Patent Application
20130139515
Power plants typically produce peak power within a single proscribed operating range. This range is a design specification and invariably operation outside it is undesired. In instances requiring high power production, performance while underloaded is a secondary consideration and often the inefficiencies associated therewith are written off, as negligible in some instances such as wherein underloaded conditions are only encountered at the beginning and end of a long cycle. In some applications, the upper loading range can be an order of magnitude, or more, higher than the underloaded range. It is the inventor's understanding that the prior art is insufficient in offering a single power plant offering plural optimal operating ranges wherein the ranges are widely disparate in nature and wherein the power plant and the system comprised thereof are adequately small, lightweight, and simple.
Hybrid systems have shown to be, thus far, the most efficient method of operating machinery, particularly vehicles. However, hybrid systems inherently incorporate multiple modules, each with its corresponding mass, volume, and complexity. Flywheels and batteries can be as massive as the prime movers they complement. In an effort to design purely complementary systems, the prime mover is constructed to be as small and light as possible, and the volumetric flow of combustion gases therethrough restricted to as little as possible, for reasons known to practitioners in the art. The maximum output is limited in such cases to the sum of energy stored and energy from the prime mover. Too often this is far insufficient, leaving industry with no non-hybrid choice but to waste considerable energy using a large engine to operate in the underloaded state, or fit a single piece of machinery with two prime movers. The hybrid solutions utilized to obviate these wasteful scenarios are complex and inordinately cumbersome. Although in certain applications theoretical optimizations of energy can be reached, the resulting masses and sizes of the resulting machines are simply out of consideration in many fields of endeavor.
Specifically in dealing with high-power hybrid systems, a not uncommon example is the combination of an energy-storage mechanism with a turbine. Complexity and additional mass and size result from efforts to selectively engage one to the other, and both and/or one to the driven means. Also, considerable energy is wasted in the intermittent starting from standstill of the turbine. The most glaring drawback, however, is the fact that there are necessarily entailed three means; one for energy creation, one for energy storage, and one for energy transmission. In many uses this does not matter much, for the machinery that use the devices are slow, stationary, and/or off-road, such that size is not of issue, and, as mentioned, they are hybrid, such that energy put into acceleration of the superfluous mass is reclaimed during deceleration. However, there is still felt a need in the art for an equivalent system that is lighter, smaller, and faster.
Disclosed is a power plant incorporating the attributes of a gas turbine engine, flywheel, and generator (hereafter “TF”) in an integral unit of remarkable compactness, obviating prior art solutions providing three disparate units, consequently reducing the overall weight and volume of hybrid systems. Also disclosed is machinery or a vehicle for use with the TF comprising a pressurized chamber, or pressure accumulator, and supplemental electrical and pressurized apparatus which cooperate to effect a method typically embodied by:
a) a low-power, hybrid mode characterized by high efficiency; and
b) a high-power mode characterized by high torque.
Various (i.e. compressor, turbine) stages of the TF are arrayed with magnetized elements. The elements could represent a core of each rotor blade, being overlaid with a harder, sturdier material, or, if feasible, the blades themselves. Also envisioned are, in lieu of the foregoing or supplemental thereto, magnetized elements in other places, so long as those places are areas of high velocity near stationary (stator) locations capable of interacting with the elements. Coils are placed within said stationary locations and the electrons within them experience electromotive force due to the magnetic flux caused by passing magnets, creating energy. Conversely, movement of the electrons in the coils due to external electromotive forces causes physical acceleration and deceleration of the magnets.
The utilization of the TF as a flywheel is thus inherent. Intermittent periods of combustion in the combustion chambers accelerate the TF to a first speed and then combustion ceases. The intake and exhaust paths of the TF are hermetically sealed. The TF, via means to be described later, continues to force air toward the combustor, whence it is withdrawn by a small pump, thereby effectively evacuating the TF and allowing it to spin with negligible drag. Electrical energy is drawn out of and into the rotating TF, decelerating it and accelerating it, respectively. Frequency and duration of the periods of combustion will be determined to disallow the rotational inertia of the TF falling below a level known to be minimal for power demands from consumers, and/or for unaided restart of the combustion process (in fact, due to the inherent method, a starter is obviated altogether).
The exhaust passed downstream from the final turbine stage is accumulated in a pressure accumulator, preferably a large one representing the majority of the machine/vehicle not needed to support life. The exhausted air will be so lean (depleted) that it should surround the fuel tanks, motors, etc., such that the machine/vehicle and its constituent parts cannot of themselves combust.
The accumulator will pressurize with exhaust until a certain pressure exists, at which point it is cut off from the TF via the latter's being hermetically sealed. The exhaust slowly expands (to environment) in a small reversible pump/motor or turbine which drives a shaft which turns a small, typical motor/generator. All pressures within the TF will atrophy to less than one atmosphere.
Said small motor/generator, magnets/coils of the TF, motors (i.e. traction motors of a vehicle), and other conceived consumers communicate electricity, via respective transformers, inverters, converters, and so forth, along a DC bus.
In a preferred embodiment, a novel gas turbine power plant is used to complement the nature of the hybrid operation, and consists of an everted flow-path with the turbine stages disposed radially inwardly of the compressor stages. The first compressor stage and second turbine stage are of the centrifugal type, providing the highest possible head over the shortest axial length, and effecting narrow, combined, concentrically paired ducts for the intake and exhaust. In other words, the TF exhausts and intakes from the same end, the exhaust and intake are parallel and concentric, and the combustion is at the other end. By careful placement of all intervening items, the entire system should be capable of fabrication to dimensions not in excess of 2.5 feet in any direction, enabling its placement within a passenger vehicle or other environment where size is restricted. Also, proper material selection should result in a mass not much higher than a typical hybrid vehicle. However, larger, more or less massive versions could be utilized in heavy machinery, large vehicles, water- and air-craft, etc.
One thing should be pointed out concerning the novel power plant geometry. All stages are arranged to, when the main unit is sealed off, force air toward the combustor. With proper placement of bypass valves—specifically inter-stage seals that automatically leak when a pressure-drop across them falls below a threshold—the power-plant, not only efficient in its use of space, evacuates itself much more quickly from a single bleed point (preferably in the combustor) than traditional (linear axial) systems ever could, further reducing the number of moving parts. Again, the TF charges an accumulator, the pressure in the accumulator drives a pump, the pump, TF, and utility motors direct electrical energy away from and toward each other along a DC bus. A heat exchanger directs the initial intake air past the air traveling from the last turbine stage to the accumulator. Further, a recuperator can be advantageously positioned to heat the combustor inlet with a turbine outlet. The recuperator, the heat exchanger, and supplemental heat exchanges inside the accumulator, such as the heating of fuel, should sufficiently cool the exhaust air so that it does not harm the chamber, which is desired since the materials best suited for the accumulator due to their tensile-strength-to-weight ratios decompose at high temperatures.
During sustained high power output all available power is directed to the compressor/turbine module attached to a main drive shaft. In the preferred embodiment, the first turbine stage produces work whose sum is delivered to said shaft after having the work of the axial compressor stages subtracted therefrom. Also, in the preferred embodiment, the second turbine group, of the centrifugal type, drives the first compressor, also of the centrifugal type. This stage has also associated therewith its own corresponding magnets and coils, and as it rotates freely, in a preferred embodiment, of the main module, its power will be fed in the form of electricity to the magnets of the main module, and thereby, to said main shaft. Additionally, the downstream, post-chamber reversible pump/motor or turbine, will no longer expand the accumulated exhaust slowly, but will be run up to a maximum speed, while the transformer associated with its corresponding electrical generator, of the variable type, will have its ratio changed (as would a mechanical transmission, its ratio should always be varied to allow the generator, when the generator drives the TF, an electro-mechanical advantage; likely this could be effected by constantly varying the number of coils connected in series on the toroid) to match the now rapidly turning and highly torqued shaft associated with the generator. In this way the constant stream of exhaust into the chamber can be dealt with and its high pressure utilized for optimal power production. The pump/motor can also be wastegated by another system within the machine. Consequently, this considerable electrical power produced by the reversible pump/motor or turbine will be fed, via the generator and transformer, to said magnetized vanes of the main (axial) compressor, the confluence of it with said EMF from the turbo-charging stage will further torque the main shaft, complementing the physical torque from the first turbine stage, such that, although the turbines and other producers of energy are spread about the overall system, the shaft transmits, selectively or not, all available power to the high-output consumer.
An electrical control system will selectively connect (as well as convert, invert, and/or transform, as needed) each driven and drivable element with the DC bus, via prior-art means. An AC bus is not unforeseen, however due to the inflexibility associated with its embodiment, it would disallow the independence of all the systems, and would therefore be difficult to realize in a dynamic system, without extensive control provisions. For static systems, with masses, volumes, geometries, and electrical components matched for a predetermined energy production, alternating current could be preferred.
However, the advantage of the DC bus is that it obviates transmissions and clutches, and any shafts, axles, gears, levers, housings, collars, and cooling and lubricating systems associated therewith. A control system will actuate small switches and corresponding governors of current, such that the consumers and producers always operate at the most efficient, or demanded, speed and torque. For the TF during flywheel stage, this speed is much higher than is achievable by the fluid reaction on the turbine vanes. The traction motors can decelerate the vehicle (if it is a vehicle the system is being used in) or accelerate it, regardless of speed of the vehicle, and the TF can always be accelerated, despite the fact that it might already be rotating very quickly, as the torque on the main compressor/turbine group will always be proportional to voltage applied, since the incoming electrical energy will always be oscillated with a frequency, and timing, perfectly attuned. The methods for doing this are well known in the electrical arts.
Thus, pursuant to the forgoing, the reversible pump/motor or post-chamber turbine can be embodied by just about any combination of expanders. It is known, particularly from steam turbine and other stationary power-plant application, that the higher the number of turbines and heat exchangers, the better; in other words, the asymptudinal theoretical limit on efficiency can only be approached via a nearly infinite array of turbines and heat exchangers/engines. The enthalpy escaping the combustor requires near-infinite successive mechanisms to extract all kinetic and heat energies, or finite mechanisms and infinite time. Clearly there is a trade-off involved in the field of endeavor of the instant application, weight and volume vs. un-extracted enthalpy. Infinite time is the key to comprehending the initiative of the invention.
Since the instant invention provides for cooling between the exhaust from the TF and the post-chamber expander(s), the material requirements for the latter are eased; not only via the parallel-flow heat exchanger envisioned and described below, but also via a recuperator that is inherent in the geometry of the TF's preferred embodiment, and some residual heat losses. The enthalpy of the exhaust, at the point it arrives to the reversible pump/motor or post-chamber turbine, is disproportionately represented by kinetic (pressure) energy, the heat energy having been mitigated to acceptable levels and no longer deleterious to downstream matter (but if not, additional heat exchangers could be utilized, or even a heat pump, the energy of the latter routed the way, via electricity, of all the other energies of the system, for the temperature of the post-chamber air will only be a problem during high-output, non-intermittent operation). The disproportionately kinetic nature of the enthalpy can be nonetheless rendered, and to what extent it can be rendered is the subject of Appendix I.
Any of α-aj from Appendix I can be used to drive either along a single shaft or other mechanical means a single generator or multiple generators, or via multiple shafts or other mechanical means a single generator or multiple generators. Additionally, the generator or generators aforementioned can receive power from the DC bus to drive, either in reverse or through a reversing assemblage of valves or variable vanes, said one or a combination of items a-aj, to charge the chamber. The simplest embodiments of a-g will be dealt with in the description of the preferred embodiments, and their foreseen combinations as per h-aj should be seen as serial, or parallel, co-utilizations not incomprehensible, unimaginable, or unobvious to one of ordinary skill in the art, once put forth as has been done in Appendix I.
In a preferred embodiment, one or more of a-aj is attached to a shaft shared by a clutch/transmission arrangement to provide, on demand, regenerative braking wherein the slowing of the shaft charges the chamber, with or without simultaneous electrical generation by the generator(s). In said preferred embodiment, a service (mechanical) brake is also provided along the shaft to act, upon actuation by a clutch or equivalent means, whenever the combined load of the generator and reversible pump/motor(s) and/or turbine(s) is insufficient to brake the vehicle, as well as when the vehicle has regeneratively been braked to a full stop. In the event that the reversible pump/motor(s) and/or turbine(s) and/or generator(s) are used to decelerate a vehicle, it is foreseen that prior art anti-lock braking algorithms will be used to selectively connect the loads of them, as well as the load of the emergency-brake, to the axle.
Where, in such applications as single-engine aircraft, Coriolis forces must be mitigated to every feasible extent, the turbo-charging stage (compressor group 1) rotates in a direction counter to that of the axial-compressor (compressor group 2) and first turbine stage (turbine group 1). As this increases the demand on any bearings between them, in any application where Coriolis is not of issue, the direction of rotation of all stages in the main TF unit should be identical. However, in any event, the most efficient arrangement, and thereby best mode, although its opposite is not un-considered by any means, involves the turbo-charging stage (even if it comprises axial compressor and axial turbine, even if it these are not concentric, even if it comprises axial compressor and centrifugal turbine or vice versa, even if all are concentric or they are separated greatly by space or not adjacent) and main unit rotatable relative to one another, since (as is the case of concentric dual- and triple-shafts of typical gas turbines) each will desire its own rotation rate to maximize efficiency. The capability of relative rotation is also necessitated by a “virtual clutching” method for engagement of the high-consumer, described below.
Also considered is the possibility that variable rotor vanes could be utilized in lieu of the self-evacuation. For instance, the vanes of the compressors could be completely closed via cascade rings or equivalent structure, such that the lead edge of one abuts the trail edge of another. This, too, would reduce internal drag on the TF to close to negligible. However, it is likely this system would be inordinately complex, and embodied likewise would detract from the robustness and compactness of the system. The speeds at which the TF will experience, and the shocks on it during the sealing and unsealing of the flow path, require as few moving parts (seen in the relative frame of the TF) as possible. As a side note, one of the advantages of the first compressor and last turbine stages' being of the centrifugal variety is to absorb the shock of said sealing off the flow path. It is doubtful axial-flow vanes, being cantilevered (perhaps even if ringed around their periphery with a runner, which is also envisioned anyway), could withstand the pressure fluctuations experienced along the first few axial inches of the compression system, without a buffer in the form of vanes of the type of a centrifugal compressor, to protect them. However, an additional buffer is provided in the preferred embodiment, in the form of the thin walls of an upstream heat exchanger and manfold, which by being of the plate-type and if thinly walled enough will bellow momentarily inwardly at the commencement of evacuation, such that the combination of the variable volume walls of the heat exchanger between the main inlet and the first compressor inlet, and the means, that by which the first two to four atmospheres of head are accrued (i.e. a centrifugal compressor and turbine nearer the seal-off point than intermediary members), being unbreakable, should ensure the compressor rotor vanes do not break, which is crucial since any alloying of the ferritic, neodymium, etc. cores will possibly diminish magnetizability, assuming blade-magnets are utilized.
As there is a DC bus, so also must the pressure accumulator be seen as a “pressure bus.” It is an accumulator, and thus all accumulations thereto and expenditures therefrom, however independent in their utilization, augment or deplete, respectively, the stored pressure energy. For this reason it is not surprising that there are further uses with which it can be associated.
For instance, the shock absorbers, in the event that the machinery is a vehicle, can feed the main chamber via means known by prior US patents. Particularly in the embodiment of an automobile, a simple leading arm with a chain- or belt driven wheel receiving motive power from a motor along the arm, while up and down perturbations experience due to contours in the road cause movement against a piston and spring, heightens the hybrid aspects of the foreseen embodiments. Following the teachings of said patents, the initial deflection of the rod will charge the chamber, as will the reaction by the spring to home the rod. The chamber, being ubiquitous, is ready and willing to assume this energy for future use, and the acceleration it later provides will almost negate the deceleration caused by the contour. It is expected that this provision will more than make up for the added cost and weight associated with replacing a typical shock absorber with one of said patents, however they were disused in their own time.
Mode-Change: from Hybrid Operation to High-Consumer Operation
In a preferred embodiment no clutch is required for connecting the main shaft (MS) to the high-consumer drive. When engagement of the high-consumer is desired, the primary TF module (PTFM) is braked electrically, all its energy (the TF system inlet and outlet being closed, combustion ceased, the TF system evacuated) being transferred electrically along the electrical bus (EB) to the secondary TF module secondary turbine/flywheel module, accelerating it. The pressure accumulator PA is depleted of any contents rapidly through the pump/motor (PM1), the electrical energy obtained therefrom also being transferred to the secondary turbine/flywheel module along the DC bus. The secondary turbine/flywheel module now comprises more or less all the stored energy of the overall machine in the form of rotational kinetic (inertial) energy.
When the main shaft MS and high-consumer drive shaft have equivalent rotational velocities (not necessarily zero, as discussed later), a sleeve or collar associated with a differential (or similar torque transfer mechanism) associated with the drive shaft will be forced in a longitudinal direction (relative to the main shaft), to mate with a protrusion structure on the main shaft In some applications a slot or groove, or a plurality of either, will embrace a trunnion or like, or a plurality thereof, on the main shaft. In other applications, the main shaft will be splined on its outer diameter, and the sleeve/collar machined on its inner diameter to interfit, or vice versa. Other embodiments are foreseen. Countless arrangements are known to those of ordinary skill in the art for engaging a shaft to torque transfer means when their speeds are matched during engagement, and the simplest is of course preferred. The selection of one or the other is not of issue in the instant application. A clutch might be used, with or without the provision of matching the speeds of the shafts, as could any other means known in the art. All that is of essence in this discussion is that in a preferred embodiment the clutching is “virtual.” Actual slip between the two shafts would be detrimental, but what is most detrimental is a dissipative effect on the spinning components. Most advantageously, a simple collar that does not even touch the shaft until engaging it precludes viscosity or frictional resistances to free- or fly-wheeling desired during hybrid operation. The obviation of the clutch by the virtual-clutch method is fundamental to realizing the theoretical efficiency of the proposed invention. An added benefit is that surplus energy from hybrid mode is transferred directly into the high-consumer mode.
Continuing, once the main shaft and torque-transfer leading to the drive shaft are matched in speed at their engagement point, they are positively locked for rotation together. Subsequently, the primary TF module and secondary TF module are electrically connected one to the other and allowed to approach equilibrium via the transfer of energy from the secondary turbine/flywheel module to the primary turbine/flywheel module along the electrical bus. When optimal speeds have been reached for both, combustion commences. The torque generated by the secondary turbine/flywheel module, the latter comprising no drive shaft in the preferred embodiment, continues to transfer to the primary turbine/flywheel module (and thereby to the main shaft) along the DC bus. Likewise for the pump/motor PM1, which should be operated in a manner and at a capacity to optimize the available pressure within the pressure accumulator (PA1), now being continuously charged by the TF system.
In other words, the power available from turbine group 2 is transferred, minus the load required by compressor group 1, via the magnet/coil arrangement, to the DC bus. Meanwhile, the power generated by the pump/motor PM1 (now operating as a motor) is transferred, via its corresponding motor/generator MG1 (now operating as a generator), to the DC bus. The magnet/coil arrangement on the primary turbine/flywheel module consumes all the power from the DC bus, torquing the primary turbine/flywheel module in its drive direction. The amount of power available from the DC bus is subtracted from the load requirement on the main shaft (from the drive shaft), while the load on compressor stage 2 is added thereto, and the resulting power demand is provided by controlling the combustor to impinge combustion gases upon the rotor vanes of turbine stage 1.
The following equation appertains:
P
required of turbine group 1
=P
drive shaft
+P
compressor group 1
+P
compressor group 2
−P
turbine group 2
−P
PM1 [Equation 1]
Optimization of each module, geometrical and operational, can be determined by an iterative approach for each industrial application, for the contribution of PPM1 will be a function of the capacity of the PA, while Pcompressor group 1 and Pcompressor group 2 will be a function of the desired size of the TF system, Pdrive shaft will be defined by output specifications, etc.
The foregoing distinguishes the high-consumer mode from the hybrid mode, and sets it aside in a view toward design. During hybrid operation, the primary turbine/flywheel module and secondary turbine/flywheel module accelerate and decelerate independently unless one falls to a speed threatening to stall future combustion attempts or fail on an impending increased required EMF to the bus, at which point a quick equilibriation between the two may be initiated. All systems communicate with the bus unconcerned with one another, unless the system controller predicts a future problem (e.g. insufficient inertial energy of TF system relative to pressure within the pressure accumulator, in which case the PM1 would increase its capacity, such that PM1 can always, unless commanded otherwise, operate at the slowest possible (and therefore most efficient) rate. The load, also, should be operated solely upon input and output considerations at the load itself.
The independence of all of the units in the hybrid mode allows Equation 1 to be solved for the high-consumer mode first. The result of an iterative operation to determine the make-up of the units to satisfy the high-consumer will, it is hoped, produce a system just as efficient in hybrid operation as any other (standard HEV) would be, especially considering the ratios Pturbine group 2/Pcompressor group 1 and Pturbine group 1/Pcompressor group 2 will follow roughly the same curve, vs. throughput, as each other. Discrepancies between the energy available in primary turbine/flywheel module and secondary turbine/flywheel module can always be adjusted by equilibrating them, presuming they do not inherently automatically equilibrate, which they probably will. It is perceived, however, that the specifications of PM1 in hybrid mode will likely take precedence over said of high-consumer mode. In any case, solving for both simultaneously is not beyond currently marketed simulation software.
Solution of Equation 1, and considerations springing therefrom, will be the subject of further research as well as, in the event the results are surprising or entail further structural or operational advancements, the subject of continuation-in-part applications, whereupon no rights are waived and, following this string, considering the system as construed for an automobile would be monstrously different, schematically (on paper), quantifiably (sizing), and qualitatively (material selection), from that of, say, an earth-mover, it is here asserted that, barring truly innovative improvements, these results will be no more than an extrapolation of the novel concepts, as well as the novel assemblage of concepts, put forth in the present application, and therefore obvious to one of ordinary skill in the art.
In any and all areas of application, it is anticipated that all parts should be as light, yet sturdy, as possible, all magnets and conductors as effective as possible, etc., limited only by cost-benefit analysis. If it is decided to run the system on fuel-A, all pre-treatment and exhaust features associated with fuel-A will no doubt be modifications to the present invention suggested by art dealing with fuel-A in other applications. Similarly for fuel-B, etc. The shape and size of the combustors can be selected from any that can be shaped and mounted to complement the system and conform to the geometrical constraints posed by the chosen industrial application. Prior art suggesting modification for respective optimization of various seals, vanes, bearings, circuitry, ducting, shafts, airfoils, fans, motors, generators, pumps, etc. of other known systems are inherently and necessarily suggestive of modifying the seals, vanes, bearings, circuitry, ducting, shafts, air foils, fans, motors, generators, pumps, etc., of the present invention.
Switching from high-consumer mode back to hybrid mode does not have to be a mirror image of the switch from hybrid mode to high-consumer mode, although it could be. In fact, the preferred manner of achieving said switch is an abrupt decoupling of the collar/sleeve from the MS. Only in special applications would there exist the possibility of recapturing the energy already passed on to the high-consumer. Thus, if the mating action that effected the coupling were reversed without matching the main shaft speed to that of the torque-transfer leading to the drive shaft, the TF system would already be well on its way to its post-run-up speed, and the drive shaft would run itself down with negligible rotational inertia excepting that of whatever load it heretofore had driven. It is foreseen that this will not always be preferred, in which case the “mirror image” might be viable or, if wasteful of time or energy, something between one and the other of the two methods described in this paragraph. As in prior discussions, the end-use will dictate the means, although the best mode is believed by the inventor to have been adequately disclosed, particularly as the “preferred” manner corresponds to the example utilized hereinbelow to discuss the manifestation of the system in exemplary industrial applications. In no way should the examples be limiting.
It will be obvious to one of ordinary skill in the art that a surplus energy due to stored pressure is constantly available during high-output mode. Each application will find its use for this energy, but nowhere is it more to be availed than in the application of a roadable aircraft. In fact, such an automobile is an excellent example of the potential industrial applicability of the invention.
Thus, a vehicle is disclosed, having an effective cross-section of a modified airfoil. Customs of usage require that the vehicle be inconspicuous, in appearance akin to known automobiles. However, it is proposed, that the power-plant and associated system, housed and modified appropriately, enable a wheeled vehicle similar in appearance to a typical streetcar, to operate as an airplane, capable of takeoff from and landing on road, driveway, heliopad, roof, lawn, and still water. These attributes are derivative fruits of the innate arrangement of the system heretofore described. The inventor has extrapolated from said fruits to purport at least a working, if not perfected, embodiment for realization of such a vessel.
The embodiment's common name is a roadable aircraft. Like in other prior art pursuits, the effective cross-section of the majority of the width is made to encompass all the working modules of the system. Said effective cross-section, that of a modified airfoil, can be destroyed by flaps, louvers, fins, etc., such that, until lift is desired it is nonexistent or negligible. Further desired are the parts not associated with the effective cross-section, those that render the appearance of the vehicle to be not overtly dissimilar to a standard car, and those which convene daily use by a driver. However, the advantages of the concept herein disclosed cannot be overlooked. With a glance at the provided figures, although they should not be seen as limiting, it is clear that the airfoil can be realized, following the methods hereafter detailed, such that once it is provided, given a certain thrust lift is inherent. Thrust is provided in the preferred embodiment, in the form of an impeller/fan/propeller/etc., rotated within its housing, or with no housing, by the drive shaft, via or not via intervening gears, clutches, etc. from the TF main shaft. Two of the three underlying predicates of sustained flight have been here met, for it follows (from Bernoulli's principle] that given sufficient speed, the airfoil-cross-section will provide adequate lift, and that given the weight and throughput of the disclosed power plant, adequate thrust has been provided to attain said speed. It is a foregone conclusion, since the advent of, say for instance, nozzle-directed air-to-air missiles, that an accelerometer combined with a respectable computer processor, and in the event these are insufficient some marginal attempts at ailerons, hereafter discussed, can use “offset nozzles” to reduce all pitch/roll/yaw stabilization concerns to nil, producing a steady craft if there were a way to embed pressurized cartridges with nozzles on the four corners of the craft—so, serendipitously for us, the entire housing PA1 is a pressure cartridge. What is hereinafter proposed is that nozzles, each in communication with the chamber across a controlled valve, are located at the very front of the vehicle, on each front corner one pointed up one pointed down, and one pointed laterally outward, totaling six, so as to in reaction to an accelerometer and “desired course” models, pre-programmed yet modifiable, enable a computer processor to stabilize the vehicle. It is conceded that this procedure will be involved, but not beyond ordinary skill in the art, for if a missile can be made to hit another, nozzles can surely be set to maintain the sustained flight of an airfoil of considerable MOI about all axes, given thrust and lift requirements have been met.
The following provisions are envisioned:
a) a vertical take-off “VTO” nozzle placed on the nether extent of the vehicle, to provide downward exhaust impingement of the pre-expanded chamber air on a vertically inferior portion of road or air, selectively augmenting lift;
b) a vertical take-off “VTO” panel set in the rear of the vehicle, to complete or destroy air-foil cross-section in a longitudinal sense, augmenting lift in the airfoil sense while hiding, closing, and protecting, in the airfoil-destroying sense, the impeller. The VTO panel comprises minor panels, controllably actuated along a spectrum of opennesses, for deflection of thrust from the impeller downwardly.
The geometries of the power plant, electrical apparatus, motors, and vehicle shown in the figures, should not be seen as limiting, but as the best mode envisioned at the moment by the inventor in its simplest embodiment. No doubt considerable computer modeling will alter the final shape of each item depicted in the drawings, as will subsequent improvements, made either by the inventor or by the industry. The essence of the invention is in the novel combination of heretofore uncombined technologies and parts, as set forth in the claims appended hereto.
In the same vein, it is proposed here with profound emphasis that the roadable aircraft is a secondary consideration of the instant application, the claimed subject matter dealing primarily with the hybrid motor and the industrial applicability of said, and the inventor reserves the right to follow with, a propos of discernible industry demand, continuation, divisional, and continuation-in-part applications concerning the inner workings of the system of the power plant or its workability, the mechanical and/or electrical interrelationships of the terrestrial applicability of the machinery, or the aerodynamics of the vehicle as so far conceived, as befits his interest, none of the matter not within the scope of the claims hindering or compounding the U.S.C. sections 101, 112, 102, and 103 requisites beyond any reasonable objection by the PTO, insofar as the gist of the claimed subject matter has here, or in subsequent paragraphs, been delineated ad nauseum. Whether the TF in effect pertains to one high-user or another and to one low-user or another (high and low corresponding to the two stages of the invention, the first low-power, hybrid output, and the second high-power, non-hybrid or quasi-hybrid output, respectively), the scope of the instant application should not be seen as limiting save insofar as the appended claims delegate.
Since flywheels require high peripheral weight, since generators require magnets and coils, and since turbine engines require high peripheral speeds, the invention kills all three birds with one stone. Another system using weighted element(s) for the flywheel, separate magnets for the generator, and some non-negligible mass for the rotor blades, is necessarily more massive and voluminous than the instant invention.
The field of endeavor of the instant application is vast, and the examples used to depict advantageous manifestations of the inventive concept should by no means be limiting. For instance, the low-power/high-power combinability applies to, mentioning only a few: earth-movers and other dump trucks, tow trucks, tugboats, tankers, fifth-wheel-hitch-enabled cabs (tractor-trailers), etc., wherein the electrical energy and shaft torque would be directed to a single consumer or set of consumers, through gearing or appropriate circuitry delivered along a single shaft or multiple shafts. For instance, the drive shaft of an idyllic tugboat or tow vehicle would be favorably received by the industry in conjuring 7-10X horsepower from an engine that can run at maximum efficiency at 1-2X, X being a coefficient. Equivalently for unladen earth-movers and tractor trailers or for tow vehicles for earth-movers or tractor trailers. Also propitious seems some form of “universal tool”, wherein the vehicle would be a portable PTO (power take-off) shaft connectable to a fleet of unpowered implements. Not among the least likeliest embodiments is the arrangement of the power-plant and chamber proffered as a possible solution to fixed-wing VTO pursuits. It is not foreseen that the invention will be immediately advantageous in typical applications such as terrestrial passenger vehicles, trains, etc. The advantages will, possibly, only make up for the increased material costs by providing, on demand, a non-hybrid mode of high power output capabilities.
One end of the main shaft of the TF is selectively engaged to a high consumer, such as the propeller/fan of an aircraft, a work implement, hydraulic pump, etc. In fact, with proper arrangement and in conjunction with proper body geometries, described in this document, the hybrid system can be utilized in a roadable aircraft. However, it is also foreseen that, with time and given a great deal of perfection, not to mention mass-production, the unit could be viewed as applicable to environs not requiring the high power mode, such as in metro-buses.
The foregoing discussion will be understood more readily from the following detailed description of the invention, when taken in conjunction with the accompanying drawings.
The following description of
The pressure accumulator can be large and in the embodiments of the present application it surrounds the greater part of the TF casing and is confined by the outer walls of a vehicle. The pressure accumulator PA1 communicates with the ambient air outside of the vehicle via a reversible pump/motor PM1 and possibly other pump/motors 12, which when driven by air expanding therethrough are motors, usually driving a motor/generator (in the case of PM1, it drives MG1), and when taking air into the pressure accumulator PA1 to charge it to higher pressures, are driven by the motor/generator and act as pumps. Further escape valves allow gases within the pressure accumulator to pass directly to the environment, as shown by passageways a, b, and c leading from the pressure accumulator PA1 to outside 13. Shaft 11 depicts the rotational interlock between the reversible pump/motor PM1 and the motor/generator. Motor/generator MG1 is electrically connected to a DC bus 15, which communicates with first and second generator/flywheels 6 and 7. The DC bus is further connected to the load L, which could be in-wheel electric motors with regenerative breaking reversing the electrical flow back to the bus from the load. The DC bus is also connected to auxiliary systems, the cabin, and possibly (in embodiments not of interest in the present application) a battery and/or docking station. An evacuation pump 8 is connected to the combustor C, preferably near the air inlets or near the burner nozzle, possibly in conjunction with the latter, and when activated causes a negative pressure which removes any air in the combustor. This will be described later.
The air from the evacuation pump also passes out to ambient 9. Reference numeral 10 indicates a further provision, not dealt with in the present application, whereby instead of expanding the gases through PM1, or in addition thereto, the gases in the accumulator are passed through the first and second turbine groups 4, 5, again, without combustion, to ambient. This provision is not at this time seen as fruitful, but has been included for the sake of full disclosure.
Turning now fully to
As stated, the air passes from the first volute V1 and into the first compressor stage C2 and S1. C2-C7 are axial-compressor rotor vanes and each has a root 23 that sits in and is anchored by, in a preferred embodiment, layers of fiber-reinforced plastic or carbon-fiber-epoxy sheets that have been spun around the rotor wall 25, with the roots temporarily attached, and cured, permanently and durably fastening the compressor vanes C2-C7 to the rotor wall. The strength of this bond is important as the system will rotate at extremely high velocities. The stator vanes S1-S5 are traditional stator vanes and are interspersed with the compressor vanes C2-C7. Each compressor vane C2-C7 is embedded with a magnetic element M which interacts with conductive coils i in the same way as described in the preceding paragraph. The magnetic elements M, the fiber/resin layers 24, and the bodies of the compressor vanes C2-C7 make up the greater part of the mass of the rotor of the second compressor group, and thus form a flywheel as do corresponding elements of the first compressor group 2, and by much of those items being magnetic, also form a generator. It is here noted that 30 indicates an annular disk with solid, structural elements 26 and 29, and passageways S6, C8, C9, and T3. The gases exiting the last turbine stage pass through stator S6 and then to a passage, also vaned, to turn and pass through a stator C8, which is here labeled as a compressor stage C8 because the air, being entrained within the body of rotor 28, 25, 42, 45 etc. at this point, will see the stator C8 as a compressive stage C8, and will be further compressed such that when it passes to rotating passage 45, it seems stationary in the relative frame of the rotor as if it had just passed through a single compressor stage. Now arrived at passage 45, said air passes leftward, as seen in
The air enters another manifold where it merges back into an annular passageway and enters another stator C9, which for the same reasons given for C8 is treated as a compressor stage. The edges of the entry and exit vanes of 45 and 53 should be bent to an angle to complement such a relationship with the stator vanes C8 and C9, as should the edges of passageways 40, 41, and 44. The air now enters a passageway 40 where it is again flung outwardly (this could be seen as a compressive stage but the air therein is only regaining the energy it lost by being pushed toward the axis 50 in 27 and R to begin with, so this will not be discussed). The air enters a stator S7 where it is deflected to a proper exit angle to act on C10, which with C11 make up the final two compressor stages 39, separated by another stator S8. By the time the air enters the combustor C through passage 33, it will have been acted upon by approximately 11 compressor stages, one of which is a large centrifugal compressor, such that with the recuperator R the enthalpic rise should be the equivalent of at least a 14-stage axial compressor. It is mentioned in passing that the recuperator and change-of-direction passageways can be done without and the air could simply pass from S6 to 33. The more complicated embodiment has been included for patent purposes for it inherently comprises all the elements of the simpler ones. 31 depicts the outer edge of rotor segment 42. The rotor has been divided up into segments 2, 48, 47, and 46 to show that during manufacture it can be stacked and that it would not be required to perform the impossible, which would be to have the rotor formed whole. In the event that 30, the turning passages, and the recuperator R were removed from the concept, these considerations would be less profound. It is also envisioned that annular segment 30 could extend all the way to axis 50 and 42 would be a third compressor/turbine/generator/flywheel rotating independently of 2/5/6 and 3/4/7, but in this case it is uncertain at this time what turbine would drive compressor stages C2-C7.
Continuing with the discussion of the rotor depicted by reference numerals 42, 28, and 31, more magnetic elements are spaced around the periphery near 31 and interact with conductive coils i, as previously described. 28 and 42 are not actually solid, but insofar as the air is concerned, they are. The air enters the combustor at 33 where it passes into the combustion chamber through nozzles 34 and it is ignited by a fuel mix coming from fuel burner nozzle 32. 35 are flame propagation nozzles that contribute to forming the flame and preventing the flame from passing upstream. This is well known in the art. The exhaust of the combustor passes through 36 to impinge on first turbine stage T1 which in this embodiment is of a piece with C11, as is S9 with S8, T2 with C10, and S10 with S7. This arrangement is hoped to save space and allow the radial compressor stages and turbine stages to coexist and be advantageously located radially inwardly of the combustor and at the end of the machine. Wall 37, with 21, completes the outer casing of the device.
The stators 38 of the first two turbine stages could easily be made to swivel via a simple ring gear to be variable stator vanes, allowing it to change the flow characteristics through the first turbine group 4 to adjust for different altitudes and rates of combustion. The air passes from first turbine group 4 to another passageway 41 which delivers it to another stator T3 which for the same reasons as C8 and C9, is being treated as a turbine stage. Although counterintuitive and hard to understand, the laws of gas turbine engine theory can be used to prove that energy is recovered from the exhaust stream here (as it is provided by C8 and C9), and although it is not the intention of the present application to define this, the inventor sees this as far simpler than describing how it is actually 27, 45, 40, 41, etc. that are absorbing and performing the work. The virtual enthalpic ratio across T3 can be seen as approximately 1.4:1, and the same goes for C8 and C9. From T3 the exhaust enters another manifold 44 which splices with manifold 43 to create the sectored recuperator R described above. Element 49 exists in the compression side 58 of sectors 47 and is used to guide the flow from 45 to 43, bringing it out in an opposite axial direction from how it entered. However, no such element is used in the turbine side sectors 47 because the air from T3 moves more or less axially to arrive at another manifold, also indicated as 44, to be fed into the second volute, V2. It is noted at this time that V1 and V2, as well as any space or substance between them, are part of an annular body 57 that is fixed to the casing 21 and extends radially inwardly therefrom. Like V1, volute V2 can also have a diffuser D2 or some type of swirling or anti-swirling vanes, and is integrally vaned to evince some type of indescribable, despite conceived efforts, stator vane which serves as a volute for the fourth and final turbine stage, T4, which is the sole representative, in the preferred embodiment, of the second turbine group 5. T4 and C1 are locked for rotation with each other and sit on a spindle 52, which nests around shaft 53 which is integral with the rotor 42, 46, etc. at 51. Spindle is separated from the main rotor 42, 53, etc. by bearings B to define a space 45. It is unknown at this time what type of bearings would be most cost-effective, but of course the idyllic embodiment would be levitational-bearings (alternating magnetic fields facing each other creating constant repulsion). 54 defines the output shaft and is integral, in the preferred embodiment, with 42, 53, etc. The overall machine is quite small, so it is not unforeseen that 54 could be cast or forged with 42. The air exiting T4 passes to outlet.
In operation, 5 drives 2 and 6, and 4 drives 7 and 3. Any force on 5 will be communicated to 2 and 6, any force on 2 will be communicated to 5 and 6, etc. Any force on 4 will be communicated to 7 and 3, etc. This is why 5, 2, and 6 are shown in
It is noted that to ease understanding of the invention, one would be well advised to skip the discussions of
The driven parts 74 and 86 drive the crankshaft which, on the left end, is surrounded by a sleeve 93 which is further surrounded, at two points, by outer sleeves 94 and 104. Outer sleeve 104 can be clutched to crankshaft 83 by clutch 103, locking the rotor 105 of the motor/generator MG1 for rotation with the crankshaft. Clutch 102 locks 105 for rotation with sleeve 93, which is clutched, via a direction-reversing arrangement, to an output pulley 96, which with belt 107 and axle pulley 108, comprise a continuously variable transmission (CVT) of known type. The outer periphery of sleeve 94 is splined and carries, on each side of output pulley 96, sun gears that cooperate with planetary systems 92 and 97, one of which has a single ring of planet gears and the other has a double ring of planet gears, such that the ring gears 99 and 91 will be driven in opposite directions from each other, inverting the drive relationship between 107 and 83 depending on whether clutch 91 locks 100 for rotation to sleeve 93 or clutch 101 locks 100 for rotation with sleeve 93. Clutch 90 locks the sleeve 93 for rotation with crankshaft 83. It will be apparent to one skilled in the art that the piston rods 74 can drive MG1 without connecting to the CVT, the CVT can drive MG1 (or vice versa) without connecting to the piston rods or the turbine 82, and the piston rods and/or turbine can drive the CVT (or vice versa) without connecting to MG1. 109 is a service brake and will be used when loading the axle 88 via PM1 and MG1 is insufficient for achieving the desired braking force. 106 is the stator coil of the motor/generator MG1 and its polarity will be oscillated and inverted to energize or be energized by the rotor 104.
Turning to
A vertical take-of valve VTOV is provided to send air, through bore 205, through outlets A, B, and C. By controlling it, gases from PA1 escape therefrom at high velocities, modifying the thrust vector of the vehicle overall. Passage A sends the gases rearwardly where they escape at 216 and supplement thrust of the fan. 217 is a panel with outlets which can be opened such that air 218 is directed downward, in the event this device is to be used as a hovercraft or hydrofoil. Although this is foreseen, it is not a subject of the present application. Position B directs gases directly downwardly. Position C directs gases downwardly and forwardly, also acting as a thrust reverser to be used with 204 in certain applications.
The right-hand side of
1.) Start-Up:
Depressurize pressure-accumulator PA1 through reversible pump-motor PM1.
Route generated electricity from PM1 to conductive coils (i), accelerating TF.
Open inlet and outlet of TF.
Commence combustion in combustor C.
2.) Run-Up and Hybrid Operation with P>Pmin:
Combust until ω1 (TF rotational velocity 1) and P1 are reached (load can be energized at this time)
When P=P1, close inlet and outlet of TF.
Compressors and turbines self-evacuate with assistance from pump and relieved (open) bias-seals.
Slowly expand gases in PA1 through PM1 (currently a motor-generator), electrically accelerating TF.
Deceleration of TF via energization of Load L.
Acceleration of TF via braking of Load L.
Successive reiteration of steps 2-5 and 2-6 until P=Pmin (or insufficient upcoming brakings foreseen).
Meanwhile, during quick-stops (brake-force required larger than reverse load capacity of load L):
Reverse PM1 (now a pump), utilizing supplemental brake-force to draw ambient air into PA (Supplemental braking requirements excessive) Activate service brake.
When P=Pmin OR oil=ω1 min (or insufficient upcoming brakings foreseen)—go to step 1-3.
3.) Shutdown/Parking:
Close (if open) inlet and outlet of TF.
Route electrical energy from TF to PM1.
Reverse PM1 to pump ambient air into PA.
When ω1=0, close PM1—resulting in hermetically sealed PA with sufficient charge to begin step 1.
4.) Starting from Road Travel with Moderate ω at Decision Moment (i.e. Typical Highway Lift-Off):
Close (if open) PM1, sealing PA1 (vertical take-off valve VTOV already closed).
Open (if not already open) inlet and outlet of TF and commence combustion (if not already combusting).
While P increases to Pmax, direct all electrical energy from TF to load L, accelerating vehicle.
When P=Pmax, cease combustion, close inlet and outlet of TF, open fan F inlet and flap panel to idle fan.
Electrically transfer all kinetic (rotational) energy from TF module 1 (TFM1) to TF module 2 (TFM2) and L.
When TFM1 and F are rotationally matched (via reduction gearing ratio), slide collar over trunnion.
Open PM1 to maximum throughput, transfer all energy from PM1 and TFM2 to TFM1 and L (until/unless vehicle velocity is near lift-off velocity, then deactivate L for duration of flight)
Open inlet and outlet to TF, commence combustion, positively drive F at lift-off thrust Although PM1 is still at max throughput, P will quickly reach Pmax).
Selectively open vertical take-off valve VTOV to position A to complement fan thrust and to waste-gate PM1.
If advantageous, momentarily (or for duration of lift-off) rotate VTOV partially/fully to position B and vertical take-off flap VTOF partially/fully upright to achieve “pop up” effect.
5.) Starting from Road Travel with Excessive ω at Decision Moment (i.e. Atypical Highway Lift-Off):
Reverse PM1 (now a pump) and slow TF electrically via PM1 and L, charging PA1 and accelerating vehicle.
When possible, open inlet and outlet of TF without combustion, further charging PA1 and slowing TF.
When ω falls to predetermined rate, commence combustion;
Go to step 4-3.
6.) VTO with Moderate ω (i.e. Heliopad/Driveway Lift-Off):
Down flap panel, open fan inlet, open inlet and outlet of TF, commence combustion, charging PA1.
Direct some electrical energy from TF to reversed PM1 (now a pump), further charging PA1.
When P=Pmax, cease combustion, close inlet and outlet of TF, close PM1.
Electrically transfer all kinetic (rotational) energy from TF module 1 (TFM1) to TF module 2 (TFM2) and L.
Service brake applied (connect to front axle, PM1 pistons connect to generator) anytime prior to step 6-7.
When TFM1 is completely stopped, slide collar over trunnion, raise VTOFs to near-upright (fan nozzled down).
Open inlet and outlet to TF, commence combustion, continue to reverse PM1 via electricity from TF.
When P=Pvto, quickly cycle VTOV to position C and switch to thrust reverser on front inlet.
One VTOF has been left horizontal to keep down-thrust just shy of lift-off. It is now raised parallel to the others.
7.) VTO with High ω (i.e. Traffic Lift-Off):
Reverse PM1 (now a pump) and slow TF electrically via PM1, charging PA1.
When ω falls to predetermined rate, go to step 6-1.
8.) Pre-Planned or Taxi-to-Runway Flight (Since Significant Fuel is Consumed by VTO, this May be Common):
Perform steps 1-1 through 2-7 until on straightaway/runway, then perform steps 4-1 through 4-11.
With (GPS) knowledge of route (user's home and favorite lift-off), the computer can optimize fuel usage.
9.) Road Landing:
Obtain altitude and alignment just above roadway, level out and run TF and F at cruise.
Raise the central VTOF, or two outermost VTOFs, partway, to partially vector the thrust down Simultaneously with 9-2, cycle VTOV to position B.
Loss of thrust in 9-2 and 9-3 reduces lift. Vehicle descends onto air cushion created by downward thrust.
Several inches above roadway, level VTOFs and retract (toward fan) flap panel. Rear wheels touch down.
A moment behind step 9-5, cycle VTOV closed and cease combustion. Front wheels touch down. Slide collar off trunnion, close fan inlet.
Braking load drives TF to high ω, go to step 2-5.
(it is uncertain at this time when, whether, and how PM1 should be utilized during this procedure)
10.) Vertical Landing:
Obtain approach position, attitude, and altitude.
Cycle VTOV to position B and all VTOF's to max upright position, vectoring all thrust and exhaust downward.
Pitch/roll/yaw nozzles PRYNs and TF driven selectively to stabilize speed, lift, pitch, roll, and yaw
Vehicle coasts through a deceleration and descent curve to arrive mostly slowed, above and just shy of LZ.
Cycle VTOV to position C and switch to thrust reverser on front inlet, bring horizontal velocity to zero above LZ.
Attenuate fuel-in until touchdown.
Slide collar off trunnion, close VTOV, retract (toward fan) flap panel, close fan inlet.
Go to either step 2-1 (to taxi or drive) or step 3-1 (to park).
11.) Other Features:
With GPS device, system can begin shedding energy a certain distance from one's destination. Docking station plug-ins allow vehicle to depart with maximum ω and P, such that lift-off happens fully fueled.
Although the method is extremely complicated, it is believed by the inventor that with the capabilities of modern computers, a simple device with very few moving parts and a complicated control method is preferable to an inordinately complicated device (think vertically thrusting fan geared to main drive shaft) with a simple control method. Some compromise must be made in pursuing vertical take-off and landing, and the inventor believes he has not put forth more requirements on the controller than a modern lap-top computer could handle.
Continuing now to some essential attributes of the TF that were not mentioned earlier.
Inside the wing, the gas turbine engine reposes as shown in
At the top of
Claims 26 show a third embodiment of the invention. 402 is again the TF from the first embodiment. The inlet 401 has no special features and the turbine outlet could go anywhere into the body 400 which is a pressure accumulator except where the cabin resides. 403 is a drive arrangement and transmission for coupling the output shaft of the TF directly to the drive wheels of the vehicle, which is a little tow truck. It can hardly be considered a truck going by the dimensions shown in
In operation the truck drives around in hybrid mode, answering to a dispatch service. It should get the gas mileage of a very small car operating with the pressure accumulator 410 very large such that the TF pumps it full and it can drive around for a substantial time before requiring recharge. However, when the truck arrives at the scene of a vehicle 418 to be towed, the chamber collapses to the configuration shown in
Of the types of expanders foreseen as the pump/motor (PM1) are:
a) a single piston-cylinder with one or more control valve(s);
b) multiple piston-cylinders with a single, or multiple, control valve(s);
c) a single centrifugal turbine of non-variable rotor and/or stator vanes;
d) a single centfifugal turbine with variable rotor and/or stator vanes;
e) multiple centrifugal turbines of non-variable rotor and/or stator;
f) multiple centrifugal turbines of variable rotor and/or stator vanes;
g) multiple axial turbines of variable or fixed rotor and/or stator vanes.
h) of the foregoing, a+b;
i) of the foregoing, a+c;
j) of the foregoing, a+d;
k) of the foregoing, a+e;
l) of the foregoing, a+f;
m) of the foregoing, a+g;
n) of the foregoing, b+c;
o) of the foregoing, b+d;
p) of the foregoing, b+e;
q) of the foregoing, b+f;
r) of the foregoing, b+g;
s) of the foregoing, c+d;
t) of the foregoing, c+e;
u) of the foregoing, c+f;
v) of the foregoing, c+g;
w) of the foregoing, d+e;
x) of the foregoing, d+f;
y) of the foregoing, d+g;
z) of the foregoing, e+f;
aa) of the foregoing, e+g;
ab) of the foregoing, a+h;
ac) of the foregoing, a+i, a+j, a+k, a+l, a+m, a+n, a+o, a+p, a+q, a+r, a+s, a+t, a+u, a+v, a+w, a+x, a+y, a+z, a+aa, or a+ab;
ad) of the foregoing, b+i, b+j, b+k, b+l, b+m, b+n, b+o, b+p, b+q, b+r, b+s, b+t, b+u, b+v, b+w, b+x, b+y, b+z, b+aa, or b+ab;
ae) of the foregoing, c+i, c+j, c+k, c+l, c+m, c+n, c+o, c+p, c+q, c+r, c+s, c+t, c+u, c+v, c+w, c+x, c+y, c+z, c+aa, or c+ab;
af) of the foregoing, d+i, d+j, d+k, d+l, d+m, d+n, d+o, d+p, d+q, d+r, d+s, d+t, d+u, d+v, d+w, d+x, d+y, d+z, d+aa, or d+ab;
ag) of the foregoing, e+i, e+j, e+k, e+l, e+m, e+n, e+o, e+p, e+q, e+r, e+s, e+t, e+u, e+v, e+w, e+x, e+y, e+z, e+aa, or e+ab;
ah) of the foregoing, e+i, e+j, e+k, e+l, e+m, e+n, e+o, e+p, e+q, e+r, e+s, e+t, e+u, e+v, e+w, e+x, e+y, e+z, e+aa, or e+ab;
ai) of the foregoing, f+i, f+j, f+k, f+l, f+m, f+n, f+o, f+p, f+q, f+r, f+s, f+t, f+u, f+v, f+w, f+x, f+y, f+z, f+aa, or f+ab;
aj) of the foregoing, g+i, g+j, g+k, g+l, g+m, g+n, g+o, g+p, g+q, g+r, g+s, g+t, g+u, g+v, g+w, g+x, g+y, g+z, g+aa, or g+ab.
This application claims priority of U.S. Provisional Application Ser. No. 61/457,755, filed May 27, 2011, entitled “Integral Gas turbine, Flywheel, Generator, and Method for Hybrid Operation Thereof”.
| Number | Date | Country | |
|---|---|---|---|
| 61457755 | May 2011 | US |
