamber; and

a nozzle having a first nozzle end coupled to the combustion chamber and a second nozzle end positioned to direct the discharged fluid.

13. The system of claim 11, wherein each dispenser comprises:

a combustion chamber;

an air injector coupled to the combustion chamber and configured to inject air of an air-fuel mixture into the combustion chamber;

a fuel injector coupled to the combustion chamber and configured to inject fuel of the air-fuel mixture into the combustion chamber;

an igniter coupled to the combustion chamber and configured to supply a spark for combustion of the air-fuel mixture in the combustion chamber; and

a nozzle having: a first nozzle end coupled to the combustion chamber; and a second nozzle end positioned to direct fluid discharged after combustion in the combustion chamber toward the open surfaces of the blades to drive the turbine.

14. The system of claim 11, further comprising:

a plurality of spokes spaced circumferentially around the shaft, each spoke having a first spoke end and a second spoke end, each spoke extending along an axis between the first and second spoke ends, the first spoke end coupled to the shaft and the second spoke end coupled to one of the plurality of blades, wherein the blades are hemispherical cups having an open surface and are coupled to the second spoke end, wherein the open surface is at an angle of-20 ° to 75 ° to the axis.

15. The system of claim 11, further comprising:

a plurality of magnets, each magnet corresponding to said each blade of said turbine; and

a sensor in a fixed position relative to the plurality of spokes, wherein the sensor is in communication with the controller.

16. The system of claim 15, wherein the controller:

receiving signals from the sensors indicative of the position of each of the blades;

determining data comprising:

the time at which said each distributor dispenses air and fuel into said each distributor based on said position of said vane;

the amount of the air and the amount of the fuel to be dispensed into the each dispenser by the each dispenser based on the position of the each vane;

a time at which the igniter based on the position of the each vane initiates ignition of the air and the fuel in the each distributor to cause combustion; and is

Controlling the plurality of dispensers based on the data.

17. The system of claim 1, further comprising:

a second system coupled to the shaft; and

a flywheel coupled to the shaft, the flywheel configured to rotate relative to the shaft and having a plurality of brake shoes configured to contact the flywheel to prevent rotation of the flywheel;

wherein the system is configured to rotate in a first direction relative to the shaft and the second system is configured to rotate in a second direction relative to the shaft.

18. The system of claim 11, further comprising:

a liquid coolant conduit coupled inside the housing and configured to dissipate heat of the discharged fluid; and is

Wherein the housing encloses all of the plurality of dispensers.

19. The system of claim 11, wherein the housing is circular or annular.

20. The system of claim 11, wherein a plurality of systems are coaxially coupled to the shaft.

Background

Power sources for power generation have evolved over time. Each design has tradeoffs in managing power generation, thermal efficiency, energy efficiency, emission control, pollution generation, noise generation, resources consumed during operation, cost, and aesthetics. For example, typical piston-based internal combustion engines in vehicles use about 20-35% of the energy released by fuel to move the vehicle due to energy losses such as friction, noise, air turbulence, and work used to spin engine components and other electrical appliances. In another example, a fossil-fueled power plant combusts fossil fuels (such as coal or natural gas) to generate electricity, and a mechanical device converts thermal energy into mechanical energy to operate the generator. Power plants use energy extracted from expanding gases, such as steam or combusted gases. The conversion process has limited efficiency and produces unused heat and emissions (such as CO)₂、SO₂NOx, and particulate matter). There is additional energy loss during power transmission and distribution.

Disclosure of Invention

A system is disclosed that includes a turbine having a plurality of spokes. The plurality of spokes are circumferentially spaced about the shaft. Each spoke has a first spoke end and a second spoke end, and each spoke extends along an axis between the first and second spoke ends. The first spoke end is coupled to the shaft and the second spoke end is coupled to one of a plurality of blades. Each blade is a hemispherical cup having an open surface and is coupled to the second spoke end, wherein the open surface is at an angle of-20 ° to 75 ° to the axis. The distributor includes a combustion chamber. An air injector is coupled to the combustion chamber and configured to inject air of an air-fuel mixture into the combustion chamber. A fuel injector is coupled to the combustion chamber and configured to inject fuel of the air-fuel mixture into the combustion chamber. An igniter is coupled to the combustion chamber and is configured to supply a spark for combustion of the air-fuel mixture in the combustion chamber. The nozzle has: a first nozzle end coupled to the combustion chamber; and a second nozzle end positioned to direct fluid discharged after combustion in the combustion chamber toward the open surfaces of the blades to drive the turbine. A housing surrounds the second nozzle end and the plurality of vanes and has an exhaust tube extending away from the shaft configured to direct the exhausted fluid out of the housing. A controller is in communication with the dispenser and is configured to control the air injector, the fuel injector, and the igniter.

A system is disclosed that includes a turbine having a plurality of blades circumferentially spaced about a shaft. Each of the plurality of vanes is a hemispherical cup having an open surface. Each distributor of the plurality of distributors is positioned to face the open surface of the each blade and is configured to direct the discharged fluid toward the open surface of the each blade to drive the turbine. A housing surrounds the plurality of vanes and a portion of each of the plurality of distributors and has an exhaust tube extending away from the shaft configured to direct the exhausted fluid out of the housing. A controller is in communication with the plurality of dispensers and is configured to control the plurality of dispensers.

Drawings

Fig. 1A and 1B are perspective views of turbine engine systems according to some embodiments.

FIG. 2 is a perspective view of the turbine engine system with the housing removed.

Fig. 3 is a front view of a plurality of spokes of a turbine according to some embodiments.

FIG. 4A is a perspective view of a distributor of a turbine engine system according to some embodiments.

Fig. 4B and 4C are exemplary block diagrams of turbine engine systems according to some embodiments.

FIG. 5 is a perspective view of a turbine engine system according to some embodiments.

FIG. 6 is a perspective view of a turbine engine system with a housing removed, according to some embodiments.

FIG. 7A is a perspective view of a turbine engine system having a 16-bladed turbine, according to some embodiments.

FIG. 7B is a front view of a turbine engine system having a 16-bladed turbine with the casing removed, according to some embodiments.

Fig. 8A-8F illustrate examples of operation of a 12-bladed turbine engine system, according to some embodiments.

FIG. 9 is a side view of multiple turbine engine systems, according to some embodiments.

Fig. 10 is a perspective view of a turbine engine system coupled to an axial-flux electric machine, according to some embodiments.

Fig. 11 illustrates a turbine engine system coupled to a plurality of axial-flux electric machines, according to some embodiments.

FIG. 12 is an exemplary block diagram of a turbine engine system in a locomotive according to some embodiments.

Fig. 13 is a turbine engine system for use in an electric vehicle system, according to some embodiments.

FIG. 14 is an exemplary block diagram of an implementation of a turbine engine system in an electric vehicle, according to some embodiments.

FIG. 15 is a plurality of turbine engine systems coupled to a generator, according to some embodiments.

FIG. 16 illustrates a turbine engine system coupled to a propeller, according to some embodiments.

Fig. 17 is a perspective view of a turbine engine system coupled to a propeller for a personal watercraft, according to some embodiments.

FIG. 18 depicts a turbine engine system installed in a passenger vehicle, according to some embodiments.

FIG. 19 illustrates two turbine engine systems with counter-rotating propellers, according to some embodiments.

FIG. 20 illustrates a plurality of turbine engine systems in a VTOL aircraft, according to some embodiments.

FIG. 21 is a perspective view of a reversible turbine engine system, according to some embodiments.

FIG. 22 is a side view of a reversible turbine engine system according to some embodiments.

FIG. 23 is a front view of a reversible turbine engine system, according to some embodiments.

FIG. 24 illustrates a reversible turbine engine system installed in a passenger vehicle, according to some embodiments.

Fig. 25 illustrates a reversible turbine engine system mounted near a wheel in a passenger vehicle, according to some embodiments.

Detailed Description

A turbine engine system is disclosed that generates power using an internal combustion engine design incorporating rocket combustion theory. The system includes a turbine having a plurality of spokes, and each spoke having a blade, which may be a hemispherical cup with an open surface, and a plurality of distributors. Each distributor includes a combustion chamber in which air and fuel are ignited and then fluid (such as gas) is discharged from the combustion chamber toward blades of the turbine to move the turbine, thereby generating power. Depending on the application, the turbine engine system may be coupled to other components, such as an electric motor, a generator, wheels, a propeller, or a drive train. Turbine engine systems may replace conventional power sources and power various types of transportation devices, such as passenger vehicles, trains, ships, or aircraft. The size of the turbine engine system may be customized according to the application. Multiple turbine engine systems may be coupled to the same shaft for generating additional power, or a turbine engine system may be coupled to another power generator or generators to generate a greater amount of power.

Some conventional power generation systems are known in the art to have efficiencies of only 20-30%. Turbine engine systems increase the efficiency of the system by up to 95% compared to conventional power generation systems. The turbine engine system reduces or eliminates the complex, heavy power trains, transmissions, and other components of conventional power generation systems, and has fewer components, a smaller footprint, a lighter weight, less emissions generated, and quieter than conventional power generation systems. Turbine engine systems are designed to replace piston-based engines used in vehicles such as automobiles, trucks, trains, boats, ships and aircraft by direct coupling to the powertrain, propeller and alternator or generator of the vehicle. The turbine engine system may be implemented and configured at 0 ° to 90 ° for use in a vertical takeoff and landing aircraft or ship propulsion steering system, and may replace the air-independent propulsion engines of a submarine.

In some embodiments, the turbine engine system may be implemented as a domestic generator, or in a large capacity power plant/farm to produce large amounts of electricity. The use of turbine engine systems as power plants/farms eliminates the need for expensive components such as transmission lines, poles, towers, transformers, switches, relays, and distribution hubs. Energy allocation can be based on demand, thus saving fossil fuel consumption while producing less pollution. This results in a significant reduction in the consumer's electricity charges.

Fig. 1A is a perspective view of a turbine engine system 100 according to some embodiments, fig. 1B is a perspective view of a turbine engine system 100 according to some embodiments, and fig. 2 is a perspective view of a turbine engine system 100 with a casing removed, such as fig. 1A or fig. 1B with the casing removed. The turbine engine system 100 has a plurality of spokes 104. Each of the plurality of spokes 104 can be designated 104a, 104b, 104c … … 104 n. As shown, there are eight spokes 104, which is considered an 8-blade turbine design. A plurality of spokes 104 are spaced circumferentially about the shaft 106. The spacing of each of the plurality of spokes 104 can be uniformly spaced, or spaced in a pattern (such as spaced in pairs with a greater distance between the pairs), or randomly spaced, etc. In fig. 3, each of the plurality of spokes 104 has a first spoke end 108 and a second spoke end 110, and the spokes 104 extend along an axis between the first spoke end 108 and the second spoke end 110. First spoke end 108 is coupled to shaft 106, and second spoke end 110 is coupled to one blade 112 of a plurality of blades 112. Each of the plurality of blades 112 may be labeled 112a, 112b, 112c … … 112 n. Each of the plurality of blades 112 has a receiving surface with an open surface (such as a hollowed out container) to capture and receive a fluid. In some embodiments, each of the plurality of blades 112 is a hemispherical cup having an open surface. Other shapes, such as oval or elliptical, are also possible. The shape of each of the plurality of blades 112 is designed to maximize the amount of fluid collected while taking into account the drag coefficient in fluid dynamics theory. For example, hemispherical cup blades 112 may have a drag coefficient of 0.42, and blades 112 having an elliptical shape may have a drag coefficient of 0.04. The depth of the hemispherical cup with an open surface may be completely hollowed out, or may not be hollowed out but only slightly concave. The plurality of spokes 104 and the plurality of blades 112 are configured to rotate about the shaft 106 to form a turbine 114.

A plurality of distributors 118 are mounted to housing 120 and are spaced circumferentially about shaft 106. The spacing of each of the plurality of dispensers 118 may be evenly spaced, or spaced in a pattern (such as spaced in pairs with a greater distance between the pairs), or randomly spaced, etc. Generally, the spacing of each of the plurality of dividers 118 is coordinated with the spacing of each of the plurality of spokes 104. Each of the plurality of dispensers 118 may be labeled 118a, 118b, 118c … … 118 n. Each of the plurality of distributors 118 is configured to deliver a fluid (e.g., a liquid or a gas) to each of the plurality of blades 112. Each of the plurality of distributors 118 is generally positioned facing the open surface of each of the plurality of blades 112 and is configured to direct the discharged fluid toward the open surface of each of the plurality of blades 112 to drive or move the turbine 114.

Referring to fig. 1A, a housing 120 encloses a portion of each of the plurality of distributors 118, the plurality of blades 112, the plurality of spokes 104, and a portion of the shaft 106. Referring to fig. 1B, in some embodiments, the housing 120 encloses all of the plurality of distributors 118, the plurality of blades 112, the plurality of spokes 104, and a portion of the shaft 106. In this manner, all of the plurality of dispensers 118 are located within the interior of the housing 120. This may be a one-piece or two-piece design such that a first portion of the housing 120 surrounds a portion of each of the plurality of distributors 118, the plurality of blades 112, the plurality of spokes 104, and a portion of the shaft 106, and a second portion of the housing 120 surrounds all of the plurality of distributors 118, the plurality of blades 112, the plurality of spokes 104, and a portion of the shaft 106.

The housing 120 may be circular or annular or another suitable shape. In some embodiments, a liquid coolant conduit (not shown) is coupled to an inner surface of the housing 120 and is configured to dissipate heat in the fluid exhausted after combustion in the combustion chamber 124 of each of the plurality of distributors 118. The exhaust tube 122 may be coupled to or integral with the housing 120 and may extend away from the shaft 106. The exhaust tube 122 is configured to direct the exhausted fluid out of the housing 120. The exhaust pipe 122 may include a muffler or silencer system (such as in the firearm art) to reduce noise.

Fig. 3 is a front view of a plurality of spokes 104 of a turbine engine system 100, according to some embodiments. Each of the plurality of blades 112 is coupled to the second spoke end 110 of each of the plurality of spokes 104 with the open surface at an angle to the axis (along the spokes 104, see dashed lines). Fig. 3 shows each of a plurality of blades 112 at a 30 ° angle to each of a plurality of spokes 104. In this manner, each of the plurality of vanes 112 tends to maximize the amount of fluid (such as combusted gases) received from each of the plurality of distributors 118, depending on the application. In other embodiments, each of the plurality of blades 112 is at an angle of-20 ° to 75 ° (such as-15 °,0 °, 15 °, 20 °, 30 °, 40 °, or 60 °) to the spoke. In some embodiments, each of the plurality of distributors 118 can be positioned at an angle of 120 ° to each of the plurality of spokes 104. The centerline of each of the plurality of dividers 118 may be perpendicular to a portion of each of the plurality of blades 112, such as a receiving surface of an open surface of a cup of each of the plurality of blades 112. The position of each of the plurality of distributors 118 is designed to maximize the amount of fluid collected by each of the plurality of blades 112.

FIG. 4A is a perspective view of a distributor 118 of the turbine engine system 100, according to some embodiments. The design of the plurality of distributors 118 is based on rocket combustion design technology. Conventionally, piston engines harvest only initial energy per firing because when the piston stroke reaches the end, no more energy is available to turn the shaft. Thus, most of the energy is lost under the influence of the stroke. Conversely, because the turbine is in continuous rotation, the turbine engine system 100 may harvest nearly 100% of the energy of the gas expansion. Each of the plurality of distributors 118 includes a combustion chamber 124, and the combustion chamber 124 may be a conical shape, such as a funnel, having a first wider shaped end and a second narrower shaped end. Other shapes are also possible. An air injector 126 is coupled to the combustion chamber 124 and is configured to inject air of the air-fuel mixture into the combustion chamber 124. The fuel injector 128 is coupled to the combustion chamber 124 and is configured to inject fuel of the air-fuel mixture into the combustion chamber 124. An igniter 130 (such as a spark plug) is coupled to the combustion chamber 124 and is configured to supply an electric spark for combustion of the air-fuel mixture in the combustion chamber 124. The nozzle 132 has: a first nozzle end coupled to a combustion chamber; and a second nozzle end positioned to direct fluid discharged after combustion in combustion chamber 124 toward the open surfaces of blades 112 to move turbine engine system 100. The shape of the nozzle may be linear (as shown in fig. 4A) or curved. The fuel injector 128 of the distributor 118 injects fuel into the combustion chamber 124 through the hose 142b, and the air injector 126 of the distributor 118 injects air into the combustion chamber 124 through the hose 142 a.

The turbine engine system 100 is a nearly frictionless turbine with a rocket-based internal combustion engine. For example, the turbine engine system 100 may use ball bearings between the stator and the rotor, and the coefficient of friction of the ball bearings may be 0.1 to 0.001. Reducing friction in the ball bearing reduces wear and is beneficial for extended use at high speeds. In addition, the reduced friction reduces the risk of overheating and premature failure of the ball bearings. These factors directly affect efficiency.

In some casesIn embodiments, the fuel is gasoline or liquefied natural gas. For example, when using gasoline, about 0.1ml of gasoline mixed with a sufficient volume of air or oxygen is required for each detonation of a 1.0L piston-based internal combustion engine. The ratio of gasoline to air may be 14.7:1 by mass (weight). After ignition by, for example, a spark plug, the gasoline and air mixture detonates and generates heat up to 1,500 ℃. According to the laws of thermal expansion and gas, the volume of gas expands 33% for every 100 ℃ increment, so that at 1500 ℃, the volume of hot air increases 51.2 times, such as 1.3¹⁵51.186. In other words, per 0.1ml of gasoline detonated, the gas volume at ambient temperature is 46.5L (or 0.1 × 0.755 (gasoline weight) × 14.7 × 51.2/1.225 (air density) ═ 46.4873L in an embodiment of the present invention, the nozzles 132 coupled to the combustion chamber 124 direct the hot air after combustion in the combustion chamber 124-or the exhausted fluid-toward the open surfaces of each of the plurality of vanes 112 to drive the turbine 114 of the turbine engine system 100 the exhausted fluid exits the combustion chamber 124 at a high speed that distributes high pressure water similar to a fire engine.

FIG. 4B is an exemplary block diagram of the turbine engine system 100 according to some embodiments. The turbine engine system 100 also includes an air compressor 138 and a fuel pump 140 coupled to a fuel tank 141. The air compressor 138 and the fuel pump 140 are respectively coupled to each of the plurality of distributors 118 by, for example, hoses 142 (such as high pressure hoses). The air compressor 138 is configured to deliver air through a hose 142a to the air injector 126 of the dispenser 118 and into the combustion chamber 124. The fuel pump 140 is configured to deliver fuel through a hose 142b to the fuel injectors 128 of the dispenser 118 and into the combustion chamber 124. An air compressor 138 and a fuel pump 140 are mounted on the outside of the housing 120.

FIG. 4C is an exemplary block diagram of the turbine engine system 100 according to some embodiments. In some embodiments, instead of the air injector 126 and the air compressor 138, there is a carburetor 143. In this way, fuel from the fuel pump 140 and ambient air enter the carburetor 143 and mix together at a fuel to air ratio of 14.7: 1. This air-fuel mixture then enters distributor 118 through valve 145, such that valve 145 regulates the flow of air-fuel from carburetor 143 to combustion chamber 124 of distributor 118. The igniter 130 provides a spark to deflagrate the air-fuel mixture in the combustion chamber 124, and the nozzle 132 directs the gas (air-fuel mixture from the deflagration) toward the open surface of each of the plurality of blades 112. The velocity and pressure of the gas causes each of the plurality of blades 112 to rotate about shaft 106 to drive a turbine 114 of turbine engine system 100.

FIG. 5 is a perspective view of a turbine engine system 100 according to some embodiments. The controller 134 is in communication with the plurality of distributors 118 and is configured to control the air injectors 126, the fuel injectors 128, and the igniters 130 of at least each of the plurality of distributors 118. In some embodiments, the controller 134 is in communication with the valve 145 and is configured to control the valve 145. A controller 134 may be coupled to the air injectors 126 and the fuel injectors 128 to control the opening and closing of the internal air valve in each air injector 126 and the internal fuel valve in each fuel injector 128. The controller 134 may also be coupled to the igniter 130 with wires to control ignition in each of the plurality of dispensers 118. For simplicity, in fig. 5, wires are shown from the controller 134 to 136a, 136b, and 136c of only one of the dispensers 118 (such as 118 g). For example, electrical wire 136a is between controller 134 and igniter 130, electrical wire 136b is between controller 134 and fuel injector 128, and electrical wire 136c is between controller 134 to air injector 126. Hoses 142a and 142b are shown leading to only one of the dispensers 118, such as 118f and 118 b. The fuel injectors 128 of the dispenser 118 inject fuel into the combustion chamber 124 through hoses 142b and communicate through wires 136 b. The air jets 126 of the distributor 118 inject air into the combustion chamber 124 through a hose 142a and communicate through a wire 136 c.

FIG. 6 is a perspective view of the turbine engine system 100 with the housing 120 removed, according to some embodiments. In some embodiments, turbine engine system 100 also includes a plurality of magnets 144 for monitoring the position and rotation of the plurality of spokes 104, the plurality of blades 112, and the speed of turbine engine system 100. Each of plurality of magnets 144 may be associated with each of plurality of spokes 104 or each of plurality of blades 112. Each of the plurality of magnets 144 may be positioned on each of the plurality of spokes 104 or each of the plurality of blades 112, or on a disk 146 configured to rotate, or a combination thereof.

In some embodiments, the sensor 148 (such as a hall effect sensor) is in a fixed position relative to the rotating plurality of spokes 104, the plurality of blades 112, and the disk 146 such that the plurality of magnets 144 move past the sensor 148. The sensor 148 is in communication with the controller 134. An electromagnetic signal is generated when the magnet rotates past, for example, the hall effect sensor 148. These synchronization bits are used to indicate the position of each of the plurality of blades 112. Reference magnets 144a not associated with a particular spoke 104 or blade 112 may be used to determine an original first position of a plurality of blades 112 of turbine 114. As the turbine 114 moves, the controller 134 receives signals from the sensors indicative of an original first position of each of the plurality of blades 112 and a subsequent position of each of the plurality of blades 112. The controller 134 uses the original first position of the plurality of vanes 112 and determines the amount and timing of air and fuel to be dispensed and the timing of the spark for ignition. In some embodiments, other methods for measuring rotational speed may be used, including shaft encoders, photosensors, or optical detection.

During operation of the turbine engine system 100, the controller 134 receives the position of the at least one blade 112 and determines data for operating each of the plurality of distributors 118. The position of each of the plurality of blades 112 may be relative to each of the plurality of dividers 118, such as the angular orientation of each of the plurality of blades 112 relative to each of the plurality of dividers 118. Alternatively, the position of blades 112 may be relative to each of the plurality of spokes 104, such as the angular orientation of each of the plurality of blades 112 relative to each of the plurality of spokes 104.

The data includes a time (e.g., a time and duration) at which each of the plurality of distributors 118 distributes air into the combustion chamber 124 based on a position of at least one of the plurality of vanes 112, and a time (e.g., a time and duration) at which each of the plurality of distributors 118 distributes fuel into the combustion chamber 124. The data also includes an amount of air and an amount of fuel to be distributed into the combustion chamber 124 by each of the plurality of distributors 118 based on a position of at least one of the plurality of vanes 112. The data also includes a time at which the igniter 130 based on the position of at least one of the plurality of blades 112 initiates ignition of the air-fuel mixture to cause combustion in the combustion chamber 124. Based on the data, the controller 134 controls the air injector 126, the fuel injector 128, and the igniter 130. The speed of the turbine engine system 100 may also be controlled. For example, the controller 134 may determine the speed of the turbine engine system 100 from readings of the hall effect sensor 148 and may increase or decrease the amount of air fuel or adjust timing (e.g., time and duration) to increase or decrease the speed. A typical piston engine may operate at 6,000 revolutions per minute or 100 revolutions per second, with each firing (detonation) of the piston cylinder taking about 2 milliseconds. The turbine engine system 100 uses less gasoline to produce the same power.

In some embodiments, such as when a carburetor 143 is used, for example, the data includes a time for the air-fuel mixture to be distributed into the combustion chamber 124 of each of the plurality of distributors 118 through the valve 145 based on the position of at least one vane of the plurality of vanes 112. The data also includes an amount of air-fuel mixture allocated into the combustion chamber 124 based on a position of at least one of the plurality of vanes 112, and a time to initiate ignition of the air-fuel mixture to cause combustion in the combustion chamber 124 based on the position of the at least one of the plurality of vanes 112. Based on the data, the controller 134 controls the valve 145 and the igniter 130.

As shown in fig. 1-3 and 5-6, multiple distributors 118 may be employed in the turbine engine system 100. Each of the plurality of distributors 118 may be circumferentially spaced around the housing 120. The spacing may be uniform between each of the plurality of dispensers 118, or other spacing patterns may be used depending on the application. In some embodiments, there may be 3, 5, 7, 11, 15, or more distributors 118 corresponding to the 4, 6,8, 12, and 16 blade designs of the turbine engine system 100. Generally, there will be one less distributor 118 than vanes 112, as one mounting location for distributor 118 is instead dedicated to exhaust pipe 122, although other positioning of exhaust pipe 122 is possible. In some embodiments, the plurality of distributors 118 may be present in an amount of one half or one third as compared to the plurality of blades 112, depending on the application. The controller 134 is in communication with the plurality of distributors 118 and controls each of the plurality of distributors 118, and in some embodiments, an air compressor 138 and/or a fuel pump 140 (as in fig. 5) distributes high pressure air and fuel to each of the plurality of distributors 118.

Fig. 7A is a perspective view of a turbine engine system 100 having a 16-bladed turbine design according to some embodiments, and fig. 7B is a front view of the turbine engine system 100 having a 16-bladed turbine according to some embodiments, with the casing 120 removed. To increase the rotational speed (rpm), torque and power, additional longer spokes with larger blades may be used. For example, for certain designs (such as small passenger vehicles), an 8-blade turbine may be employed. By increasing the number of spokes 104 in the plurality of spokes 104 from 8 to 16, using spokes 104 that are longer than an 8-blade turbine, and increasing the size of the blades 112 (e.g., the diameter of a hemispherical cup with an open surface), greater power may be achieved. This can be used to generate power for larger vehicles, such as 1,000 to 3,000 ton marine vessels. In some embodiments, an 8-blade turbine may have a casing 120 with a diameter of 14.5 inches and a thickness of 3.6 inches. The length from shaft 106 along the length of spoke 104 to the end of one of plurality of blades 112 may be six inches. Fig. 9 shows these sample dimensions for an 8-bladed turbine. The size of the shell depends on the diameter of the plurality of blades 112, and the thickness of the shell depends on the size of each of the plurality of blades 112. As the number of blades increases from 8 to 16 and the size of blades 112 increases, a 16-blade turbine, for example, may have a diameter of 30 inches and may be 8 inches in thickness, which results in about 10 times more power than an 8-blade turbine.

Any number of distributors 118 may be activated at any time or in any order to move the turbine 114. Fig. 8A-8F illustrate examples of operation of a 12-bladed turbine engine system, according to some embodiments. The number of distributors 118 activated simultaneously may be used to classify the type of ignition. For example, a 1-fire means activating one dispenser 118 at any given time, while a 3-fire means activating three dispensers 118 simultaneously. Other examples may be 4-fire, 6-fire, and full-fire. At full ignition, all of the plurality of dividers 118 are activated simultaneously. For example, single ignition, 2 ignition, 3 ignition, 4 ignition, 6 ignition, and full ignition are shown in fig. 8A to 8F, respectively. The controller 134 determines which dispensers 118 to activate (such as three dispensers 118, seven dispensers 118, or 11 dispensers 118) and how often. Multiple dispensers 118 may be activated simultaneously or in a particular order. In this manner, a desired torque and a desired rotational speed may be achieved by the turbine 114 of the turbine engine system 100. In some embodiments, by having more firing dividers 118, greater power, torque, and stability may be achieved at certain timing intervals than by having only one divider 118. This also reduces the risk of overheating.

FIG. 9 is a side view of multiple turbine engine systems, according to some embodiments. In this example, as another way to add power for a particular application, multiple turbine engine systems (such as three turbine engine systems 100) are coaxially coupled to the shaft 106. There may be one controller 134 or multiple controllers working together to coordinate control of each of the multiple dispensers 118.

The shaft 106 of the turbine engine system 100 may be coupled to and drive other components (such as an electric motor, a generator, wheels, a propeller, or a drive train). Fig. 10 is a perspective view of turbine engine system 100 coupled to axial-flux electric machine 152, according to some embodiments. In a particular example, axial-flux motor 152 may have a diameter of 368mm, a thickness of 98mm, and weigh 37 kg. For example, this configuration, in which the axial flux motor 152 is assisted by a turbine engine, may produce 240kW (750V × 320A) of electrical power at 2500rpm, and has an efficiency of about 95%. Comparably, a large 3.0L piston engine could be used to produce 240kW, but the efficiency is only 35%. The turbine engine system 100 in this configuration occupies a smaller area and is lighter in weight than conventional piston-based engines. In another embodiment, turbine engine system 100 may be coupled to a plurality of axial-flux electric machines, depending on the application.

Fig. 11 illustrates a turbine engine system 100 coupled to a plurality of axial-flux electric machines, according to some embodiments. This can be used to replace the engine in a locomotive of a passenger, freight or high-speed train, for example. Replacing a conventional locomotive with the turbine engine system 100 saves weight and significantly reduces the amount of powertrain components. For example, the need for a complex pantograph and main transformer on top of the locomotive is eliminated. Also, for a typical electric train, high voltage electric wires are embedded in or above the train rails to operate the train. This may be eliminated when implementing the turbine engine system 100. The thermal efficiency of the turbine engine system 100 is significantly higher than conventional gas turbine locomotive engines, such as 70-95% versus 45%. FIG. 12 is an exemplary block diagram of an implementation of the turbine engine system 100 in a locomotive. For example, turbine engine system 100 coupled to plurality of axial-flux motors 152 is used to drive traction motors 153 and other components 155 of the train.

Fig. 13 is a turbine engine system 100 for use in an electric vehicle system, according to some embodiments. The turbine engine system 100 may be coupled to a generator of a Permanent Magnet Motor (PMM)154 in combination with an electrical box 156, the electrical box 156 containing a 3-phase AC-DC rectifier to operate similar to a large lithium battery such as in an electric vehicle. For example, this configuration is an efficient, quiet, lightweight, small power source. In this way, the supercapacitor collects kinetic energy when the brake pedal is depressed or when the accelerator pedal is released. Overall, this eliminates the need to recharge and charge the lithium ion battery. The turbine engine system 100 with the permanent magnet motor generator may be implemented on an existing electric vehicle, thus eliminating the need to reorganize existing components of the vehicle. FIG. 14 is an exemplary block diagram of an implementation of turbine engine system 100 in an electric vehicle. In this case, the electrical box 156 includes a super capacitor.

In some embodiments, two or more turbine engine systems 100 with permanent magnet motor generators may be coupled together for generating greater power and may be used for large trucks such as semi-trucks or locomotives. In other embodiments, the turbine engine system 100 with a permanent magnet motor generator may be implemented to supply power to a house, business, or plant.

In some embodiments, the turbine engine system 100 of fig. 11 configured or coupled to a plurality of axial-flux electric machines may be used for a large power plant/farm generator. For a 16-blade turbine, each turbine engine system 100 coupled to multiple axial-flux electric machines may produce at least 500kW, such as at least 750kW, or such as at least 960 kW. Comparatively, large wind turbines may produce an average of 2.5MW to 3.0 MW. Accordingly, turbine engine system 100 coupled to a plurality of axial-flux electric machines may replace one conventional wind turbine. The power plant/farm can use artificial intelligence to control the system so that energy is not wasted. Conventional offshore wind turbines used in power plants/farms are very large, such as approximately 850 feet, while the turbine engine systems 100 implemented in power plants/farms are much smaller. In some embodiments, multiple turbine engine systems (as shown in fig. 9) may be coupled to generator/PMM 154 and electrical box 156, producing 500kW to 5MW synchronously. FIG. 15 is a plurality of turbine engine systems coupled to generator/PMM 154, according to some embodiments. This configuration can form a megapower plant/farm that produces 50MW to 5GW of power and provide dynamic power supply for peak and off-peak periods.

A power plant/farm implementation of multiple turbine engine systems 100 provides redundancy and resiliency while eliminating traditional expensive components such as transmission lines, poles, towers, transformers, switches/relays, and power distribution hubs. A smaller land footprint is required compared to conventional power plants/farms. Also, no internal cooling system is required, and no fuel is consumed to heat the water for steam. A turbine engine system implemented as a power plant/farm may be located near a location where power is needed, such that no transformers or high voltage transmission lines are needed, thereby also reducing losses during transmission.

Fig. 16 illustrates a turbine engine system 100 coupled to a propeller 158 according to some embodiments. The shaft 106 of the turbine engine system 100 may be directly coupled to the propeller 158 without the need for a speed change gear. When the propeller 158 is part of an aircraft, the turbine engine system 100 may be programmed to a desired rotational speed for takeoff. In another embodiment, the propeller 158 may be part of a watercraft. The turbine engine system 100 may be customized by sizing the system according to the application. For example, an 8-bladed turbine may be implemented in certain designs, but to achieve greater desired power, a 12-bladed turbine, a 16-bladed turbine, a 20-bladed turbine, or a larger turbine may be implemented. In another embodiment, the propeller 158 may be part of a personal watercraft. Fig. 17 is a perspective view of a turbine engine system 100 coupled to a propeller 158 for a personal watercraft, according to some embodiments. In this embodiment, the turbine engine system 100 is coupled to the propeller 158 through a gearbox 160 for 90 ° angle gear shifting. A tiller 162 for steering is shown.

A typical passenger vehicle engine may have dimensions of 33 inches by 22 inches by 30 inches, weigh 164kg and produce 245 horsepower. This may be replaced with a small size and lighter weight turbine engine system 100. For example, the turbine engine system 100, including other components (such as the air compressor 138 and fuel pump 140) may have dimensions of 16 inches by 20 inches by 16 inches, weigh 30-55kg and produce 300 horsepower. FIG. 18 depicts a turbine engine system 100 installed in a passenger vehicle, according to some embodiments. The size and weight savings of the turbine engine system 100 may benefit component packaging and fuel economy. The turbine engine system 100 may be coupled to the drive train through a gearbox 160 for 90 ° angle gear shifting. In another embodiment, the turbine engine system 100 may replace a conventional engine in a semi-trailer truck.

To generate greater thrust for the aircraft, two separate turbine engine systems 100 may be implemented. FIG. 19 illustrates two turbine engine systems 100 with counter-rotating propellers 158 according to some embodiments. For example, two independent turbine engine systems 100 may be coupled together with a counter-rotating propeller 158. In this way, greater thrust can be generated without losses due to gear friction. FIG. 20 illustrates a plurality of turbine engine systems in a VTOL aircraft, according to some embodiments. Each turbine engine system 100 is rotatable on a first axis of the aircraft in a range between a 0 horizontal position to a 90 vertical position. This enables high maneuverability of the aircraft in roll, yoke (yoke) and yaw directions, while enabling vertical take-off and landing. This is disclosed in U.S. provisional patent application No. 62/976,829, entitled "aerocraft" by Jeng and hereby incorporated by reference.

In some embodiments, the turbine engine system 100 may be used in a submarine. For a typical submarine, the submarine stays in the water depending on the life of the battery. Once the battery is depleted, the submarine must be floated to gain air to run the diesel engine and recharge the battery. The turbine engine system 100 may be implemented to generate power for a submarine through the use of an air-independent propulsion system. For example, the turbine engine system 100 may use hydrogen peroxide as an oxidant instead of fresh air, similar to a liquid fuel rocket. By using hydrogen peroxide, no external air is required, as the electricity generated on the submarine can be used to generate oxygen and electricity for the submarine crew, enabling the submarine to stay underwater for up to several weeks. The turbine engine system 100 may directly drive a submarine propeller for underwater navigation.

The turbine engine system 100 may be used to generate electricity for a home. For example, turbine engine system 100 may be coupled to axial-flux electric machine 152, a battery, an inverter, and a panel. When the inverter converts the 12/24/48V DC battery to 120V, 60hz AC power, the battery may be used as a backup. The inverter may be directly connected to a circuit breaker/switchboard to supply power for the home. Artificial intelligence may be used to control the system. This implementation may save consumers on electricity charges and not power off due to natural disasters or require gas and power lines. In some embodiments, liquefied natural gas supplied to the home may be used as fuel in the turbine engine system 100.

In some embodiments, the turbine engine system 100 may be used as a portable generator. A typical portable generator may have dimensions of 119 inches by 40 inches by 83 inches, weigh 1500kg and produce 100 kW. This may be replaced with turbine engine system 100 coupled to, for example, axial-flux electric machine 152. For example, the turbine engine system 100 may have dimensions of 20 inches by 20 inches, weigh 50-75kg and produce 240 kW.

The turbine engine system 100 may be designed to enable a passenger vehicle to travel in reverse (such as for reverse and park operations), and also have braking capability. Fig. 21 is a perspective view of a reversible turbine engine system 200 according to some embodiments, fig. 22 is a side view of the reversible turbine engine system 200 according to some embodiments, and fig. 23 is a front view of the reversible turbine engine system 200 according to some embodiments. In fig. 21 to 23, the housing 120 of the reversible turbine engine system 200 is not shown for simplicity. The housing 120 is similar to the housing 120 shown in at least fig. 1,5, and 7. The two turbines 202a and 202b are coupled to the shaft 106 in opposite directions, which means that the turbine 202a is positioned 180 ° from the turbine 202b on the shaft 106. In this manner, the open surface of each of the plurality of blades 112 of turbine 202a opposes the open surface of each of the plurality of blades 112 of turbine 202b when rotating relative to shaft 106. Turbines 202a and 202b each include a plurality of spokes 104, a plurality of blades 112, and a plurality of distributors 118, with embodiments as described herein. In this configuration, turbine 202a may rotate in a first direction (such as a counterclockwise direction) and turbine 202b may rotate in a second direction (such as a clockwise direction). Turbine 202a may rotate in a different direction than turbine 202 b.

Referring to fig. 21 and 23, the flywheel 204 is coupled to the shaft 106 and is configured to rotate relative to the shaft 106. The flywheel 204 includes a plurality of brake shoes 206, the brake shoes 206 configured to contact the flywheel 204 to prevent the flywheel 204 from rotating. In this manner, when the flywheel 204 is rotating and the plurality of brake shoes 206 are activated, the plurality of brake shoes 206 contact the flywheel 204 and slow the vehicle to achieve braking capability. The flywheel 204 and the plurality of brake shoes 206 may be in communication with the controller 134 such that the controller 134 facilitates operation.

The reversible turbine engine system 200 may be installed in a passenger vehicle, as shown in FIG. 24. The reversible turbine engine system 200 in a passenger vehicle replaces a conventional engine and transmission (gearbox) and may be sized to meet the speed and torque requirements of each application. The thermal efficiency of the reversible turbine engine system 200 may be 70-95% compared to a conventional piston engine having a thermal efficiency of about 35%. The reversible turbine engine system 200 may be adapted for use in a two-wheel drive vehicle or a four-wheel drive vehicle. For example, in a front two-wheel drive vehicle or a four-wheel drive vehicle, the reversible turbine engine system 200 may be located near the front differential 208 and coupled to the drive shaft 210. In a rear two-wheel drive vehicle, the reversible turbine engine system 200 may be located near a rear differential 211.

In another embodiment, the reversible turbine engine system 200 may be implemented in a passenger vehicle and mounted near the wheels 212. FIG. 25 illustrates a reversible turbine engine system 200 installed near wheels 212 in a passenger vehicle. For example, there may be a reversible turbine engine system 200 mounted at each wheel 212 for a four-wheel drive vehicle, or a reversible turbine engine system 200 mounted at each front wheel 212 for a front two-wheel drive vehicle, or a reversible turbine engine system 200 mounted at each rear wheel 212 for a rear two-wheel drive vehicle. In these cases, the conventional engine and most of the powertrain components are eliminated.

Similarly, the turbine engine system 100 and the reversible turbine engine system 200 may replace or replace motors on other types of motorized devices, such as motorcycles, lawnmowers, snow blowers, electric bicycles, scooters, personal watercraft such as wave runners and motorboats, agricultural machinery, and the like.

While the specification has been described in detail with respect to specific embodiments thereof, it will be appreciated that those skilled in the art, upon attaining an understanding of the foregoing, may readily conceive of alterations to, variations of, and equivalents to these embodiments. These and other modifications and variations to the present invention may be practiced by those of ordinary skill in the art, without departing from the scope of the present invention, which is more particularly set forth in the appended claims. Furthermore, those of ordinary skill in the art will appreciate that the foregoing description is by way of example only, and is not intended to limit the invention.