Arc reaction engine and method of use

Abstract

A reaction engine for generating thrust with respect to an intake fluid, wherein the fluid is configured to move along an enclosed airflow path from an intake end to an exhaust end of the reaction engine, and the reaction engine comprises a thrust generating assembly for generating acceleration of the fluid moving within a first airflow path portion of the airflow path, and an airflow heating arrangement comprising an electric heating means configured to cause a temperature rise of the fluid within a second airflow path portion of the airflow, so that the heated fluid exits the reaction engine at the exhaust end, thereby providing thrust.

Description

Technical Field

[0001] The present invention generally relates to reaction engines and methods of using reaction engines.

Background Art

[0002] Conventional aerospace reaction engines, such as jet engines and variants like turbojets, are known to utilize chemical energy. However, due to recent developments in propulsion technology, electric reaction engines are being considered. The problems associated with electric aircraft engines are that it is necessary to store sufficient electrical energy so that the aircraft can operate over practical distances and to consider the additional weight added by such storage. Additionally, there is the problem of obtaining sufficient thrust from the engine to achieve stable flight. Therefore, it is desirable to provide one or more novel developments to address electric reaction engines.

Summary of the Invention

[0003] According to one aspect of the present disclosure, a reaction engine for generating thrust with respect to an intake fluid, the fluid being configured to move along an enclosed air flow path from an intake end to an exhaust end of the reaction engine, the reaction engine comprising a thrust generation assembly for generating an acceleration of the fluid moving within a first air flow path portion of the air flow path and an air flow heating arrangement comprising electrical heating means configured to cause a temperature rise of the fluid within a second air flow path portion of the air flow, so that the heated fluid exits the reaction engine at the exhaust end, thereby providing thrust, is provided.

[0004] Optionally, the thrust generating assembly has an input terminal for receiving fluid, and the fluid exits the thrust generating assembly at an output terminal, with the thrust generating assembly enclosing a first airflow portion of the air passage. The thrust generating assembly may include a mechanical thrust generator for generating fluid acceleration within the active region of the first air passage portion, and the first air passage portion may include a free region separate from the active region, and the thrust generating assembly may be configured to induce an airflow within the free region by the airflow within the active region. A mechanical thrust generator may comprise a rotor assembly having one or more rotor stages, each rotor stage having an internal volume enclosing at least a portion of a first airflow section, a ring-shaped rotor defining a central axis around which the rotor rotates, the rotor being controllably driven to generate fluid acceleration, and a blade arrangement around the inner circumference of the rotor, where each blade extends inward from the rotor by a distance less than the radius of the rotor, the active region may correspond to the volume of the first airflow section through which the blade arrangement moves during the rotation of the rotor, the blade arrangement may be configured to cause fluid acceleration within the active region, and the free region may substantially correspond to the remaining volume of the first airflow section.

[0005] In one embodiment, the rotor assembly may be arranged to generate an induced airflow within the free region by fluid acceleration within the active region of one or more rotor stages. The reaction engine may comprise two or more rotor stages arranged sequentially, one of which is an input rotor stage located near the intake end of the reaction engine, and one of which is an output rotor stage located near the exhaust end of the reaction engine, with a first airflow section corresponding to the combined internal volume of the two or more rotor stages. Each rotor stage may be associated with a rotational direction corresponding to the direction in which its rotor is configured to rotate to cause fluid acceleration toward the exhaust end, and the rotational direction of each rotor stage may be selected from either a first direction or a second opposite direction, and the rotor stages may be arranged in an alternating rotational direction order. The blades of each rotor stage may be configured to generate counter-directed vortices where the interaction between adjacent rotor stages is directed toward the central axis of the rotor stage. Each blade may have a structure configured to induce vortices between the lower surface and the upper surface of the blade by the difference in fluid flow from the root to the tip of the blade. Each blade may have a variable blade angle that changes between the blade root and the blade tip, and the dispersed pitch profile is approximately 45 degrees. The output rotor stage may have a free region smaller than the free region of the input rotor stage. The rotor of the output rotor stage may have an inner circumference smaller than the inner circumference of the rotor of the input rotor stage.

[0006] In one embodiment, the above or each rotor stage may be provided with a support frame, and the rotor of the above or each rotor stage may be rotatably mounted to the support frame of a particular rotor stage. At least one support frame may be provided with an annular support frame bearing structure, the corresponding rotor may be provided with a complementary annular rotor bearing structure, and the rotor may be rotatably mounted to its corresponding support frame via an interface between the complementary support frame bearing structure and the rotor bearing structure. At least one support frame may be provided with a support frame bearing structure having one or more bearing races and a rotor bearing structure having one or more corresponding roller bearings. The above or each support frame bearing structure and the complementary rotor bearing structure may be conductive and provide an electrical connection between the corresponding support frame and the rotor. At least one support frame bearing structure may be formed from at least partially conductive beryllium copper alloy. At least one rotor bearing structure may be formed from at least partially conductive beryllium copper alloy.

[0007] In one embodiment, at least one rotor may be driven by a controllable electromotive force. At least one rotor may have a magnet arrangement near the outer circumference of the rotor, and its corresponding support frame may have an arrangement of one or more accelerator units configured to generate an electromotive force. The magnets may be arranged with substantially aligned polarity. With respect to at least one rotor stage, the reaction engine may comprise a plurality of accelerator units arranged substantially equally spaced around the inner circumference of the corresponding support frame, and the accelerator units may be configured to generate an electromagnetic force by an received AC power supply. The rotational speed of the above or each rotor may be at least partially controllable by controlling the frequency of the received AC power supply. The reaction engine may further comprise a battery electrically coupled to an AC generator configured to generate an AC power supply based on a DC battery power source, and the AC generator may be controllable to control at least one parameter of the generated AC power supply. At least one parameter may include the AC frequency. The accelerator units are preferably removable.

[0008] Optionally, the airflow heating arrangement includes a plasma arc generating means for generating a plasma arc within at least a portion of a second airflow path, thereby causing a temperature rise in the fluid within the portion of the second airflow path. The plasma arc generating means may include a first electrode and a second electrode, the first electrode may be spaced apart from the second electrode to generate a potential difference within the second airflow path. One or more blades of at least one rotor stage may be conductive, and therefore the first electrode may correspond to a composite arrangement of one or more conductive blades. Each of the one or more conductive blades may have an electrical connector at its base, electrically coupled to a rotor contact of the corresponding rotor stage, the electrical connector configured to provide electrical contact to the outer circumference of the rotor of the corresponding rotor stage. The second electrode may be located substantially proximal to the exhaust end of the reaction engine.

[0009] In one embodiment, the reaction engine may include a nozzle assembly positioned and configured to receive a fluid flow from a rotor assembly, the fluid exiting the reaction engine from the nozzle assembly, and the nozzle assembly having a conductive structure corresponding to a second electrode. The second electrode may include a conductive ring for providing a contact point with respect to a plasma arc, and the nozzle assembly may include the conductive ring. The nozzle assembly may have an internal profile for producing a nozzle effect on the airflow exiting the reaction engine, and the internal profile thus causes acceleration of the fluid. The nozzle assembly may include a solenoid formed by a conductive wire wound around a core, the solenoid may define an internal volume of the solenoid, bounded by the core, in which at least a portion of a second airflow channel is located, the solenoid may be configured to generate a magnetic field within the second airflow channel when a current is present inside the wire, and the first and second electrodes may be separated by the internal volume of the solenoid so that the plasma arc extends through the internal volume of the solenoid. The solenoid may be electrically coupled to the second electrode. The nozzle assembly may be controllably rotatable relative to the rotor assembly to provide thrust deflection, the nozzle assembly may comprise a body defining an internal cavity, and a solenoid may be positioned inside the internal cavity so as to rotate together with the nozzle assembly.

[0010] In one embodiment, the plasma arc generating means comprises a high-voltage DC power supply configured to generate a DC potential difference sufficient to generate a plasma arc during the operation of a reaction engine. The high-voltage DC power supply may be electrically coupled to a first electrode and a second electrode. The high-voltage DC power supply may comprise one or more DC inductive scavenging units (ISUs) arranged in one or more support structures, each DC ISU may comprise an ISU coil positioned such that the magnet arrangement of the corresponding rotor moves proximal to the ISU coil, thereby generating an electromotive force inside the ISU coil, and each DC ISU may comprise an ISU output circuit for generating an output DC voltage that forms at least a portion of the high-voltage DC power supply.

[0011] Optionally, the reaction engine further comprises a water injection assembly configured to inject water into the airflow.

[0012] According to another aspect of the present disclosure, a method for operating a reaction engine to generate thrust with respect to an intake fluid, wherein the fluid is configured to move along an enclosed airflow path from an intake end to an exhaust end of the reaction engine, and the method comprises generating acceleration of the fluid moving within a first airflow path portion of the airflow, causing a temperature rise of the fluid within a second airflow path portion of the airflow, so that the heated fluid exits the reaction engine at the exhaust end, thereby providing thrust.

[0013] As used herein, the word “to be equipped” or its variations such as “equipped” or “equipped” are used in a comprehensive sense, that is, to specify the presence of the described features, but not to exclude the presence or addition of further features in various embodiments of the invention.

[0014] To allow for a clearer understanding of the present invention, embodiments will be described below with reference to the accompanying drawings as examples. [Brief explanation of the drawing]

[0015] [Figure 1A] This figure shows a propulsion engine according to one embodiment. [Figure 1B] This figure shows a propulsion engine according to one embodiment. [Figure 2] This figure shows multiple rotor stages of a rotor assembly according to one embodiment. [Figure 3A] This figure shows a specific rotor according to one embodiment. [Figure 3B] This figure shows a specific rotor according to one embodiment. [Figure 3C] This figure shows a specific rotor according to one embodiment. [Figure 4A]A diagram showing an electromagnetic accelerator unit and the positioning of a plurality of accelerator units on a fixed frame according to an embodiment. [Figure 4B] A diagram showing an electromagnetic accelerator unit and the positioning of a plurality of accelerator units on a fixed frame according to an embodiment. [Figure 4C] A diagram showing an electromagnetic accelerator unit and the positioning of a plurality of accelerator units on a fixed frame according to an embodiment. [Figure 4D] A diagram showing an electromagnetic accelerator unit and the positioning of a plurality of accelerator units on a fixed frame according to an embodiment. [Figure 4E] A diagram showing an electromagnetic accelerator unit and the positioning of a plurality of accelerator units on a fixed frame according to an embodiment. [Figure 5A] A diagram showing a DC induction scavenging unit (ISU) and the positioning of a plurality of accelerator units on a fixed frame according to an embodiment. [Figure 5B] A diagram showing a DC induction scavenging unit (ISU) and the positioning of a plurality of accelerator units on a fixed frame according to an embodiment. [Figure 6A] A diagram showing a rotor blade according to an embodiment. [Figure 6B] A diagram showing a rotor blade according to an embodiment. [Figure 7] A diagram showing a support frame for coupling to a rotor assembly according to an embodiment. [Figure 8A] A diagram showing a nozzle assembly and its relationship with a support frame according to an embodiment. [Figure 8B] A diagram showing a nozzle assembly and its relationship with a support frame according to an embodiment. [Figure 9A] A diagram showing the external body of an engine and other elements according to an embodiment. [Figure 9B] A diagram showing an exemplary position of a conduction heating system according to an embodiment. [Figure 10]It is a diagram showing the representation of the power system of an engine according to an embodiment. [Figure 11] It is a diagram showing the solenoid assembly of a nozzle assembly according to an embodiment. [Figure 12] It is a diagram showing the positioning of a magnetron according to an embodiment. [Figure 13] It is a diagram showing an embodiment including a water injection assembly.

Modes for Carrying Out the Invention

[0016] Figures 1A and 1B show a propulsion engine 10 according to an embodiment. The engine 10 includes a body 11 to which a rotor assembly 12 is attached. The engine 10 has an intake end 13 and an exhaust end 14. The engine 10 is configured to generate thrust by generating the movement of fluid exiting from the exhaust end 14 through a flow path that goes from the intake end 13 to the exhaust end 14. In Figure 1B, the flow path is indicated by arrows 18a (the flow of fluid into the engine 10) and 18b (the flow of fluid out of the engine 10, i.e., the exhaust). For the purposes of the present disclosure, the fluid is assumed to be air (i.e., atmospheric gas), and these terms are used interchangeably unless otherwise specified. Thus, the engine 10 receives air at the intake end 13 and discharges it from the exhaust end 14, for example, as a jet. The flow path 18 defines the volume through which the fluid surrounded by the engine 10 flows.

[0017] Referring to Figure 2, in one embodiment, the rotor assembly 12 includes two or more rotor stages 20. In the illustrated embodiment, the rotor assembly 12 includes three rotor stages 20a - 20c. As shown, the first rotor stage 20a is positioned adjacent to the intake end 13, and the third rotor stage 20c is positioned adjacent to the exhaust end 14. The second rotor stage 20b is positioned between the first rotor stage 20a and the third rotor stage 20c.

[0018] Figures 3A and 3B show individual rotor stages 20 according to one embodiment. Figure 3B is an exploded view of Figure 3A. The rotor stage 20 comprises a fixed frame 22 and a substantially circular ring-shaped rotor 23. The rotor 23 is configured to rotate relative to the fixed frame 22. When in use, the rotor 23 is located inside the corresponding inner opening of the fixed frame 22, as shown. In one embodiment, the rotor 23 is electrically driven, and the fixed frame 22 substantially becomes the stator of an electric motor. The rotor 23 has an inner circumference (the diameter of the inner circumference is indicated by reference numeral 28) centered on a central axis 29. The rotation of the rotor 23 is made around the central axis 29, which is perpendicular to the plane defined by the ring-shaped rotor 23. For example, when used in a particular aircraft, the inner circumference 28 may have a corresponding diameter of about 1.5 to 2 meters. More generally, each rotor stage 20a to 20c is associated with a corresponding central axis 29. In one embodiment, the central axes 29 of the rotor stages 20a to 20c coincide and therefore represent the same axis. However, one or more of the central axes 29 may be offset and / or angled with respect to one or more other central axes 29 (not shown).

[0019] Multiple blades 30 are attached to the rotor 23. The blades 30 are mounted on the inner circumference 28 of the rotor 23 and are arranged to extend toward the central axis 29. The blades 30 are positioned inside the inner circumference 28 of the rotor 23 so as to define an active region 24 on which the blades 30 move during rotation and a free region 26 on which the blades 30 do not move. For each rotor stage 20, the corresponding free region 26 represents the internal volume of the rotor stage 20 where there is no mechanical interaction between the rotor stage 20 and the air moving through it.

[0020] In one embodiment, the fixed frame 22 is formed at least partially, but preferably entirely, from a 3D-printed titanium alloy that has sufficiently high strength and low weight for aerospace applications.

[0021] Figure 3C shows an exploded view of the rotor 23 of Figure 3B. The rotor 23 comprises a circular blade mount 25 having a circular inner surface 21a and a circular outer surface 21b. In this regard, the blade mount 25 is circular about the central axis 29 of the rotor 23, but the radii of both the inner surface 21a and the outer surface 21b may vary in a direction parallel to the central axis 29. For example, as shown, the blade mount 25 tapers from top to bottom, and the radius of the inner surface 21a is smaller at the bottom of the blade mount 25 than at the top. The blade mount 25 may be formed from 3D printed titanium.

[0022] The rotor 23 includes a circular magnetic flywheel 26 attached to the outer surface 21b of the blade mount 25 (see Figure 3C). In the illustrated embodiment, the magnetic flywheel 26 has a relatively flat annular configuration and is positioned relatively centrally relative to the blade mount 25 (see Figure 3B).

[0023] The magnetic flywheel 26 comprises a plurality of magnets 50 located outside the blade mount 25 on the flywheel base 55 when in use (for example, the flywheel base 55 itself is not magnetic). The flywheel base 55 may be formed from 3D printed titanium. Typically, the plurality of magnets 50 are arranged along a virtual circle with respect to a central axis 29 so that all magnets 50 rotate around the central axis 29 with a common radius during rotation. The magnets 50 are preferably spaced equally apart around the virtual circle. In one embodiment, each magnet 50 is an N52 neodymium magnet. Each magnet 50 has a north pole (N) and a south pole (S) at both ends, forming an N-S axis. In one embodiment, the magnets 50 have alternating orientations of their north and south poles and are arranged so that their N-S axes are substantially aligned with the tangent to the virtual circle.

[0024] Referring to both Figures 3B and 3C, the fixed frame 22 and the rotor 23 each have complementary bearing assembly structures 27 and 37, respectively, which allow the rotor 23 to rotate substantially freely around its central axis 29 when it is mounted to the fixed frame 22.

[0025] In the illustrated embodiment, the fixed frame 22 is provided with two axially spaced outer bearing races 37a, 37b. The two outer bearing races 37a, 37b are separated by a gap that defines a circular slot 36, which is a space extending into the body of the fixed frame 22. The slot 36 is deep enough to accommodate the portion of the magnetic flywheel 26 that is outside the blade mount 25 when the ring assembly 23 is rotatably mounted to the fixed frame 22.

[0026] The rotor 23 includes two inner bearings 27a, 27b that are axially separated on the outer surface of the ring assembly 23. The two inner bearings 27a, 27b are positioned to physically interface with two outer bearing races 37a, 37b.

[0027] In the illustrated embodiment, the inner bearings 27a and 27b are conductive roller bearings and may be made of beryllium copper alloy. The outer bearing races 37a and 37b are also conductive and may also be made of beryllium copper alloy. Advantageously, the use of beryllium copper alloy can prevent EDM (electrical discharge machining) and improve the rotation of the heated bearings.

[0028] Figures 4A and 4B show an electromagnetic accelerator unit 40 according to one embodiment. Figure 4B shows an exploded view of the accelerator unit 40 of Figure 4A. The accelerator unit 40 comprises an accelerator unit housing 41 defining a C-shaped opening 42, which allows at least the outer portion of the rotor 23 to move through the C-shaped opening 42 as the rotor 23 rotates during use. Thus, the C-shaped opening 42 defines an axis Z1 which is substantially parallel to the tangent of the outer circumference of the rotor 23 during use.

[0029] Referring to Figure 4B (showing an exploded view of the accelerator unit 40 in Figure 4A), the accelerator unit housing 41 is configured to house an electromagnetic element comprising a C-shaped core 45 and one or more (four in the illustrated example) C-shaped coils 46. In the embodiments described, the C-shaped core 45 is an iron core, and the C-shaped coils 46 are formed from copper wire. Both the molded core 45 and the C-shaped coils 46 define C-shaped openings, which, when assembled, are aligned with C-shaped openings 42 in the accelerator unit housing 41. At least one C-shaped end cap 47 is provided on the side of the accelerator unit housing 41 to hold the core 45 and coils 46 and to provide optional access when needed, such as for maintenance. The accelerator unit housing 41 and the end caps 47a, 47b may be formed from 3D printed polyetheretherketone (PEEK). The sides of the accelerator unit housing 41 can be understood with respect to axis Z1 and form a plane perpendicular to axis Z1. The iron core, copper coils 46, copper heat tubes, and copper heat exchanger may be two-metal 3D printed as a single unit to facilitate assembly. The iron core may be designed to reduce internal heating due to eddy currents caused by switching of the AC poles. The accelerator unit 40 may include a control circuit configuration 56 accessible from behind the control circuit configuration cover 54. The control circuit configuration 56 may be configured to change the operating mode of the accelerator unit 40. In the case of multiple C-shaped coils 46, they may be arranged such that the first C-shaped coil 46a is located inside the second C-shaped coil 46b, the second C-shaped coil 46b itself is located inside the third C-shaped coil 46c, and so on (in the figure, four C-shaped coils 46a-46d are shown in this arrangement).

[0030] As shown in Figures 4B and 4E, in one embodiment, the accelerator unit 40 of Figures 4A and 4B includes a heat exchanger 53. In the illustrated example, the heat exchanger 53 comprises an internal heat exchanger element 53a and an external heat exchanger element 53b (for example, these may be separate physical elements in contact with each other, or the heat exchanger 53 may be integrally formed), where the internal heat exchanger element 53a is located proximally to the C-shaped coil 46, and the external heat exchanger element 53b is located on the back surface of the accelerator unit housing 41 (i.e., the heat exchanger 53 faces away from the rotor 23 when in use).

[0031] Referring to Figure 4C, in one embodiment, a plurality of accelerator units 40 are mechanically mounted to a fixed frame 22. For example, the number of accelerator units 40 may be 36. As shown, it may be preferable that the accelerator units 40 be positioned substantially equally spaced around the circumference of the fixed frame 22. The fixed frame 22 is provided with a plurality of corresponding accelerator unit mounting points 48 around its circumference. Thus, the accelerator units 40 are mounted to the accelerator unit mounting points 48 and are optionally removable when necessary (e.g., for maintenance purposes) and replaced as needed, which can advantageously facilitate maintenance of the engine 10. The accelerator units 40 may be provided with fault indicators (not shown), such as LED lights, to facilitate troubleshooting (e.g., by enabling identification of a specific faulty accelerator unit 40 from a plurality of accelerator units 40). When in use, each accelerator unit 40 is positioned with its C-shaped opening facing the central axis 29.

[0032] According to one embodiment, the spacing and size of the configuration of the magnets 50 and the axial length of the coil 46 (i.e., the length along axis Z1 in Figures 4A and 4B) are selected so that during operation, one magnet 50 is always in a particular coil 46, one magnet 50 is in the center, and one magnet 50 is exiting a particular coil 46. The alternating arrangement of the magnets 50 (e.g., NS, SN, NS) ensures an alternating phase profile of the magnetic field due to the motion of the magnets 50 through the accelerator unit 40.

[0033] Figures 5A and 5B show a DC induction scavenging unit (ISU) 60 used in one embodiment. Figure 5B is an exploded view of the ISU 60, while Figure 5A is an external view of the ISU 60. The ISU 60 comprises an ISU mount 61 from which a C-shaped ISU coil 62 extends. The C-shaped ISU coil 62 is shaped to have an open end 63 distal to the mounting point to which it is attached to the mount 61. The ISU coil 62 comprises a wire winding configured to generate electromagnetic induction by the movement of the magnets 50 of the rotor 23 as the rotor 23 rotates. Thus, each ISU 60 interacts with a continuously changing magnetic field, thereby resulting in the generation of a current inside the ISU coil 62. The open end 63 is therefore positioned facing the axis of rotation of the rotor 23 such that the magnets 50 move substantially along the axis represented by Z2. An ISU cover 64 may be provided to protect the ISU coil 62. The ISU mount 61 and cover 64 may be formed from PEEK.

[0034] The ISU 60 includes an ISU electrical output circuit ("ISU output circuit") 65, which typically comprises a capacitor 66 and an ISU controller 67 electrically coupled to an ISU coil 62.

[0035] Referring back to Figure 4C, in one embodiment, a plurality of ISUs 60 are mechanically mounted to the fixed frame 22, alternating with, for example, the arrangement of the accelerator units 40. In this embodiment, the number of ISUs 60 can be the same as the number of accelerator units 40 (e.g., 36). Thus, as shown, it may be preferable that the ISUs 60 be positioned substantially equally spaced around the circumference of the fixed frame 22. The fixed frame 22 is provided with a plurality of corresponding ISU mounting points 49 around its circumference, thereby allowing the ISUs 60 to be mounted to the ISU mounting points 49, removed when necessary (e.g., for maintenance purposes), and replaced as needed.

[0036] Figure 4D shows an alternative embodiment that utilizes the multiple accelerator units 40 shown in Figures 4A and 4B, but does not utilize the ISU 60 shown in Figures 5A and 5B. Figure 4D shows the arrangement of the accelerator units 40 mounted on the fixed frame 22 with a portion of the fixed frame 22 omitted.

[0037] Figures 6A and 6B show a blade 30 according to one embodiment. When in use, multiple blades 30 are mounted on the blade mount 25, as described with reference to Figure 3A. Referring to Figure 6A, each blade 30 has a proximal end 31 having an interface structure 32 for mechanically attaching the blade 30 to the blade mount 25. The blade body 33 extends from the proximal end 31 and terminates at the distal end 34 of the blade 30, and when in use, the distal end 34 is the part of the blade 30 closest to the central axis 29 of the rotor stage 20.

[0038] Each blade body 33 is shaped to have an angled bottom surface 35b with a front upper edge 36a and a rear lower edge 36b, both of which extend substantially from the proximal end 31 to the distal end 34. Each blade 30 further has an upper surface 35a opposite to its bottom surface 35b, and in use, the upper surface 35a is oriented substantially toward the intake end 13 of the engine 10, and the bottom surface 35b is oriented substantially toward the exhaust end 14 of the engine 10. In use, the blade body 33 is mounted to the blade mount 25 such that the upper edge 36a leads the lower edge 36b during rotation, thereby generating thrust through the reactive interaction of the blade 30 with the moving air. Thus, each blade 30 generates thrust directed away from the bottom surface 35 (for example, toward direction T as shown in Figure 6A). The upper surface 35a and the bottom surface 35b can be shaped to define an airfoil.

[0039] In the specific embodiments shown in Figures 6A and 6B, the blade body 33 is configured such that the blade angle α changes with a dispersed pitch profile of approximately 45 degrees from the blade root (proximal to the interface structure 32) to the blade tip.

[0040] According to one embodiment, each blade 30 is configured to provide a conductive path between its proximal end 31 and its distal end 34. Referring to Figure 6B, which shows an exploded view of the blade 30 in Figure 6A, in one embodiment, the blade body 33 comprises a main portion 38 and a conductive portion 39. In the illustrated embodiment, the conductive portion 39 is located substantially on the upper surface 35a of the blade body 33. Generally, the conductive portion 39 provides sufficiently low electrical resistance compared to the blade body 33, and therefore the current is substantially confined to the conductive portion 39. Thus, the main portion 38 is electrically insulating or at least sufficiently less conductive than the conductive portion 39, ensuring that the majority of the current flow is confined to the conductive portion 39. In one implementation, the conductive portion 39 is formed from a beryllium copper alloy, which advantageously provides high conductivity and sufficient strength for continuous operation. This alloy also advantageously exhibits excellent resistance to discoloration and harmful chemical reactions. The conductive portion 39 can be vacuum-bonded to the main portion 38. In the example of Figure 6B, the main portion 38 is shaped to have a recessed upper surface, and the conductive portion 39 is bonded to the recess. In this embodiment, the upper surface 35a of the blade body 33 comprises both the main portion 38 and the conductive portion 39, which should be arranged to ensure a substantially continuous surface profile. In the illustrated embodiment, the conductive portion 39 is located substantially on the upper edge 36 of the blade body 33. In one embodiment, the blade body 33 is formed from 3D-printed titanium. The blade body 33 may have internal structure prints to reduce weight.

[0041] Referring to Figure 7, according to one embodiment, the engine 10 comprises a support frame 15, which has a substantially radially symmetrical configuration, thereby defining a central cylindrical axis Z3 of the support frame 15. The support frame 15 defines a support frame air passage 94, which is the space enclosed by the support frame 15. In the illustrated configuration, the support frame 15 is substantially ring-shaped such that the support frame air passage 94 is the internal region of the ring. According to the illustrated configuration, in use, the support frame 15 is attached to the free end of the final rotor stage 20c at a connecting end 70. In particular, the support frame 15 is attached to the final rotor stage 20c such that it forms a continuous air passage 92 from the rotor stage air passage 93 to the support frame air passage 94.

[0042] Referring to Figures 8A and 8B, according to one embodiment, the support frame 15 is configured to receive the nozzle assembly 71. Thus, the inner surface 72 of the support frame 15 is shaped to provide a socket for a ball joint, and the upper surface 73 of the nozzle assembly 71 is shaped to provide a complementary ball joint stud for the ball joint. Thus, in use, the upper surface 73 of the nozzle assembly interfaces with the inner surface 72 of the support frame. In use, the nozzle assembly 71 is enabled to rotate within a limited range relative to the support frame 15 by the corresponding ball joint action. The nozzle assembly 71 further comprises an inner lower surface 74 having a profile configured to provide a nozzle for the exhaust thrust of the engine 10. Thus, the inner lower surface 74 faces the support frame air passage.

[0043] In the illustrated embodiment, the nozzle assembly 71 comprises an upper nozzle body 75 that forms the upper surface 73 of the nozzle assembly 71 and a bottom nozzle body 76 that forms the lower surface 74 of the nozzle assembly 71. When in use, the upper nozzle body 75 and the bottom nozzle body 76 are attached to each other to define a substantially sealed internal cavity 77. In one embodiment, one or preferably both of the upper nozzle body 75 and the bottom nozzle body 76 are formed from 3D printed titanium.

[0044] A rotational actuator is provided to control the rotation of the nozzle assembly 71 relative to the support frame 15. In the illustrated embodiment, the rotational actuator comprises a plurality of electric actuators 78. In the embodiment shown in Figure 8A, four electric actuators 75 are provided, arranged substantially symmetrically around the circumference of the support frame 15. In the illustrated embodiment, the support frame 15 comprises complementary slots for receiving each electric actuator 78, so that a particular electric actuator 78 is mounted inside its corresponding slot. Each electric actuator 78 comprises a movable arm that is controllably extendable away from the support frame 15. Typically, each electric actuator comprises a fixed base, which holds its movable arm while allowing the movement of the arm. Each movable arm comprises a nozzle coupling 82 for coupling the movable arm to the nozzle assembly 71. In the illustrated embodiment, the nozzle coupling 82 is coupled to the bottom nozzle body 75. Thus, the relative movement of the movable arm 80 causes the corresponding rotation of the nozzle assembly 71 relative to the support frame 15, which is constrained as described above by an effective ball joint formed between the upper surface 73 of the nozzle assembly 71 and the inner surface 72 of the support frame 15. Generally, the movable arms move complementaryly, for example, by extending one arm and retracting the other, thereby causing the nozzle assembly 71 to rotate. Inset A of Figure 8B shows the electric actuator 78, including the nozzle coupling 82, with the portion around the engine 10 omitted.

[0045] Advantageously, the rotation of the nozzle assembly 71 thereby changes the direction of the output thrust of the engine 10. That is, the nozzle assembly 71 is rotatable to controllably change the direction of the airflow through the support frame airflow passage 94 relative to the direction of the airflow through the rotor stage airflow passage 93, thereby providing thrust deflection output.

[0046] Referring to Figure 9A (showing a side view of the engine 10 in Figure 1A), according to one embodiment, the body 11 comprises a ring-shaped structure 96. When assembled, the rotor assembly 12 is located inside the ring-shaped body 11 (as shown, for example, in Figure 1A). Typically, the rotor assembly 12 is positioned inside the body 11 such that at least one of the rotor stages 20 is mechanically attached to the body 11 by, for example, at least one fixed frame 22 of the rotor stage 20.

[0047] Although not shown in Figure 9A, in one embodiment, the support frame 15 shown in Figures 8A and 8B is also effectively attached to the main body 11 by being attached to the third rotor stage 20c. In another embodiment (not shown), the support frame 15 is attached directly to the main body 11.

[0048] Referring further to Figure 9A, an intake duct 100 is attached to the upper part of the main body 11 (i.e., the intake duct 100 is located at the intake end 13 of the engine 10), and in one embodiment, the intake duct 100 is configured to help improve the intake airflow volume by the Coanda effect (for example, by proper shaping of the inner surface 101 of the intake duct 100) with respect to aerodynamic profiling. The intake duct 100 may include an intake support frame (not shown) configured to be mechanically attached to the first rotor stage 20a.

[0049] Referring to Figure 9B, in one embodiment, the intake duct 100 houses a conduction heating system 106 for de-icing. The intake duct 100 is omitted in this figure. The conduction heating system 106 is electrically powered (for example, by a battery 111; see discussion relating to Figure 10). Figure 9B also shows, according to one embodiment, a plurality of cooling ducts 107 arranged around the outer surface of the main body 11 (a single cooling duct 107 is shown in inset B).

[0050] An acoustic liner 102 to assist in noise reduction is also shown. In one embodiment, the acoustic liner 102 is a perforated design 3D printed from titanium and filled with expanded foam for lightweight noise suppression.

[0051] An exhaust shroud assembly 104 is also shown, which, when in use, is located near the exhaust end 14 of the engine 10. In one embodiment, at least a portion of the support frame air passage 94 is surrounded by the exhaust shroud assembly 104, which has a tapered cross-section and may be formed from thermally insulating carbon fiber. In one embodiment, the bottom nozzle body 76 of the nozzle assembly 71 extends slightly beyond the exhaust shroud assembly 104.

[0052] Figure 10 shows a schematic diagram of the power system 110 of the engine 10. The illustrated power system 110 represents the operation of the engine 10 when generating thrust, which is referred to herein as the "thrust mode". In one embodiment, as will be described later, the engine 10 can be switched to an "energy recovery mode", in which electrical energy is generated from the rotational inertia of the rotor stage 20 during deceleration (i.e., when thrust is not required, such as after the aircraft lands).

[0053] Given that the engine is operating in its thrust mode, the battery 111 provides DC power. The battery 111 is electrically coupled to an AC power generator ("A / C generator") 112 configured to produce an AC current output. In one embodiment, the A / C generator 112 is configured to produce an A / C output having at least one controllable parameter, for example, a controllable A / C frequency.

[0054] The A / C output is electrically coupled to multiple accelerator units 40. The complementary arrangement of the rotor 23's NS magnets 50 and the accelerator units 40 mounted on the fixed frame 22 applies torque to the rotor 23 through the electromagnetic force exerted on the magnets 50 by the A / C current flowing through the accelerator units 40. In particular, the rotational speed of the rotor 23 is proportional to the A / C frequency. In fact, each accelerator unit 40 alternately applies pushing and pulling forces to the rotor 23's magnets 50 as the magnets 50 move within, through, and outside the accelerator unit 40.

[0055] Referring back to Figures 4A and 4B, the accelerator unit 40 may be provided with first and second conductive pins 52a, 52b extending from the accelerator unit housing 41. The first and second conductive pins 52a, 52b are configured to be inserted into complementary first and second sockets (not shown) on the fixed frame 22. Thus, in one embodiment, a plurality of first and second sockets are located around the fixed frame 22, and pairs including one first socket and one second socket may be located at each of the accelerator unit mounting points 48. The sockets are electrically coupled to the A / C generator 112 so that, when in use, A / C power is supplied to each pin 52 of the plurality of accelerator units 40 via the corresponding sockets. The first sockets can be electrically coupled to each other, for example, in a series or parallel configuration. Similarly, the second sockets can also be electrically coupled to each other, for example, in a series or parallel configuration. By electrically coupling the first sockets with each other and the second sockets with each other, it is ensured that each accelerator unit 40 is provided with the same phase of A / C power.

[0056] In embodiments comprising one or more ISUs 60, they are arranged to generate electrical energy from the motion of a magnet 50 passing through the ISUs 60, thereby generating an electromagnetic force (emf) through the interaction between the magnet 50 and the ISU coil 62. In one embodiment, the ISUs 60 are electrically coupled to a rectifier circuit (not shown) configured to convert the emf into a relatively smooth DC current. Each ISU 60 may have its own rectifier circuit, or a single rectifier circuit may be provided to rectify the total electrical output of the ISUs 60.

[0057] A high-voltage source 120 is provided for generating a plasma arc. In Figure 10, the high-voltage source 120 is shown terminated with a first electrode 121 and a second electrode 122 having the opposite polarity to the first electrode 121. In connection with this, the first electrode 121 and the second electrode 122 are physically separated by an air passage 92 of the engine 10. A plasma arc is generated inside the air passage 92 to complete the DC circuit. To generate the plasma arc, the high-voltage source 120 is configured to generate a sufficient DC voltage, at least under certain operating conditions of the engine 10, for example, when the rotational speed of the rotor 23 is sufficiently high.

[0058] In one embodiment, the high-voltage source 120 corresponds to the electrical output of the ISU 60. In one implementation, the ISU 60 is configured to generate sufficient emf to generate a plasma arc by configuring the ISU coil 62 according to the expected operating rotational speed (e.g., RPM) or range of operating rotational speeds of the magnetic flywheel 19. For example, the generated emf can depend on the number of windings in the ISU coil 62 and the rate of change of the magnetic field experienced by the ISU coil 62, the rate of change of the magnetic field itself depending on the rotational speed of the magnetic flywheel 19. Thus, the output emf required for the ISU 60 can be configured based on the number of coil windings. Furthermore, to effectively sum the emf generated by the individual ISU coils 62 of the group, two or more ISU 60s can be arranged in electrical series. In another implementation, a voltage boost converter is provided to increase the voltage of the emf generated by the ISU 60. For example, if the voltage boost converter is controllable, the output voltage can be controlled to be substantially independent of the emf voltage of the ISU 60. This is advantageous because, for example, if the sensor configuration determines that the conditions for plasma arc generation are close to shut-off conditions (e.g., due to changes in atmospheric properties such as moisture content), it may be possible to control the output voltage to increase it.

[0059] In another embodiment, the high-voltage source 120 is coupled to the battery directly, or preferably via a voltage boost converter. In this embodiment, the ISU 60 may still be provided for the purpose of electromagnetic braking (i.e., to obtain energy from the flywheel 19 while the rotor 23 is spinning down), but the ISU 60 may be omitted, and electromagnetic braking may also be provided by utilizing, for example, multiple accelerator units 40, thereby obtaining energy from the flywheel 19 while the rotor 23 is spinning down.

[0060] The first electrode 121 can be configured as a cathode. Physically, the first electrode 121 corresponds to the conductive portion 39 of the blade 30 of the rotor stage 20. The blade 30 is electrically coupled to the high voltage source 120 via a conductive inner bearing 27 and an outer bearing race 37. That is, the blade 30 is electrically connected to the conductive inner bearing 27, and the inner bearing 27 itself is electrically coupled to the outer bearing race 37. Thus, an electrical path is provided between the blade 30 and the high voltage source 120 during the rotation of the rotor 23.

[0061] The second electrode 122 can be configured as an anode. Physically, the second electrode 122 is located near the exhaust end 14 of the engine 10. In this way, the plasma arc generated by the potential difference between the first electrode 121 and the second electrode 122 can be guided through most of the airflow channel 92, since the blade 30 is located inside the rotor stage airflow channel 93.

[0062] In one embodiment, the second electrode 122 is associated with the nozzle assembly 71. As previously described, the upper nozzle body 75 and the lower nozzle body 76 are joined together to form a hollow structure (see, for example, the internal cavity 77 in Figure 8B).

[0063] Figure 11 shows an embodiment comprising a solenoid assembly 83 located inside an internal cavity 77 when in use. The solenoid assembly 83 comprises a wire winding 84 around a core 85. The core 85 is a substantially cylindrically symmetric ring, and the wire winding 84 is also cylindrically symmetric in correspondence. The core 85 (and thus the wire winding 84) can be tapered such that, when in use, the portion of the winding 84 located closer to the intake end 13 of the engine 10 has a larger radius than the portion located closer to the exhaust end 14, and thus the profile of the core follows the nozzle assembly 71. Thus, the winding 84 is radially symmetric. Thus, the wire winding 84 is positioned as a solenoid. A ceramic heat shield 86 is also provided, having a similar shape to the core 83 and positioned to shield the winding 84 from the heat of the exhaust airflow. The wire winding 84 is electrically coupled to a high-voltage source and substantially corresponds to a second electrode 122. A conductive ring (not shown) can be provided near or on the exhaust end 14 of the nozzle assembly 71, which is electrically coupled to the wire winding 84, thereby providing a conductive path between the plasma arc and the solenoid assembly 83. In embodiments where the nozzle assembly 71 is formed from 3D printed titanium, the conductive ring has sufficiently high conductivity compared to the nozzle assembly 71, and the conductive ring carries substantially all of the current associated with the plasma arc.

[0064] In another embodiment, the second electrode 122 corresponds to a conductive portion of the nozzle body 75 without using a solenoid assembly 83 or the like. The conductive portion may be a conductive ring (not shown) located at or near the exhaust end 14 of the nozzle assembly 71. The conductive portion is electrically coupled to a high-voltage source 120. Advantageously, the overall weight of the engine 10 can be reduced by omitting the solenoid assembly 83.

[0065] Referring to Figure 12, in one embodiment, one or more cavity magnetrons 87 are provided to assist in the generation of a plasma arc. For example, four magnetrons 87 can be arranged around the support frame 15 (specifically, the annular flange portion of the support frame 15 that forms the connection end 70), but two magnetrons 87 are shown in the figure. The magnetrons 87 can be arranged at substantially equal intervals around the outside of the nozzle assembly 71. Each magnetron 87 consists of an arrangement of a transformer and a containment magnet and is arranged to direct microwave energy into the support frame air passage 94. Thus, the support frame 15 can have microwave-transmitting portions (which may be openings) through which the microwave energy of the magnetrons 87 passes. The support frame 15 may be provided with a microwave reflector (not shown) designed to focus the microwaves radiated from the magnetrons 87 into the support frame air passage 94. The microwave reflector may be a concave metal shroud. The magnetrons 87 can be controlled so that a specific magnetron 87 is activated only when the rotation of the nozzle assembly 71 allows for the induction of microwave energy into the support frame air passage 94.

[0066] Referring back to Figure 1, during operation (in its thrust mode, if applicable), the engine 10 generates thrust through the rotation of the rotor 23, which in turn generates airflow motion due to the movement of the blades 30 of each rotor 23, entering the intake end 13 of the engine 10, passing through the air passage 92, and being discharged from the exhaust end 14. As a result, the engine 10 generates thrust directed away from the exhaust end 14. The relative shapes of the intake duct 100 and the exhaust nozzle assembly 71 act to provide additional thrust efficiency due to the acceleration caused by the relatively small inner diameter of the nozzle assembly 71 compared to the diameter of the intake duct 100.

[0067] While not intended to be bound by any particular theory, the rotor stage 20 can generate an induced airflow effect within at least a portion of the airflow channel 92. In particular, the blades 30 of each rotor stage 20 generate airflow within the active region 24 of each rotor stage 20 through direct interaction between the blades 30 and the air. Within the free region 26 of each rotor stage 20, an induced airflow effect is expected due to aerodynamic effects associated with the generation of a relatively low central pressure in the airflow within the free region 26, acting to draw in a larger amount of air than is directly attributable to the motion of the blades 30.

[0068] Furthermore, during operation, the high-voltage source 120 is positioned to generate a sufficient potential difference between the blade 30 (for example, functioning as the cathode) and the nozzle assembly 71 (for example, functioning as the anode). The plasma arc causes heating of the airflow in its vicinity, thereby increasing the temperature of the airflow, and therefore the exhaust flow becomes hotter than the air entering the engine 10 in the intake duct 100.

[0069] While not intended to be bound by any particular theory, it is thought that the higher temperature of the exhaust compared to the intake airflow will produce an increase in thrust due to the resulting increase in airflow velocity and decrease in static pressure.

[0070] In one embodiment, the rotor stages 20 are arranged to have alternating rotational directions (i.e., for each rotor 23). For example, the first and third rotor stages 20a, 20c have rotors 23a, 23c driven in the first rotational direction, while the second rotor stage 20b has a rotor 23b driven in the second opposite rotational direction. All rotor stages 20 generate downward thrust, but the alternating rotational directions act to generate vortices that extend away from the blades 30 toward the central axis 29 of the rotor stages 20. These vortices provide a favorable ionization path for the plasma arc, thereby guiding the plasma arc toward the central axis 29.

[0071] At this time, due to the potential difference, the path extends downward toward the nozzle assembly 71. Advantageously, the solenoid (i.e., by the wire winding 84) can act to direct virtually all, if not all, of the support frame air passage 94 through to the plasma arc, while simultaneously providing an electrical contact for terminating the plasma arc.

[0072] While we do not intend to be bound by any particular theory here, it is expected that engine 10 will utilize Markland convection, where a potential difference exists between the first electrode 121 and the second electrode 122, causing a self-organized alignment of ionization energy levels of the airflow within the vortex (known as Markland convection), which creates a conductive path between the two electrodes 121 and 122.

[0073] Advantageously, when utilized, the solenoid can help confine most of the plasma within the support frame airflow channel 94. Thus, heating by the plasma occurs primarily within the exhaust airflow, and the plasma is kept away from the physical components of the engine 10, thereby reducing or eliminating conduction heating of the engine 10 by the plasma, while simultaneously maximizing heat transfer to the airflow.

[0074] In one embodiment, the engine 10 can be controlled to operate in energy recovery mode. Energy recovery mode is an alternative operating mode to thrust mode, and generally, the engine 10 cannot operate in both modes simultaneously. In energy recovery mode, the operation of the accelerator unit 40 and optionally the ISU 60 is controlled to act as an electromagnetic brake against the rotation of the rotor 23. The A / C power supply to the accelerator unit 40 is removed, and the accelerator unit 40 is controlled (e.g., via a relay system) to act as a DC coil to convert the mechanical rotational energy of the rotor 23 into electrical energy (DC current) by induction from the movement of the magnet 50. If used, the ISU 60 may not require such a configuration change, as it is already configured to generate DC current. The DC current thus generated can be used to charge the battery 111. Referring back to Figure 4B, the control circuit configuration 46 can be configured to cause a change in the operation of the accelerator unit 40 between thrust mode and energy recovery mode.

[0075] In one embodiment, referring to Figure 9A, the engine 10 comprises one or more capacitor banks (not shown). Although the capacitor banks are not shown, a capacitor mount 105 is shown as an element of the body 11 (thus, in the illustrated embodiment, four capacitor banks may be provided). Each capacitor bank is configured as a supercapacitor bank.

[0076] In one embodiment, three of the capacitor banks are electrically coupled to three rotor stages 20 (one for each rotor stage 20) and configured to provide additional power when needed, such as during aircraft takeoff and landing. Advantageously, having an independent capacitor bank for each rotor stage 20 provides redundancy to mitigate failures of the rotor stage 20 or the capacitor bank. Thus, each capacitor bank should provide sufficient electrical energy to meet the additional energy requirements of the engine 10 only when needed.

[0077] In one embodiment, a capacitor bank is electrically coupled to one or more magnetrons 87 to provide at least a portion of the required power.

[0078] In one embodiment, the nozzle assembly 71 and the rotor assembly 12 are electrically isolated from each other by an insulating stopper (not shown) located, for example, between the support frame 15 and the bottom rotor stage 20 (for example, the third rotor stage 20c in the embodiment shown in the figure). Similarly, in one embodiment, each of the rotor stages 20 can be electrically isolated by an insulating stopper (not shown) located, for example, between adjacent rotor stages 20. In this way, unintended short circuits between the first and second electrodes 121, 122 can be avoided.

[0079] Referring to Figure 13, in one embodiment, a water injection assembly comprising one or more water injectors 95 is positioned to inject (e.g., spray) water into the airflow near the intake end 13. One or more water injectors 95 may be located inside the intake duct 100 (although the position of the water injectors 95 is shown in the figure, it should be understood that from an external perspective, the intake duct 100 actually conceals the water injectors 95). In the figure, four water injectors 95a to 95d are arranged at 90-degree intervals. A water tank (not shown) may be provided in the propulsion engine 10. Alternatively, the water tank may be located externally (e.g., inside the mounted aircraft) and water may be supplied through appropriate piping.

[0080] While we do not intend to be bound by any particular theory, it is expected that injecting water into the channel 18 by the water injection assembly will cool the air inside the channel 18, increasing its air density and thereby increasing the induced airflow. Furthermore, the water vapor inside the channel 18 can undergo electrolysis in conjunction with the plasma discharge, separating the hydrogen and oxygen components from each other. Due to the polarity of both elements, it is expected that each element will follow its own conductive path until ignition occurs through the center of the engine 10. Advantageously, this embodiment may provide a simple and safe alternative to cryogenic storage, as it allows for the safe storage of hydrogen as water to be used for combustion in the presence of plasma for high-speed and high-load requirements.

[0081] Further modifications may be made without deviating from the spirit and scope of this specification.

Claims

1. A reaction engine for generating thrust with respect to an intake fluid, wherein the fluid is configured to move along an enclosed air passage from the intake end to the exhaust end of the reaction engine, and the reaction engine is A thrust generating assembly for generating acceleration of the fluid moving inside the first air passage portion of the air passage, An airflow heating arrangement comprising an electric heating means configured to cause a temperature rise in the fluid within the second airflow channel portion of the airflow, Equipped with, Therefore, the heated fluid exits the reaction engine at the exhaust end, thereby providing thrust. Reaction engine.

2. A reaction engine according to claim 1, A reaction engine in which the thrust generating assembly has an input terminal for receiving fluid, the fluid exits the thrust generating assembly at an output terminal, and the thrust generating assembly surrounds the first airflow portion of the air passage.

3. The reaction engine according to claim 2, A reaction engine wherein the thrust generating assembly comprises a mechanical thrust generator for generating acceleration of the fluid within the active region of the first airflow channel portion, the first airflow channel portion comprises a free region separate from the active region, and the thrust generating assembly is configured to induce an airflow within the free region by the airflow within the active region.

4. The reaction engine according to claim 3, The mechanical thrust generator comprises a rotor assembly having one or more rotor stages, and each rotor stage is A ring-shaped rotor having an internal volume that encloses at least a portion of the first air passage portion and defining a central axis around which the rotor rotates, wherein the rotor is controllably driven to generate acceleration of the fluid, A blade arrangement around the inner circumference of the rotor, wherein each blade extends inward from the rotor by a distance smaller than the radius of the rotor. Equipped with, The active region corresponds to the volume of the first air passage portion through which the blade arrangement moves during the rotation of the rotor, and the blade arrangement is configured to cause acceleration of the fluid within the active region. A reaction engine in which the free region substantially corresponds to the remaining volume of the first airflow channel portion.

5. The reaction engine according to claim 4, A reaction engine in which the rotor assembly is arranged to generate an induced airflow within the free region by the fluid acceleration within the active region of one or more rotor stages.

6. A reaction engine according to claim 4 or 5, A reaction engine comprising two or more rotor stages arranged sequentially, wherein one rotor stage is an input rotor stage located near the intake end of the reaction engine, and one rotor stage is an output rotor stage located near the exhaust end of the reaction engine, and the first air passage portion corresponds to the total internal volume of the two or more rotor stages.

7. A reaction engine according to claim 6, Each rotor stage is associated with a rotational direction corresponding to the direction in which its rotor is configured to rotate to cause acceleration of the fluid toward the exhaust end, and the rotational direction of each rotor stage is selected from either a first direction or a second opposite direction. A reaction engine in which the rotor stages are arranged in an alternating order of rotational directions.

8. The reaction engine according to claim 7, A reaction engine in which the blades of each rotor stage are configured to generate a reverse vortex directed toward the central axis of the rotor stage due to the interaction between adjacent rotor stages.

9. The reaction engine according to claim 8, A reaction engine having a structure in which each blade is configured to induce a vortex between the lower surface of the blade and the upper surface of the blade due to the difference in fluid flow rate from the base of the blade to the tip of the blade.

10. The reaction engine according to claim 8, A reaction engine in which each blade has a variable blade angle that changes between the blade root and the blade tip, and the dispersion pitch profile is approximately 45 degrees.

11. A reaction engine according to any one of claims 6 to 10, A reaction engine in which the output rotor stage has a free region smaller than the free region of the input rotor stage.

12. A reaction engine according to any one of claims 6 to 11, A reaction engine in which the rotor of the output rotor stage has an inner circumference smaller than the inner circumference of the rotor of the input rotor stage.

13. A reaction engine according to any one of claims 4 to 12, A reaction engine in which the rotor stage or each rotor stage comprises a support frame, and the rotor of the rotor stage or each rotor stage is rotatably mounted to the support frame of the particular rotor stage.

14. A reaction engine according to claim 13, A reaction engine in which at least one support frame comprises an annular support frame bearing structure, the corresponding rotor comprises a complementary annular rotor bearing structure, and the rotor is rotatably mounted to the corresponding support frame via an interface between the complementary support frame bearing structure and the rotor bearing structure.

15. A reaction engine according to claim 14, A reaction engine comprising at least one support frame, which includes a support frame bearing structure having one or more bearing races and a rotor bearing structure having one or more corresponding roller bearings.

16. A reaction engine according to claim 14 or 15, A reaction engine in which the above or each support frame bearing structure and complementary rotor bearing structure are conductive and provide an electrical connection between the corresponding support frame and rotor.

17. A reaction engine according to any one of claims 14 to 16, At least one support frame bearing structure is formed from at least partially conductive beryllium copper alloy, and At least one rotor bearing structure is formed from a conductive beryllium copper alloy, at least partially. A reaction engine that satisfies one or both of the following conditions.

18. A reaction engine according to any one of claims 4 to 17, A reaction engine in which at least one rotor is driven by a controllable electromotive force.

19. A reaction engine according to claim 18, as dependent on claim 13, A reaction engine in which at least one rotor has a magnet arrangement near the outer circumference of the rotor, and the corresponding support frame has an arrangement of one or more accelerator units configured to generate the electromotive force.

20. A reaction engine according to claim 19, A reaction engine in which the magnets are arranged with substantially aligned polarities.

21. A reaction engine according to claim 19 or 20, A reaction engine comprising, with respect to at least one rotor stage, a plurality of accelerator units arranged substantially equally spaced around the inner circumference of the corresponding support frame, wherein the accelerator units are configured to generate an electromagnetic force by a received AC power supply.

22. A reaction engine according to claim 21, A reaction engine in which the rotational speed of the aforementioned or each rotor is at least partially controllable by controlling the frequency of the received AC power supply.

23. A reaction engine according to claims 21 and 22, A reaction engine further comprising a battery electrically coupled to an AC generator configured to generate the AC power supply based on a DC battery power source, wherein the AC generator is controllable to control at least one parameter of the generated AC power supply.

24. A reaction engine according to claim 23, A reaction engine in which at least one of the aforementioned parameters includes an AC frequency.

25. A reaction engine according to any one of claims 21 to 24, A reaction engine in which the aforementioned accelerator unit is removable.

26. A reaction engine according to any one of claims 1 to 25, A reaction engine wherein the airflow heating arrangement comprises a plasma arc generating means for generating a plasma arc inside at least a portion of the second airflow path, thereby causing a temperature rise in the fluid inside the portion of the second airflow path.

27. A reaction engine according to claim 26, A reaction engine in which the plasma arc generating means comprises a first electrode and a second electrode, wherein the first electrode is positioned spaced apart from the second electrode so as to generate a potential difference within the second air passage.

28. A reaction engine according to claim 27, as dependent on claim 4, A reaction engine in which one or more blades of at least one rotor stage are conductive, and the first electrode corresponds to a composite arrangement of the one or more conductive blades.

29. The reaction engine according to claim 28, A reaction engine in which each of the one or more conductive blades is provided with an electrical connector at its base, which is electrically coupled to a rotor contact of a corresponding rotor stage, and the electrical connector is configured to provide an electrical contact to the outer circumference of the rotor of the corresponding rotor stage.

30. A reaction engine according to any one of claims 27 to 29, A reaction engine in which the second electrode is located substantially proximal to the exhaust end of the reaction engine.

31. A reaction engine according to claim 30, A reaction engine comprising a nozzle assembly positioned and configured to receive a fluid flow from the rotor assembly, wherein the fluid exits the reaction engine from the nozzle assembly, and the nozzle assembly comprises a conductive structure corresponding to the second electrode.

32. A reaction engine according to claim 31, A reaction engine in which the second electrode comprises a conductive ring for providing a contact point with respect to the plasma arc, and the nozzle assembly comprises the conductive ring.

33. A reaction engine according to claim 31 or 32, The nozzle assembly has an internal profile for producing a nozzle effect on the airflow exiting the reaction engine, and the internal profile thus causes acceleration of the fluid in the reaction engine.

34. A reaction engine according to any one of claims 31 to 33, A reaction engine comprising a nozzle assembly comprising a solenoid formed by a conductive wire wound around a core, wherein the solenoid defines an internal volume of the solenoid, which is bounded by the core and in which at least a portion of the second airflow channel is located, and the solenoid is configured to generate a magnetic field within the second airflow channel when an electric current is present within the wire, and the first electrode and the second electrode are separated by the internal volume of the solenoid so that the plasma arc extends through the internal volume of the solenoid.

35. A reaction engine according to claim 34, A reaction engine in which the solenoid is electrically coupled to the second electrode.

36. A reaction engine according to claim 34 or 35, A reaction engine in which the nozzle assembly is controllably rotatable relative to the rotor assembly to provide thrust deflection, the nozzle assembly comprises a body defining an internal cavity, and the solenoid is positioned inside the internal cavity so as to rotate together with the nozzle assembly.

37. A reaction engine according to any one of claims 26 to 36, A reaction engine comprising a plasma arc generating means that includes a high-voltage DC power supply configured to generate a DC potential difference sufficient to generate the plasma arc during the operation of the reaction engine.

38. A reaction engine according to claim 37, as dependent on claim 27, A reaction engine in which the high-voltage DC power supply is electrically coupled to the first electrode and the second electrode.

39. A reaction engine according to claim 37 or 38, as dependent on claim 19, A reaction engine comprising one or more DC induction scavenging units (ISUs) arranged in one or more support structures, each DC ISU having an ISU coil positioned such that the magnet arrangement of the corresponding rotor moves proximal to the ISU coil, thereby generating an electromotive force inside the ISU coil, and each DC ISU having an ISU output circuit for generating an output DC voltage that forms at least a portion of the high-voltage DC power supply.

40. A reaction engine according to any one of claims 1 to 39, A reaction engine further comprising a water injection assembly configured to inject water into the aforementioned airflow.

41. A method for operating a reaction engine to generate thrust with respect to an intake fluid, wherein the fluid is configured to move along an enclosed air passage from the intake end to the exhaust end of the reaction engine, and the method is A step of generating acceleration of the fluid moving inside the first air passage portion of the air passage, A step of causing a temperature rise in the fluid within the second airflow path portion of the airflow. Includes, Therefore, the heated fluid exits the reaction engine at the exhaust end, thereby providing thrust. method.

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