Abstract:
An engine or motor that generates electrical energy by the use of isotropic principles in conjunction with the expansion of fuel materials when constant heat is applied to flammable fuels such as propane, nitrogen, alcohol, diesel fuel and ammonia water in a well structured mechanical setting.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
   Priority is claimed under 35 USC §119(e) to the provisional patent application 60/654,884 filed on Feb. 23, 2005. 

   BACKGROUND OF INVENTION 
   The price of oil energy is rising, and it is unlikely that the price will come down soon. The pollution caused by the burning of fossil fuels is worrisome. The continuing availability of fossil fuels is becoming questionable. Thus, it is imperative that the fuel economy of all vehicles that use fossil fuel to power them be enhanced whenever possible. Thus was born the idea of an Isotropic Recycling Engine. 
   SUMMARY OF INVENTION 
   The Isotropic Recycling Engine is a fuel recycling motor that is built to run on the isotropic principle. The definition of isotropic is as follows “exhibiting properties (as velocity of light transmission) with the same values when measured along axes in all directions”. Thus, in this device, the isotropic principles are used in conjunction with the expansion of fuel materials when constant heat is applied to flammable fuels such as propane, C 3 H 8 , nitrogen, alcohol, diesel fuel and ammonia water in a well structured mechanical setting. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
       FIG. 1  depicts the Isotropic Recycling Engine as fully configured. 
   

   DESCRIPTION OF THE INVENTION 
   The terminology used herein should be interpreted in its broadest reasonable manner, even though it is being utilized in conjunction with a detailed description of a certain specific preferred embodiment of the present invention. This is further emphasized below with respect to some particular terms used herein. Any terminology that the reader should interpret in any restricted manner will be overtly and specifically defined as such in this specification. The preferred embodiment of the present invention will now be described with reference to the accompanying drawings, wherein like reference characters designate like or similar parts throughout. 
   Thermodynamic vs. Kinetic vs. Electrical Energy 
   With reference to  FIG. 1 , when heat is applied to the combustion unit  1 , by way of a furnace  2  or other means, the fuel or liquid in the combustion unit will increase in volume due to the isotropic property of liquid materials. This change in volume will require a larger area than the combustion unit  1  for the expansion of the fuel. This is in accordance with fundamental principles first postulated by Blaise Pascal who stated that “pressure applied on a contained fluid is transmitted undiminished in all directions, and acts with equal force on equal area, and at right angles to them”. The thermodynamic energy being created in the combustion unit (which is an equivalent of kinetic energy), and monitored by a pressure gauge attached to it  3 , is forced through the combustion unit&#39;s outflow port, through a main valve  4 , through a first back flow preventer valve  47  through a super-heater  40  (with accompanying high pressure gauge  10 ) by way of a main conduit  5  and is trapped by the turbine plates of the turbine  17 . The trapped energy immediately develops pressure inside the turbine  17  and turns the turbine blades. A heavy spring loaded balancing weight  9  is placed inline to the device, along with a pressure control bypass safety valve  11 , so that the turbine  17  will move first when the pressure (though the use of thermodynamics) is applied to the system. The turbine changes the kinetic or thermodynamic energy into mechanical energy and is attached to a generator  18  which transfers the energy into electrical energy via rotors  20 , centrifugal fans  19  through a transformer main switch  21  and primary lines  22  to a transformer  38 . The combustion unit  1  has a drain plug  44  for maintenance use, and a chimney  50  to draw air into the combustion unit  1 . There are electrical circuit components to this device which will be discussed in turn below. However, at the main control unit level, there are a main switch  16 , a battery  8  for power redundancy, and a main pressure relief valve  6  and a ground  51  (which is used as the ground for all components). 
   Cooling System and Recycle Circuit 
   After the high pressure fuel vapor passes through the moving turbine  17 , it is forced, through the use of conduit  5  such as a standard PVC pipe or copper tubing, through a compressor  25  and into a condenser  26 . A low pressure line gauge  39  is placed inline to monitor appropriate fuel vapor pressures from the turbine  17  to the compressor  25  and another pressure gauge  35  is used to monitor the pressure in the line just before the condenser. At the condenser and through the use of condenser fans  24  the heat begins to dissipate. However, not all heat dissipates at the condenser  26  and in fact a flow control valve  27  opens to allow the fuel vapor to continue to a heat exchanger  29  where the rest of the heat is dissipated through the heat exchanger  29  and the heat exchanger fans  28 . A pressure gauge is placed inline to monitor appropriate fuel vapor pressures. 
   After the heat exchanger  29  a flow control pump  31  is installed in the low pressure line followed by a back flow preventer valve  47  to ensure that the fuel vapor is pumped only one way—and that way is back towards the combustion unit in this subsystem circuit. A pre-heater  52  is employed to heat the fuel vapor on its way back to the combustion unit for re-use. Additionally, a pressure control regulator  32 , several bypass valves  36  and  37 , two reservoirs  41   a ,  41   b , two injection pumps  42  and  43 , several regular valves  33  and  34  and an injector  46  are used to complete this cooling/recycling circuit. The injector  46  is used to inject the condensed and heated fuel vapor back into the combustion unit, via an injector port, for reuse as a fuel. Thus, through the use of this electromechanical sub-system, some of the fuel vapor returns to the combustion unit for reuse. 
   Pressure Control Regulator 
   If the pressure in the entire system is becoming too high, which in turn would cause the turbine to spin too fast the heavy load balancing pressure will close the contact  13   a  to operate the solenoid  12  to open gate  11 . Pressure will divert to the secondary line bypassing the turbine axle. If the system is under pressured the pressure control regulator  32  will engage to close the pressure control regulator contact  48  to activate the injection pumps  42  and  43  to feed the combustion unit with the recycled fuel vapor and thus boost the pressure in the system through the injector  46  to repeat the cycle. 
   Temperature Control Relay 
   A thermometer relay switch  15 , which in this implementation is a typical mercuric thermometer switch, is located between the pressure bypass gate (X) and the turbine  17 . This thermometer relay switch controls the temperature inside the generator by turning the centrifugal fans  19  on or off, as appropriate, to cool the generator. It is envisioned that other temperature sensitive relays could be used, such as a thermocouple type thermal relay. 
   Motor Size, Power and Specifications 
   The motor&#39;s size and power delivery will depend on the desires and capacity of the manufacturers and the energy demanded from this system. With a redesign of typical hydrocarbon fueled engines or motors, this Isotropic Recycling Engine can by used as the primary method with which to power cars, trucks, trains and even conveyors and the like in any mechanical setting where force is required to produce a result. 
   Efficiency 
   This motor is made to be more efficient than any other motor that has been built. For example, if 120 gallons of diesel fuel is placed into the burner and run for 12 hours, virtually the same amount of fuel will be in device at the end since the engine/device does not consumer the fuel. The expected amount of fuel at the end of 12 hours is 119.8 gallons, and thus the lost would only be 1% and said loss is primarily due to heat loss and the chemical reactions of the fuel itself. 
   Other engines or motors such as the traditional gas engine, hydraulic engines consume fuel and water without the capacity to recycle the “fuel” material, and thus the “loss” of the more traditional engine systems is 100%. The Isotropic Recycling Engine is nearly 100% efficient in terms of energy conservation and work produced and thus is a necessary invention to solve some of the energy problems that beset the 21 st  century. 
   The foregoing description details certain preferred embodiments of the present invention and describes the best mode contemplated. It will be appreciated, however, that no matter how detailed the foregoing description appears, the invention can be practiced in many ways without departing from the spirit of the invention. Therefore, description contained in this specification is to be considered exemplary, rather than limiting, and the true scope of the invention is only limited by the following claims and any equivalents thereof.