Vehicle propulsion devices and systems

Abstract

The present invention relates to an ultra-low emission accumulator exhaust gas assisted internal combustion power plant. The power plant includes a variable torque drive turbine connected to a piston compressor through a gearbox. The gearbox includes planetary or epicyclic gears for selectively directing power from the drive turbine to the compressor and at least one output shaft. Compressed air is mixed with fuel in a staged combustor and hot exhaust gases are used to drive the variable torque drive turbine or are cooled and stored in an exhaust gas storage system.

Description

[Technical field]

[0001] (Reference to Related Application) This application claims priority to and the benefit of U.S. Application No. 17 / 456,481, filed November 24, 2021, the contents of which are incorporated herein by reference in their entirety.

[0002] FIELD OF THEINVENTION This invention relates to vehicle propulsion systems, and more particularly to stored exhaust gas assisted internal combustion power plants.In one aspect, the invention relates to a power plant having a prime mover that utilizes hot expanding gases. [Background technology]

[0003] Current efforts in vehicle propulsion have focused on incremental improvements in the efficiency of internal combustion engines, with limited success, and development of new energy storage sources for use in electric vehicles has likewise shown limited gains.

[0004] Fundamentally, traditional internal combustion engines or power plants ("ICEs" and "ICPs" respectively) have significant areas of inefficiency. For example, to avoid repeated unnecessary restarts, ICPs are typically idled when no work is being done. However, idling for extended periods (more than a few seconds) also consumes fuel and is not cost-effective. ICPs are similarly inefficient in ramping up to operating speeds (i.e., low revolutions per minute or "RPM"). Some components of an ICP store some of the unused energy (such as a flywheel, which stores energy and helps maintain a smooth idle), but this adds additional dead weight.

[0005] In a traditional direct drive peak power system, rather than using a peak sized prime mover, the engine must convert portable energy (i.e. fuel) into a large peak shaft power output every time. The engine and transmission must be large enough to meet peak transient requirements and losses while traveling. The engine's speed and torque operating ranges are different from those of the vehicle, so an interface is required to change and transfer power as needed. Modern automatic transmissions with torque converters have eliminated the need for manual clutches and shift changes of manual transmissions, but they do not eliminate the rapid engine transients during acceleration and deceleration. In addition to the viscous flow losses in the torque converter, converting rotational power to viscous fluid power wastes energy.

[0006] The evolution of ICPs over the past century can best be described as displacement-centric; increasing engine displacement to increase peak power and improve acceleration. Increasing displacement exacerbates inherent problems in ICP design by introducing more severe transients into the combustion reaction, increasing harmful emissions, introducing additional friction losses, and requiring additional components to add weight to the ICP. Modifications have been developed with only modest efficiency gains to improve performance and reduce fuel consumption.

[0007] Other improvements have focused on forced induction and valve control. For example, turbochargers, superchargers, multiple valves, complex valve timing, etc. have been added, but with little effect. All of these approaches require increasingly complex systems to enable reliable operation and obtain the required performance metrics, in addition to more complex materials, higher tolerances, and an increase in overall weight. As a result, the initial and maintenance costs of ICPs have increased significantly for only modest efficiency and power gains. Increasingly strict regulatory requirements also add complexity to the ICP hardware and operation.

[0008] Electric vehicles generally have a similarly large level of inefficiency. Electric propulsion systems in particular have at least four major disadvantages when compared to hydrocarbon-based propulsion systems. First, the electrochemical reactions in an electric battery occur at a two-dimensional electrode / electrolyte interface, with finite rates of ion and material transport to and from the surface. Second, the flow of electrons requires a metallic conductor, and magnetic flux requires a metallic core to push or pull. Third, electric batteries must carry all reactants, reaction products, electrodes, and electrolytes in a secure container at all times. These components represent dead weight or additional weight not found in the embodiments described herein. And finally, electric batteries have relatively long charging times and must be charged from a truly sustainable and reliable source (such as a batch thermonuclear reaction).

[0009] Some solutions to these problems are discussed in U.S. Patent No. 3,672,160. However, the system disclosed therein was mechanically complex and required very high octane fuels to be implemented in a practical manner. A fundamental need remains for a vehicle propulsion system that can exploit the large energy capacity of hydrocarbons while significantly reducing harmful emissions and significantly limiting the operational complexity of the system. The present invention is directed to a solution that addresses this need in addition to possessing other desirable features. Summary of the Invention

[0010] In accordance with an exemplary embodiment of the present invention, an ultra-low emission stored exhaust gas assisted internal combustion power plant is provided. The power plant includes a variable torque drive turbine (i.e., prime mover) connected to a compressor (i.e., power sink) through a gearbox. The gearbox includes planetary or epicyclic gears that selectively direct power from the drive turbine to the compressor and at least one output shaft. A sun gear of the planetary gear system is connected to and drives the variable torque drive turbine. A ring gear of the planetary gear is connected to and rotates a compressor, which may be a piston compressor. A carrier gear is connected to a mechanism (i.e., output) that provides motion to a vehicle, such as wheels or a propeller. The compressor takes in ambient air, compresses it, and stores it in a volume within the compressor. The compressed air is directed to a staged combustor where it is mixed with fuel vapor and ignited, thereby producing exhaust gases. In some embodiments, the staged combustor supports a staged combustion process including the combustion of a rich fuel mixture followed by the combustion of a lean fuel mixture without droplets. Exhaust gases from the combustion may be routed to a drive turbine to impart motion to the impeller of a Kudo turbine. The exhaust gases may also be routed to a cooled exhaust gas storage system ("CEG storage system"). The hot exhaust gases may be cooled by ceramic honeycomb elements before being stored in a storage tank. In some embodiments, the cooled exhaust gases may be reheated by the ceramic honeycomb elements.

[0011] Exemplary embodiments of the present invention eliminate many of the parts (e.g., starter, transmission, torque converter, intake / exhaust system, valve train, and accessories), processes (e.g., in-cylinder combustion, idling, throttling), and entropy losses (e.g., cooling, pumping, viscous dissipation) of a conventional ICE. Additionally, exemplary embodiments of the present invention improve vehicle control, fuel economy, emissions, safety, and performance with fewer moving parts, less weight, and less cost. Note that exemplary embodiments of the present invention do not require a separate working medium for energy storage. The accumulated exhaust gases can improve peak power during acceleration in passenger cars and takeoff in aircraft compared to existing ICPs.

[0012] Exemplary embodiments of the present invention can achieve output brake horsepower approximately proportional to the compressor's operating RPM (revolutions per minute). Some exemplary embodiments can achieve more than twice the horsepower of a comparable ICE (e.g., a four-stroke ICE). Other exemplary embodiments provide piston compression in excess of 20 bar for a wider speed range. In some exemplary embodiments, the driving turbine has a high stall torque, which responds faster than prime movers found in the prior art. Some exemplary embodiments can achieve additional horsepower or thrust increase by injecting additional fuel into the hot exhaust gases before and / or after the turbine (e.g., afterburning).

[0013] According to an exemplary embodiment of the present invention, a turbine-driven power plant is provided. The power plant includes a compressor having a block (e.g., a short block) sized and arranged similar to an engine block of an in-line 4-cylinder internal combustion engine. Other parts such as piston rods and crankshafts are also similar in size and design to the piston rods and crankshafts of a contemporary ICE. However, other conventional parts of an ICE are not required. One aspect of the disclosure is a substantially flat cylinder cover / head with an intake tapered disc valve and a flat piston head with a tapered disc valve. The piston head with a tapered disc valve may allow the flow of compressed air from the compression chamber to the crankcase of the compressor block.

[0014] According to an exemplary embodiment of the present invention, a CEG storage system is provided for reducing the temperature of exhaust gases and storing gas for use during operation or start-up. The cooled stored exhaust gases and / or compressed air can be used in other parts of the vehicle. For example, the stored gas may be used to inflate safety airbags without detonating sodium azide. The stored gas may also be used for vehicle steering and braking (e.g., by simple inflation) or air conditioning systems. The stored gas may be used to concentrate oxygen on aircraft without expensive hardware or idle loss. In some exemplary embodiments, the tanks of the CEG storage system may be located in the bumper of the vehicle to minimize damage during a crash. The stored air may also be used to power air tools in the field. In some exemplary embodiments of the present invention, one or more distributed storage tanks may be partitioned for emergency reserves or to provide more control over the vehicle dynamics and ICP performance.

[0015] According to exemplary embodiments of the present invention, the operator of a vehicle powered by the disclosed propulsion system directly controls the torque of the drive turbine. Unlike Brayton cycle engines, injected fuel controls the turbine inlet temperature and output power. In some exemplary embodiments, a portion of the torque may automatically power a compressor to maintain operating pressure and keep the CEG storage system full as needed. The compressor may be disengaged when the CEG storage system tank is full.

[0016] In some exemplary embodiments of the present invention, the inlet turbine temperature may be set at approximately 2K degrees Fahrenheit to avoid NOx production and the need for expensive hot metals. In yet other exemplary embodiments, pressure is one operating variable of the storage system and is optimized by an on-board computer based on turbine, compressor, wheel or propeller speed, ambient conditions, and road or flight conditions.

[0017] In some exemplary embodiments of the present invention, to reduce emissions, the power plant may use pre-vaporized fuel in a staged combustion process (e.g., rich mixture, then lean mixture) to maintain a local maximum temperature near the turbine inlet and avoid particulate and NOx production. Some exemplary embodiments of the present invention may use any fuel that is vaporizable and does not require octane or cetane number. [Brief description of the drawings]

[0018] These and other features of the present invention will be more fully understood by reference to the following detailed description taken in conjunction with the accompanying drawings. [Figure 1] FIG. 1 is a schematic diagram of a propulsion system according to one embodiment of the present invention. [Diagram 2] FIG. 2 is a top view of a propulsion system according to one embodiment of the present invention. [Figure 3A] FIG. 3A is a right side isometric detail view of the gearbox of FIG. 2 according to one embodiment of the present invention. [Figure 3B] FIG. 3B is a left side isometric detail view of the gearbox of FIG. 2 according to one embodiment of the present invention. [Figure 4A] FIG. 4A is a detailed view of the right side of the gearbox of FIG. 2, according to one embodiment of the present invention. [Figure 4B] FIG. 4B is a detailed view of the left side of the gearbox of FIG. 2, according to one embodiment of the present invention. [Diagram 5] FIG. 5 is a cross-sectional view of an exemplary cylinder and piston of a compressor, in accordance with one embodiment of the present invention. [Figure 6] FIG. 6 is a rear view of the compressor of FIG. 2, according to one embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0019] 1-6, in which like parts are designated with like reference numerals throughout, illustrate one or more exemplary embodiments of a propulsion system for use in a vehicle. Although the present invention will be described with reference to one or more exemplary embodiments shown in the figures, it should be understood that many alternative forms can embody the present invention. Those skilled in the art will further appreciate various ways of varying the parameters of the disclosed embodiment(s) in a manner that still maintains the spirit and scope of the present invention.

[0020] 1 is a schematic diagram of a propulsion system 100 according to one embodiment of the present invention. In some embodiments of the present invention, the propulsion system includes a power plant 101 and a CEG storage system 130. In other embodiments, the propulsion system 100 may include components such as gearboxes, transmissions, differentials, etc. to integrate the power plant into a particular application (i.e., vehicle). In still other embodiments, the propulsion system may be part of a larger system that includes flight control surfaces, braking systems, steering systems, hydraulic systems, pneumatic systems, and electromechanical systems.

[0021] In one embodiment, the powerplant 101 includes a drive turbine 102 and a compressor 106 connected by a gearbox 104. In operation, the drive turbine 102 may be powered by hot exhaust gases from a combustor 108, as described in more detail below. In some embodiments, the hot exhaust gases from the combustor 108 may be directed through a regenerator 126 to the drive turbine 102 and a CEG storage system 130. In one embodiment, the drive turbine 102 may be a variable torque drive turbine capable of operating over a wide range of rotor speeds. In some embodiments, the combustor 108 may be a primary combustor and the powerplant 101 may include a secondary combustor 110. In some embodiments, the primary combustor 108 and the secondary combustor 110 are elements of a staged combustor to support staged combustion. In some embodiments, the staged combustion includes a rich fuel mixture and a lean fuel mixture.

[0022] 1, in one embodiment, the output of the drive turbine 102 may be coupled to a gearbox 104. In one embodiment, the output of the gearbox 104 may drive the compressor 106. In some embodiments, the gearbox 104 may comprise an additional output coupled to a means for providing motion in the vehicle (i.e., wheels or propellers). In some embodiments, the gearbox 104 may comprise a planetary gear system for transferring power from the drive turbine 102 to the compressor 106 and other outputs. An embodiment of the gearbox 104 is described in more detail with reference to FIGS. 3 and 4. In one embodiment, the gearbox 104 may provide an automatic means for transferring power from a power source to a drive means. In some embodiments, during deceleration, the gearbox 104 may enable regenerative braking, for example, by converting the kinetic energy of the decelerating vehicle to drive the compressor 106. In some embodiments, the gearbox 104 may allow for a speed reduction between the turbine rotor 216, which operates at a high revolutions per minute ("RPM"), and the compressor 106, which operates at a relatively low RPM.

[0023] In some embodiments, the compressor 106 may take in ambient air and compress it. In some embodiments, the ambient air compressed by the compressor 106 may be sent directly to the combustor 108. In some embodiments, the compressed air from the compressor 106 may be stored in a volume within the compressor 106 (e.g., a crankcase) and discharged to the combustor 108 as needed. In some embodiments, the compressed air may be transferred directly to the storage system 130. In other embodiments, the compressed air may be stored in a volume within the compressor 106 and directed to the storage system 130 as needed. In some embodiments, the compressed air stored in a volume within the compressor may be stored at a constant pressure. In some embodiments, the compressor maintains the compressed air stored in a volume within the compressor at a constant pressure.

[0024] In one embodiment, the compressor 106 may provide an output to drive other elements, such as a generator 112, a water pump 114, and a fuel pump 116. In some embodiments, the generator 112, the water pump 114, and the fuel pump 116 may form part of other subsystems of the powerplant, such as, for example, an electrical or control subsystem 118, a cooling / heating subsystem 120, or a fuel subsystem 122.

[0025] A brief description of the subsystems 118, 120, 122 is provided below. In one embodiment, the electrical or control subsystem 118 may include a battery, an electrical heating system (e.g., for heating the block 228 or for providing heating to the cabin), and a generator (i.e., the generator 112). It should be noted that in some embodiments, the propulsion system 100 may require significantly fewer parts and components than an internal combustion power plant ("ICP") having similar performance characteristics. Thus, in these embodiments, the conventional elements may be relatively smaller or have significantly lower performance characteristics than elements of a comparable ICP. For example, in one embodiment, the propulsion system 100 does not require an electric starter, and therefore the battery of the electrical or control subsystem 118 may only have a few ampere-hours (e.g., 3-5 Ah) of storage capacity. For reference, a typical passenger car battery has a storage capacity of 50 Ah, and a typical single-engine aircraft battery has a capacity of 11 Ah.

[0026] In some embodiments, the control subsystem 118 may include a processor, computing hardware, sensors (i.e., temperature and pressure sensors), and controllers that may control some of the valves, combustors, fuel subsystems, and other subsystems of the propulsion system 100. In some other embodiments, the electrical or control subsystem 118 may include hardware to control other vehicle systems, such as lights, relays, locks, and vehicle controls. In some other embodiments, the electrical or control subsystem 118 may control vehicle functions (e.g., lights, doors) using coded signals from an on-board computer with a single-loop positive line and a short connector with smart terminals.

[0027] In one embodiment, the cooling / heating subsystem 120 may provide cooling or heating functions using a fluid (e.g., water). In some embodiments, the cooling / heating subsystem 120 may provide cooling to at least one of the drive turbine 102, the gearbox 104, and the compressor 106. In some embodiments, the cooling / heating subsystem 120 may include a water pump, a reservoir, and a radiator. In one embodiment, to heat the cabin of an aircraft or vehicle, the cooling / heating subsystem 120 may include a small radiator in the cabin.

[0028] In one embodiment, the fuel subsystem 122 may supply fuel to the combustor 108 using, for example, the fuel pump 116. In some embodiments, the fuel subsystem 122 may include fuel injectors disposed within the combustor 108 to deliver fuel from a fuel tank via the fuel pump 116. In some embodiments, the fuel flow rate or fuel pressure within the injectors or fuel pump 116 may be determined by a given operating turbine inlet pressure and temperature.

[0029] In one embodiment, the combustor 108 may mix compressed air with vaporized fuel to sustain combustion. In one embodiment, the combustor 108 may include means (e.g., vanes and nozzles) for directing fuel into a combustion chamber (e.g., combustion chamber 243) to sustain staged, substantially homogeneous combustion. In some embodiments, combustion may be initiated by igniting the air / fuel mixture using an igniter 124. In one embodiment, the igniter 124 may be a hot wire igniter connected to the electrical system 118. In some embodiments, fuel may be directed from a reservoir or tank to the combustor by a pump 116 as part of the fuel system 122.

[0030] As mentioned above, in one embodiment, the hot exhaust gas from the combustor 108 may be directed to the drive turbine 102 and the CEG storage system 130. In some embodiments, the hot exhaust gas may be cooled before reaching the CEG storage system 130. In these embodiments, the hot exhaust gas may be routed through the thermal storage 126. The thermal storage 126 may capture the thermal energy of the exhaust gas and route the resulting cooled exhaust gas to the CEG storage system 130. In some embodiments, in the process of capturing the thermal energy from the exhaust gas, water may be produced by condensation. The water may be drained through the drain 128 or may be directed to the cooling / heating subsystem 120. In some embodiments, the condensed water collected at the drain 128 may be used for life support systems, such as restrooms, or converted to potable water.

[0031] In one embodiment, the regenerator 126 may comprise a ceramic honeycomb element having a large surface area to capture and store thermal energy from the exhaust gas. In some embodiments, when the exhaust gas from the combustor is directed to the regenerator 126, the portion of the ceramic honeycomb closest to the exhaust gas may be heated to a high temperature, and as the exhaust gas propagates through the honeycomb element, the temperature of the gas may decrease until it reaches an appropriate or desired temperature (e.g., ambient temperature) before being directed to the CEG storage system 130. This temperature profile may be known as an S-shaped temperature profile. In some embodiments, during operation, air from the CEG storage system 130 may be directed through the regenerator 126 to the drive turbine 102. As the air propagates through the regenerator 126, the cooled exhaust gas may be heated to the required temperature.

[0032] In some embodiments, as the cooled exhaust gas accumulates in the CEG storage system 130, the pressure in the CEG storage system 130 and the thermal accumulator 126 increases and heat accumulates in the honeycomb elements. As noted, in some embodiments, the honeycomb elements may not include an active heating component, in which case the heat within the honeycomb may dissipate completely or partially after a period of time (e.g., after the vehicle is parked overnight).

[0033] In one embodiment, if the propulsion system 100 is shut down for an extended period of time, the air stored in the CEG storage system 130 can be directed to the drive turbine 102 to start the power plant. In some embodiments, the cooled exhaust gas can gain temperature by taking heat from the surroundings. In some embodiments, the CEG storage system 130 may hold a total volume sufficient to sustain a repeated start sequence. In some embodiments, after the initial start process, the exhaust gas from the combustor 108 can be moved through the thermal accumulator 126 to restore the thermal profile (i.e., heat the honeycomb elements). In some embodiments, the cooled gas from the CEG storage system 130 can be used to drive the vehicle before starting combustion in the combustor 108. In some embodiments, overheating of the honeycomb elements can be prevented by directing air from the interior volume of the compressor 106 to the CEG storage system 130 to maintain the desired thermal profile of the honeycomb elements of the thermal accumulator 126.

[0034] In one embodiment, the CEG storage system 130 can include one or more distributed structure gas storage tanks 132, a main shutoff valve 134, and a gate valve 136. Flow to and from the tanks 132 can be controlled by the main shutoff valve 134. The gate valve 136 can allow for individual allocation of air among the plurality 132. In some embodiments, the CEG storage system 130 includes only one tank 132. In other embodiments, the CEG storage system 130 can include multiple tanks 132. In yet some other embodiments, the multiple tanks 132 can be gated by the valve 136. In some embodiments, the CEG storage system 130 can include an accessory output port 140 controlled by an accessory output valve 138. In some embodiments, the accessory port 140 can allow compressed air from the CEG storage system 130 to power an external accessory, for example, a pneumatic tool. In other embodiments, the output port 140 can allow the CEG storage system 130 to receive compressed air from an external source. The propulsion system 100 may use the received compressed air for any purpose, including starting the powerplant 101.

[0035] In some embodiments, the CEG storage system 130 may be distributed throughout the vehicle. For example, in some embodiments, some of the tanks 132 may be located in the front bumper of the vehicle and the remaining tanks may be located in the rear bumper of the vehicle. In other embodiments, the tanks 132 may be located in hinged canards or overhead spaces of an aircraft. In other embodiments, some of the tanks 132 are part of a tubular frame of the vehicle. In other embodiments, the vehicle includes a tubular frame and the cooled exhaust gases are stored within the tubular frame.

[0036] 2, a drive turbine 202, a gearbox 204, a compressor 206, and a combustor 208 of a powerplant 200 according to an embodiment of the present invention are shown. In one embodiment, the drive turbine 202 may include a housing 210 secured to a mounting plate 212, which is further secured to the gearbox 204. In some embodiments, the mounting plate 212 may be fabricated from or include an insulating material to prevent heat transfer from the drive turbine 202 to the gearbox 204. In some embodiments, insulation or a heat shield may be disposed between the drive turbine 202 and the gearbox 204 to prevent heat transfer from the turbine to the gearbox.

[0037] In one embodiment, the drive turbine 202 may include a bearing tube 214 that holds a turbine rotor 216. The turbine rotor 216 may include an impeller 218 disposed on the turbine side and a sun gear 220 on the gearbox 204 side. The impeller 218 may be disposed within the housing 210. In some embodiments, hot gas from the combustor 208 may enter the turbine housing 210 through an inlet 222. In some embodiments, the hot gas may enter the housing 210 through a nozzle at the inlet 222. In some embodiments, the housing 210 may include multiple inlets 222 disposed around the circumference of the housing 210 and multiple nozzles disposed at the multiple inlets 222. The impeller 218 may rotate as the hot gas enters the housing 210 and expands.

[0038] In some embodiments, the flow of hot gas through the nozzle may be controlled by a mating castle ring 224. In one embodiment, during operation, an operator of a vehicle powered by powerplant 200 may act directly on ring 224, either via a mechanical linkage or via electronic control, to control the output of powerplant 200 and thus the motion of the vehicle.

[0039] As mentioned above, the rotor 216 extends from the drive turbine 202 to the gearbox 204. The rotor 216 includes a sun gear 220, which may be a planetary gear or an epicyclic gear sun gear of the gearbox 204. A ring gear 226 of the planetary gear of the gearbox 204 may extend into the compressor 206. The gearbox 204 is described in further detail below with reference to Figures 3 and 4.

[0040] The compressor 206 includes a block 228 that holds a cylinder 230 and a crankshaft 232. In some embodiments, the block 228 may include an enclosed crankcase portion, a cylinder portion, and a cover, as shown in Figures 5 and 6. In some embodiments, the cylinder 230 may be a wet cylinder. In some embodiments, the cylinder 230 may be a dry cylinder (e.g., an air-cooled cylinder).

[0041] In some embodiments, where no combustion occurs in the cylinders 230 of the block 228, the block 228 requires relatively less cooling than an internal combustion engine with a similar number and configuration of cylinders. In some embodiments, the block 228 may have an in-line 4 configuration. In some embodiments, the block 228 may be at least partially water-cooled by a cooling and heating system similar to the cooling / heating subsystem 120 described with respect to FIG. 1. In some embodiments, the exterior of the block 228 may allow for air cooling of the compressor 206. In some embodiments, if the propulsion system may experience freezing temperatures, the block 228 may be heated by an electric heater or blanket or by directing hot exhaust gases around the block 228.

[0042] In some embodiments, the compressor 206 includes a mounting plate 234 for mounting the gearbox 204 to the block 228 of the compressor 206. In some embodiments, the crankshaft 232 includes a planetary ring gear 226 of the gearbox 204 at one end and a gear 236 at the other end. In some embodiments, the gear 236 drives a water pump (e.g., the water pump 114 of the cooling / heating system 120). In some embodiments, the gear 236 meshes with a gear 238 to drive a generator (e.g., the generator 112 of the electrical or control subsystem 118). In some embodiments, the gear 236 meshes with a gear 240 to drive a fuel pump (e.g., the fuel pump 116 of the fuel subsystem 122).

[0043] In some embodiments, the combustor 208 may be part of the block 228. In other embodiments, the combustor 208 may be separate from the block 228. In one embodiment, the combustor 208 comprises an insulated housing 242, a combustion chamber 243, and a perforated tube reactor 244. The perforated tube reactor 244 may be disposed within the insulated housing 242. During operation, fuel may be directed through the perforated tube reactor 244 to the combustion chamber. In some embodiments, an igniter (not shown) ignites the air / fuel mixture to initiate combustion. In some other embodiments, an igniter is not required and the mixture may combust after reaching a certain temperature or pressure. In some embodiments, the perforated ceramic tube reactor 244 may hold static mixing vanes or a catalyst, if desired.

[0044] 3A and 3B, there are shown left and right isometric detail views, respectively, of a gearbox 204 according to an embodiment of the present invention. As mentioned above, the turbine rotor 216 includes an impeller 218 at one end and a sun gear 220 at the other end. The sun gear 220 meshes with planetary gears 248, which in turn mesh with a ring gear 226 on the crankshaft 232. In one embodiment, a brake 250 covers the outer periphery of the ring gear 226. In operation, the brake 250 holds the ring gear 226 in place, e.g., stalling the compressor 206. It should be noted that the brake 250 is exemplary of a means for immobilizing the ring gear 226. In some embodiments, a similar effect to the brake 250 can be achieved by implementation of a disc brake located around the crankshaft 232. In other embodiments, an electromagnetic brake may enable engagement of the ring gear 226 with an electromechanical system (eg, a generator) to stop rotation of the ring gear 226.

[0045] In some embodiments, the carrier gear 246 is disposed about the rotor 216 but may rotate independently of the rotor 216. In some embodiments, the carrier gear 246 may be mechanically connected to the planetary gears 248. In some embodiments, the carrier gear 246 may be engaged with the output gear 252 via a connector gear 254. In some embodiments, to achieve reverse rotation of the output gear 252, the carrier gear 246 may be engaged with the output gear 252 via a set of reverse gears 260. In other embodiments, the carrier gear 246 may be engaged with the output gear 256 via a connector gear 258. Although not shown, in some embodiments, the output gear 256 may achieve reverse rotation via a set of reverse gears.

[0046] 4A and 4B show right and left detailed views, respectively, of gearbox 204 according to an embodiment of the invention. As noted, power from drive turbine 202 can be routed differently depending on the requirements or process being performed. In general, power from drive turbine 202 can be directed to ring gear 226, carrier gear 246, or both simultaneously. Carrier gear 246 may power output gears 252 and 256 according to some embodiments.

[0047] In some embodiments, power from drive turbine 202 may be sent only to compressor 206 by preventing movement of carrier gear 246. In some embodiments, movement of carrier gear 246 may be prevented by preventing movement of output gear 252, output gear 256, or both, depending on the configuration. For example, in an embodiment in which output gear 252 is coupled to the wheels of the vehicle, applying the brakes on the vehicle may prevent output gear 252 from rotating, and therefore may also prevent rotation of carrier gear 246. Power from drive turbine 202 may then be transferred in its entirety to compressor 206 via ring gear 226.

[0048] In some embodiments, power from drive turbine 202 can be sent to output gear 252, output gear 256, or both, by applying brake 250 to ring gear 226 to prevent movement of the ring gear. In these embodiments, compressor 206 can be shut off and the full power of the turbine can be used to propel the vehicle.

[0049] In some embodiments, for example, if the vehicle is an automobile, the gearbox 204 may include only an output gear 252. The output gear 252 may be coupled to the drive wheels of the vehicle using conventional methods (i.e., transmission, transfer case). In other embodiments, for example, if the vehicle is an aircraft, the gearbox 204 may include only an output gear 256. The output gear 256 may then be coupled to a propeller or propellers of the aircraft using conventional methods (i.e., transmission, transfer case). In yet other embodiments, for example, if the vehicle has multiple systems for propelling the vehicle (e.g., both an automobile and an aircraft), the gearbox 204 may include an output gear 252 and an output gear 256. The output gear 252 may be coupled to the drive wheels and the output gear 256 may be coupled to a propeller. As mentioned above, other conventional elements such as transmissions, differentials, or transfer cases may be used in addition to the embodiments described herein.

[0050] In some embodiments, for example, if the vehicle is a passenger car, both connector gear 254 and reverse gear 260 may be engaged to prevent the vehicle from moving in order to achieve a conventional parked condition. In other embodiments, for towing a passenger car, both connector gear 254 and reverse gear 260 may be disengaged, thereby disengaging the wheels from the power plant. In some embodiments, for example, if the vehicle is an aircraft, both connector gear 254 and connector gear 258 may be engaged during takeoff to power the wheels and at least one propeller. During landing, a conventional wheel braking system may slow the aircraft, and connector gear 258 may be disengaged to propel the vehicle with only the wheels. In some embodiments, the vehicle may also be capable of floating on water (e.g., by inflating side pods that are attached to and stored within the vehicle when not in use). In these embodiments, the vehicle may use a conventional boat propeller connected to one of the output gears. In some embodiments, the gearbox 204 may include an additional output connected to the carrier gear 246 to drive multiple propulsion sources.

[0051] 5, a cross-sectional view of an exemplary cylinder and piston of a compressor according to an embodiment of the present invention is shown. In one embodiment, the piston 502 may be disposed within the cylinder 230. In some embodiments, a portion of the cylinder 230 (e.g., between the piston head and the crankcase) is in fluid communication with the crankcase of the block 228. In some other embodiments, the piston 502 may be connected to the crankshaft 232 by a connecting rod 504. In yet some other embodiments, the cylinder may be covered by a cylinder head 506 fixed to the block 228. In some embodiments, the cylinder head 506 may include at least one intake valve 512 per cylinder. In some embodiments, the intake valve 512 may be a tapered disk valve, for example, spring loaded by a biasing member 514. In some embodiments, the head of the piston 502 may be a flat head having a valve 508. In one embodiment, the valve 508 may be a tapered disk valve. In some embodiments, the valve 508 may be held against the piston head by a biasing member 510.

[0052] In some embodiments, during operation, the cylinder 230 of the compressor 206 may compress air by drawing in ambient air during the downstroke through the valve 512. During the upstroke, the valve 512 may close, and once a desired pressure differential between the compression chamber and the crankcase is achieved in the compression chamber 505, the valve 508 may open by overcoming a force from the biasing member 510. The compressed air from the compression chamber may then be directed to the crankcase for storage. In some embodiments, at least one of the valves 512 and 508 may be electronically controlled as part of the electrical or control subsystem 118. As discussed above, compressed air from the crankcase may also be directed to the combustor 208 on an as-needed or continuous basis.

[0053] 6, a partial rear view of the compressor of FIG. 2 is shown according to one embodiment of the present invention. As described herein, the block 228 may include a crankcase 602 and a cylinder head 604. As further described herein, the gear 236 may be connected to the crankshaft 232. In some embodiments, the gear 236 may drive at least one of the water pump 114, the generator 112, and the fuel pump 116. In one embodiment, the gear 236 may be directly connected to a permanent magnet, which may be surrounded by a coil of a stator as part of the generator. As the gear 236 rotates, a current is induced in the coil.

[0054] The following description refers to elements disclosed with respect to different figures. However, the following is not intended to be limiting in any respect, but instead to describe some of the functionality of some of the elements. As referenced throughout this disclosure, the propulsion systems described herein may be configured differently depending on the type of operation being performed or the end state to be achieved. For example, in some embodiments, the ICP may be configured differently for a start-up state, an operating state, a shutdown state, or a stopped state.

[0055] In some embodiments, prior to the start state, compressed air from an external source is directed through a port (e.g., accessory output port 140) to a cooled exhaust gas storage system (e.g., CEG storage system 130) to fill a tank or tanks (e.g., tank 132) of the storage system. In some embodiments, prior to the start state, compressed air may be stored in the crankcase of the compressor (e.g., compressor 106). In some embodiments, during the start-up process of the start-up state, compressed air from the storage system, external source, or the crankcase of the compressor may be directed through a valve to a thermal accumulator (e.g., thermal accumulator 126) to a turbine (e.g., drive turbine 102). An impeller (e.g., impeller 218) of the turbine connected to a gearbox (e.g., gearbox 104) may be rotated by the expanding compressed air. The gearbox may then transfer power from the turbine to the compressor. The compressor may take in and compress ambient air. In some embodiments, the compressed air may be directed to a combustor (e.g., combustor 108). In other embodiments, the compressed air may be stored in a storage volume within the compressor before being released to the combustor. In some embodiments, the combustor mixes the received compressed air with fuel provided by a fuel pump (e.g., fuel pump 116) to initiate combustion in a combustion chamber (e.g., combustion chamber 243). In some embodiments, after the combustion reaches a steady state or a desired pressure or temperature, a valve may be switched to direct the exhaust gases from the combustor to the turbine. In other embodiments, the exhaust gases may be directed by a valve to both the turbine and the storage system.

[0056] In one embodiment, an operating state is initiated and maintained once stable combustion is achieved in the combustor and exhaust gases continue to flow to the turbine to complete the cycle. In some embodiments, an operator of a vehicle equipped with the propulsion system may vary the performance characteristics (e.g., acceleration) of the propulsion system by restricting the flow of exhaust gases to the turbine using a mating castle ring (e.g., mating castle ring 224) to adjust the output of the turbine's nozzle. The operating state may continue until a shutdown process for a shutdown state is initiated.

[0057] In one embodiment, the shutdown process of the shutdown state is initiated by partially or fully stopping the turbine. In some embodiments, stalling the turbine includes restricting flow to the turbine. Exhaust gases may be diverted to a storage system to fill a tank or to maintain the tank, combustor, and turbine at a desired pressure. In other embodiments, stalling the turbine includes mechanically slowing or stopping the rotation of the impeller. In some embodiments, the shutdown state is initiated by extinguishing combustion in the combustor (i.e., depriving the combustor of fuel, air, or both). In some embodiments, the shutdown state ends when no combustion occurs in the combustor or the turbine stops operating.

[0058] In one embodiment, once the shutdown state is achieved, the propulsion system enters a stopped state. In some embodiments, in the stopped state, the propulsion system may not even generate power. In other embodiments, in the stopped state, some elements or subsystems of the propulsion system may be energized or operational, while other elements or subsystems may not be energized or operational.

[0059] As used herein, the terms "comprises" and "comprising" are intended to be interpreted as inclusive, not exclusive. As used herein, the terms "exemplary," "example," and "illustrative" are intended to mean "serve as an example, instance, or illustration," and should not be interpreted as indicating or not indicating a preferred or advantageous configuration over other configurations. As used herein, the terms "about," "generally," and "approximately" are intended to cover variations that may exist at the upper and lower limits of a range of subjective or objective values, such as variations in a property, parameter, size, or dimension. In one non-limiting example, the terms "about," "generally," and "approximately" mean plus or minus 10 percent or less. In one non-limiting example, the terms "about," "generally," and "approximately" mean close enough to be determined to be included by one of ordinary skill in the relevant art. As used herein, the term "substantially" refers to a complete or nearly complete range or degree of an operation, property, state, structure, item, or result that would be understood by one of ordinary skill in the art. For example, an object that is "substantially" circular means that the object is either perfectly circular to the extent that it can be mathematically determined, or approximately circular as one of ordinary skill in the art would recognize or understand. The exact tolerance for deviation from absolute perfection may depend on the particular situation, in some cases. In general, however, the proximity to perfection will be such that it produces the same overall result as if absolute and complete perfection had been achieved or obtained. The use of "substantially" is equally applicable when used in the negative sense to refer to the complete or near complete absence of an action, property, quality, state, structure, item, or result, as one of ordinary skill in the art would recognize.

[0060] Numerous variations and alternative embodiments of the present invention will be apparent to those skilled in the art in view of the foregoing description. This description is therefore to be construed as illustrative only, and is intended to teach those skilled in the art the best mode for carrying out the invention. Details of construction may be substantially changed without departing from the spirit of the invention, and the exclusive use of all modifications that come within the scope of the appended claims is reserved. Although embodiments have been described herein so as to enable a clear and concise specification to be written, it is intended and will be understood that the embodiments can be variously combined or separated without departing from the invention. It is intended that the present invention be limited only to the extent required by the appended claims and the rules of applicable law.

[0061] It is also to be understood that the following claims are intended to cover all the general and specific features of the invention described herein, as well as all statements of the scope of the invention that may be said to fall therebetween as a matter of language.

Claims

1. 1. A propulsion system for powering a vehicle, comprising: The power plant, an exhaust gas storage system; The power plant includes: a combustor for sustaining combustion of an air / fuel mixture and generating hot exhaust gases; a turbine in flow communication with the combustor, the turbine having a turbine rotor configured to be powered by expanding the hot exhaust gas; a compressor operatively connected to the turbine rotor for compressing ambient air and fluidly connected to the combustor for delivering a portion of the compressed air to the combustor, the compressor having an enclosed crankcase for storing at least a portion of the compressed air; The exhaust gas storage system cools and stores at least a portion of the hot exhaust gas from the combustor.

2. The propulsion system of claim 1 , wherein the combustor further comprises a two-stage perforated tube reactor.

3. 10. The propulsion system of claim 1, wherein the compressor further comprises a piston having a valve for directing compressed air from a compression chamber to the crankcase.

4. 10. The propulsion system of claim 1, wherein the exhaust gas storage system further comprises a thermal accumulator designed to capture thermal energy from the exhaust gas.

5. 5. The propulsion system of claim 4, wherein the thermal storage further comprises a ceramic honeycomb element.

6. The propulsion system of claim 1 , wherein the exhaust gas storage system further comprises storage tanks distributed throughout the vehicle.

7. 7. The propulsion system of claim 6, wherein said vehicle comprises a tubular frame, said storage tank being part of said tubular frame.

8. 2. The propulsion system of claim 1, wherein the turbine and the compressor are connected by a planetary gear.

9. The propulsion system of claim 1 , further comprising a gearbox mechanically connecting said turbine and said compressor.

10. 10. The propulsion system of claim 9, wherein the gearbox further comprises an output shaft for driving wheels of the vehicle.

11. 10. The propulsion system of claim 9, wherein said gearbox further comprises an output shaft for driving a propeller of said vehicle.

12. 1. A method of operating a propulsion system for powering a vehicle, comprising: A propulsion system is provided that includes a power plant having a combustor in fluid communication with a turbine, and a compressor operatively connected to the turbine and in fluid communication with the combustor, the compressor having an enclosed crankcase for storing compressed air, Compressing ambient air with the compressor and storing at least a portion of the compressed air in the crankcase; generating exhaust gases by sustaining combustion in the combustor using at least a portion of the compressed air in the crankcase; The method comprising: driving the drive turbine using at least a portion of the exhaust gas from the combustor.

13. The method of claim 12 further comprising directing at least a portion of the exhaust gas from the combustor to an exhaust gas storage system.

14. 13. The method of claim 12, further comprising providing a thermal storage device for capturing thermal energy from the exhaust gas passing therethrough to cool the exhaust gas.

15. 15. The method of claim 14, wherein in the providing step, the thermal storage device further comprises a ceramic honeycomb element designed to capture thermal energy from the exhaust gas.

16. 13. The method of claim 12, wherein in the providing step, the compressor further comprises a piston having a valve that allows compressed air to flow from a compression chamber to the enclosed crankcase.

17. The method of claim 12 , wherein the providing step includes connecting the turbine and the compressor to a planetary gear.

18. The method of claim 12 , wherein the providing step includes mechanically connecting the turbine and the compressor using a gearbox.

19. 20. The method of claim 18, wherein in the step of connecting, the gearbox further comprises an output shaft for driving wheels of the vehicle.

20. 20. The method of claim 18, wherein in the step of connecting, the gearbox further comprises an output shaft for driving a propeller of the vehicle.

Images