WO2009066323A2 - Tangential flow rotor assembly embodiments - Google Patents

Abstract

The invention is essentially a tangential flow rotor assembly that can function as a turbine or a blower/compressor or a propeller or a combination of these. Its main components are a tangential flow rotor, a rotor rim cover plate encircling the rotor and an inlet tunnel on the rim cover plate. The rotor has essentially flat work blades with sharp outer edges. It may have a plate extending from the under surface of a work blade to the upper surface of the leading blade to prevent the leakage of work fluid towards the axis and accumulation there. It has, between work blades, two face plates, one at one face of the rotor to prevent escape of work fluid through the faces. The rim cover plate has one or more inlet openings for tangential inflow of fluid, one or more outlet openings for outflow of the fluid after work and thickened arcs at specific places. The inlet opening is formed of two thickened arcs of the rim plate and two face plates, one at one face of the assembly. The inlet opening has slopes to deflect the inflowing fluid to fall on work surface at lesser angles of collision at the first occasion of work. The inlet tunnel is over the inlet opening for linear flow of fluid onto the rotor. Inside it there are plates to aid the linear flow of fluid onto the rotor. These plates are joined to corresponding plates in the inlet opening to form smooth continuous flow pathways. The outlet opening has an outlet tunnel for outflow of fluid in the desired direction.

Description

Tangential flow rotor assembly embodiments.

Field of invention: The invention relates to tangential flow rotor assembly embodiments which can function as turbines or fans/blowers/compressors or propellers or a combination of these depending on how they are operated.

Brief description of the drawings:

Fig. Ia shows the forces that arise when a gas molecule collides on a surface and shows the angle of collision (θc).

Fig. Ib shows the forces that arise when a molecule collides on an axial rotor blade and spins the rotor.

Fig. Ic shows the forces that arise when an axial rotor blade collides on a molecule when the rotor is spun. .

Fig. Id is a face view of the tangential flow rotor, the Pelton wheel, where a tangential gas stream spins the wheel. The fig. shows two curved work blades.

Note: A tangential flow rotor or its assembly can be considered as having two circular surfaces, called faces, joined at the circumference by a rim.

Fig.2 illustrates the basis of inventor's tangential flow rotor with 3 essentially flat work blades, where a tangential gas stream falls on the rotor.

Fig.3 shows a face view of the first embodiment with some parts not shown.

Fig.3a shows the rim view of the first embodiment's 'rim cover plate's inlet opening'.

Fig.4 shows a face view of the second embodiment (with some parts not shown) for using solar energy also.

Fig.5 shows a face view of the third embodiment (with some parts not shown), for use as a combustion engine for cyclic acceleration of the rotor.

Fig.6 shows a face view of fourth embodiment (with some parts not shown), for using the heat energy, which may get radiated out of the rotor assembly, to spin the rotor inside the same assembly.

Fig.7 shows a face view of the fifth embodiment (with some parts not shown), for use as a propeller.

Fig.8 shows a face view of the sixth embodiment (with some parts not shown), for use as a turbo-propeller. ^Background art

[0001] Spin motion has great many uses. It is achieved indirectly in piston engines, where a working gas produces a to and fro linear motion, which is converted into a spin motion by a crank mechanism. It is achieved directly in rotary engines where a working gas impinges on a rotor to spin the rotor.

[0002] Efficiency of piston engine, axial and radial flow rotor gas turbine engines is around 35%. We have not been able to significantly reduce the huge loss. The inventor shows that we cannot reduce the loss significantly. This is because of their inherent structure and laws involved in their function.

[0003] In piston engines and rotor gas assemblies, work occurs due to collision between gas molecules and work surfaces. So, relevant properties of gases and relevant laws of collision will come into play. So far, these have not been considered and applied. The inventor applies them in the inherently advantageous tangential flow rotor and constructs his embodiments. So far also, in this field, a gas is considered as a continuous medium, not as consisting of discrete molecules (Bullet theory). The inventor disagrees. Relevant properties of gases:

[0004] 1. Gases do behave as consisting of individual, solid, practically spherical (when related to surfaces of collision in our cases) particles. The attractive intermolecular force is so weak that a molecule in a volume of a gas at ordinary atmospheric temperature and pressure has enough kinetic energy to overcome the attractive forces of thousands of surrounding molecules and travel away from the volume.

[0005] 2. Working gases, in this field, are at much higher temperature and pressure and/or at much higher velocities. So, kinetic energy of their molecules is much higher; so, these molecules will behave as individual particles. {Molecules of a liquid do not behave as individual particles; the attractive intermolecular force is very strong. A volume of liquid behaves almost as one (liquid) mass. This is the main reason of the high efficiency (around 90%) of water turbines [0022]}

[0006] 3. Molecules of a gas absorb heat energy as kinetic energy, flow faster {get accelerated (speeded up) without the application of a force, so, an exception to Newton's first law of motion}, so can apply more force and do a work. This is how heat energy achieves work

Relevant laws of collision:

[0007] 1. When a spherical body like the gas molecule collides against a flat or curved surface, the force of collision (Fc) for linear motion inside the collided body is perpendicular to the collided surface at the point of collision (Pc) (Fig. Ia.). Dc is the direction of collision. FRC is the Newton's reaction force the flat surface applies. D_R is the direction of reflection of the spherical body.

Angle of collision (θc): It is the angle between the direction of collision and the normal

(N) at the point of collision on the collided surface.

[0008] 2. If this force of collision cannot act then a component of the force of collision may act.

[0009] 3. Collision of a gas molecule against another molecule and against work surfaces in our cases is a highly elastic (but not perfectly elastic) collision between hard bodies.

Fate of the kinetic energy of a gas molecule colliding on a surface: It is this energy that can do work by applying a force (of collision).

[0010] 4. Whether work is done or not:

(a) A small percentage of the kinetic energy is transformed into heat and radiated out in all directions, (b) Another small percentage may be transformed and radiated out as sound energy.

If work is done with the rest of the kinetic energy then,

(c) an amount of kinetic energy equal to the work done is transferred to the collided body as kinetic energy; (d) the rest remains as kinetic energy in the reflected molecule.

[0011] 5. Lesser is the angle of collision: (a) greater is the work done i.e. greater is the kinetic energy transferred to the collided body (b) greater is the amount of kinetic energy transformed into heat and sound energy; So lesser is the kinetic energy and velocity remaining in the molecule after reflection from the collided surface.

[0012] 6. When a large mass and a very small mass traveling in opposite directions in comparable velocities collide then only the big mass will do work on the very small mass.

Propulsion. 5b, far also, in this field, all propulsions are said to be based on Newton's third law. The inventor disagrees. [0013] Propulsion based on Newton's third law (NTL): Newtonian or Reaction propulsion: Body A applies a force on body B. Body B applies a reaction force on A, which gets propelled. The reaction force is the propelling force. In automotives, a rotor applies a (action) force on a road or a volume of fluid; the road or the fluid applies a reaction force on the rotor, which gets propelled and acts as the propeller. [0014] Propulsion not based on NTL: Jet or Action or 'unbalanced force' propulsion: Consider a closed chamber containing a gas. The gas applies equal forces on equal areas on the walls. So, each force on an area is balanced. Make an opening in the chamber. The gas jets out. The force applied by the portion of gas, on the area of the wall opposite the opening gets unbalanced, acts and propels the chamber. The reaction force, the area applies, reflects the portion of the gas. Note that the reaction force of the chamber (wall) changes direction (accelerates) of the 'gas portion' but does not speed up the gas. Since propulsion occurs while the gas is jetting out the propulsion is called jet propulsion. Propulsion of jet (combustion) engines in jet aircrafts and rockets is wrongly applied to NTL as: The engine accelerates (speeds up) (taken by all as the action) a mass of (combustion) gas through a nozzle; the gas accelerates (the reaction) the engine, which acts as a propeller.' The engine cannot accelerate/speed up the gas. To accelerate a (mechanical) force is needed here. The metallic engine has to contract to apply this force. The engine can not contract, so cannot accelerate. Only the heat energy, released during the combustion of fuel in the combustion chamber and absorbed by the products of combustion as kinetic energy, accelerates the gas [0006]. The propulsion is 'action propulsion'. If the jet aircraft uses an axial rotor propeller also then Newtonian propulsion additionally occurs.

Propulsion of a deflating balloon is due to both Newtonian and 'action' propulsions. Action propulsion occurs when the mouth of the balloon is opened. Air jets out of the balloon because its pressure is higher than that of the air outside. Newtonian 'reaction' propulsion occurs when the contracting balloon wall does work, applying a (action) force, on the gas inside with the stored elastic potential energy (getting converted into kinetic energy); the gas applying the reaction force (in addition to the jet propulsion force) for added propulsion. Spin of aeolipile and lawn sprinkler is due to two 'unbalanced force propulsions' acting as a couple.

How the 65 % loss in piston engines is largely unavoidable: [0015] 35% loss as exhaust gas: Piston internal combustion engines have optimum compression ratios. In them the heat energy released during combustion of fuel achieves work [0006]. 30% of it is lost through the cooling system. The molecules of the products of combustion absorb the rest 70% and become the working gas. Half (50%) of this working gas does work resulting in 35% efficiency. The other half is pumped out as exhaust gas resulting in 35% loss in efficiency. The question is why doesn't half of the working gas do work in the optimum compression ratio? The inventor finds that this half cannot work; hence the 35% loss in efficiency is inevitable. Molecules of combustion working gas travel in all directions. The volume V of the working gas can be logically divided into 3 sub-volumes Vi, V2 and V3, each traveling in 3 main directions and trying successively to do work; Vi towards the top of piston and immediately doing work when the piston is at the top dead centre position; V₂ towards the top of the cylinder and V3 towards the sides of the cylinder. Note that Vi and V3 have to get reflected from the cylinder walls to do work on the receding piston. The molecules of Vi travel in very many directions; so, the average angle of collision on the piston top is high; so work of Vi is not good; so, reflected Vi is still significantly energetic and remains on the top of the piston. So, volume V₂ has to wade through reflected Vi to do work. So, a significant portion cannot do work; the work of the rest is also not good because of high average angle of collision. Both portions remain on top of piston along with reflected Vi. So almost all V3 is unable to reach the top of piston for work. In total, 50% of the combustion gas is unable to do work on the piston. Nowadays we try to use the energy in the exhaust gas to get more work done on the same piston. E.g. use of turbochargers. But the increase in efficiency is only marginal.

[0016] 30% loss as heat through the cooling system: (almost equally in both the power and exhaust strokes): The piston and cylinder are made of metals. They absorb the heat energy; so, their temperature rises; rises so high that the metal parts and the lubricants get damaged. To prevent this damage, we take heat out of the cylinder through the cooling system. Then, why should the cylinder and piston be made of metals, not of heat insulating materials like ceramics or not lined by heat insulating coatings like the 'thermal barrier coatings'? In the power stroke, the piston head applies a heavy thrust called 'major thrust' on the cylinder due to the crank mechanism. Such a large thrust cannot be withstood by the heat insulators. Since you cannot avoid the crank mechanism you cannot avoid the 'major thrust', so, you cannot avoid the piston-cylinder being made of metals, so you cannot largely avoid the 30% heat loss. Axial and radial flow bladed rotor gas turbine assemblies: (Kg. Ib): [0017] Principle of working: On the blades, the working molecule (Gw) has to collide at a high angle of collision (θc) because of the necessarily curved blades. The force of collision (Fc) is directed sideward and backward. It is prevented from acting at axis and the supports (S) because the net forces of collision on different blades are in different directions. One component (C_T) of all the net forces of collision on the different blades are all directed tangentially and they spin the rotor. The other components (C_A) of the net forces of collision on different blades are all directed axially (in the direction of inflow), hence cannot spin the rotor but can move the rotor linearly backward. If this motion is not needed it is prevented from acting at the support. F_RC is Newton's reaction force to F_c. It changes/reflects the colliding molecule.

[0018] Losses: How they are largely unavoidable: 1. Due to high angle of collision the reflected gas is much energetic. 2. Even then, all the force of collision does not cause spin; only a component of it causes spin. 3. The spinning rotor does work on some of the working gas, with the energy gained, scattering it away. 4. The reflection is in very many directions; so, it is difficult to bring it back for further work. 5. Some working gas falls on the hub (H) and does not do any spin. 6. Some working gas passes through the gaps between the blades. In cases where a casing (C) is present some working gas passes through the gap between the rotor and the casing. 7. The axial component causes a lot of stress, strain and friction. Then the rotor assembly has to be made of heavy massed metals or of costly special materials. Such a case occurs when the rotor assembly is used as combustion engine where the assembly has to be made of metals. Then a significant (around 30%) loss occurs as heat loss through the cooling system (as in piston engines). One can see that these losses are largely unavoidable. E.g.l. Reducing the angle of collision reduces the tangential component, so reduces spin. So, the angle of collision has to be necessarily high. So, the reflected gas will be energetic. 2. It is very difficult to bring back the energetic gas reflected from the blades and hub back to work because the reflection is in very many directions. Guides, stators, multistage rotors etc have been tried without much success.

[0019] Unbladed rotor assembly: Planetary rotary combustion engines: These engines are mixed flow rotor assemblies. Their structure and functioning cause their low efficiency and make it impossible to improve the efficiency significantly and solve many other problems. An indirect proof is that their efficiency has improved by only a few percent in the last 15 yrs.

Axial flow rotor blowers and propellers: (Fig. Ic)

[0020] Principle of working:

As a blower: When the rotor is spun (in the fig. the rotor is spun clockwise) a blade applies a (net) force of collision (Fc) on the fluid (worked-on fluid) and accelerates it sideward and slightly forward. But the work of all the blades results in acceleration of the fluid mainly in the axial direction. This axially accelerated fluid is called 'forced draft'

(d_f) This forms the fan/blower/compressor function of the rotor.

As a propeller: This net reaction force (F_RC) on a blade is prevented from acting at the support because the reaction forces on different blades are in different directions. The tangential components (C_T) of all the reaction forces on all the blades are overcome by the rotated blades. The axial components (C_A) of all the reaction forces on all the blades are all directed axially and backward, act and propel the rotor backwardly. To replace the

'forced draft', fluid flows mainly axially from behind the rotor and also centripetally from the sides. This fluid flow is called 'induced draft' (di). The axial component of this draft forms the resistance to the propulsion. P_D is direction of propulsion.

[0021] Problems for propeller function: 1. One component of collision force only causes propulsion. 2. The induced draft causes increased resistance to propulsion, which limits the speed of the propeller. The resistance increases as the speed of spin increases.

So, efficiency decreases rapidly after a certain speed. 3. The 'blade tip vortex' of a blade causes vibrations (causing noise), stress and strain of the trailing blade. 4. The above reduce efficiency to the range 45% to 65%.

Losses in tangential flow rotor, Pelton wheel, used as a gas turbine: {0022] The types of losses in axial and radial flow gas turbine assemblies given in [0018] except loss 5 can occur when a pure tangential flow turbine assembly like the Pelton wheel is used as gas turbine assembly. (Fig. Id) Fig. shows an axis (A) of spin from which two spokes arise. At the end of the spokes cup like structures, are attached. 1. The working gas (Gw) fells at high angles of collision (θc) on the curved work surfaces (Sw). Then, only a component of the force of collision does work, the other component causes stress, strain and friction. 2. The reflected gas is much energetic, is reflected in very many directions. It is difficult to bring back it back to work. (This does not happen in case of working water; most of the water after work/reflection remains in the cup and works; so, the high efficiency) 3. A significant area of cup's outer surface (So) works on the working gas scattering it away; it is difficult to bring back the scattered gas back to work. (This scattering is minimal with working water; so the high efficiency) 4. A portion of the working gas between two successive (leading and trailing) rotating work surfaces has to do work on the leading work surface. But the leading work surface may rotate away before all the gas of this portion can do work. [The loss is equivalent to the loss 6 in [0018]. 5. The gas will flow/leak away from the main direction of flow for work. (This is minimal with working water; so the high efficiency) The inventor finds that unlike the losses in the axial and radial flow gas turbines these losses can be reduced significantly as is done in his embodiments. So, a high efficiency is obtained.

Object of invention

[0023] It is to devise tangential flow rotor assembly embodiments which can function as turbines or blowers or propellers or a combination of these, all with efficiency much higher than current devices.

Statement of invention

[0024] Tangential flow bladed rotors have certain inherent advantages over the axial and radial flow rotors (bladed or unbladed): 1. Stress, strain and friction at the axis and support are significantly less. 2. The area of the work surface can be increased without proportionately increasing the stress, strain and friction. 3. The average perpendicular distance for torque is greater than that for an equivalent axial or radial flow rotor. 4. The working does not fall on the hub. [0025] So, the inventor thought that if the causes of losses said in [0022] are removed a high efficiency will be obtained. Since the curved work surfaces are one cause the first step is to replace them with flat work surfaces with sharp outer edges (to reduce loss due to scattering). But with flat work surfaces also, the working gas stream will fall at high angles of collision except when the work surface is in 'perpendicular to the working gas stream' position (as shown in fig. 2). 1. One advantage is that from the flat work surface, the working gas, after work, is mostly reflected through the rim. The escape of this still energetic reflected gas is easily prevented by a simple fixed structure, 'the rim cover plate', surrounding the rim aspect of the rotor. 2. The other escape route for the working gas is through the two faces of the rotor. This escape is prevented by plates, called 'face plates' between work surfaces, one at one face of the rotor. 3. The high angles of collision for work during much of the work period can be significantly reduced by 'sloped surfaces' at the 'inlet opening' of the rim cover plate. Through the inlet opening, the working fluid flows onto the rotor work surfaces. 4. With an 'inlet tunnel' with ' inlet plates' inside, placed over the 'inlet opening', a linear tangential flow of working fluid can be obtained. If the inlet plates are in continuity with the sloped surfaces in the inlet opening then smooth 'continuous flow pathways' for the inflow of working fluid can be obtained. 5. The rim cover plate has an opening, 'the outlet opening' for the outflow of the gas that has worked, the exhaust gas or that has been worked on.. The outflow can be facilitated by evacuating devices. Then a relative vacuum is formed in the 'work space'. This vacuum greatly facilitates the free inflow of working gas into the work space when the work space comes under the working gas stream in the next spin of the rotor. When the assembly is used as combustion engine for cyclic acceleration of the rotor (the third embodiment) this vacuum greatly helps in evacuating the combustion chamber, which facilitates good combustion in the next cycle of work. 6. The 'rim cover plate', the 'face plates' between work surfaces make the 'work space' of the working gas a closed space till the outlet opening. The choice of placing the 'outlet opening' at different magnitudes of arc from the 'inlet opening' allows for most of the working gas to finish its work. 7. When an embodiment is used as a combustion engine the surfaces against which working gas comes into contact can be made of or coated with heat insulating material. This is possible because of the absence of 'crank mechanism' and absence of friction on these surfaces. In combustion engines this saves a significant energy loss as heat. One can see that possible loses are greatly reduced, hence a high efficiency, significantly higher than those of present piston and rotor engines will be obtained. A slight modification of the axis enables the work surfaces to make a linear motion through some distance in one half of the rotor assembly. This linear motion is useful in many cases. 8. Incidentally the embodiment can be used for work liquids also. 9. Presently axial rotors are used as wind turbines; solar energy is not utilized in them for work. The second embodiment utilizes solar energy for the working gas to do more work. 10. Presently and so far, cyclic acceleration of the rotor, essential in automobiles, has not been attempted in rotor assemblies and rotor combustion engines except in planetary rotary engines. Planetary rotary engines give poorer efficiency with lot of engine problems. The third embodiment, a combustion engine, achieves cyclic acceleration with simple additional structures like 'a combustion chamber', 'rotor spin plate' and valves. 11. Presently, in most combustion engines, around 30% of the heat of combustion is wasted. In the fourth embodiment this heat is utilized by a 'secondary working gas' to spin the rotor of the same rotor assembly. 12. Presently, fans or blowers are axial flow rotor assemblies. These blow in one direction at an instant. But the blades of the axial rotor do not move linearly, one cause for less efficiency. When the axis of the embodiment is made such that the work blades make linear motion also besides a rotary motion then (i) the embodiment achieves better blowing (ii) blowing in opposite directions can be achieved. 13. Presently, only axial flow rotor assemblies are used as propellers. Propulsion in linear direction is needed. But the blades of the axial rotor do not move linearly. Also, the induced draft offers resistance to propulsion. Both reduce efficiency. In the fifth embodiment the blades move linearly also and the induced draft does not offer resistance; so, higher efficiency is attained. 14. Presently, for turbo-propeller function with jet engines, the working gas spins a multistage axial flow rotor turbine; the spinning shaft of the turbine spins an axial flow rotor propeller placed at a distant end of the shaft. In the sixth embodiment, turbo-propeller function is achieved with the same tangential flow rotor assembly; one half for turbine action, the other half for propulsion. 15. Applying relevant laws of collision between gas molecules and work surface in the inherently advantageous tangential flow rotor is the innovative concept on which the inventor 's embodiments are constructed. Detailed description

Basis of construction of the tangential rotor assembly: The construction is described in terms of the rotor assembly functioning as a gas turbine.

[0026] The rotor in the assembly consists of an axis/hub from which flat blades of equal length arise. (Fig.2) The fig. shows 3 work blades Bi, B₂ and B3. Let a linear and laminar working gas stream fall on a blade tangentially such that when a blade is in the 'perpendicular to the gas stream position' the average perpendicular distance for torque is greatest i.e. the gas falls on the outer most portion of the blades. The rotor spins. In the fig. the stream falls perpendicular to blade B2. The work of the gas now is greatest and best because the gas falls at zero angle of collision with average perpendicular distance for torque being greatest; so, the reflected gas is least energetic. The work of the gas stream on a blade in one spin can be considered in terms of two periods.

1. From the time the work surface leaves its 'perpendicular to the working stream position' to the time it leaves the working gas stream. Let this period be called 'second half of work period.

2. From the time the work surface enters under the inflowing working gas to the time it comes to the 'perpendicular to the working gas stream position'. Let this period be called 'first half of work period.

[0027] Possible losses: In the fig. blade Bi is in the second half of work period; blade B3 is in the first half of work period; N is the normal at the point of collision.

1. In the first half of the work period, the gas, after the first occasion of work, is reflected upwards and inwards. The reflected gas may directly escape out or collide against the undersurface of the trailing blade, which will cause the undesired opposite torque. In the early periods of this half the average angle of collision (θi) is high; so, the reflected gas is highly energetic. Then the angle goes on decreasing to zero.

2. In the second half of work period, the average angle of collision (Θ₂) goes on increasing from zero. So, the gas reflected after the first occasion of work is increasingly energetic, is reflected outwards and is a loss. [But, unlike the reflected gas in the first half, it can not cause opposite torque ]

Note that, in both cases, the reflected gas escapes out mainly through the rim. 3. During the whole work period the other escape route for fresh and reflected gas is through the two faces of the rotor.

4. The rim edge (E_R) of blades will scatter the gas stream. (Ep is the face edge of blade)

5. A (the last) portion of gas stream between two successive blades may not do work on the leading work surface because the work surface rotates away from the linear stream before this portion can do work. (Loss 4 in [0022])

6. Loss of heat energy through heat absorbing surfaces; the loss will be significant when the assembly is used as a combustion engine.

The rotor assembly contains means and components to reduce these losses significantly. These are given in the first embodiment. Further embodiments contain modifications to suit various purposes.

First embodiment: (Fig.3 and 3a)

[0028] Fig. 3 shows a face view of the embodiment. Fig. 3a shows a rim view of inlet opening. The embodiment is described mainly in terms of gas turbine function. Parts of Fig.3: 31: Rotor rim plate; 32. Rotor rim cover plate; 33. 'Work space's wall' between blades B₂ and B₃; 34: Worked-on surface of blade B₃. The outer portion of this blade is curved; 35: Inlet inner thick arc; 36: Inlet tunnel's inner slope; 37: Inlet inner thick arc slope; 38: Inlet tunnel; Lr. Inner layers of working gas; 39: Inlet tunnel plate; 310: Inlet tunnel's entry opening (through which work fluid enters into inlet tunnel); 311: Inlet opening's face plate upper edge; the plate is not shown; 312: Inlet opening's inside plate; Gw- Working gas; Lo Outer layers of working gas; 313: Work space's face plate; 314: Inlet tunnel's outer slope; 315: Inlet outer thick arc's slope; 316: Inlet outer thick arc; 317: Outlet opening; 318: Outlet tunnel; 319: A blade; 320: Stud; 321: Axis/hub of rotor; In the fig. work space's face plates between blades B₃ and B4, and blades B₁ and B₂ are not shown.

Parts of Fig. 3a: 35. Inlet inner thick arc. w: Width of the rotor rim cover plate; 37. Inlet inner thick arc's slope. 311: Inlet opening's face plate. 322: Inlet opening. 312: Inlet opening's inside plate. 316: Inlet outer thick arc

The embodiment comprises three main structures. 1. A rotor. 2. A 'rotor rim cover plate'. 3. An 'inlet tunnel' on the inlet opening of the 'rim cover plate' ROTOR:

[0029] The rotor has an axis (321) and/or a hub from which work blades arise directly or spokes (Sp in fig.2) at the ends of which work blades (Bi in fig 2) are formed or attached arise. The said axis is such that, when the rotor spins, the work blades make a continuous rotation motion or such that, when the rotor spins, the blades make linear motions through some distance besides the rotation motion. One form of axis (6^th embodiment) is a fixed linear shaft (to make the linear motion of blades) with rounded ends (for rotation), around which a belt that can rotate is placed; from the outer surface of the belt work blades or spokes with work blades arise.

The rotor can be used as a blower and/or a propeller. The blades on which work occurs or which work are called 'work blades'. A work blade has two types of edges: 1. Rim edge (E_R in fig.2) at the rim of the rotor. 2. Face edge (E_F in fig.2), one at one face of the rotor. The fluid that makes the rotor function as a turbine is called 'working fluid'. The fluid that the blade works on for blower and/or propeller function is called 'worked-on fluid'. The two fluids together is called 'work fluid'. The surface of blade on which fluid falls directly for turbine function is called 'worked-on surface'. The surface of the blade that works on a fluid for blower and/or propeller function is called 'working surface'. The two surfaces together is called 'work surface'.

The work blades are essentially flat blades with smooth surfaces to reduce irregular reflection. The rim edge is the width of the blade. The rim edges of all the blades are at the circumference of the rotor. On the outer portion of the blade the working gas falls tangentially to spin the rotor. The area on which the gas does work is called 'worked-on surface '. The surface of the blade containing this work surface is called 'upper surface '. The opposite surface is called 'under surface '. The size and nature/type of axis/hub are conveniently chosen.

[0030] The outer portion of a work blade may be curved to reduce the high angle of collision in the early periods of the first half of work period (as that of blade B3 in fig.2 and in fig.3)

[0031] The rim edges (E_R) of the 'work blades' are made as sharp as possible to reduce (i) scattering of the gas (ii) friction against rotor rim cover plate to thickened arcs. [0032] The number of work blades depends. Lesser the number better it is because of reasons in [0031]

[0033] The arc between the rim edges of two successive blades is called ' inter-blade arc '. The arcs of all 'inter-blade arcs' may or may not be equal.

[0034] The arc of the rim of the rotor (between rim edges of blades) through which work fluid does not flow for work may be closed by a plate e.g. by a curved rim plate whose curvature is equal to that of the circumference/rim of the rotor. This plate is called 'rotor rim plate' (31). This is useful in cases of cyclic acceleration of the rotor.

[0035] It may be advantageous, especially in the case where spokes with work blades arise from the axis, to have a plate extending from the under surface of a blade to the upper surface of the leading blade. Let the plate be called 'work space 's wall' (33 in fig.3 and W in fig.2). The 'work space's wall' has a width equal to the width of the blades, equal to the width of the rotor rim. The wall will prevent escape of gas towards the axis and accumulation of gas at the axis. Note the angle between the 'work space's wall' and the leading blade. It is such that the working gas stream does not directly fall on the blade wall to cause opposite torque.

[0036] At each face of the rotor there is a plate between the 'face edges' of two successive 'work blades'. This plate is called 'work space 's face plate' (313). The plate may or may not extend up to the axis. These two plates prevent the escape of gas through the faces of the rotor. The 'work space's face plates' at one face of the rotor may be extended to cover the entire face of the rotor. In the fig.3 'work space's face plates' between blades B₃ and B4, and blades Bi and B₂ are not shown. They may or may not be joined to the rotor rim cover plate.

[0037] Let the layers of working gas stream near the axis be called 'inner layers' (Li). Let the layers farthest from the axis, layers at the periphery/rim be called 'outer layers' (Lo).

Note: In all the embodiments the terms 'inner' and 'outer' are used in terms of 'torque distance' from the axis.

ROTOR RIM COVER PLATE (32): Fig. 3a shows rim view of part of this plate containing the inlet opening.

[0038] It is a non-spinning fixed flat plate encircling the rotor with one or more 'inlet openings' (322 in fig.3 a) for tangential inflow of work fluid onto the rotor inside and one or more 'outlet openings' (317) for the outflow of that fluid after work. It encircles the rotor such that the rotor rim rubs against its inside surface with least friction leaving no gap between the rotor and it. In some cases you can leave a small gap. Its width (w in fig.3a) is equal to or slightly greater than the width of the rim of the rotor. Fig. 3 shows one inlet opening under the inlet tunnel and one outlet opening. Fig 3 a shows rim view of the inlet opening. The size and position of the outlet opening depend. [0039] The magnitude of the arc of the 'inlet opening' depends. It may be better if the arc of this opening is equal to the 'largest inter-blade arc'. The position of this opening is such that the working fluid flows through it and falls on the work surface of blades tangentially with average perpendicular distance for torque being greatest. [0040] An arc of the 'rotor rim cover plate' at the inner layers of working gas is more thickened. It is called 'inlet's inner thick arc" (35). Similarly an arc of the 'rotor rim cover plate' at the outer layers of working gas may be thickened. It is called 'inlet's outer thick arc ' (316). Then, when the rotor spins inside the rotor rim cover plate, the rim of the rotor touches the under surfaces of the thickened arcs with least friction. The magnitudes of the two inlet thick arcs depend. It may be advantageous to have the arcs especially the 'inlet's inner thick arc' equal to or greater than that of the biggest 'inter-blade arc'. [0041] The inlet thick arcs serve useful purposes E.g. 1. It is undesirable to leave a gap/space between the rotor rim and the 'rotor rim cover plate' e.g. the working gas (fresh or worked) can leak through this gap around the rotor in direction same and opposite to the spin of rotor causing problems like opposite torque, resistance to spin. But if there is no gap (i.e. the rim of the rotor rubs against the 'rotor rim cover plate') friction occurs between rotor rim and the 'rotor rim cover plate's under surface throughout 360 degree of spin. This extra thickening reduces the friction to the areas of the thickenings only and also prevents the leakage of the working gas. E.g. If the magnitude of the 'inlet inner thick arc' is greater than that of the largest 'inter-blade arc' then leakage in the direction opposite to spin is prevented. The magnitude of the arc of the 'inlet outer thick arc' depends. It may be advantageous to have the arc greater than that of the largest arc of steps. This ensures a good and longer closed "work space ' for gas to do work. (Refer later) 2. This increased thickening helps to form slopes (37) and (315) [0042] The surface of the 'inlet's inner thick arc' facing the inner layers (Li) of working gas is sloped such that inner layers of the incoming working fluid falling on it is deflected outwards to fall on the work surface at reduced angles of collision. Let this slope be called 'inlet inner thick arc's slope' (37).

[0043] The surface of the 'inlet's outer thick arc' facing the outer layers (Lo) of working gas may or may not be sloped. In fig. 3 it is sloped (315). If sloped, then the working fluid falling on it gets deflected inwards to fall on the work surface (especially in the second half of work period) at reduced angles of collision. Let this slope be called ' inlet outer thick arc 's slope' (315). If it is not sloped then it may be advantageous to have this surface parallel to tangentially inflowing fluid.

[0044] The two inlet thick arcs are joined by two plates, one at one face of the rotor assembly. Let the plates be called 'inlet opening's face plates' (311 in fig.3 and 3 a. In fig.3 the arrow shows the top edge of the plate). These face plates prevent the escape of working gas through the two faces of the rotor at the inlet opening. So, the 'inlet opening' is surrounded by the slopes 37 and 315 of the two inlet thick arcs and the two 'inlet opening's face plates'.

[0045] Inside the 'inlet opening', there are plates extending between the 'inlet opening's face plates'. These plates are sloped to deflect the incoming work fluid outwards to make it fall on the work surface at reduced angles of collision. Let these plates be called 'inlet opening inside plates' (312). Note that as one goes towards the outer layers lesser deflections are needed.

[0046] The 'rotor rim cover plate' has an opening called 'outlet opening' (317) for the outflow of work fluid after work. A tunnel called 'outlet tunneV (318) extends from the outlet opening. It helps in the outflow of work fluid in the desired direction. If necessary, exhaust devices may be provided at the outlet opening or tunnel to fully evacuate the work fluid after work. Then a relative vacuum is formed in the work space. This vacuum greatly helps e.g. in the good inflow of working gas into the work space when the space comes under the working gas in the next spin.

[0047] The 'rotor rim cover plate' is fixed in position with respect to the rotor. This can be achieved in many ways. E.g. by spokes extending from the side of cover plate to a non-spinning shaft around the axle. [0048] If necessary 'studs' (320) arising from the undersurface of the 'rotor rim cover plate' can be placed beyond the outlet opening; its height is such that the rim of the cover plate just touches its apex with least friction. Let this be called ' cover plate stud. This stud may stabilize the spinning rotor.

[0049] The space enclosed by a two successive 'work blades', 'work space's face plates', axis/hub or the 'blade wall' and the 'rotor rim cover plate' is called a 'work space'. Then, except when under the rim cover plate's inlet opening and the outlet opening, the work space is a closed space.

INLET TUNNEL

[0050] It is a tunnel fixed on the 'inlet opening' of the 'rotor rim cover plate'. It is fixed such that through this tunnel, work fluid flows tangentially onto the rotor. It is called

'inlet tunneV (38). The opening through which the working fluid enters into the tunnel from outside is called 'inlet tunnel's entry opening' (310). The dimensions of the tunnel depend.

[0051] The base of the tunnel on the 'inlet's inner thick arc' may be sloped. This slope is called 'inlet tunnel's inner slope' (36). This slope aids the function of the 'inlet inner thick arc's slope (37) in deflection of working fluid.

[0052] Similarly, the base of the tunnel on the inlet's outer thick arc' may be sloped if there is the 'inlet outer thick arc's slope'. It is called 'inlet tunnel's outer slope ' (314).

This aids the function of the 'inlet outer thick arc's slope' (315).

[0053] In the tunnel, there may be plates and/or structures to aid the linear and laminar flow of work fluid. Let them be called 'tunnel plates' (39). A tunnel plate may be joined to a corresponding 'inlet opening's inside plate' (312). Then continuous flow pathways are formed through the tunnel and the rim cover plate inlet opening. Let these pathways be called 'inlet flow pathways' . Note that the wall of the inlet tunnel facing the reader is not shown in the fig. This is to show the inlet flow pathways. Inlet flow pathways' dimensions, material and their lining surfaces are made such that as much linear and laminar flow of work fluid are obtained. Additional structures may be provided to attain laminar flow.

[0054] The inlet tunnel (with its tunnel plates), 'inlet's inner thick arc', 'inlet's outer thick arc', ' inlet opening's inside plates', 'inlet opening's face plates', and the 'inlet opening' together is called One inlet set up'. The structures, the inlet set up, the exhaust gas opening and the part of rim cover plate between the inlet set up and the outlet opening in the direction of the spin of rotor together is be called 'owe work set up" In the fig.3 one work set up is shown. You can have more than one 'work set up' in the same rotor assembly to increase the power output from the rotor inside. Additional structures (Not shown in the fig.) are provided for lubrication to reduce friction. [0055] The surfaces against which the working gas can come into contact are made as smooth as possible to reduce irregular reflection. These surfaces may also be made of heat insulators like ceramics or be lined with heat insulators like' thermal barrier coatings'. This reduces heat loss. Best mode of function as a turbine:

[0056] A linear laminar stream of working fluid flows in the inlet flow pathways onto the rotor. The slopes (36), (37) (312) (314 and/or (315), help the work fluid fall at lesser angles of collision at the first occasion of work. After maximum work is obtained the exhaust fluid flows out through the outlet opening. If the exhaust fluid is completely removed the blades' space becomes a vacuum, which greatly helps in the flow and work of working fluid in the next spin.

[0057] Advantages as turbines: 1. Efficiency is much higher than that of axial or radial inflow or their mixed flow rotor assemblies because of (i) significant reduction of possible losses [0027] (ii) absence types of losses in axial and radial flow rotor assemblies [0018] (iii) Escape of working fluid is prevented by rotor rim cover plate and work-space face plates. 2. Stress and strain on blades and at the axis and friction are significantly less mainly because it is a tangential flow rotor. [0024]. [0058] Further embodiments have modifications to suit specific purposes.

Second embodiment (Hg.4)

[0059] Parts: 49: Inlet tunnel plate; 423: Solar radiations; 425: Solar collector; 424; Solar reflector.

[0060] The modifications are to make the first embodiment use solar energy also to make the working gas like wind do more work. The law of absorption of heat energy by gases as kinetic energy [0006] is utilized.

Modifications and function: [0061] The shape of the inlet tunnel at its inlet opening may be modified e.g. diverged as in the fig.4 to capture more wind.

[0062] Areas of 'inlet set up' and other areas through which 'solar radiations' (423) can pass through, to get absorbed by the wind for more work, are made 'heat transparent'.

[0063] 'Solar reflectors' (424) may also be placed around the embodiment to reflect solar radiations onto the heat transparent areas. These radiations (besides the direct radiations) will make the wind do greater work.

[0064] 'Solar collectors' (425) may be placed in the inlet set up under the heat transparent areas. (This will make the wind turbine useful at nights and during lesser winds.)

Third embodiment (Fig.5)

[0065] Parts: 526: Spin plate; 527: Spin plate's closing end; 58: Inlet tunnel; 528: Inner rim gap; 529: Inner rim gap valve; 530: Inlet chamber top wall; F_L: Flow of working gas from inlet chamber onto the inlet tunnel; Fj: Jet propulsion force; 531: Spin plate's opening end; 532: Inlet chamber space; 533: Outer rim gap valve.

[0066] The modifications are to make the first embodiment function as a combustion engine. Described here is for cyclic acceleration of the rotor. Working gas is produced during combustion of fuel. For cyclic acceleration cyclic production of working gas may be preferable.

Modifications:

[0067] A chamber is placed above the 'inlet tunnel's inlet opening' such that the chamber opens into inlet tunnel. The chamber is called 'inlet chamber' (530). The dimensions of the inlet chamber depend but it may be preferable if the dimensions of its opening onto the inlet tunnel and the dimensions of the 'inlet tunnel's entry opening' are equal. The chamber is provided with structures to bring air or fuel or air-fuel mixture and structure for combustion of fuel.

[0068] There is a gap between the under surfaces of the walls of inlet chamber and the upper surfaces of the walls of the inlet tunnel. This gap, through which gases can escape out, can be divided into types: 1. Face gaps, one at one face of the assembly; so there are two face gaps (not shown in the fig.) 2. Rim gaps through which gas can escape rimward. [0069] The two face gaps are closed by plates or by extension of the walls of either the inlet chamber or the inlet tunnel. (Both these options are not shown in the fig.) So, gas escape through the faces is prevented.

[0070] The two rim gaps are called "inner rim gap⁷ (528) and 'outer rim gap" (not labeled in the fig. because it is occupied by the spin plate (526); the terms inner and outer being used in terms of torque distance from the axis [0037]. It means the inner rim gap is nearer the axis.

[0071] There is an incomplete circular plate called 'spin plate^* (526). So, the plate has two ends. The arc between the two ends (between which the plate is absent) is called 'spin plate opening" (not labeled in the fig ). The plate is attached e.g. by spokes to the axis of the rotor. So the plate will spin with the rotor. The plate spins through the two rim gaps such that there is no gap between it and the under surfaces of walls of the inlet chamber or the upper surfaces of the walls of the inlet tunnel. Absence of these gaps prevents flow of gases from and into inlet chamber and inlet tunnel rimward. Note that in the fig. the rotor will spin clockwise due to the work of working gas and so the spin plate will spin clockwise.

[0072] One end of the spin plate is called 'closing end (527); called 'closing' because when it spins under the inlet chamber the chamber starts getting closed. The other end is called 'opening end" (531); called 'opening' because when it spins under the inlet chamber the chamber becomes open onto the inlet tunnel.

[0073] Note that when the spin plate spins the 'spin plate opening' and the spin plate will come under the inlet chamber (so, over the 'inlet tunnel's entry opening') once in every spin of the rotor. When the spin plate is under the inlet chamber occupying the two 'rim gaps' the space enclosed by the inlet chamber and the spin plate will be a closed space. This space is called 'inlet chamber space'. (In the fig. this space is not closed) [0074] As the spin plate spins and when the spin plate does not occupy the rim gaps then gases can escape through these gaps. To prevent this escape, valves 529 and 533 are provided at the 'inner rim gap' and 'outer rim gap' respectively. The valve at the 'inner rim gap' is called 'inner rim gap valve' (529). The valve at the 'outer rim gap' is called 'outer rim gap valve' (533). Both the rim gaps are opened and closed by these valves as the two ends of the spin plate enter and leave them without leakage/escape of gases. This can be achieved in many ways e.g. by operating the valves by cam and/or springs attached to the spin plate or axis.

[0075] The 'inlet set up¹ in this embodiment consists of the inlet chamber, rim gap valves, the inlet tunnel (with its tunnel plates), 'inlet's inner thick arc', 'inlet's outer thick arc', 'inlet opening's slopes', 'inlet opening's face plates', and the 'inlet opening'. Function in one cycle in one spin of the rotor:

[0076] The cycle begins when the 'inlet chamber space' is closed. (In the fig. you can get this by slightly rotating the spin plate anticlockwise) Now compressed air (in case of compression ignition) or air-fuel mixture (in case of spark ignition) is brought in the space. This can be achieved in many ways e.g. by a piston and cylinder set up, the piston being cyclically moved to and fro in the cylinder by using the spin plate; gases to be compressed being present in the cylinder. Alternatively compression of these gases can be achieved inside the inlet chamber. The rotor is spun initially (starting). The spin plate, being attached to the rotor axis spins also in the same speed. When the 'spin plate's opening end' (531) comes into inlet set up (as in the fig.) the following happen:

1. The 'inner rim gap valve' (529) closes the 'inner rim gap' (528) (as shown in the fig).

2. The 'inlet chamber space' opens onto the inlet tunnel. 3. Compressed gas will begin to flow (F_L) from the 'inlet chamber space' onto the inlet tunnel (shown by an arrow in the fig ). 4. As the spin plate spins the 'inlet chamber space' becomes more and more open. [0077] Combustion is started now; e.g. by producing a spark in case of spark ignition or by injecting fuel in case of compression ignition. The set up for this is not shown in the fig. When (the exact moment), where and at how many points the combustion is started in the inlet set up depends. E.g. it may be in the inlet chamber (then it functions as 'combustion chamber ^*) and/or in the inlet tunnel or at both places; It may be when the 'inlet chamber space is partially or fully open; it may be at one or more points. The working gas produced flows through the inlet tunnel onto the rotor. When the 'spin plate's opening end' (531) goes out of the 'inlet set up' through the 'outer rim gap', the 'outer rim gap valve' (533) closes the 'outer rim gap. Then until the 'spin plate's closing end' comes into the 'inlet set up' both the 'rim gap valves' will be closing their respective 'rim gaps'. Now the inlet chamber and inlet tunnel become one continuous closed chamber. When the 'spin plate's closing end' comes into the inlet set up the 'inlet chamber space' begins to become closed. When this end goes into the 'outer rim gap' the 'inlet chamber space' becomes completely closed again. Till this instant the combustion gas can flow from the inlet chamber onto the inlet tunnel. The cycle ends. [0078] Described above is acceleration of rotor during part of every spin. You can achieve acceleration every second, third... n^Λ spin.

[0079] Note that a 'jet propulsion force' (Fj) can act on the top wall (propulsion area) of the inlet chamber. This force can be used for propulsion of the automotive in which the embodiment is present. For maximum propulsion force (i) the compressed air and fuel or air-fuel mixture should not be brought through the propulsion area; (ii) the propulsion area is made smooth to reduce irregular reflection; (iii) the propulsion area is flat; if curved only a component of propulsion force of a gas molecule propels [0007] (iv) if many such chambers are used for increased propulsion then these propulsion chambers must be parallel to one another so that the jet propulsion forces in them are parallel and in the same direction because forces get added vectorialy. These are not adopted in the present day jet propulsion chambers, which are some of the causes that reduce efficiency.

Fourth embodiment (Fig.6)

[0080] In any of the embodiments especially the 'combustion engine embodiment', the third embodiment, if the areas, against which the working gas comes in contact, are made of metal (without heat insulation) the heat loss through the metal may be significant. Presently, in the piston and rotor engines, this heat loss is around 30%. The fourth embodiment uses this heat for further work on the rotor of the same assembly. Only the general principles of the embodiment are given. Modification and working:

[0081] The rotor assembly has one or more 'work set ups\ called 'primary work set ups' by which the rotor inside gets accelerated by a 'working gas/es', called 'primary working gas/es. The areas of the 'combustion engine embodiment' through which heat gets radiated out is surrounded air-tightly by a chamber made of heat insulating material like ceramics or lined with heat insulating material like thermal barrier coating. This chamber is called 'heat recovery chamber' (634). In the fig. 630 is the inlet chamber of third embodiment. In the space between the 'heat recovery chamber' and the rotor assembly, a fluid like water or a gas like air is placed. This fluid is called 'secondary working fluid' (635). It absorbs the heat radiating out of the metal areas. If the secondary working fluid is water then it absorbs the radiating heat and changes to steam which further absorbs the heat and becomes 'secondary working gas⁷, if it is air or any other gas then it absorbs the heat and becomes the 'secondary working gas'.

[0082] The 'secondary working gas' flows out of the 'heat recovery chamber' through a passage (636). The passage ends in the inlet tunnel of 'a work set up' called 'secondary work set up' in the same assembly, the 'secondary work set up' comprises the inlet tunnel (638) with inlet plates, rim cover plate inlet opening with slopes in it and the outlet opening (640). 637 and 639 in the fig. are the inlet inner and outer thick ars respectively of the 'secondary work set up'.

[0083] The 'secondary working gas' flows and works on the rotor; after work it (the 'secondary exhaust gas ' flows and/or made to flow out of the outlet opening of he secondary work set up. Then it is made to flow through a passage (641) into the heat recovery chamber. Here it again absorbs the heat to become again a 'fresh secondary working gas'.

Fifth embodiment (Fig.7)

[0084] The first embodiment containing an axis to make linear motion also is modified to be used a propeller.

Principle: You can divide the rotor assembly into two halves. 1. Propelling half 2. Non- Propelling half. In each half the work blades make a linear motion besides rotation. The linear motion of the blades is mainly used for propulsion. Consider a fluid present in one half of the embodiment having an 'inlet set up' and an Outlet opening; the outlet opening preferably being in line with the inlet opening. The rotor is spun. A moving blade (B₁) applies a force on a volume of fluid and blows the volume out through the 'outlet opening'. The linear motion of the blade helps in better blowing. Then, by Newton's third law, this volume of fluid will apply a reaction force on the blade. This force (since it cannot act on the blade in its direction) gets transferred to the axis where this force acts and propels the rotor assembly. If the reaction force is strong enough it can propel any structure attached to the rotor assembly i.e. the assembly acts as a propeller. But, if fluid is present in the other (non-propulsion) half of the rotor, an opposite propulsion force will arise in this half and reduce the propulsion due to the action in the first half. So, it is necessary to significantly reduce any fluid in this half. With correct number and positioning of the blades on the axis the propelling forces in other directions can be greatly reduced. P_D is the direction of propulsion.

Modifications and working: In the fig. the upper half is the propelling half. The axis is spun clockwise.

[0085] Propelling half: It has an inlet tunnel (78), opening into the rotor cover plate inlet opening. The fluid to be worked-on (W_F) flows through this. The worked-on fluid flows out through the Outlet opening' (717). The fluid may be a gas like air or a liquid like water.

[0086] At the junctions of the propelling and non-propelling halves, at inlet and outlet sides, arcs (742 and 744) of rotor rim cover plates are thickened like the inlet's inner and outer thick arcs. So that the work blades rub against the inside surfaces of these thickenings; so gas flow from the propelling half into the non-propelling half is much reduced.

[0087] Non-propelling half: In the rotor rim cover plate an outlet opening called

'evacuation opening' (743) is made. Through this opening, fluid (that can be worked-on in this half) is evacuated out (by pumping devices) to make less fluid available on in this half. This reduces very much the opposite propulsion force in this half.

Sixth embodiment: (Fig.8)

[0088] This embodiment is to make the first embodiment function as a turbo-propeller. The axis, as said in the first embodiment, preferably consists of a non-spinning linear shaft with rounded ends (848) on which a belt that can rotate is placed; the work blades (846 and 853) arise from this belt. This axis eliminates the need for the cumbersome gears and toothed belt or sprockets and chains. One half of the embodiment, called 'turbine half (T_h) is used for turbine action. The other half, called 'propeller half (Ph) is used for propeller action. Modifications and function:

[0089] The turbine half (Th) contains a 'work set up' comprising an inlet set up (inlet tunnel (844), inlet opening (845) etc.) and an outlet opening (849) The working gas (e.g. a combustion gas) flows through the inlet set up, works on a blade (846) and spins the rotor. After work the exhaust gas flows and/or taken out of the outlet opening. [0090] The propeller half also contains an 'inlet set up' (comprising an inlet tunnel (851), inlet opening (852) etc) through which fluid that will be worked on (worked-on fluid) flows onto the rotor. Work blade, rotating into this half, works on this fluid; the fluid in turn applies a reaction force which acts as a propulsion force, propelling the rotor. Some worked-on fluid may flow into the turbine half from the propeller half at the outlet opening of the propeller half. This flow may disturb the inflowing working fluid in the turbine half. To prevent this in the rotor rim cover plate (i) an arc (857) of the plate at this sidζ may be thickened (ii) an evacuation opening (856) is made to which evacuating devices may be attached to evacuate the fluid.

[0091] If gas is the worked-on fluid in the propeller half then the exhaust gas of the turbine half may additionally be made available at the inlet set up in the propeller half for increased propulsion because propulsion is proportional to the density of the 'worked on fluid'.

Scope of the invention

As said the invention can be used as a turbine or a blower/compressor or a propeller or a combination of these. Although the invention has been described with reference to specific embodiments this description is not to be construed in a limiting sense. Various modifications, additions and alternative embodiments will become apparent without departing from the spirit and scope of the invention as defined in the appended claims to a person skilled in the art upon reference to the description of the invention.

Claims

Claims I claim

1. Tangential flow rotor assembly embodiments comprising mainly a tangential flow rotor, a rotor rim cover plate and an inlet tunnel with or without an inlet chamber.

2. The said tangential flow rotor in claim 1 has an axis and/or a hub from which work blades arise directly or spokes at the ends of which work blades are formed or attached arise. The said axis is such that, when it spins, the work blades make a continuous rotation motion or such that the blades make linear motions through some distance besides the rotation motion. One form of axis to make the linear motion of blades is characterized with a fixed non-spinning linear shaft (for blades' linear motion) with rounded ends (for blades rotation), around which a belt that can rotate is placed; from the outer surface of the belt work blades or spokes with work blades arise.

3. The work blades of the rotor said in claim 2 are essentially flat blades with smooth surfaces; in some cases the outer portion of the blades may be' curved so that the work fluid falls at least angles of collision on the first occasion of work especially in the first half of work period

4. The rim edges of the work blades of the rotor in claim 2 are made as sharp and smooth as possible to reduce the scattering of gas and friction against the inside surface of rotor rim cover plate

5. The said rotor in claim 2 has a plate extending from the under surface of a blade to the upper surface of the leading work blade to reduce flow of fluid towards the axis and accumulation there.

6. The said rotor in claim 2 has a plate, one at one face of the rotor, extending between the face edges of two successive work blades said in claim 2 to prevent flow of work fluid to and from the rotor through the faces of the rotor; the plates may be extended to cover the full face of the rotor or the assembly.

7. The arc of the rotor through which work fluid does not flow onto the rotor for work may be closed with a plate preferably circular with curvature equal to the rim of the rotor.

8. The said rotor rim cover plate in claim 1 is a fixed non-spinning plate encircling the said rotor in claim 1 with one or more inlet openings for inflow of work fluid and one or more outlet openings for the outflow of the fluid after work; the location of the inlet opening is such that the work fluid flows through it to fall on the rotor tangentially with perpendicular distance for torque being greatest.

9. The rotor rim cover plate said in claim 8 has arcs of increased thickening on either rim sides of inlet opening, called inlet inner and outer thick arcs; the surface of the inner thick arc facing the inner layers of work fluid is sloped such that the inner layers of the inflowing work fluid fall at lesser angles of collision on the first occasion of work on the work blades; the surface of the outer thick arc facing the outer layers of the inflowing work fluid may either be sloped such that the outer layers of the inflowing work fluid fall at lesser angles of collision on the blades or may not be sloped ; if not sloped it may be preferable to have this surface parallel to the tangentially inflowing work fluid.

10. The inlet inner and outer thick arcs said in claim 9 are joined at the faces of the rotor by plates to prevent the escape of fluid through the faces at the inlet opening.

11. The said plates in claim 10 are joined by plates that may be sloped to make layers of inflowing fluid to fall at lesser angles of collision on the work blades.

12. The said outlet opening in the rotor rim cover plate in claim 8 may have a tunnel on it to make the outflow of the fluid, after work, in the desired direction; evacuating devices may placed at the outlet opening or the outlet tunnel to expedite and complete the outflow of fluid after work.

13. The said rotor rim cover plate in claim 8 may have studs extending from the inside surface.

14. The said inlet tunnel in claim 1 is fixed on the inlet opening such that the work fluid flows linearly in it and tangentially to the rotor through the inlet opening; the shape and dimensions of the tunnel are such that they aid linear, and tangential flow of work fluid.

15. The base of the inlet tunnel said in clam 14 on the inlet inner thick arc said in claim 9 is sloped to aid the function of the slope of this arc.

16. The base of the inlet tunnel said in claim 14 on the outer thick arc said in claim 9 may or may not be sloped; sloped to aid the function of slope of the outer thick arc.

17. The said inlet tunnel in claim 14 has plates inside it to aid in the linear and tangential flow of work fluid; the said plates are joined to plates in the inlet opening said in claim 11 so that continuous flow path ways are formed for the inflowing work fluid; the linings of the flow pathways are such that they aid in the smooth laminar flow of work fluid.

18. The surfaces, of the said rotor assembly in claim 1, against which working gas can come into contact are heat insulated e.g. they may be made of heat insulators or coated with thermal barrier coatings. This is to prevent heat loss.

19. Any of the embodiments said in claim 1, when used for utilizing solar energy also for more work by work fluid, is further characterized with: (i) Especially in case of wind as work fluid the shape of inlet tunnel may be modified to capture more wind (ii) The areas through which solar radiation can enter into the assembly to get absorbed by the working gas for more work are made heat transparent (iii) Solar collectors may be placed in the assembly especially in the inlet tunnel (iv) Solar reflectors may be placed around to reflect solar radiations onto the heat transparent areas said in (i) above.

20. The rotor assembly said in claim 1 when used as a combustion engine further comprises an inlet chamber for combustion or for compression of gas/es and then combustion, over the inlet tunnel opening onto the inlet tunnel. When the embodiment functions for cyclic acceleration of the rotor it is further characterized with: (i) The inlet chamber is provided with facilities for cyclic inflow of oxygen or air and fuel and facilities for combusting them (ii) The gaps at the faces of the assembly between the walls of the inlet chamber and the inlet tunnel are closed by plates or extension of the walls of the inlet chamber and/or the inlet tunnel (iii) An incomplete circular plate is attached to the axis or rotor so that the plate spins with the speed of the rotor; it spins through the rim gaps between the walls of the inlet chamber and inlet walls; while spinning thee is no gap between it and the wall to prevent leakage of gases (iv) Valves are provided at the rim gaps to prevent escape of gases through these gaps; both the rim gaps are opened and closed by these valves as the two ends of the spin plate enter and leave them without leakage/escape of gases.

21. The said rotor assembly said in claim 1 especially when used as combustion engine said in claim 20 may be characterized further with to utilize the heat that may radiate out: (i) A heat recovery chamber surrounding air tightly areas through which heat may be radiated; a fluid that can work is placed inside (ii) a pathway from the chamber for the flow of this work fluid to a secondary inlet set up in the same rotor assembly (iii) outlet opening for the outflow of this fluid (iv) a pathway from the outlet opening to the heat recovery chamber.

22. The said rotor assembly in claim 1 when used as a propeller is further characterized with: (i) An outlet opening in the non-propelling half to evacuate this half of fluids (ii) arcs of increased thickening of rotor rim cover plate at the junction of the propelling and non-propelling half.

23. The said rotor assembly in claim 1, especially when used as a turbo-propeller is further characterized with (i) arc of increased thickening of rotor rim cover plate at the junction of the turbine half and propeller half to facilitate the prevention of flow of fluid from the propelling half into the turbine half at the inlet set up of the turbine half (ii) Pathways for the flow of fluid that has done work in the turbine half into the inlet tunnel of the propelling half for added propulsion.

24. The inlet chamber/s in any of the embodiments, or any chamber/s for 'unbalanced force propulsion' when the 'jet propulsion force' (Fj) on its/their jet propulsion area/s is/are used for propulsion of the automotive in which the embodiment is present, is/are further characterized with for maximum propulsion force: (i) the compressed air and fuel or air-fuel mixture are not brought through the propulsion area; (ii) the propulsion area is made smooth to reduce irregular reflection; (iii) the propulsion area is flat (iv) if many such chambers are used for increased propulsion then these propulsion chambers are made parallel to one another so that the jet propulsion forces in them are parallel and in the same direction.