GAS TURBINE TWO-PHASE INTERNAL COMBUSTION ENGINE AND METHOD

Abstract: A hybrid gas turbine tow-phase internal combustion engine comprising a tuborotor (1) having blades (11) which extend radially from and rotate about a fixed axis. The turborotor is enclosed coaxially by an annular housing (2) which together with the turborotor blades forms radially extended rotational combustion chambers (67) closed at their radially outward ends and open at their radially inward ends to form ports to change the working fluid. In cours of compression of the working fluid from the center to the radially outward periphery of the turborotor (a first or charging phase), the turborotor works as a centrifugal radial flow compressor having a closed outlet at its radially outward end. Upon combustion the working fluid expands in the chambers formed between the radially extended blades of the turborotor and the housing and flows the same way back in a radially inward direction, from the radially outward periphery to the center of the turborotor. In this second or expansion phase the engine works as a radial inflow-type turbine with a closed inlet at its radially outward periphery.

Description: GAS TURBINE TWO-PHASE INTERNAL COMBUSTION ENGINE AND METHOD 5 REFERENCE TO RELATED APPLICATION This is a continuation-in-part of my appl ication Serial No . 789 , 611 fil ed on April 22, 1977 and all owed by Notice of All owance dated ι Q August 8 , 1980 . I hereby incorporate by reference herein the entire contents of said appl ication Serial No . 789 , 611 , and cl aim priority based on its fil ing date for all common subject matter . 5ACKGR0UND OF THE INVENTION 5 One of the important factors affecting the efficiency of prior art gas turbine engines is the temperature in front of the first stage of the turbine. T ' ae higher the temperature, the greater the -power output, with correspondingly lower specific fuel consump- 20 tion. However, Increasing the temperature in front of the turbine is accompanied b.y higher turbine vane and blade metal teπperatures and attendant detrimental effects on operating stress level, hot corrosion and strength fatigue. Present day developments in metallurgy have not overcome entirely the undesirable effects of 5 this factor in gas turbine engines working in a "constant pressure" cycle even when ceramic materials are used. Therefore, such engines have relatively poor performance as compared to gas tur¬ bine engines designed to work in a "constant volume" or "mixed" cycle. It is believed that such "unsteady" cycles provide a low 0 average temperature in the combustion chambers, and thai; many design and thermodynamic advantages result from this. Furthermore, the efficiency of ' ■ ■he "constant pressure" cycle gas turbine engine is especially low without a heat regenerator, as compared to a piston reciprocating engine. In addition, the conventional 5 type gas turbine engine works at a high excess air coefficient, due to the need for a substantial amount of air to cool the combustion chambers and first stase of the turbine. The oresence cf this , excessive air-flow increases size, weight and noise level and also causes additional energy losses. There have been proposals for gas turbine engines designed to alternate between "constant volume" and "mixed" cycles, but because of design difficulties and problems in changing the working fluid, they are believed to have a low number of cycles per minute and a poor specific power performance. In addition, there has been a proposal for a free-piston gas generator engine which may have improved ther odynamic parameters and indicator efficiency, but at the penal y of bulk and complex structure. Moreover, the number of cycles per minute of such an engine would depend on the mass of the pistons. Conventional types of reciprocating piston engines tend to have good thermodynamic parameters. However, such engines suffer from a relatively high weight-to-pσwer ratio (due to the fact that a relatively small amount of air-flow is used for combustion), and such engines often are not used in areas where gas turbine engines are used. Moreover, the mechanical efficiency of con¬ ventional piston engines is relatively low. Wank-el rotary piston engines have certain 1imitations similar to those of conventional piston engines. In addition, ankei engines have relatively high fuel consumption at start-stop regimes, and a limited lifetime of the elements used to seal the combustion chambers. SUMMARY OF THE INVENTION An object of the invention is to provide a hybrid internal com¬ bustion engine which provides advantages in terms of relatively low fuel consumption, high specific power or thrust, and low specific mass as compared with conventional gas turbine and piston engines, and which can be used as a land, marine and aircraft powerplant. A further object of the invention is to provide a hybrid internal combustion engine operating at a low average temperature and without pistons, thereby tending to have high reliability, low production cost, reduced air pollution, and a reduced noise level, due to substantially reduced demand for air, as compared with certain conventional engines. An important part of one embodiment of the invented engine is a turborotor which has radially extended blades and is enclosed in and rotates coaxially within an annular housing to form together therewith interblade combustion chambers converting the fuel energy into mechanical work during rotation of the turborotor within the housing. Thermal efficiency can be increased by turbo- charging the engine so as to help provide high parameters gas to propel a working turbine, or to be used directly as a jet propulsion engine. The conditions of compression and expansion of the working fluid between the walls of the annular housing and the rotatable blades of the turborotor, are similar to those of the reciprocating piston engine. Therefore, it is possible to create, in accordance with the invention, a hybrid pistonless internal combustion engine having the benefits of the high indicator efficiency associated with reciprocating engines as well as the benefits associated witn turbine engines. Instead of the multiblade turborotor referred to above, a special design may use a low number of combustion chambers, or even a single combustion chamber. Instead of the multichamber arrange¬ ment discussed above, one or more individual chambers may be used, arranged to rotate about an axis transverse to the chamber axis. Considering an individual such chamber, the working fluid enters an open end thereof which is near the axis of rotation (the radially inward end), and compresses at its end which is further from the axis of rotation (the radially outward end) and is closed. After ignition, the ignited fluid expands and moves radially inwardl , imparting Coriolis-type of mechanical energy to a shaft which is coaxial with the axis of rotation. Similar type of energy is imparted to a similar shaft in the ul ichamber arrangement formed by the multiblade turborotor working inside the annular housing discussed earlier. A relationship between the angular velocity of the rotating chamber of the type discussed above, the linear velocity of the radially moving working fluid, and the Coriolis mechanical energy may be expressed as: COR F (R.t) 3 M (R f t) Λ (t) X V (R f t) ' where the left-hand term is the Coriolis force which acts on radius R and at time t on the moving wail of the chamber or is transmitted from the moving wall to the working fluid, Mr- * * t) -*•**- the mass of the working fluid passing through the chamber for the same parameters R and t, V.--J-, «.) is the velocity of inflow or outflow inside the rotating chamber and corresponding tc the s-ame radius and time, and -O- ^ -. -i is the angular velocity of the rotating chamber at time t. The total useful energy is equal to the differ¬ ence between the energy associated with Coriolis forces during expansion of the working fluid and the energy associated with Coriolis forces during compression of the working fluid. The dynamic conditions of work -during compression and expansion are such that there are no stringent requirements for maintaining adequate sealing for the working space of the rotating interbl e combustion chambers. The blades of the turborotor and the inner walls of the annular housing have heat conditions of work similar to those of a conventional piston engine and, therefore, can be cooled similarly, using an air or a liquid coolant. Due to favor¬ able conditions for changing the working fluid, it is possible to create a large quantity of air-flow through the engine, and to achieve a high power-to-weight ratio, especially if the engine is supercharged. As compared with a conventional gas turbine engine, the turborotor of an engine embodying the invention has a closed "outlet" during compression, and a closed "inlet" at its radially outward end during expansion of the working fluid. Hence, the invented engine does not suffer from the level of aerodynamic losses typi¬ cally associated with conventional gas turbine engines, more specifically with the air-flow from the compressor, the air-flow through the combustion chambers, and the exhaust trough the first stage turbine, where detrimental heat conditions are also present. ♦ The invented engine can be designed for a wide range of Reynolds numbers. The necessary excess air coefficient is believed to approximate that of a Diesel engine, and to be about two times less than that of the conventional gas turbine engine. Therefore, the invented engine tends to need much less air flow, which facili¬ tates improvements in power-to-weight and power-to-size ratios. The lower air flow requirements lead to lower noise level than chat of conventional gas turbine engines. Moreo ever, in the in¬ vented engine there is high turbulence inside the rotating combus¬ tion chambers, which facilitates more complete burning of the work¬ ing fluid and consequent reduction in polluting exhausts. The engine can work with many, if not all, of the different fuels used in conventional gas turbine and reciprocating engines. Three embodiments are disclosed to illustrate the advantages of the invention. The first embodiment is illustrated by way of a & .IJI-E-A^ — c a ¬ sin !e rotating combustion chamber which has, at its radially outward end, a chamber reservoir which helps improve the perfor - ance of the engine. The second embodiment is illustrated by way of a three-turborotor high performance turbocharged engine in a common housing. Such a multiturborotor concept allows the super¬ charging compressor and turbines, or the turbocharging part of the engine, to approximate steady-flow conditions. In addition, it simplifies controlling the distribution of the working fluid and helps reduce the gas-forces acting on the common housing. The third embodiment is illustrated by way of a single turborotor engine in which the turborotor axis coincides with the central shaft of the engine. Another object of the invention is to provide a method of producing mechanical energy by use of the inventive principles discussed briefly above and described in detail below. Other objects and aspects of the invention will become apparent from the detailed description of specific, exemplary embodiments of principles of the invention. 5RIΞF DESCRIPTION OF THE DRAWINGS The above described and other objects and advantages of the inven¬ tion are hereinafter described in greater detail and claimed, reference .being had to the accompanying drawings forming a part hereof, wherein like numerals refer to like parts throughout, and in which: Fig. la is a simplified sectional view of a combustion chamber in charging (compression) phase, of an embodiment shown in Fig. 2. Fig. 1b is another simplified sectional view of the same combustion ch.amber in exDansion ohase. Fig. 2 is a simplified perspective view of an exemplary single- chamber embodimen . Fig. 3 is a simplified sectional view, taken along line 5-5 of Fig. 4, of another exemplary embodiment -- a 3-turborotor engine. Fig. 4 is a simplified sectional view taken along line 4— of Fig. 3- Fig. 5 is a plan view of an actuating ring associated with the presented embodiment. Fig. 6 is a simplified view of a power controlling arrangement of the embodiment shown in Figs . 3 and 4. Fig. 7 is a "pressure-volume" diagram of work of the engine shown in Fig. 4. Fig. 8 shows two partial and simplified sectional views, taken along lines 1-1 and 2-2 of Fig. 9, of yet another embodiment — a single turborotor engine. Fig. 9 is a longitudinal sectionalview taken along line 3-3 of Fig. 8. DETAILED DESCRIPTION Referring to Figs, la, lb and 2, a singl chamber engine embodying relevant aspects of the invention comprises a shaft 102 rotatable about an axis 101 within suitably supported bearings 100. An elongated chamber 103, which includes a radial passageway for the working fluid, is affixed at its radially inward end to the shaft 102, to rotate with it. The chamber 103 as at its radially inward end a chamber-port 108 for working fluid flow communication between the chamber 103 and its environment, and has a chamber- reservoir 104 at its radially outward end. A fuel nozzle 107 and a spark plug 106 are suitably mounted at the chamber- 5 reservoir 104. A suitable counterweight 105 is affixed to an extension of the radially inward end of chamber 103 to help balance the iner ial forces of the parts rotating about axis 101. The chamber 103 has a cross-sectional area which is at its 10 minimum intermediate the chamber-reservoir 104 and the chamber- port 108, to help increase the velocity of working fluid ignited in the reservoir 104 in its radially inward movement toward port 108, and to thus improve the resulting energy exchange. 15 Simplified sectional views of engine operation during a first (compression) phase and a second (expansion) phase are shown in Figs, la and lb, respectivel . Due to the inertia! forces caused by rotation of chamber 103 about axis 101, working fluid enters through the ch.amber-port 108, proceeds radially outwardly within " 20 chamber 103 and compresses inside the chamber-reservoir 104, which accumulated a substantial amount of working fluid during a first phase of engine operation. Fuel is introduced into reservoir 104 through fuel nozzle 107, and ignited by spark plug 106. The ignited fluid burns in the chamber-reservoir 104 and, during a 25 second phase of engine operation, expands and moves radially inwardly within chamber 103, and exits through chamber-port 108, thus imparting Coriolis-type of mechanical energy to the shaft 102. 30 Figs. 3, 4, 5, 6 and 7 illustrate a modified embodiment of the invention — a 3-turborotor engine. As shown in Figs. 3 and 4, three annular housings 112 (112a, 112b, and 112c) are disposed at 120 angular intervals equidistantly about a central axis 153- The inner sufaces of the annular housings 112 form respective 35 rotationally symmetrical torusoidai stator-shelis 113 0-13a, 113b, and 113c), with the rotational symmetry thereof coinciding with respective peripheral axes 1 1 (131a, 131b, and I31c). Each stator-shell 113 is open at its radially inward end, and includes an inlet wall 114 and an outlet wall 115, both perpen- dicular to the axes 131. The two walls provide an annular passageway 119, which is disposed radially inwardly of and in fluid-flow communication with the stator-shell 113. Inlet wall 114 and outlet wall 115 define, by their radially inward ends, an inlet port 116 and an outlet port 117, around each peripheral axis 131a, 131b, or 13Lc. Respective turborotors 109 (109a, 109b, and 109c) are mounted to rotate about the respective peripheral axes 131 inside annular housings 112. Each turbo¬ rotor 109 has spaced blades 111, which extend radially through the annular passageway 119 and through the entire radial section of stator-shell 113, to define radially extended, rotational, interblade combustion chambers 132 having chamber-ports 133 at their radially inward ends. Also, each turborotor 109 has a hollow peripheral shaft 118, which rotates about the peripheral axis 131, on bearings 122 and 123. One end of each peripheral shaft 118 is in fluid flow communication with the respective inlet port 116 and is affixed to a respective rotational turbo¬ rotor hub 110 which holds the respective radially extended blades 111. Channels 144 are provided on the radially inward end of inlet wall 114, to create a labyrinth sealing with the turbo- rotor hub 110. The turborotor blades 111 have at their radiall outward end a larger area 142, matching the cross-section of the torusoidal stator-shell 113 at a plane passing through the peripheral axis 131, and a narrow area 143, at their radially inward end, matching the same cross-section of the annular passageway 119- Thus, the blades 111 are flanked from all sides by the inner surface of annular housing 112, allowing a gastight running fit during rota¬ tion of turborotor 109. The radially inward ends of inlet wall 114 and outlet wall 115 encircle an inlet duct 1^0 and an outlet duct 141, respectively, the former defined by the hollow peripheral shaft 118, and the latter defined by the radiall inward circu - ferance of the outlet wall 115- Inlet duct 140 and outlet 5 duct 141 communicate with the inlet port 116 and the outlet port 117 to change the working fluid during the two-phase action of each turborotor 109. There is -also at least one peripheral channel 130 on the inner surface of the stator-shell 113 and a cut-out 129 on the radially outward end of each turborotor blade 111, "Lo which help in the ignition of the working fluid and in completing the combustion thereof. The hollow peripheral shaft 118 has turborotor cooling ribs 160 which help provide normal working conditions of turborotor 109 and the parts in contact with it during engine operation. 15 A rotationally symmetrical wide-aperture distributional central valve 134 is provided between the inlet wall 114 and the outlet wall '115 of annular passageway 119. Its symmetrical rotational axis coincides with the peripheral axis 131 of rotation of each ■ 20 turborotor 109. The central valve 13 can move axially, and is in a supplying boundary position 134a during a first phase of each turborotor action, in which it closes the outlet port 117, and in an 25 exhausting boundary position 134b during a second phase cf each turborotor action, in which it closes the inlet port 116 of each annular housing 112. The shape of central valve 13 is such that it forms, during the first phase of each turborotor action, the central part of a radial flow compressor with a closed output, 20 and during the second phase of each turborotor action, the cen¬ tral part of a radial inflow-type turbine with a closed input. There is at least one fuel nozzle 135 and there is at least one spark plug 13β disposed on the radially outward end of each 35 stator-shell 113- However, spark plugs 136 may be omitted if high compression of the working fluid is achieved inside the . ' ^- stator-shell 113 during the first phase of each turborotor action which is sufficient to develop high temperature and create the necessary conditions for self ignition. A conventional suction compressor 151 of centrifugal type, schematically shown in Fig. 4, is affixed to a common shaft 155 and is disposed downstream of the outlet ducts 1 1, to help evac- uate exhausted working fluid which may tend to remain at the radially outward end of turborotor 109 at the end of the second phase due to the inertia! gas forces during rotation. In addi¬ tion, suction compressor 151 may help reduce the time the second phase takes, due to its constant suction action during engine operation, and may thus increase the number of phase alterations per minute, creating an additional gain in power-to-size ratio of the illustrated embodiment. There is also at least one evacuation valve 137 disposed at the radially outward end of each stator-shell 11 , to open it by means of evacuation valve opening 154 shortly before the end of the second phase. The opening of evacuation valves 137 reduces further the time of evacuation of the exhausted working fluid, and thus further shortens the second phase. The evacuation valve openings 154, controlled by evacuation valves 137, are connected with the outlet ducts 141 by pipelines 146 so as to include the exhausted working fluid passing through the openings 154 into the main exhaust flow. This connection further shortens the evacuation time due to making use of the suction action of compressor 151 through pipelines 1^6 when the evacuation valves 137 are in their open positions. Suction compressor 151 may be provided with radially extended ribs (not shown) on its nonactive surface to help cool it during engine operation. An actuating ring 138, visible in Fig. 4 but shown in greater detail in Figure 5, rotates about the common shaft 155. Ring 138 - ' comprises a central valve cam track 139, an evacuation valve cam track 162, a fuel nozzle cam track 163, and a spark plug cam track 169, which help actuate the respective components of each annular housing 112. Each of the tracks has a respective actuating cam to actuate, by a suitable connection, respectively the central valve 134, the evacuation valves 137, the fuel noz¬ zles 135, and the spark plugs 136, at least once per revolution of the actuating ring 138. The actuating ring 138 is driven by the common shaft 155 through a mechanical transmission, for example a constant ratio gear transmission. In such case the power of the engine is controlled by changing the fuel flow passing through fuel nozzles 135. The annular housings 112 each have an inlet common housing 126 and an outlet common housing 127. Each of the common housings 126 and 127 has ribs 128 which help cool the annular housings 112 during engine operation. In addition, each of housings 126 and 127 includes oil channels, for example oil channels 168, to provide lubrication of each of the peripheral shaft bearings 122 and 123- If necessary, the oil flowing through channels 168 can be used also to cool turborotor ribs lόO to help provide normal working conditions of the turborotors 109- Cooling and lubri¬ cating the other engine bearings may be achieved by similar means. Cooling ribs 128 can be included in a liquid cooling system, or in an air cooling system achieved by bypassing air flow around each annular housing. A peripheral gear 120 is affixed to each peripheral shaft 118 between the two bearings 122 and 123 - Each of the three peripheral gears 120a, 120b, and 120c, one for each turborotor, is in con¬ stant engagement with a central gear 121 affixed to the common shaft 155, to thereby transmit mechanical energy from the turbo¬ rotors to the common shaft 155. In the shown embodiment the oericheral axis 131 of oerichersl shafts 118 of the three turborotors are parallel to each other and are spaced at 120° angular intervals about the common shaft 155, which rotates on bearings 124 and 125 about the central axis 153 which is also parallel to axis 131- However, in another design configuration the engine can be formed with the peripheral axes 131 perpendicular to the central axis 153, by using suitable means for transmitting mechanical energy from the turborotors to the central shaf . While in the illustrated embodiment there are three annular housings 112 each with its respective turborotor 109, the same engine can be implemented by using only two annular housings 112, each with a respective turborotor 109, or using only a single annular housing 112 with a turborotor 109. Si i- larly the engine can be implemented by using more than three annular housings, each with a respective turborotor, without departing from the concept of the invention described herein. In order to achieve higher power-to-size and power-to-weight ratios and higher thermal efficiency, the invented engine may be provided with a turbocharging group comprising a supercharging compressor 145 and first turbines 148. Any one of a number of conventional compressors, such as centrifugal, axial or a combination of both, can be used for supercharging. The turbo- charging group may be affixed to the common shaft 155, to help keep the cross-section of the engine small, for example for aircraft applications, but the turbocharging group may be, alternately, on a separate turbocharging shaft which is non- coincident with the common shaft 155. The supercharging com- pressor 145 is driven by the common shaft 155 to supply each of annular housings 112 with preco pressed working fluid. The first turbines 148 are downstream of the suction compressor 151, and are affixed to the same common shaft 155, to drive the super¬ charging compressor 145 and suction compressor 151 during engine operation. The gas communication between the turborotors 109 and the turbocharging group and the suction compressor 151 is by means of a front gas buffer 1 7, located between the supercharging -I t- compressor 145 and annular housings 112, and by a rear gas buffer 149, located between the outlet ducts 141 and the suction compressor 151, in an arrangement which helps smooth pressure pulsations of the working fluid. Working turbines 159 are located downstream of the first turbines I4£ and drive propulsion means through a propulsion shaft 161, which can be coaxial with the common shaft 155 and rotate inside it. The working turbines 159 can be omitted if the kinetic energy of the exhausted fluid is used for jet propulsion. The supercharging compressor 145 and first turbines 148 can be connected by a separate turbocharging shaft (not shown), which can be noncoincident with the common shaft 155. In such case a suitable transmission (not shown) is introduced between the two shafts. The first turbines 148 can be omitted if there Is an otherwise adequate energy balance between the turborotors 109, the supercharging compres¬ sor 145 and the suction compressor 151. The transmission between the two shafts can be avoided if- turborotors 109 work in a gas-, generator regime and the energy of the gas exhausted thereby, which drives the first turbines 148, is enough to meet the energy consumption needs of the supercharging compressor 145 and the suction compressor 151 • When the turbocharging group is mounted on a separate turbocharging shaft, the function of the front gas buffer 147 and the rear gas buffer 1 9 may be provided by a front gas communication duct and a rear gas communication duct respec¬ tively. In order to provide higher performance, especially fuel effi¬ ciency, the constant transmission ratio between the shaft 155 and the ring 138 discussed above can be omitted in favor of the power controlling arrangement shown in greater detail in Fig. 6. The alternate controlling arrangement comprises an energy releasing duct iδ4 which connects the front gas buffer 1-7, at a joint 166 which is between the supercharging ccmprressor 1-5 and the annular housings 112, with the entrance of the first turbines 148, A distribution flap 165 is located inside the joint 166 and rotates about a flap axis 150, which divides the precompressed working fluid between the annular housings 112 and the first turbines 148. The actuating ring 138 in Fig. 6 receives its actuating motion by means of a speed variator 156. The input of speed variator 156 can be any suitable connection to the engine, for example a connection to the common shaft 155. The trans- mission ratio between the input and the output of the speed variator 156 can be changed by a controlling lever 157 which is connected to the distribution flap 165 by a four-bar linkage mechanism 167 to control the position of the flap. An rpm regu¬ lator 158 may be provided to sense the rpm of the common shaft 155 and turborotors 109 and to control the fuel flow through nozzles 135 to maintain a selected rmp and compression inside the interblade combustion chambers 132. At least one carburetor 152 may be mounted downstream of the joint 166 and in front of inlet ducts 140 as another option of fuel introduction. In such case ignition of the working fluid may be provided by the spark plugs 136. The gas turbine, three-turborotor engine works in accordance with the "pressure-volume" diagram of Fig. 7. Engine operation is described below by reference to the action of a single turborotor, because the operation of the other turborotors is identical , although shifted in phase by 120°. In operation, the precompressed working fluid with gas parameters determined by point b in Fig. 7 comes from the supercharging compressor 145 and passes through the front gas buffer 147 and the inlet port 116 of annular housing 11 , which is open at this time because the central valve 13 is in its supplying boundary position 134a. The working fluid then passes through the chamber ports 133 of turborotor 109, and moves radially outwardly through the interblade combustion chambers 132, to be compressed into the torusoidal stator-shell 113 within the annular housing 112, between the radially outward portions of the turborotor blades 111 (point c in Fig. 7). This completes the first phase of engine operation for a given turborotor. During the second phase, after introducing fuel, for example, by fuel nozzle 135 through a suitable fuel injection mechanism and after self ignition, or after ignition by spark plug 136, and after at the same time repositioning the central valve 134 in its exhaus¬ tion boundary position 134b, the ignited fluid reaches its maximum pressure (point d in Fig. 7), and expands and moves radially inwardly through the interblade combustion chambers 132. The expansion is caused by the pressure differential between the radially outward and the radially inward ends of the interblade combustion chambers 132, and in addition by the suction action of suction compressor 151. During this radiall inward expansion, the exhausted fl id overcomes its own inertial forces caused by the rotation of turborotor 109 inside Its annular housing 112. Due to Coriolis forces during rotation and radially inward ex¬ pansion, the ignited fluid imparts mechanical energy to the per¬ ipheral shaft 118, which is transmitted to the common shaft 155 through peripheral gear 120 and central gear 121, to drive the turbocharging group and the suction compressor 151, or to propel additional utilization means if excess driving torque is available on shaft 155. The expanding fluid exits the interblade combustion chambers 132 through the same chamber port 133 at the radially inward end of turborotor 109, reaching point e in Fig. 7 at the end of the second phase. The exhausted fluid exits annular housing 112 through outlet port 117, outlet duct 1 1 and rear buffer 149, where it mixes with exhausted working fluid left from any previous second-phase action of any turborotor 109- In addi- tion, exhausted working fluid which may remain inside annular housing 112 is evacuated through evacuation valve 137 shortly before and shortly after the end of the second phase of the turbo¬ rotor action due to the inertial forces on the exhausted working fluid and due to the suction action of suction compressor 151 through pipeline 146. The second phase ends by repositioning the central valve 134 in its supplying boundary position 134a, which occurs at approximately the middle of the time period during which evacuation valve 137 is open. The volume of the stator- shell 113 is a main factor which determines the amount of com- pressed working fluid which can be accumulated, and thus the time taken by the first phase (charging phase), while the time period taken by the second phase is influenced, in addition, by the suction action of the suction compressor 151- The rear gas buffer 149 is where the exhausted working fluid from all of the turborotors 109a, 109b, and 109c is collected in time sequence, which helps reduce pressure pulsations. The exhausted fluid collected therein passes into suction compressor 151 and then passes through first turbines 148, at the output of which it has sufficient kinetic energy to be used for jet propulsion or for further expansion through the working turbines 159, for example to drive other propulsion means until it is completely exhausted (point f in Fig. 7). The area b-c-d-e in Fig. 7 corresponds to work gained by the invented engine which is over and in addition .to that which may be provided by a conventional gas turbine engine and corresponds to area ,a-b-e-f of the same diagram in Fig. 7. The phases of the three turborotors 109 overlap with each other as actuating ring 138 actuates in succession turborotors 109a, 109b, and 109c in the course of rotating about the common shaft 155. For example, as seen in Fig. 3, the turborotor 109a is shown in its first or charging phase, turborotor 109b is in its second or exhaustion phase and turborotor 109c is close to the end of its second phase in which the evacuation valve 137 of annular housing 112c is open to evacuate the residual gases tnrougn pipe¬ line 146. Power is controlled during engine operation (when the embodiment of Fig. 6 is used) by actuating the variator con¬ trolling lever 157 to reduce the rpm of actuating ring 138 and to thereby reduce the number of phase alterations per minute of each turborotor 109 without changing the turborotor rpm (due to the action of rpm regulator 153). Due to this, turborotors 109 work at substantially constant compression level of the working fluid at the time of ignition, and thereby at substantially maximum thermal efficiency. In addition, any excess crecompressed work- ing fluid releases its energy to the first rcroines 148, having passed through the energy releasing duct ' _ z- controlled by the flap 166, so as to keep the supercharging compressor 145 working at near maximal efficiency without reducing ecu revolutions per minute. In addition, the substantially constant rotational speed of turborotors 109 and the turbocharging ro provides the in¬ vented engine with good acceleration abϋ_cι_i3, which is particu¬ larly important for jet engines, because :us tass of the parts which have to be accelerated by means of actuating the variator controlling lever 157, is relatively low. Yet another engine which illustrates and emccdies the invention is shown in Figs. 8 and 9, and comprises c single turborotor gas turbine engine. This embodiment compri≤sϊ an annular housing 5 which encloses a rotatlonally symmetrical ccrusoidal stator-shell 2, with rotational symmetry coinciding witn central axis 10. The stator-shell 2 is open at its radially inward end, and includes an inlet wall 6 and an outlet wall 7, bctn cubstantlally perpen¬ dicular (at their radially inward ends) to the central axis 10. The walls 6 and 7 flank an annular passageway 3 which is disposed radially inwardly of, and in fluid-flow communication with, the radially outward part of stator-shell 2. The radially inward end of inlet wall 6 defines an inlet port 14. cnα the radially inward end of outlet wall 7 defines an outlet p rt 15, both coaxial with axis 10. A turborotor I rotates about t;:_= central axis 10 inside the annular housing 5. The turborotor hus clades 11 which extend radially through the annular passageway ~ ι?A through the entire section of stator-shell 2, and are circumcarsntially spaced from each other to define- interblade, radially extended rotational combustion chambers 67 which have respective cnamber ports 9 at their radially inward ends. The blades ar-c counted on a rotational outlet duct 16, which serves as c turborotor hub, and the duct 16 is a oart of a central hub 2- connected to the central BAD ORIGINAL shaft 24. The individual blades II are connected to the central hub 28 by means of ribs 17 which extend axially downstream into outlet port 15. The upstream edges of the blades II are mounted on an inner ring 20, which together with an outer ring 21, secured to the radially outward ends of blades 11, contributes to the rigidity of turborotor 1. Channels 97 are provided at the radially inward end of outlet wall 7 to form a labyrinth sealing with the outlet duct 16. The turborotor blades 11 have at their radially outward ends, a large area 12 matching the crcss-section of the torusoidal stator-shell 2 at a plane coinciding with the central axis 10, and a narrower area 13 at their radially inward ends matching the cross-section of the annular passageway 8 with the same plane. The blades 11 are thus flanked from all sides by the inner surface of annular housing 5, forming a gastight running fit during rotation of turborotor 1. The inlet wall 6 has an. inlet duct 4 connected with the stationary housing 5 by means of inlet ribs 25. Inlet duct 4 and outlet duct 15 com- unicate with the inlet port 14 and outlet port 15 to chapge the working fluid in the course of the two-phase action of turbo¬ rotor 1. There is at least one peripheral channel 56 cn the inner surface of stator-shell 2, and a cut-out 22 at the radially outward sr.ά of each turborotor blade 11, which serve tc help ignite the working fluid and help in propagation of the com¬ bustion. A rotationally symmetrical , wide-aperture distributional central valve 3 is provided between the inlet wall 6 and the o tlet wall 7 of annular passageway 8. Its symmetrical rotational axis coincides with the central axis 10 of rotation of turbcrotor 1. The central valve 3 moves axially between a first or supplying boundary position 43a, during a first phase of the turborotor action, in which it closes the outlet port 15, and a second or exhausting boundary position u 3 , during the second phase of the turborotor action, in which it closes the inlet pert 14. The shape and position of the central valve 3 are such that during the first phase of turborotor action it forms the central part of a radial flow compressor with a closed output, and during the second phase of the turborotor action it forms the central part of a radial inflow-type turbine with a closed input. There is at least one fuel nozzle .53, and at least one spark plug 59, both located at the radially outward end of each stator-shell 2. Spark plugs 59 may be omitted if high compression of the working fluid is achieved at the radially outer inside of the stator- shell 2 during the first phase of turborotor action such that conditions for self ignition are created. A suction compressor 23, of centrifugal type, is affixed to the central shaft 24 downstream of outlet duct 16, to help evacuate exhausted working fluid which may tend to remain at the radially outward end of turborotor 1 at the end of the second phase due to existing inertial forces. In addition, the constant suction action of compressor 23 tends to reduce the time taken by each second phase and thus helps increase the maximum number of phase alterations per minute, creating additional gain in the oower-to-size ratio of the invented embodiment. Suction compressor 23 has a cooling fan 40 provided on its nonactive surface to cool its ra ial blades during engine operation. At least one scavenging valve 50 may be provided at the radially outward end of stator-shell 2, to start venting the stator-shell 2 by opening the scavenging valve or valves shortly before the end of the second phase and closing it shortly after the end of the second phase. The venting provided by scavenging valves 50 further reduces the time taken by the second phase. Scavenging valve openings 68 connect to the suction compressor 23 by pipelines 38, so as to include the exhausted working fluid scavenged through openings 68 into the main exhaust flow. This connection further shortens the time of evacuation, by making use of the suction action of compressor 23 through pipelines 38, and thus further shortens the second phase. An actuating outer ring 54 rotates about the central shaft 24 and comprises a central actuating gear 55, scavenging valve cam track -a- 53, fuel nozzle cam track (not shown) and spark plug cam track (also not shown) to . actuate the four named auxilliaries of annular housing 5. Each of the four tracks has an actuating cam to actuate the respective named auxilliary. The actuating ring 54 is driven by central shaft 24 through a mechanical transmission, for example a gear transmission which can have a constant or a variable transmission ratio. In the latter case the turborotor 1 can be maintained at constant rpm while the number of phase alter¬ ations per minute changes, by means of an rpm regulator of the kind discussed in connection with the earlier embodiment but not shown in Figs. 8 and 9. The annular housing 5 comprises cooling ribs 27 which help maintain suitable temperature during engine operation. In addition, the annular housing 5 may comprise oil channels, as for example oil channels 98, which provide lubrica¬ tion to each of the central shaft bearings 35 and 41. Cooling and lubricating other engine bearings may .be achieved by similar means. The cooling ribs 27 may be included in a liquid cooling system, or in an air cooling system by means of bypassing airflow around each annular housing. In order to achieve higher power-to-size and power-to-weight ratios and higher thermal efficiency of the embodiment of Figs. 8 and 9, the embodiment may be provided with a turbocharging group comprising a supercharging compressor and first turbines similar to those discussed in connection with the earlier embodiments but not shown in Figs. 3 and 9. Any suitable type compressors may be used for supercharging, e.g. centrifugal, axial or a combination of both. The supercharging compressor, if used, can be driven by central shaft 24 to supply the annular housing 5 with precom¬ pressed working fluid during turborotor rotation. The first turbines, if used, are downstream of the suction compressor 23 and are affixed to the same central shaft 24 to drive the super- charging compressor and the suction compressor 23 uring engine operation. The gas communication between the turborotor 1 and the turbocharging system and suction compressor 23 is provide-d by -?.2- a. front gas buffer 36, which is between the supercharging com¬ pressor and the annular housing 5, and by a rear gas buffer 39, which is between the turborotor and the first turbines and helps smooth pressure pulsations of the exhausted working fluid. Work¬ ing turbines, not shown in Figs. 3 and 9, are mounted downstream of the first turbines to drive propulsion or other utilization means. Such working turbines may be omitted if the kinetic energy of the exhausted fluid is used for jet propulsion. The gas turbine single-turboroto engine illustrated in Figs. 8 and 9 operates as follows. During the first phase, precompressed working fluid from the supercharging compressor passes through the front gas buffer 3 and the open inlet port 14 of annular housing 5 while the central valve 3 is In its first boundary position 43a. The working fluid then proceeds through the chamber ports 9 of turborotor 1 , and moves radially outwardly through the interblade combustion chambers 67, to be compressed into the torusoidal stator-shell 2 of annular housing 5, between _ the radially extended turborotor blades 11. During the second phase- of the engine operation, after fuel introduction, for exam¬ ple by fuel nozzle 53, and self ignition or ignition by spark plug 59, while the central valve 3 is i Its second boundary position 43b, the ignited fluid reaches its maximum pressure and moves radially inwardly while expanding. The expansion is due to the pressure differential between the radially outward and radially inward ends of turborotor 1 and, additionally, due to the suction action of suction compressor 23- In the course of this radially inward expansion, the exhausted fluid overcomes its own inertial forces. The resulting Coriolis forces during expansion impart mechanical energy to the turborotor and thus to the central shaft 24, to drive the turbocharging group and the suction compressor 23, and to propel another means if excess driving torque is available on the shaft 24. The exhausted fluid exits the com¬ bustion chambers 57 through the same chamber ports 9, and exits the annular housing 5 through the outlet port 15, the outlet duct 16, and the suction compressor 23, and enters the rear gas buffer 39, where it mixes with exhausted working fluid left from any previous second-phase action of turborotor 1. Exhausted working fluid remaining inside annular housing 5 is scavenged through scavenging valve 50 shortly before to shortly after the end of this second phase of turborotor action, this scavenging being assisted by the inertial forces of the expanded working fluid in the radially outward interior of the housing and due to the suction action of compressor 23 through pipelines 38. The second phase ends by repositioning the central valve 3 in the second boundary position 43b, which occurs at about the middle of the time period during which the scavenging valves 50 are open. The amount of compressed working fluid during a first phase, and thus the time taken by the first phase of the turborotor action, is determined primarily by the volume of the stator-shell 2, while the time taken by the second phase is determined, in addition, by the suction action of compressor 23- Control of the power output of the engine is achieved by reducing 4 the fuel flow through noz*- zles 58 in case the actuating ring 54 is driven by the central shaft 24 through a constant ratio transmission. In case it is driven by a variable ratio transmission, the power output of the engine can be controlled by reducing the rpm of the ring 54, so as to reduce the number of phase alterations per minute while keep¬ ing the rpm of the turborotor substantially unchanged, as by means of an rpm regulator. Such operation results in the main¬ tenance of a substantially constant average pressure in the interblade combustion chambers 67 and thus allows the maintenance of a constant high indicator efficiency. The foregoing embodiments illustrate principles of the invention, but it should be clear that numerous modifications and changes will readily occur to those skilled in the art based on the dis- closure of this application, and that the inventiion is not limited to the exact construction and operation disclosed in detail but encomoasses suitable modi ications and equivalents utilizing the invented principles and falling within the scope of the invention. It should be appreciated that ail three of the 5 exemplary embodiments discussed in detail above share inventive principles disclosed herein, and that certain details disclosed with respect to one are applicable in another, and that certain conventional details known in the art of turbines and other internal combustion engines have been omitted for the sake of 10 making this disclosure more concise and more easily under¬ standable to persons of ordinary skill in such art. IP

Claims: HAT IS CLAIMED IS: 1. A gas turbine two-phase internal combustion engine, having a shaft rotatable around a fixed axis, comprising: an annular housing enclosing an annular rotationally symmetrical reservoir and an annular passageway which is coaxial with the reservoir and is disposed radially inwardly of and in fluid flow communication with the reservoir; a turborotor rotating within said housing, fixedly mounted on said shaft to coincide with the rotational sym¬ metry of the annular housing and having spaced blades extending radially through said annular passageway and through the entire radial section of said annular reservoir to define, together with the housing, interblade rotating combustion chambers having working fluid-flow communication ports at their radially inward ends; first means for supplying a working fluid into said ports during a first phase of the engine operation, and for exhausting working fluid through' said ports during a second phase of the engine operation; second means for introducing fuel into said combustion chambers during said first phase; and third means for igniting the working fluid in the com¬ bustion chambers at the end of the first phase; wherein during the first phase working fluid entering through the ports moves radially outwardly through said inter¬ blade chambers to be compressed into the reservoir and during the second phase, after ignition of the mixture of fuel and working fluid, the ignited mixture expands and moves in the radially inward direction through the same interblade chambers, imparting mechanical energy to the shaft by acting on the blades in said radially inward movement of the ignited mixture, said ignited mixture exiting the chambers through said ports during said second phase, and said phases al er- 2. A gas turbine engine as defined in claim 1, wherein: the housing portion defining said annular reservoir is a torusoidal rotationally symmetric stator-shell open in its radially inward end, and the housing portion defining said annular passageway comprises two walls flanking the axial sides of said turbo¬ rotor blades, said walls having facing surfaces perpendicular to said shaft, and having immovable inlet and outlet ducts around the sha t for entry of working fluid and exit of ignited mixture, said walls being connected at their radially outward end with said torusoidal stator-shell , the so-formed annular housing completely enclosing the rotatable blades of said turborotor. 3. A gas turbine engine as defined in claim 2, wherein: said turborotor blades have at their radially outward end a larger area, equal to the cross-section of said toru- soidal stator-shell in a plane passing through the axis of rotation of said shaft, said blades being narrower in their radially inward part which is inside said annular passageway, and including a rotational hub from which the blades radiate and which extends axially through said inlet and outlet ducts, said hub being a fixed to the shaf to rotate there¬ with and having a labyrinth sealing with the walls forming said annular passageway; said blades having cutout portions at their radially outward ends to facilitate ignition of said working fluid in the reservoir. -. A gas turbine engine as defined in claim 2 or 3, wherein: said means for supplying and exhausting include a rota¬ tionally symmetrical central valve, whose symmetric axis coincides with the axis of rotation of said shaft and which moves axially between the two walls of said annular passage¬ way, in the center of said turborotor, to be In a first boundary position during the first phase, in which it closes the outlet duct, and to be in a second boundary position, during the second phase, in which it closes the inlet duct; said valve forming by its shape, at the two boundary posi¬ tions, during the first phase of the engine, the central part of a radial flow compressor which has no output, and during the second phase, the central part of a radial inflow type turbine which has no input; and said second means for introducing fuel comprise fuel nozzles disposed at said torusoidal stator. 5. A gas turbine engine as defined in claim 4, further co - prising: a main cam mechanism for positioning said central valve, a number of scavenging valves at the radially outward end of said torusoidal stator, cam valve mechanisms at the radially outward end σf said torusoidal stator to control opening and closing of said scavenging valves, an outer ring moving around said stator, which comprises a number of cams acting on said cam valve mechanisms to cause them to open said scavenging valves only at the end of the second phase, an rpm regulator to control the speed of said turbo¬ rotor, a suction compressor mounted downstream from the outlet duct of said turborotor, to reduce the duration of the second phase of the engine and improve scavenging, a cooling fan mounted on the same shaft, and pipelines connecting the outlet of said scavenging valves with the entrance port of said suction compressor. 6. A gas turbine engine as defined in claim 5, comprising: a supercharging compressor to supply said rotating combustion chambers with comDressed working fluid and cool said torusoidal stator by means of bypass air flow, a gas buffer between said supercharging compressor and said turborotor, working turbines mounted downstream of said suction compressor and working with expanded gases from said turborotor, and a gas buffer between said suction compressor and said working turbines. 7. A gas turbine two-phase internal combustion engine having a shaft rotatable around a fixed axis and comprising: means defining a combustion chamber which extends radially from said shaft and rotates about said fixed axis, said combustion chamber having a radially inward open end defining a fluid-flow chamber port, a chamber reservoir which is substantially closed at its radially outward end and a passageway connecting the chamber port to the chamber reservoir for flow of working fluid therethrough, whrein at least a portion of the means defining the combustion chamber is a fixed to the shaft to . rotate therewith together with the rotation of the combustion chamber; and means for causing working fluid entering through said chamber port to move radially outwardly and to compress into the chamber reservoir during a first phase of engine oper¬ ation, and to expand and move in the radially inward direction from the chamber reservoir through the passageway and out the chamber port during a second phase of engine operation, the radially inward movement of the working, fluid imparting a Coreolis-type mechanical energy to said sha t, and said first and second phases alternating in succession. 8. An engine as in claim 7 wherein the cross-section of the passageway Is at a minimum between its radially spaced ends, and including means for introducing fuel into the chamber reservoir during the first phase of engine operation and for igniting said fuel at a time close to the transition from first to second phases. 9. A gas turbine two-phase internal combustion engine having a shaft rotatable about a central axis and comprising: an annular housing enclosing an annular rotationally symmetrical reservoir, an annular passageway which is coaxial with said reservoir and is radially inwardly of and in fluid flow communication with the reservoir, and a turborotor rotating within the annular housing about an axis coinciding with the rotational symmetry of the annular reservoir, said turborotor having spaced blades extending radially through the annular passageway and substantially the entire radial section of the annular reservoir to define, together with the annular housing, rotating interblade combustion chambers having chamber ports at their radially inward ends to allow fluid flow therethrough ' ; first means for supplying working fluid entering said combustion chambers through said ports and moving radially outwardly during a first phase of engine operation, and for exhausting working fluid from the combustion chambers by causing working fluid to move radially inwardly through the combustion chambers and to exit through said chamber ports during a second phase of engine operation; second means for introducing fuel into the annular hous¬ ing at least during the first phase of engine operation; means for evacuating the exhausted working fluid from the annular housing; means for causing the engine to alternate between a first and a second phase of engine operation; means for controlling the power output of the engine to cause the engine to provide reduced power output under reduced 1oad; turbocharging means for precomp essing the working fluid entering the combustion chambers during the first phase of engine operation to enhance the performance of the engine; and propulsion means powered by the engine; wherein during the first phase of engine operation pre¬ compressed working fluid enters the combuston chambers through said chamber ports and moves radially outwardly into said interblade combustion chambers and compresses into the annular reservoir, and during the second phase of engine operation, the fuel introduced by the second means is ignited and the working fluid expands by moving in the radially inward direction through the same rotating interblade com- bustion chambers, imparting mechanical energy to the shaft by acting on the blades of the turborotor when moving radially inwardly through the chambers, said expanding ignited fluid exiting the combustion chambers through said chamber ports during the second phase of engine operation to exhaust further through the turbocharging and propulsion means, said evacuation means evacuating the exhausted fluid from the annular housing to provide favorable conditions for the entry of new working fluid during the subsequent first phase of engine operation, said phases alternating in succession, and the power output of the engine being controlled by said controlling means and delivered to said propulsion means. 10. A gas turbine two-phase internal combustion engine having a common shaft rotatable about a central axis and comprising: a plurality of annular housings, each housing enclosing a respective annular rotationally symmetrical reservoir and a respective annular rotationally symmetrical passageway which is coaxial with and is radially inwardly of and in fluid flow communication with its respective reservoi ; a plurality of turborotors, each turborotor having a respective peripheral shaft having a rotational axis which coincides with the rotational symmetry of a resoective .= X Λ annul r reservoir and rotating within the respective annular reservoir, each of said turborotors having respective blades 5 which are spaced from each other and extend radially from the respective peripheral shaft through the respective annular passageway and through substantially the entire radial section of the respective annular reservoir to define, together with the respective annular housing, respective 0 interblade combustion chambers having working fluid flow communication chamber ports at their respective radially inward ends ; means for transmitting mechanical eneergy between said peripheral sha s and said common shaf ; 5 first means for supplying a working fluid to the respective combustion chambers through the respective ' chamber ports thereof and for causing radially outward movement of the working fluid through the respective combustion chambers during a first phase of the operation of a respective _% 0 turborotor, and for exhausting working fluid through the chamber ports of the respective combustion chambers during a second phase of the operation of a respective turborotor; second means for introducing fuel into each respective annul r housing; 5 means for evacuating the exhausted working fluid from each respective annular housings in preparation for intro¬ ducing new working fluid for the subsequent first phase of the operation of the respective turborotor; and actuating means for causing the operation of each * - *1 respective turborotor to alternate between a first phase and a second phase; wherein during the first phase of the operation of each respective turborotor working fluid moves through the chamber ports thereof and moves radially outwardly through the respective chambers to be compressed into the respective annular reservoir and, during the second phase of the opera¬ tion of the respective turborotor, ignited working fluid expands and moves radially inwardly through the same combus¬ tion chambers and exits through the same chamber ports, 5 imparting mechanical energy to the blades in said radially inward movement through the combustion chambers, said mechanical energy being transmitted to the respective per¬ ipheral shaft and to said central shaft. -0 II . An engine as in claim 10 in which the actuating means com¬ prise means to actuate the respective turborotors in sequence and for successively repeating said sequence. 12. An engine as in claim 10 in which the annular reservoir 15 defined by each respective housing comprises a torusoidal rota¬ tionally symmetrical stator-shell open at its radially Inward end and having an inlet and an outlet walls transverse to the respective peripheral shaft and defining respective inlet and outlet ports, the blades of the respective turborotor being 20 surrounded by the facing portions of said inlet and outlet walls and by the inner wall of the respective stator-shell and rotating therein in running gastight fit, the blades being wider at their radi-aily outward ends than at or near their radially inward ends and having cutout portions at their radially outward ends, and 25 said annular housings having a cutout at the radially outward periphery of the stator-shell to match the cutouts of the respective blades, to facilitate the ignition and the prorogation of combustion of working fluid.- ■ 30 13- An engine as in claim 10 in which the second means for intro¬ ducing fuel into each annular housing, comprises at least one fuel nozzle disposed at the radially outward end of each respective annular housing. 3 D I- 1 *. An engine as in claim 13 further comprising at least one spark plug disposed at the radially outward end of each respective annular housing. L5. An engine as in claim 10 in which the evacuation means comprises a suction compressor disposed downstream of each annular housing and in fluid-flow communication therewith. 16. An engine as in claim 10 in which the actuating means comprise an actuating ring disposed around the common shaft and comprising means for causing each of the turborotors to commence and end its respective operational phases in a selected sequence, and a speed variator connecting said common shaft and the actu¬ ating ring to sequence said phases . 17. An engine as in claim 16 in which the speed variator has a variable transmission ratio. 18. An engine as in claim 10 including a turbocharger for precompressing the working fluid entering the combustion chambers during the first phase of the operation of the respective turbo¬ rotors . * 19. An engine as in claim 18 wherein said turbocharger comprises a supercharging compressor disposed upstream of the annular housings and affixed to said common shaft to be driven thereby, and said engine includes a front gas buffer disposed between the supercharging compressor and the annular housings, first turbines disposed downstream of the annular housings and affixed to said common shaft to drive the supercharging compressor and to provide an additional power output, and a rear gas buffer disposed between Che annular housings and the first Curbina. 20. An engine as in claim 10 including means for concrolling Che power output of the engine. 21. An engine as in claim 20 in which the power controlling means comprise means for controlling Che flow of fuel to said combustion chambers. 22. An engine as in claim 10 including means for controlling the power output of the engine by controlling the number of first and second cycles of each respective turborotor per unit time while maintaining the number of rotations of each respective turborotor per unit time substantially constant. 23. An engine as in claim 10 in which the second means for introducing fuel into each annular housing comprises at. least one carburetor introducing fuel into the working fluid supplied to the combustion chambers by said first means for supplying working fluid, and said engine includes at least one spark plug disposed at the radially outward end of each respective annular housing. 24. A gas turbine engine as defined in claim 10 wherein said first means for supplying and exhausting the working fluid comprises, for each annular housing, a respective rotationally symmetric l wide-aperture distributional central valve whose * * axis of symmetry coincides with the rotational axis of the respective peripheral shaft and which moves axially between said inlet and outlet walls of said annular housing, in the center of each respective turborotor, to be in a supplying boundary posi¬ tion during the first phase of each respective turborotor action in which it closes said outlet port, and to be in an exhausting boundary position during the second phase, in which it closes said inlet port of each housing, said central valve being shaped to form, during the first phase of each respective turboroCor action, the central part of a closed output radial flow com¬ pressor, and during the second phase, the central part of a closed input radial inflow type turbine. 25. A gas turbine engine as in claim 10 in which the evacu¬ ation means for each respective annular housing comprises at least one opening disposed at the radially outward end of said annular housing, at least one normally closed evacuation valve, and means to open said opening for evacuation of the exhausted working fluid shortly before and shortly after the end of said second phase of each respective turborotor action. 26. A gas turbine engine as in claim 25 in which the evacu¬ ation means further- comprise a suction compressor downstream of said annular housings. 27. A gas turbine engine as in claim 16 in which said actu¬ ating ring includes a number of cam tracks, each cam track having at least one actuating cam to actuate each respective annular housing at least once during one full revolution of the actuating ring and to sequence said cwo phases for each respecCive Curborotor. 23. A gas turbine engine as in claim 10 including a liquid cooling system and wherein each annular housing comprises cooling ribs included in said liquid cooling system. 29. A gas turbine engine as in claim 10 including an air cooling system and wherein each annular housing comprises cooling ribs included in said air cooling system by means of bypassing airflow around each annular housing. 30. A gas turbine engine as in claim 10 including a turbocharger for precompressing the working fluid entering the combustion chambers during the first phase of the respective turborotors, means for controlling the power ouCpuC of the engine, and means for selectively transferring to the common shaft the energy of selected amounts of precompressed working fluid. 31. A turbine engine as in claim 19 including an energy releasing duct connecting said front gas buffer with said first turbine, a distribution flap at Che junccion between Che duct and the front gas buffer, a speed variator having a variable transmission * * ratio for actuating said actuating means at selected variable speeds and a mechanism connecting the variator with said flap to selectively transfer to said first turbine the energy of excessive amounts of precompressed working fluid in case the engine is operating under a reduced load. 32. A gas turbine engine as in claim 10 comprising propulsion means which includes a propulsion shaft and a working turbine affixed to the propulsion shaft and disposed downs reaiπ of said annular housings. 33. A gas turbine engine as in claim 10 in which the common shaft is hollow and Including a propulsion shaft rotatably mounted inside the hollow shaft and a working turbine affixed to the propulsion shaft and disposed downstream of the annular housings and driven by said exhausted working fluid. 34. A gas turbine engine as in claim 10" including a jet nozzle .disposed downstream of the annular housings to accelerate the exhausted working fluid and increase its kinetic- energy for jet propulsion. 35. A gas turbine engine as in claim 10 in which the turbo¬ charging means comprises a turbocharging shaft, a supercharging compressor affixed to the turbocharging shaft and disposed upstream of the annular housings, a gas buffer disposed between the super¬ charging compressor and said annular housings, and a mechanical transmission between the common shaft and the turbocharging shaft. 36. A method of operating a gas turbine two-phase Internal combustion engine having a shaft rotatable around a fixed axis comprising: defining a combustion chamber which extends radially from said shaft and rotates about said fixed axis, said chanber having a radially inward open end defining a fluid-flow chamber pore; a chamber reservoir which is substantially closed ac ics radially ouCward end and a passageway connecting the chamber port to the chamber reservoir for flow of working fluid there¬ through, wherein at least a portion of che combustion chamber walls is affixed Co che shaft to rotate cherewich cogether with the rotation of the combustion chamber; and causing working fluid entering through said chamber port to move radially outwardly and to compress into the chamber reservoir during a first phase of engine opereation, and to expand and move in the radially inward direction from the chamber reservoir through the passageway and out the chamber port during a second phase of engine operation, the radially inward movement of the working fluid imparting a coreolis-type mechanical energy to the shaft, and said first and second phases altarnacing in succession.

Inventors: RASHEV MICHAEL
Applicants: RASHEV MICHAEL
Application year: 1981
Main classification: F02C5
IPC codes: F02C5