FIELD OF THE INVENTION AND BRIEF DESCRIPTION OF PRIOR ART.

With the growth of population globally and enhancement of humans life standards, the desire for transportation in all different sectors such as air, sea, cars, trucks, lorry, and etc for the purpose of delivery of goods and services as well as commutations has increased dramatically, and currently the methods used to provide the sufficient energy acquire mainly fossil fuels. Most of the engines used in propelling vehicles have low or medium efficiencies thereby most of the energies released by burning such fossil fuels are wasted to undesired forms such as heat and noise. Also by considering environmental issues the desire to cut fossil fuel consumptions is a necessity.

By considering the rapid growth of population and production of all different forms of vehicles as well as fossil fuel and other energy generating limitations, therefore a very strong aspiration is felt to innovate a method and a system to maximize the fuel efficiency and by doing so reduce the fuel consumption in all sorts of vehicles.

Wright brothers were the first who pioneered the invention of propeller force generating method and system which was also in full compliance of physics and Newtonian laws of motion which eventually lead to the invention of propeller airplanes. Later on Sir Frank Whittle invented jet engines which derived their thrust force by burning fuel and exhausting hot gasses at a very high speed to generate thrust force and is currently used in aviation industry prevalently. It is noticeable that the fuel consumption efficiency in the methods that has been invented and in use so far are low.

Since the invention of jet engines, no other method and system for generating thrust force has been invented so far and mainly the inventions were to complete and improve the jet engine.

This invention is an improvement and completion of my granted USPTO patent (US 8272283 B2) to enhance fuel efficiency for generating thrust force and it comprises of new and inventive steps with new claims.

Embodiment of the granted invention discloses a method for thrust generation comprising looped track that has two straight sides and two curved parts as shown in figure 1, and a number of reaction engine vehicles that travel along the looped track in a programmed manner. In order to eliminate friction between the reaction engine vehicles and the looped track electromagnetic design is utilized in a way so the movement is air cushioned and free of friction. As mentioned, the looped track consists of two straight paths. First straight path as shown in figure 1 part 1, is for the purpose of reaction engine vehicles to accelerate (acceleration achieved is totally independent of the looped track) and reach its top speed before going through the first curved part of the looped track. When the reaction engine vehicle travels through the first curved part of the looped track as shown in figure 1 part 2, it will inevitably experience a force away from the center of the curved path (centrifugal force) and this force is eventually transferred to the looped track. In order to cancel the reaction engine vehicle's effect on the opposite curved path of the looped track to reach a unidirectional force, the second straight path of the looped track which is shown in figure 1 part 3, is used to decelerate the reaction engine vehicles (deceleration is done independent of the looped track). Eventually the reaction engines will pass the second curved path of the looped track which is shown in figure 1 part 4, with a low speed and reach the first straight path of the looped track and the cycle continues. The reaction engines are controlled by sensors and CPU to monitor and program the desired action.

The above paragraph was a brief description of my patented invention and the descriptions below are the new and inventive steps taken to improve and complete the previously mentioned invention.

BRIEF DESCRIPTION OF THE DRAWINGS

Embodiment of the invention will now be described, by ways of example only, with reference to the accompanying schematic drawings in which corresponding reference symbols indicate corresponding parts, and in which:

FIG. 1 is the top view of the mounted apparatus comprising reaction engine and looped track with its components.

FIG. 2 is the perspective view of the apparatus with two looped tracks fixed together back to back and their respective reaction engines.

FIG. 3 is the cross sectional view of the looped track and reaction engine which illustrates the winding of wires around looped track and magnet of the reaction engine.

FIG. 4 is the perspective view of the reaction engine equipped with parachute system.

FIG. 5 is the perspective view of the reaction engine equipped with parachute system starting to fold open.

FIG. 6 is the perspective view of the reaction engine equipped with parachute system folded open.

FIG. 7 is the top view of the apparatus with sensors attached to the looped track.

FIG. 8 shows the circuitry related to programming of this invention where the sensors that are attached to the looped track are wired to the input pins of this processor and this processor has outputs pins that convey the command to their corresponding reaction engine. FIG. 9 shows the circuitry for the output pins of the processor for transmitting a unique radio frequency or encoded radio channel to carry the desired command to be executed by the corresponding reaction engine.

FIG. 10 shows the circuitry for the output pins of the processor for transmitting a unique radio frequency or encoded radio channel to carry the desired command to be executed by the corresponding reaction engine.

FIG. 11 shows the circuitry to generate a unique radio frequency or encoded radio channel (as set by the operator) to be transmitted and received by all reaction engines to set a predetermined and uniform force magnitude during the acceleration phase which is the travelling of the reaction engines along the first straight path of the looped track.

FIG. 12 is the top view of the mounted apparatus comprising reaction engine and looped track with its components and shows the force that has been generated by the looped track in different directions as a result of the reaction engines travelling at high speed along the first curved path of the looped track for which the resultant force generated by the looped track will eventually be a unidirectional force.

DETAILED DESCRIPTION OF THE INVENTION

As shown in figure 2, In order to counter balance the above described mechanism and to avoid rattling (undesired shaking or vibrating moves) during continuous operation, two looped tacks are fixed together back to back and the movement of reaction engine vehicles running along these looped tracks must be in opposite directions i.e one in clockwise direction and the other in anticlockwise direction. Both sides must apply centrifugal force to the first curved part of their looped track to achieve a sufficient unidirectional force.

One of the main operational obstacles of this invention would be the friction that can be caused during the movement of the reaction engine vehicles along the looped track. In order to surmount this obstacle the best method would be to utilize electromagnetic forces, repelling the permanent magnets attached to reaction engines that run through the looped track's different path's, in all directions so the permanent magnet of the reaction engine vehicle floats (air cushioned) within the looped track and runs without friction. The electromagnetic forces must not affect the running path of the reaction engine vehicles throughout the looped track. By utilizing such mechanism heat generation as well as sound and other unnecessary energy transformations are eliminated therefore higher efficiency can be achieved. In order to avoid Eddy current it is best to use carbon fiber material for the looped track.

As shown in figure 3 by winding wires through different sections of the looped track (figure 3 part 2) and correct wiring to achieve desired current flow, the permanent magnet attached to the reaction engine vehicle (figure 3 part4) will float (air cushioned) throughout the track path (figure 3 part 1) during run. The number of wire turns and current passing through wires can be calculated by the Lorentz force formula with respect to the magnetic strength of the permanent magnet to achieve the necessary force to balance. When designing such system we must also take into considerations the air gap (distance) between the permanent magnet and the wire coil. Since the magnetic field strength (magnetic flux) is inversely proportional to the cubed of the air gap (distance away from the permanent magnet) so considerations also need to be taken with regards to this issue during design process.

We can utilize any kind of reaction engine for this invention and one of the types is jet engine. In order to manage the fueling of these jet engines we can design an automated pumping system at the second curved path of the looped track where the speed of the jet engines are at their lowest during their afore mentioned cycle and attach automated valves to the jet engine to receive the fuel through a short distance of the second curved path of the looped track, and then detach from the fueling system and continue their cycle.

Another reaction engine that can be utilized is propellant method that uses electric motors to rotate its blades (duct fans used in RC airplanes could be one type). Also the electrical circuits and processors that are embedded inside the reaction engines that control and manage the movement of the reaction engine at different parts of the looped track need to receive electrical current. Another issue would be to provide the electric power required by the reaction engine vehicles by noncontact (wireless) methods. Since the reaction engine vehicles are constantly running along the path of looped track therefore we need a method to supply the necessary electric power required by them without involving complex wiring therefore it is recommended to utilize wireless means to supply the electric power from a power source to each reaction engine vehicle.

According to Faraday s law any change in the magnetic field of a coil of wire will cause an emf to be induced in the coil. This emf induced is called induced emf and if the conductor circuit is closed, the current will also circulate through the circuit and this current is called induced current.

As we know when a current passes through a wire a magnetic field is generated looping around that wire therefore one of the methods to create a change in magnetic field is to use alternating current in a primary coil of wire to create a changing magnetic field environment to meet Faraday s law requirement in order to create an emf in the secondary coil of wire in the proximity of primary coil of wire with alternating current. By this method a current is induced in the secondary coil of wire wirelessly. In order to increase the distance between the primary and secondary coil and still gain effective and viable current induction, the frequency of the alternating current in the primary coil must be set high enough to achieve the desired goal.

In order to incorporate the Faraday s law to this invention we must create an alternating magnetic field along the entire path of the looped track by creating a high frequency alternating current from a DC source such as battery and by inverting the DC current to high frequency AC current and using coil of wire to generate the alternating magnetic field which can be conducted around the entire path of the looped track through by ferromagnetic alloys. Also we must attach a coil of wire to each of the reaction engine vehicles to receive the alternating current induced by the magnetic field, and when received, the alternating current can then be rectified and transformed to DC current and made available for consumption by electric circuits implemented in each reaction engine vehicles. The attached coil of wire to the reaction engine vehicle will remain within vicinity (noncontact) of the ferromagnetic alloy (alternating magnetic field supply source) during travel of the reaction engine vehicle along the path of the looped track.

As shown in figures 4, 5, and 6 a parachute system is attached to the reaction engines. Since the reaction engines decelerate at the second straight path of the looped track therefore it is essential to decelerate these reaction engines by means of air drag (to be efficient) and in order to achieve this goal a parachute mechanism is used and by actuating the parachute system to fold open, the cross sectional area of the reaction engine is increased therefore the drag force created will decelerate the reaction engine during its travel at the second straight path of the looped track, and eventually when the reaction engine reaches the end of the second straight path of the looped track its velocity will be at its minimal and the parachute is to be folded back and when the reaction engine reaches the first straight path of the looped track the reaction engine is ready to accelerate again.

Another issue would be to provide the electric power required by the reaction engine vehicles by noncontact (wireless) methods. Since the reaction engine vehicles are constantly running along the path of looped track therefore we need a method to supply the necessary electric power required by them without involving complex wiring therefore it is recommended to utilize wireless means to supply the electric power from a power source to each reaction engine vehicle.

According to Faraday s law any change in the magnetic field of a coil of wire will cause an emf to be induced in the coil. This emf induced is called induced emf and if the conductor circuit is closed, the current will also circulate through the circuit and this current is called induced current.

As we know when a current passes through a wire a magnetic field is generated looping around that wire therefore one of the methods to create a change in magnetic field is to use alternating current in a primary coil of wire to create a changing magnetic field environment to meet Faraday s law requirement in order to create an emf in the secondary coil of wire in the proximity of primary coil of wire with alternating current. By this method a current is induced in the secondary coil of wire wirelessly. In order to increase the distance between the primary and secondary coil and still gain effective and viable current induction, the frequency of the alternating current in the primary coil must be set high enough to achieve the desired goal.

In order to incorporate the Faraday s law to this invention we must create an alternating magnetic field along the entire path of the looped track by creating a high frequency alternating current from a DC source such as battery and by inverting the DC current to high frequency AC current and using coil of wire to generate the alternating magnetic field which can be conducted around the entire path of the looped track through ferromagnetic alloys. Also we must attach a coil of wire to each of the reaction engine vehicles to receive the alternating current induced by the magnetic field, and when received, the alternating current can then be rectified and transformed to DC current and made available for consumption by electric circuits implemented in each reaction engine vehicles. The attached coil of wire to the reaction engine vehicle will remain within vicinity (noncontact) of the ferromagnetic alloy (alternating magnetic field supply source) during travel of the reaction engine vehicle along the path of the looped track.

Since these reaction engines operate differently at different parts of the looped track for example the reaction engine accelerates at the first straight path of the looped track and decelerates at the second straight path of the looped track by actuating their parachute mechanism, and since the movement of these reaction engines along the looped track are independent of the looped track therefore sensors are needed to be attached to different parts of the looped track to monitor each reaction engine accordingly with respect to its position along the looped track and the information obtained by these sensors are processed by a CPU or processor which is programmed and then the computed function is transmitted to the corresponding reaction engine by means of radio waves and eventually the corresponding reaction engine will execute the command sent by processor.

As shown in figure 7 a number of sensors (for example 1 to 10) are attached to the looped track. When the reaction engines align with these sensors during their movement along the looped track, these sensors will become activated and send a signal to the processor or CPU. Eventually the processor receives these signals and performs an operation based on the program that has been written for it and consequently issues a command for the corresponding reaction engine. The executive command is sent to the corresponding reaction engine by means of radio waves. Upon receipt of the command the corresponding reaction engine will execute the received order.

As shown in figure 8 the sensors that are attached to the looped track are wired to the input pins of the processor or CPU. The processor also has a number of output pins. When the processor receives a signal from the sensors attached to the looped track, and after processing and computing, the processor will activate one of the output pins with respect to the calculations and computing that has executed. This activated output pin then generates a predetermined radio frequency or encoded message via a frequency channel for the corresponding reaction engine. Since a number of reaction engines are moving along the looped track and also a number of command orders are needed to control the movement of reaction engines along different parts of the looped track, therefore accordingly sufficient number of output pins are required to send the correct command with respect to the reaction engines position along the looped track to its corresponding reaction engine. To avoid interference either different radiofrequency for each output pin is required or by encoding each output pin and using one frequency channel we can transmit the correct command to each reaction engine separately and securely.

As shown in figures 9 and 10, the output pins described above are wired to the circuits that can transmit the radio frequency which determines the correct command for the corresponding reaction engine. Also the reaction engines inside circuitry will receive the transmitted radio frequency and function accordingly.

In order to have the privilege of adjusting the thrust force generated by this invention, the force acquired by each reaction engine during acceleration which is the movement of reaction engines along the first straight path of the looped track needs to be adjustable so when the operator (as shown in figure 11) sets the desired force magnitude needed, all reaction engines running at the first straight path of the looped track must have a uniform force applied to them therefore having the same acceleration.

As shown in figure 7 reaction engines will be activated when aligning with sensor 1 which is attached to the starting point of the first straight path of the looped track and start accelerating. Once the reaction engines reach the sensor 2 (as shown in figure 7) which is the end of the first straight path of the looped track, they will be deactivated. During this period all reaction engines must have a uniform predetermined force applied to them and this can be achieved by sending a unique radio frequency to all reaction engines for the purpose of setting their predetermined force magnitude to be uniform during acceleration.

As shown in figure 7 sensor numbers 3 to 10 are attached to the looped track. When the reaction engines arrive at the second straight path of the looped track they need to decelerate and reduce their speed which is done by activating the parachute system. Once the reaction engines pass the sensors attached to the second straight path of the looped track the signal will be sent to the processor and the processor after rendering and calculating the speed of reaction engines will send the corresponding command to activate the parachute system of the reaction engine. When the reaction engine reaches the bottom part of the second straight path where sensor number 10 according to figure 7 is attached to the looped track, the parachute of the corresponding reaction engine will fold back or become deactivated.

Following is an example and analysis of the invention with regards to its fuel efficiency:

Consider a looped track with its first and second straight paths length to be 10 meters and its first and second curved paths to have a diameter of 2 meters.

Consider a reaction engine of jet engine type with the following specifications:

Manufacturer: WILL B model FJ44

Weight: 202 Kg Diameter: 0.5 meters

Length: 1 meter

Thrust force: 8500 Newton

Specific fuel consumption (SFC): 12.89 g/(KN.s) grams per kilo Newton second

(Note that specific fuel consumption (SFC) is an index for fuel efficiency)

Consider the jet engine having a force of 8500 Newton accelerating along the first straight path of the looped track which is 10 meters in this example.

Since force = mass * acceleration therefore the acceleration of the jet engine will be (8500/202) which is 42 m/s ²

Since v = 2.a.S

Where:

v = velocity of jet engine.

a = acceleration of the jet engine.

s = distance travelled by jet engine which in this example is 10 meters.

Therefore by considering the above formula the jet engine will have a speed of 29 m/s when it travels 10 meter and reaches the top point of the first straight path of the looped track.

Since v = a.t where t is time in seconds therefore it takes 0.69 seconds for the jet engine to travel 10 meters of the first straight path of the looped track.

Since the specific fuel consumption (SFC) of the jet engine used in this example is 12.89 g/(KN.s) and the thrust force of this jet engine is 8500 Newton therefore each of these jet engines used in this example will consume 110 grams of fuel in one second.

Now since the jet engine travels the first straight path of the looped track in 0.69 seconds therefore each jet engine consumes 76 grams of fuel during its acceleration phase.

By considering the diameter of the first curved path of the looped track to be 2 meters and the speed in which the jet engine travels along the first curved part of the looped track as calculated above to be 29 m/s therefore it takes 0.11 second for the jet engine to travel along the first curved part of the looped track.

By considering the time 0.11 seconds that takes for the jet engine to travel through the first curved path of the looped track, it takes 9 jet engines to travel at a continues paste in one second through the first curved path of the looped track. As mentioned above each jet engine consumes 76 grams of fuel during its acceleration along the first straight path of the looped track therefor to apply a force (centrifugal force) to the looped track in one second 9 jet engines will be utilized and by multiplying 76 grams of fuel consumption with the number of jet engines passing the first curved path of the looped track in one second we obtain a value of 684 grams of fuel consumed in one second by this example for this invention.

By considering the formula centrifugal force = m.v /r where m is the mass of each jet engine in Kg and v is the velocity of each jet engine in m/s and r is the radius of the curved path of the looped track in meters, the force that each jet engine exerts on the looped track while travelling through the first curved path of the looped track is calculated to be 169,882 Newton or approximately 170 KN.

Since the force applied to the looped track by the reaction engines travelling through the first curved path of the looped track is sinusoidal therefore the RMS value of this force is derived by the formula RMS = ^= (Root mean square) and is calculated to be 118,917 Newton or approximately 119 KN.

Since for the deceleration of these jet engines we rely on parachutes therefore fuel is not consumed for that phase where the jet engines travel through the second straight path of the looped track and also since the speed of jet engine's travel during the second curved path of the looped track is relatively low so we ignore any opposite forces and obtain a unidirectional force by this invention.

From the above calculations we were able to achieve 119 KN force in one second by this example for this invention and consumed 684 grams of fuel in one second. The specific fuel consumption (SFC) is therefore calculated to be 5.74 g/(KN.s) or approximately 6 grams per Kilo Newton second.

As can be seen the specific fuel consumption (SFC) of the jet engines used for this example were 12.89 g/(KN.s) which was derived from its manufacturer and this invention generated a thrust force with specific fuel consumption (SFC) of 6 g/(KN.s) which is much less and more fuel efficient.