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Pyro-magnetic Vortex Thruster Engine
Designed by: Kim Zorzi
January 31, 2005
(Click to enlarge)
Our goal is to design a new aircraft that does not
run on the usual combustion technology. But on the energy of the wind,
by producing stable vortices that can produce lift from the centrifugal
acceleration of air.
Thru the use of Pyromagnetics, the creation of a
powerful magnetic field is brought about to create a Thermodynamic Air
Compressor whereas this high pressure air is funneled to a vortex
chamber to create a powerful tornadic effect. Which in turn can create
thrust thru suction?
By mating two concepts, Thermomagnetics and
thermodynamic cycling of circulating air masses creates a new engine
concept with unbelievable power.
Creating power thru the use of vacuum instead of the use of standard
combustion technology.
HOW IT WORKS!
The first step into designing a convective thermal
component aircraft engine is to decide how to cycle the thermal current
into a tappable reservoir. One method is to expel heated air from a
plenum chamber that has the ability to compress it for a propulsive
effect. The expelled air is then expelled up into the vortex chamber to
produce a rotating swirl that acquires angular momentum which then exits
over the diffuser in the center whereas it reverses direction caused by
the Coanda Effect and is ejected into the ambient fluid.(Illustration 2
shows this better)
(Click to enlarge)
In the above illustration we see the
air intake, the air intake plenum throat, and the pyromagnetic
compressor (Blue).
Pyromagnetics, sometimes called
Thermomagnetics is the changing of the magnetic properties of a material
with temperature. Thermal differences generated by the atmosphere by the
sun might provide the energy to establish pyromagnetic oscillations in
large plates. The oscillating plates might then be used to compress and
or direct air to propel large lightweight aircraft to the upper limits
of our atmosphere. 600,000 ft. (120 miles) or more.
Based on the Tesla Patent 396,121
filed Jan. 15, 1889 “Thermal Magnetic Motor”
The operation of the Pyromagnetic
engine concept is as follows. When an electromagnet with a hollow iron
core is activated, it attracts a thin steel plate diaphragm to compress
air forcing it into ducts for rapid expulsion. The rapid compression
heats the air which in turns heats the plate and the end of the
electromagnetic core, causing them to demagnetize. The compressor plate
is then released and forced away from the core by a strong
counter-spring. As the plate moves away expanding the chamber, the air
is again sucked into the air intake plenum throat of the magnet
re-establishing airflow. The cool intake air is further cooled as it
expands to fill the chamber. The plate’s distortion is concave during
compression and convex during expansion. The differential heating effect
further assists the demagnetization and cooling processes. This external
heating and cooling occurs naturally in synchronization with the
compression and expansion cycle. The compressor plate and core magnet
tip heat most during the concave phase, and cool most during the convex
phase. This allows are two thermal components, rising and falling air to
power our pyromagnetic aircraft engine directly.
The steel plate that cuts a magnetic
field is a natural Faraday homopolar dynamo and it can be used to
magnetize the intakes hollow magnetic core. Therefore, if a pyromagnetic
compressor is allowed to spin by exhaust vectoring it will itself be a
natural dynamo, as it jets air at an angle out of the rim exhaust holes.
Current only needs to be drawn off the rim and grounded at the center.
(Click to enlarge)
Illustration 2
The intake throat houses a generator.
The generator output from the intake turbine directly couples to the
primary coil producing the magnetic field for the core of the magnetic
tube. If the magnetic tube’s core and backflow valve are closed, the
intake turbine will slow down. This will lower the magnetic field
current and further allow the compression plate to spring away. The
turbine will then experience maximum induced flow and re-magnetize the
primary magnetic core. Thus it is very important that the core magnet be
slaved to its input or output and not to a lab power supply. The cycles
achieve an endless magnetization and de-magnetization that happens up to
8 times a second.
As the air is compressed from the
convex plenum chamber it is pumped into the Vortex Thruster Chamber
(Pink color) whereas the second phase of our operation now takes place.
Vortex Thruster Chamber
The basic working principle is to create a strong swirling flow to
produce very low pressure above a lifting surface, which generates
thrust. Swirl in the incoming flow is achieved via an open vortex
chamber, and the resulting low pressure rarefaction is intensified by an
airfoil-shaped diffuser, which ensures an attached flow without
separation. The flow enters the swirler, acquires angular momentum and
exits over the diffuser, where it reverses direction (by the Coanda
effect) and is ejected into the ambient fluid. Such a flow is like an
artificial tornado, creating a strong rarefaction (low pressure) zone on
the upward-facing, internal top surface of the vortex chamber. Since
there is higher ambient pressure on the external bottom surface of the
chamber, a lift force is generated by this pressure difference.
Additional rarefaction is created by the flow over the upper surface of
the diffuser by its airfoil shape. Operating parameters for the vortex
chamber must be determined to avoid separation over the diffuser. Such
attached flow over the diffuser is possible since the Coanda effect is
much stronger in the presence of swirl and is also stronger in turbulent
flows.
Physically, the difference between conventional
jet propulsion and our vortex thruster is that in the former, the net
force generated and the power requirements are determined by the same
axial velocity component. In our vortex thruster, a large net force is
generated primarily by the tangential velocity component, but only a
relatively small axial flow rate, and hence, relatively small power is
required.
(Click to enlarge)
The Thruster housing incorporates a
input turbine blade in the bottom of the intake throat. This high
pressure air as it passes thru the throat encounters a specially
designed turbine blade that will spin the Repulsion plates to a high
RPM. Hot Air is funneled into the housing from the pyromagnetic
compressor and rotated to the outside diameter of the inside of the
housing thus creating a high pressure area inside the housing. A
resulting tornadic flow of air starts to pressurize the housing and the
outflow will also spin the exhaust turbine at the front of the housing,
resulting also in a backflow of torque to the repulsion plates and input
turbine. As the temperature differential starts to occur inside the
housing and the repulsion waveplates reach subsonic speed, then the
resulting effect ignites the repulsion effect as previously discussed in
other material.
Technical Approach of the Votex
Thruster Housing
Rotating flows within vortex chambers
have been investigated extensively. The tangential entry of fluid into a
typical cylindrical vortex chamber, via the guiding vanes around the
periphery, causes swirling motion of the fluid (mixture). In the core
region of the flow away from the walls, the radial pressure gradient
balances the centrifugal force; this is the so-called cyclostrophic
balance. Near the end walls, the centrifugal acceleration is very small
due to the boundary layer effect, but the radial pressure gradient is
essentially the same as in the core region. Thus, the lack of
cyclostrophic balance causes the pressure gradient to generate a
secondary flow towards the axis along the end walls, balanced by the
frictional force. This leads to an end-wall boundary layer with a
substantial inflow radial speed vr, the maximum of vr (and of axial and
azimuthal velocities) occurring inside the boundary layer. This inflow
of the rotating fluid along the end wall prevents the typically
desirable prolonged retention of small particles within the chamber,
because they are carried away by the fluid flow along the axis. At
practical operating speeds, the flow in the near-axis region is
extremely complex, involving very high turbulence and sound-producing
axial oscillations. A detailed study of the flow patterns in this and
other regions of the vortex chamber for various operating parameters is
necessary in order to develop more efficient designs.
Experimental and theoretical studies
show that rotating flows possess three fundamental features, described
below.
High centrifugal force:
Typical inlet gas velocities (~100 m/s) into a chamber of radius ~ 0.1m
produce a centrifugal acceleration ac ~ 104 g. This high centrifugal
force is central to all applications discussed here, and ensures
stability of the central cavity and motion of solid particles/fluid
bubbles in circular trajectories inside the cylindrical vortex chamber.
Near-axis flow: Near
the axis of rotation, if the speed is high enough, a gaseous cavity is
formed when a liquid is used as the working fluid, and a recirculating
zone (such as vortex breakdown bubble or internal separation, i.e.
separation away from any wall), forms if the fluid is a gas. The complex
flow pattern in this region depends on the operating conditions (such as
Reynolds number and Rossby number) and the chamber end-wall profile, and
it considerably influences the flow in the rest of the chamber. A
clear understanding of this region based on rigorous hydrodynamic
analysis is essential for optimal design of these machines, particularly
the vortex engine and vortex thruster.
Bistability: When
two-phase flow is involved, our experiments in vortex chambers have
shown the existence of two stable states, either condensed or rarefied.
Condensed stable state:
At high particles concentrations, the denser medium (solid or liquid)
forms a tightly packed layer near the periphery of the vortex chamber
and provides a very large interface area between the two media.
SUMMARY
Physically, the difference between
conventional jet propulsion and the Vortex Thruster Engine is
that in the former, the net force generated and the power requirements
are determined by the same axial velocity component. In the vortex
thruster, a large net force is generated primarily by the tangential
velocity component, but only a relatively small axial flow rate, and
hence, relatively small power is required. Preliminary experiments using
a simple device to model a thruster have verified that thrust is in fact
generated in the same direction as the exit flow. The initial
conservative estimates indicate that a thruster with a 1 sq. m. chamber
area can generate 4 tons of thrust with 17 times less energy than a
conventional jet. The size of this engine should generate (16” Dia)
should generate 1400 lbs of thrust and weigh in at a mere 60 lbs. This
equates into a aircraft engine with a power to weigh ratio of 0.0428 .
In comparison, a Rotax 912 weighs 125 lbs and produces 90 H.P. which
equals to1.38. Nasa’s standard for aircraft engines is under 2.0.
The vortex thruster has significant
applications enhancing or replacing conventional thrust/lift devices,
e.g. propellers and wings on helicopters, aircraft, and ships; in
particular, a bladeless helicopter will be highly desirable innovation
from the viewpoint of maneuverability and safety. The main idea behind
this device is completely new -- based on the "artificial tornado"
principle.
Designer Kim Zorzi expected that a
Vertical Vortex Thruster Engine-based "helicopter" would be very simple,
compact and much more efficient than a conventional helicopter. Fuel
requirement is non oil related and gets its power from electricity
generated by differentiated air temperatures.
These vortex machines have the
potential to substantially increase energy savings such as petroleum,
chemical, power transportation, pharmaceutical, electronics,
environmental and agriculture, amounting to hundreds of millions of
dollars per year in each state alone.
Thank You, ………Researcher and Designer
Kim Zorzi
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