Abstract: Duplication of engine and secondary power system components in individual auxiliary and emergency power units is avoided in an integrated power unit including a gas turbine engine 10 having a centrifugal compressor 28 and a turbine 40, a generator 18 coupled to the engine 10, an air inlet 22 to the compressor 28, a first reservoir 82 for combustible fuel, and a first combustor 34, 36 for receiving and combusting compressed air from the compressor 28 and fuel from the reservoir 82 to generate gases of combustion and feeding the gases of combustion to the turbine 40 by the provision of a second reservoir 80 for containing a compressed oxidant for combusting fuel from the first reservoir 82, a second combustor 48 for receiving and combusting fuel from the first reservoir 82 and oxidant from the second reservoir 80 to generate gases of combustion, flow paths 64, 66, 68 for introducing fuel from the reservoir 82 into the gases of combustion from the second combustor 48 to vaporize the fuel and a conduit 50, 52 for

Abstract: Duplication of engine and secondary power system components in individual auxiliary and emergency power units is avoided in an integrated power unit including a gas turbine engine 10 having a centrifugal compressor 28 and a turbine 40, a generator 18 coupled to the engine 10, an air inlet 22 to the compressor 28, a first reservoir 82 for combustible fuel, and a first combustor 34, 36 for receiving and combusting compressed air from the compressor 28 and fuel from the reservoir 82 to generate gasses of combustion and feeding the gasses of combustion to the turbine 40 by the provision of a second reservoir 80 for containing a compressed oxidant for combusting fuel from the first reservoir 82, a second combustor 48 for receiving and combusting fuel from the first reservoir 82 and oxidant from the second reservoir 80 to generate gasses of combustion, flow paths 64, 66, 68 for introducing fuel from the reservoir 82 into the gases of combustion from the second combustor 49 to vaporize the fuel and a conduit 50, 52

Abstract: The expense of fabricating an annular combustor for use with a small diameter gas turbine engine is minimized in a construction including a bell-shaped housing 52, an axially extending sleeve 66 within the housing 52, an annular liner 74 within the housing 52 and about the sleeve 66 and including inner, outer and radial walls 80, 76, 78, respectively, spaced from the sleeve 66 and the housing 52 and all being formed of sheet metal. A circular fuel manifold 108 with angularly spaced fuel dispensing openings 122 is disposed between the housing 52 and the outer wall 76 and a plurality of open ended, elongated tubes 112 extend through the outer wall 76 and are in fluid communication with respective openings 122 in the fuel manifold 108 to introduce air and fuel generally tangentially into the liner 74.

Abstract: Combustors utilizable in a variety of sizes, configurations, and applications in which vortex induced centrifugal forces and hot gas recirculation are employed for flame stabilization. Both gas and liquid fuels can be burned, and low emission as well as other modes of operation are available.

Abstract: Combustors utilizable in a variety of sizes, configurations, and applications in which vortex induced centrifugal forces and hot gas recirculation are employed for flame stabilization. Both gas and liquid fuels can be burned, and low emission as well as other modes of operation are available.

Abstract: Combustion systems which employ such features as rotary cup fuel atomizers and the latter in conjunction with CIVIC combustion to enhance flame performance, to produce efficient combustion over a wide operating range, and to eliminate the problems typically encountered in liquid fueled combustors, especially as they are scaled down in size. Innovations that can advantageously be employed in combustors operated on other fuels are also disclosed.

Abstract: Combustion systems which employ such features as rotary cup fuel atomizers and the latter in conjunction with CIVIC combustion to enhance flame performance, to produce efficient combustion over a wide operating range, and to eliminate the problems typically encountered in liquid fueled combustors, especially as they are scaled down in size. Innovations that can advantageously be employed in combustors operated on other fuels are also disclosed.

Abstract: A spark ignition internal combustion engine is provided with a symmetric open torus combustion chamber at the end of a cylinder with a coaxial inlet for intake of fuel air mixture into the chamber and a coaxial outlet communicating with the upper end of a dome shaped piston into the cylinder. Exhaust valves are symmetrically located within the engine and communicate with the cylinder below the combustion chamber. A spark plug is positioned to locate the spark chamber wall at the outermost diameter of the combustion chamber. The inlet is provided with a swirl inducing device to induce the fuel/air mixture to swirl around the circumference of the combustion chamber by centrifuge of liquid fuel droplets onto the walls thereof and thereby stratify the charge in the combustion chamber.

Abstract: A burner for Rankine cycle engines which includes a combustor of the rotating atomizer type and a control system therefor which keeps the ratio of fuel and air supplied to the combustor at an optimum over a wide range of operation to maximize efficiency and minimize the emission of pollutants from the combustor.

Abstract: An improved fuel injector for a turbine, the injector comprising a conical cup adapted to be rotated and a means for depositing fuel on the internal surface of the cup. When the cup is rotated the fuel is caused to be spread uniformly over the internal surface of the cup as a thin film due to centrifugal force. An air blast is provided externally of the cup and parallel thereto, whereby the fuel reaching the lip of the cup is atomized and directed outwardly at a controlled spray angle. During turbine ignition an air blast is not utilized, thereby allowing a constant spray angle of 180 degrees and permitting the accurate fixed location for the ignition system.