Hydrodynamic propellantless propulsion

Abstract

A propellantless hydrodynamic centrifugal thruster (122) comprising a hydrodynamic stator (102) with a hydrodynamic stator chamber (104) housing a centrifugal thrust generator (106) with a plurality of radial chambers (112A through L), and a propulsion fluid (114). The radial chambers (112A through L) are distributed in an annular array on one face of the centrifugal thrust generator (106). The centrifugal thrust generator (106) spins at the rotational speed (WR) and employs the mass of fluid (114) to generate unbalanced centrifugal forces (Fc). The vector sums of all the unbalanced centrifugal force (Fc) vector components generate a propellantless and unidirectional propulsion force (F).

Description

BACKGROUND

[0001] 1. Field of Invention

[0002] The present invention employs the centrifugal forces in a fluid to generate a propulsion force.

[0003] 2. Description of Prior Art

[0004] In the field of propulsion, a practical propellantless engine has to some extent acquired the status of a priceless achievement. A great deal of the current propulsion technology is based on the principle of propellant acceleration to generate a propulsion force. In jet propulsion, to generate thrust, a jet engine accelerates a mass of air from the atmosphere, or a mass of water in a water environment. Similarly, a propeller accelerates a mass of air or water to generate thrust. In rocket propulsion, a rocket engine accelerates a mass of the propellant the rocket carries in a fuel tank. In electric, plasma and ion propulsion engines, either atomic particles or molecules are employed to generate a propulsive thrust. These propulsion engines as dominant their technology is and useful as they are, they have many severe drawbacks and limitations. The drawbacks and limitations are due to a dependence on continuous propellant replenishment in order for these engines to function. In the field of propulsion, one area working to make a practical propellantless thrust engine is the field of invention utilizing centrifugal forces. By rotating a mass at high speed, considerable amounts of centrifugal forces develop that can be employed as a source of directional thrust for propulsion. To produce a directional force, a method of conversion from a centrifugal force to a directional force must be employed. One method for producing a directional force consists in varying the radius of gyration of rotating masses for a predetermined duration in their cycle of revolution. Another method consists of a mass exchange between counter rotating arms to generate a directed and unbalanced centrifugal force. Another related method consists of rotating about a main shaft one or more swingable shafts and weighed arms. Various machines and devices employing these means and methods have been proposed. However successful these means and methods for generating unidirectional and unbalanced centrifugal forces may be, they all have many serious disadvantages and limitations. The machines these means and methods produce are exceedingly complex mechanisms. They require critically synchronized and complex driving mechanisms for rotating the weighted arms, masses, and swingable shafts that generate the unbalanced centrifugal forces. And at best, these machines generate only a discontinuous pulse of thrust as predetermined by the degree of separation between the rotating shafts, arms and masses.

SUMMARY OF THE INVENTION

[0005] The present invention is a prime mover employing the centrifugal forces in a propulsion fluid to generate an unbalanced centrifugal force that generates a continuous and unidirectional propulsion force.

[0006] The invention is a propulsion engine comprising a static housing and a disk shaped rotor or centrifugal thrust generator that generates a net unbalanced centrifugal force with a mass of fluid. The static housing supports the operation of the rotating centrifugal thrust generator. The centrifugal thrust generator is a disk shaped rotor with a plurality of radial chambers spaced in an annular distribution. To generate a directional propulsion force in only one direction and on one side of the rotor, the thrust generator creates a net unbalanced centrifugal force with the mass of a propulsion fluid. On the unbalanced side of the rotor, the thrust generator rotates with only some of the radial chambers packed with a mass of propulsion fluid for only a predetermine duration in their cycle of revolution. For the rest of the cycle of revolution; the same chambers previously filled with propulsion fluid are now empty. One full cycle of centrifugal generator rotation is equal to 360°.

[0007] The analysis of one centrifugal thrust cycle for any one radial chamber shows that; for the duration of one cycle of revolution, a rotating chamber is filled with propulsion fluid for only a predetermined period in the cycle of revolution; and the same chamber is also empty for the rest of the cycle. This method of operation is a centrifugal thrust cycle that generates a net unbalanced centrifugal force. In one centrifugal thrust cycle, the thrust generator carries the propulsion fluid for only a part of the cycle of revolution. For that one part of the cycle of revolution, the propulsion fluid in the chamber of the rotating centrifugal platform generates a net unbalanced centrifugal force. The vector sums of all the unbalanced centrifugal forces generate a directional propulsion force. For the remainder of the thrust generator cycle, the propulsion fluid departs from the centrifugal thrust generator chambers into a fluid pathway in the stator housing. The emptied radial chambers then continue rotating towards the initial starting position to repeat the centrifugal thrust cycle again. As the fluid travels through the fluid passageway in the stator housing, the fluid generates from some to very little opposing forces that subtract from the total vector sum of all the centrifugal forces.

[0008] By employing the operation of the centrifugal thrust cycle above, for approximately one half of the centrifugal propulsion cycle, a propulsion fluid generates a large net unbalanced centrifugal force on only one side of the rotating centrifugal platform. On the other half of the propulsion thrust cycle, the propulsion fluid in the stator pathway does not generate any significant and opposing forces that cancel out all the unbalanced centrifugal forces. By repeating the operation of the centrifugal thrust cycle with the same propulsion fluid, a propellantless directional propulsion force can be generated continuously. The entire operation is a suitable source of propellantless and unidirectional thrust useful for propulsion. The invention is useful as a prime mover for the propulsion of railway cars, passenger cars, trucks, aviation, naval ships, spacecrafts, satellites, new untold applications, and the like.

BRIEF DESCRIPTION OF THE DRAWINGS

[0009] FIG. 1 shows a top plan view of a fluidic centrifugal thruster.

[0010] FIG. 2 illustrates a cross sectional side view of a fluidic centrifugal thruster taken along the line AA′ in FIG 1.

[0011] FIG. 3 shows a cross sectional side view of the fluidic centrifugal thruster taken along the line BB′ in FIG. 1.

[0012] FIG. 4 describes a centrifugal thrust generator taken along the line CC′ in FIG. 3. FIG. 4 shows how a centrifugal thrust generator produces a net unbalanced centrifugal force. During a centrifugal thrust cycle, several of the rotor chambers are filled with a propulsion fluid while the rest of the chambers on the opposite side are empty.

[0013] FIG. 5 shows a view of the hydrodynamic stator taken along the line DD′ in FIG. 3. This view shows the propulsion fluid entrance and exit through the hydrodynamic stator inlet and outlet.

[0014] FIG. 6 shows a hydrodynamic centrifugal thruster with an external housing covering the centrifugal thrust generator.

[0015] FIG. 7 shows a cross sectional view of, a closed circuit hydrodynamic centrifugal thruster with a fluid return channel and reservoir. A fluid return channel is used to return the hydrodynamic fluid discharged from the thrust generator through the stator outlet. The fluid returns back to the centrifugal thrust generator in order to repeat the centrifugal thrust cycle again.

[0016] FIG. 8 shows the hydrodynamic centrifugal thruster of FIG. 7 with an external housing covering the centrifugal thrust generator.

[0017] FIG. 9 shows a plan view of an improved hydrodynamic centrifugal thruster.

[0018] FIG. 10 illustrates a cross sectional side view of the improved hydrodynamic centrifugal thruster taken along the line EE′ in FIG. 9.

[0019] FIG. 11 shows a cross sectional side view of the improved hydrodynamic centrifugal thruster taken along the line FF′ in FIG. 9.

[0020] FIG. 12 shows a view of the hydrodynamic stator only taken along the line GG′ of FIG. 11.

[0021] FIG. 13 shows another view of the improved hydrodynamic stator taken along the line II′ of FIG. 11.

[0022] FIG. 14 shows an improved centrifugal thrust generator taken along the line HH′ in FIG. 11. It describes how the improved centrifugal thrust generator produces a net unbalanced centrifugal force. During a centrifugal thrust cycle, several of the centrifugal rotor chambers are filled with a propulsion fluid while the rest of the chambers on the opposite side are empty.

[0023] FIG. 15 shows a cross sectional view of an improved closed circuit hydrodynamic centrifugal thruster with a fluid return channel. A fluid return channel serves as reservoir and pathway to return the propulsion fluid back to the centrifugal thrust generator rotor. The propulsion fluid returns to the centrifugal thrust generator in order to repeat the centrifugal thrust cycle again.

[0024] FIG. 16 also shows the improved closed circuit hydrodynamic centrifugal thruster of FIG. 15 with an external housing covering the centrifugal thrust generator.

[0025] FIG. 17 shows a plan view of an improved hydrodynamic centrifugal thruster.

[0026] FIG. 18 illustrates a cross sectional side view of the improved hydrodynamic centrifugal thruster taken along the line JJ′ in FIG. 17.

[0027] FIG. 19 shows a cross sectional side view of the improved hydrodynamic centrifugal thruster taken along the line KK′ in FIG. 17.

[0028] FIG. 20 shows a view of the hydrodynamic stator only taken along the line LL′ of FIG. 19. This drawing shows a cut out view to show the internal pathway of the stator radial outlet.

[0029] FIG. 21 shows a cross sectional view of an improved closed circuit hydrodynamic centrifugal thruster modified to include a reservoir with a fluid return channel. The fluid return channel serves as reservoir and pathway to return the propulsion fluid to the centrifugal thrust generator rotor.

[0030] FIG. 22 also shows the improved closed circuit hydrodynamic centrifugal thruster of FIG. 21 with an external housing to cover the centrifugal thrust generator.

OPERATION

[0031] FIG. 1 shows a view from above of a hydrodynamic centrifugal thruster 100 comprising a hydrodynamic stator 102, a hydrodynamic stator chamber 104, a centrifugal thrust generator 106, a generator shaft 108, and a hydrodynamic seal 110. FIG. 1 shows the hydrodynamic stator 102 supporting the operation of the centrifugal thrust generator 106 by accommodating it in the hydrodynamic stator chamber 104. The thrust generator 106 is attached to a generator shaft 108, and rotates inside the stator chamber 104 with the operational support of the hydrodynamic seal 110. The seal 110, between the thrust generator 106 and the stator 102, is a suitable means for sealing and preventing the escape of the fluid employed to generate unbalanced centrifugal forces. The shaft 108 is attached to a motor (not shown) that provides the torque to rotate the thrust generator 106 with the rotational velocity WR to generate the directional propulsion force F. The centrifugal thruster 100 is useful as a prime mover since it can be attached to the frame of a vehicle (no shown) to provide the necessary propulsion force F to produce motion. No description of the hydrodynamic centrifugal thruster 100 attached to a vehicle is given herein since the description is not necessary to understand the operation of the invention. The hydrodynamic centrifugal thruster 100 is the basic building block from which a closed system propellantless thrust engine can be built.

[0032] FIG. 2 is a lateral cross sectional view of a hydrodynamic centrifugal thruster 100 taken along the line AA′ in FIG. 1. FIG. 2 shows a hydrodynamic centrifugal thruster 100 comprising a hydrodynamic stator 102, a hydrodynamic stator chamber 104, a centrifugal thrust generator 106, a generator shaft 108, a hydrodynamic seal 110, a radial chamber 112C, and a radial chamber 112J, a propulsion fluid 114, a propulsion force F, centrifugal force Fc and a rotational velocity WR. As FIG. 2 shows, the centrifugal thrust generator 106 in the hydrodynamic centrifugal thruster 100 is attached to a motor (not shown) by way of the generator shaft 108. The motor (not shown) is of any suitable type of motor, such as electric, internal combustion or gas turbine able to provide the torque to operate the centrifugal thrust generator 106. The centrifugal thrust generator 106 is shown rotating counterclockwise with the rotational velocity WR to generate the unbalanced centrifugal force Fc with the propulsion fluid 114 inside the radial chamber 112C. On the opposite side of the radial chamber 112C is another radial chamber 112J. The chamber 112J is empty. As FIG. 2 shows, the centrifugal force Fc generated with the fluid 114 produces the propulsion force F. The centrifugal forces Fc generated in the fluid 114 are symbolized with radial arrows. The thrust generator 106 works with the cooperation of the hydrodynamic stator 102. The stator 102 supports the operation of the thrust generator 106 by providing the means to accommodate the thrust generator 106 in the stator chamber 104. In the chamber 104 there is a hydrodynamic seal 110 that provides a means to seal and prevent the escape of the propulsion fluid 114 from the operational structure of the thrust generator 106 and the stator 102. The seal 110 form a sealing mechanism that can be selected out of the many types of sealing means and methods available, such as a sealed bearing for example.

[0033] The FIG. 3 is a lateral cross sectional view of the hydrodynamic centrifugal thruster 100 taken along the line BB′ in FIG. 1. It shows a hydrodynamic centrifugal thruster 100 comprising a hydrodynamic stator 102, a hydrodynamic stator chamber 104, a centrifugal thrust generator 106, a generator shaft 108, a hydrodynamic seal 110, a radial chamber 112A, another radial chamber 112F, a propulsion fluid 114, a hydrodynamic stator inlet 116, a hydrodynamic stator outlet 118, centrifugal force Fc and a rotational velocity WR. FIG. 3 illustrates how the propulsion fluid 114 flows into the radial chamber 112A through the hydrodynamic stator inlet 116; and out of the radial chamber 112F through the hydrodynamic stator outlet 118. During operation, the relative position of the stator inlet 116 is near the root or at the beginning of any of the chambers 112A-I. As FIG. 3 also show, the propulsion fluid 114 flows in through the stator inlet 116 in a direction perpendicular or normal to the thrust generator 106 plane of rotation. Similarly, the propulsion fluid 114 flows out through the stator outlet 116 in a direction also perpendicular or normal to the thrust generator 106 plane of rotation. During operation, the relative position of the stator outlet 118 is about the head or at the end of any of the chambers 112A-I. As the thrust generator 106 rotates pass the stator inlet 116, it exerts a pumping suction that attracts the fluid 114 from the outside surroundings into the chamber 112A. In the same way, on the opposite side, as the thrust generator 106 passes over the hydrodynamic stator outlet 118, the centrifugal forces Fc acting on the mass of fluid 114 exert a pumping action that expel the propulsion fluid 114 out of the chamber 112F into the external surroundings. As FIG. 3 also shows, the thrust generator 106 rotates with the rotational velocity WR to generate a substantial amount of centrifugal forces Fc in the mass of fluid 114. In FIG. 3 only two radial chambers 112A and 112F are shown. On the left side of the FIG. 3, the pressure of the centrifugal forces Fc in the fluid 114 pump the fluid 114 out of the rotor chamber 112F. In the drawing, the chamber 112F is shown partially empty as part of the fluid 114 exits out of the chamber 112F. On the right side, a pumping suction produced by the rotation of the thrust generator 106 pumps the fluid 114 in from the outside atmosphere into the chamber 112A. The fluid 114 leaving and entering the hydrodynamic centrifugal thruster 100 is shown with arrows. The thrust generator 106 rotates with the rotational velocity WR The explanation continues with the description of the operation of the centrifugal thrust generator 106 in FIG. 4.

[0034] FIG. 4 shows a view of only the centrifugal thrust generator 106 taken along the line CC′ in FIG. 3. The hydrodynamic seal 110 is omitted from this view. FIG. 4 shows a centrifugal thrust generator 106 with a plurality of radial chambers 112A through 112L, a propulsion fluid 114, a propulsion force F, centrifugal force Fc marked with radial arrows, and a rotational velocity WR vector. FIG. 4 describes how the centrifugal thrust generator 106 employs the propulsion fluid 114 to produce a net unbalanced centrifugal force Fc that generates the propulsion force F. The magnitude of the centrifugal force Fc varies in proportion to the mass density of the propulsion fluid 114, the total mass quantity of fluid 114 present in the thrust generator 106, the orbital radius of gyration of the mass of fluid 114, and the rotational velocity WR.

[0035] In the disclosure of the invention, only twelve radial chambers 112A through L are shown. However, the centrifugal thrust generator 106 of the invention is not limited to any particular number of radial chambers. Instead, the thrust generator 106 can be built with any number of radial chambers as suitable for to the operation of the invention.

[0036] Referring to FIGS. 3 and 4, the centrifugal thrust generator 106 operates as follows. As the thrust generator 106 rotates counterclockwise with the rotational velocity WR, each radial chamber 112A through 112L pass over the stator inlet 116 and collects a substantial mass of the propulsion fluid 114 from the external atmosphere. The thrust generator 106 employs the propulsion fluid 114 to generate the centrifugal force Fc. At any instant of time, as each of the radial chambers 112A through 112L pass over the stator inlet 116, each chamber 112A-L collects a mass of propulsion fluid 114. FIG. 4 shows an instant of time in the operation of the centrifugal thrust generator 106. Each of the radial chambers 112A through 112F hold a substantial amount of the fluid 114. The remaining radial chambers 112G through 112L are empty. During that instant of time, a net unbalance of centrifugal forces Fc develops on only one side of the thrust generator 106. The centrifugal force Fc generated with the mass of fluid 114 is shown with radial arrows. The vector sums of all the unbalanced centrifugal forces Fc in the propulsion fluid 114 generate the propulsion force F. As FIG. 4 shows, by maintaining only some of the radial chambers 112A through 112L on only one side of the thrust generator 106 packed with a mass of the fluid 114, in this case chambers 112A through 112F, an unbalance of centrifugal forces Fc develop in only one side of the centrifugal thrust generator 106. As FIG. 4 shows, the chamber 112A is filling up with a mass of the fluid 114. While on the other side, the radial pumping action of the centrifugal forces Fc , acting on the mass of fluid 114 empties the chamber 112F by pushing the fluid 114 out of the chamber 112F through the stator outlet 118. The radial chamber 112F is shown partially empty to show that a mass of the fluid 114 has already left the chamber 112F at that instance of time.

[0037] Initially, it is assumed that, the disk shaped rotor of the centrifugal thrust generator 106 is well balanced and vibration free when it rotates. Therefore, an empty thrust generator 106 rotating with the rotational velocity WR will not generate any net forces or vibration in any direction. Using FIG. 4 as a reference, a centrifugal thrust cycle for any one of the radial chamber 112A-L can be explained as follows. Using as an example the centrifugal thrust cycle for the radial chamber 11 2A, and starting at the approximate 0°; the chamber 112A starts to fill up fluid a mass of the propulsion fluid 114 until it fills up completely. As the chamber 112A rotates with the rotational velocity WR, it generates the additional centrifugal forces Fc with the mass of the propulsion fluid 114 inside the chamber 112A. At the approximate 0°, the contribution of the centrifugal force Fc vector component to the total propulsion force F is minimal, including a zero contribution. As the chamber 112A continues rotating counterclockwise towards the 90° position, the contribution of the centriftigal force Fc vector component to the propulsion force F increases until it reaches a maximum value at the 90° position. As the chamber 11 2A continues rotating pass the 90° towards the 180° position, the contribution of the centrifugal force Fc vector to the propulsion force F decreases until it reaches a minimum at the 180° position, including a zero value. At about the 180° position, the fluid 114 in the chamber 112A start to leave the chamber 112A until the chamber 112A is ideally empty. Pass the 180° position and until it reaches the approximate 0° position, the chamber 112A is ideally empty; and it does not generate any centrifugal force Fc components as shown in FIG. 4. At the approximate 0° position, the chamber 112A completes one centrifugal thrust cycle and starts a new centrifugal thrust cycle again. As FIG. 4 shows, several of the radial chambers 112A through F are filled with a substantial amount of the propulsion fluid 114. While the rest of the chambers 112G through 112L are empty. As the description given above shows, the method of this centrifugal propulsion thrust cycle is novel concept that generates a net unbalanced output of centrifugal forces useful for propulsion. The continuous repetition of the same centrifugal thrust cycle with a plurality of radial chambers generates the continuous propulsion force F.

[0038] FIG. 5 shows a view of the hydrodynamic stator 102 as seen from the line DD′ in FIG. 3. FIG. 5 shows a hydrodynamic stator 102, a propulsion fluid 114, a hydrodynamic stator inlet 116, and a hydrodynamic stator outlet 118. The propulsion fluid 114 is shown with arrows entering the stator inlet 116, and on the opposite side leaving the stator outlet 118.

[0039] FIG. 6 shows a modified hydrodynamic centrifugal thruster 100 comprising a hydrodynamic stator 102, a hydrodynamic stator chamber 104, a centrifugal thrust generator 106, a generator shaft 108, a hydrodynamic seal 110, a radial chamber 112A and second radial chamber 112F, a propulsion fluid 114, a hydrodynamic stator inlet 116, a hydrodynamic stator outlet 118, a centrifugal generator cover 120, a centrifugal force Fc marked with radial arrows, and a rotational velocity WR vector. FIG. 6 shows that only one modification to the hydrodynamic centrifugal thruster 100 has been made, the addition of the centrifugal generator cover 120. The generator cover 120 encloses and isolates the thrust generator 106 from the outside surroundings. Moreover, the rotor cover 120 can be machined to close tolerance to form a seal with the shaft 108. And in addition to just a tight fit, other forms of sealing solutions such as sealed bearing and labyrinth seals may be included.

[0040] The descriptions of the hydrodynamic centrifugal thruster 100 given in FIGS. 1 though 6 explain the fundamental operation of how the hydrodynamic centrifugal thruster 100 works. The hydrodynamic centrifugal thruster 100 takes a mass of the fluid available in the external atmosphere and uses it as the propulsion fluid 114 to generate a propulsion force F. For example, in air, at any given speed of rotation, the centrifugal thruster 100 takes in a mass of air through the stator inlet 116 and uses it to generate a thrust F. Then discharge the air through the stator outlet 118 into the external atmosphere. In a marine environment, a similar operation takes place. At the same speed of rotation WR, the hydrodynamic centrifugal thruster 100 takes in a mass of water through the stator inlet 116 and uses it to generate the propulsion thrust F. Then discharge the water through the stator outlet 1 18 into the external ambient of air or water. However, due to the larger density of water, at the same speed of rotation WR, the hydrodynamic centrifugal thruster 100 generates a much larger propulsion force F. However, to construct a closed system propellantless thruster, the same mass of propulsion fluid 114 must be reused continuously by the centrifugal thruster 100. By employing the hydrodynamic centrifugal thruster 100 as a core for further progress, further improvements in hydrodynamic and propellantless propulsion become attainable. An improved hydrodynamic centrifugal thruster, redesigned as a closed system propellantless engine is disclosed in FIG. 7. Throughout the descriptions of the invention, like parts will retain the same numerals and new parts will be designated with new numerals.

[0041] FIG. 7 shows an improved hydrodynamic centrifugal thruster 122 comprising a hydrodynamic stator 102, a hydrodynamic stator chamber 104, a centrifugal thrust generator 106, a generator shaft 108, a hydrodynamic seal 110, a radial chamber 112A, a radial chamber 112F, a propulsion fluid 114, a hydrodynamic stator inlet 116, a hydrodynamic stator outlet 118, a fluid reservoir housing 124, a fluid return channel 126, centrifugal force Fc and a rotational velocity WR. FIG. 7 is an improved version of the basic hydrodynamic centrifugal thruster 100 core employed to create the propellantless hydrodynamic centrifugal thruster 122. To make the propellantless hydrodynamic thruster 122, a fluid reservoir housing 124 with a fluid return channel 126 is added to allow the recirculation of the propulsion fluid 114. The mass of fluid 114 pumped out of the radial chamber 112F through the stator outlet 118 is taken in by the reservoir housing 124. The propulsion fluid 114 is then routed back to the stator inlet 116 through the passage of the fluid return channel 126. The fluid 114 is returned back to the radial chamber 112A to repeat the centrifugal thrust cycle again. In this example, the operation of two chambers 112A and 112F are used. However, every radial chamber 112A through 112L goes through the same repetitive operation as previously explained. By circulating the same propulsion fluid 114 throughout the hydrodynamic centrifugal thruster 122 continuously, the hydrodynamic thruster 122 becomes a self contained propellantless thrust engine. An additional improvement is disclosed in FIG. 8.

[0042] FIG. 8 shows a modified hydrodynamic centrifugal thruster 122 comprising a hydrodynamic stator 102, a hydrodynamic stator chamber 104, a centrifugal thrust generator 106, a generator shaft 108, a hydrodynamic seal 110, a radial chamber 112A, a radial chamber 112F, a propulsion fluid 114, a hydrodynamic stator inlet 116, a hydrodynamic stator outlet 118, a centrifugal generator cover 120, a fluid reservoir housing 124, a fluid return channel 126, a centrifugal force Fc and a rotational velocity WR. The hydrodynamic centrifugal thruster 122 shown in FIG. 7 is improved upon by adding the centrifugal generator cover 120. With the addition of the reservoir housing 124 and the generator cover 120, the centrifugal thruster 122 becomes a fully enclosed propulsion system that operates with a new degree of independence and freedom from the external atmosphere. The centrifugal thruster 122 is a significant propellantless engine and a closed circuit propulsion system which does not depend on the external atmosphere to generate a propellantless propulsion force F. As a prime mover, the hydrodynamic centrifugal thruster 122 will generate a propulsion force F in an air atmosphere, in the depth of the oceans, and in the vacuum of space.

[0043] As a means of operation, the propulsion fluid 114 employed in the invention may be of any type of fluid suitable for the operation. For example, in the operation of the hydrodynamic centrifugal thruster 100, the fluid 114 is obtained from the external surroundings. In which case, it may be either air or water. In the hydrodynamic centrifugal thruster 122 and in any closed circuit thruster, the propulsion fluid 114 of choice would be a suitable high density fluid in a liquid state. Some of the useful fluids would be automotive engine oils, transmission fluids, water, liquid lubricants, or any other type of suitable liquid of high density; and the higher the density of the fluid, the higher the thrust output per unit of volume will be.

[0044] FIG. 9 is a plan view a hydrodynamic centrifugal thruster 128 comprising a hydrodynamic stator 130, a hydrodynamic stator chamber 132, a centrifugal thrust generator 138, a generator shaft 140, a hydrodynamic seal 146, a propulsion force F, and a rotational velocity WR. The centrifugal thruster 128 is a further improvement in hydrodynamic propulsion. The thrust generator 106 has been modified into the centrifugal thrust generator 138 by changing the closed ends radial chambers 112A-L to open chambers, shown as the thrust generator chambers 142A-L in FIG. 14. In FIG. 9, the improved centrifugal thrust generator 138 rotates counterclockwise to generate the propulsion force F. The operation of the improved hydrodynamic centrifugal thruster 128 is explained with the aid of FIGS. 9 through 13. The hydrodynamic stator chamber 132 accommodates the thrust generator 138 to support the operation of centrifugal thrust output by the generator 138. The thrust generator 138 operates inside the stator chamber 132.

[0045] FIG. 10 describes a lateral cross section of the hydrodynamic centrifugal thruster 128 taken along the line EE′ of FIG. 9. The hydrodynamic centrifugal thruster 128 comprises a propulsion fluid 114, hydrodynamic stator 130, a hydrodynamic stator chamber 132, a centrifugal thrust generator 138, a generator shaft 140, a thrust generator chamber 142C, a thrust generator chamber 142J, a thrust generator vane 144J, a hydrodynamic seal 146, a stator chamber wall 148, a stator chamber floor 150, a propulsion force F, a centrifugal force Fc, and a rotational velocity WR. The centrifugal thruster 128 is another further improvement in hydrodynamic propulsion. To accommodate the modified thrust generator 138 in the hydrodynamic stator chamber 132, the hydrodynamic stator 132 has also been modified. As before, on the right side of the centrifugal thruster 128, the generator chamber 142C is packed with the propulsion fluid 114 that generates the centrifugal force Fc shown with radial arrows. On the left side, the generator chamber 144J is empty and therefore it does not generate any opposing centrifugal forces Fc. The stator chamber wall 148 and the stator chamber floor 150 are also shown. As the drawing shows, the generator chambers 142A through 142L are open end chambers and the centrifugal forces Fc generated by the mass of propulsion fluid 114 are discharged on the stator chamber wall 148. As the centrifugal thruster 138 rotates with the rotational velocity WR, it generates the propulsion force F. The annular hydrodynamic seal 146 creates a seal to prevent the propulsion fluid 114 from escaping the functional structure of the centrifugal thruster 128. And as previously, the shaft 140 is connected to a motor (not shown). The motor (not shown) is any type of suitable motor capable of providing the power and torque to operate the centrifugal thrust generator 138. The explanation continues with FIG. 11.

[0046] FIG. 11 is another lateral cross section of the hydrodynamic centrifugal thruster 128 taken along the line FF′ of FIG. 9. The hydrodynamic centrifugal thruster 128 comprises a propulsion fluid 114, a hydrodynamic stator 130, a hydrodynamic stator chamber 132, a hydrodynamic stator inlet 134, a hydrodynamic stator outlet 136, a centrifugal thrust generator 138, a generator shaft 140, a thrust generator chamber 142A, a thrust generator chamber 142F, a thrust generator vane 144F, a hydrodynamic seal 146, a stator chamber wall 148, a centrifugal force Fc, and a rotational velocity WR. From the viewpoint along the line FF′, the operation of the propulsion fluid 114 can be seen in FIG. 11. As the description shows, as the thrust generator rotates with the rotational velocity WR, the propulsion fluid 114 enters through the stator inlet 134. The fluid 114 then moves inward into the inside space of the thrust generator chamber 142A, until the chamber 142A is substantially packed with a mass of the propulsion fluid 114. On the left side, the propulsion fluid 114 is seen leaving the chamber 142F through the stator outlet 136. At that instant of time, some of the fluid 114 has already left the chamber 144F making visible a portion of the thrust generator vane 144F. As FIG. 11 shows, the direction the propulsion fluid 114 enters and exits the thrust generator 138 in a direction about perpendicular or normal to the thrust generator 138.

[0047] FIG. 12 shows a view of the hydrodynamic stator 130 alone as seen from the view point of the line GG′ in FIG. 11. It shows a hydrodynamic stator 130, a hydrodynamic stator chamber 132, a hydrodynamic stator inlet 134, a hydrodynamic stator outlet 136, a hydrodynamic seal 146, a stator chamber wall 148, and a stator chamber floor 150. The description of the hydrodynamic stator 130 given in FIG. 12 yields a position and relative dimensional relationship of the stator inlet 134 and the stator outlet 136 inside the stator chamber 132. The stator outlet 136 on the chamber floor 150 is conveniently shown in the proximity of the stator chamber wall 148. In this position, the centrifugal forces Fc in the mass of propulsion fluid 114 inside any of the rotating generator chambers 142A-L would be at a maximum; while the stator inlet 134 is located farther away from the periphery of the stator wall 148; a position where the magnitude of the centrifugal forces Fc first start to develop inside any of the generator chambers 142A-L. In the drawings, the stator inlet 134 and the outlet 136 are described with the shape of a straight duct. However, both, the stator inlet 134 and the outlet 136 are not limited to straight ducts designs. Other suitable, applicable and efficient inlet 134 and outlet 136 shapes and forms may be found by following the principles of fluid dynamic. With the thrust generator 138 placed inside the stator chamber 132, the annular hydrodynamic seal 146 forms a seal that prevents the propulsion fluid 114 from escaping. The propulsion fluid 114 inside any rotating chamber 142A-L is also restricted to the confming volume in the chambers 142A-L by the stator chamber floor 150. The other side of the stator 130 is shown in FIG. 13.

[0048] FIG. 13 shows a hydrodynamic stator 130, as seen from the line II′ of FIG. 11. The drawing shows a hydrodynamic stator 130, a propulsion fluid 14, a hydrodynamic stator inlet 134 and a hydrodynamic stator outlet 136. On the right side of the stator 130, the propulsion fluid 114 shown with arrows enters through the stator inlet 134 attracted by a pumping suction from the thrust generator 138; while on the left side, the fluid 114 exits through the stator outlet 136. The explanation continues with the operation of the centrifugal thrust generator 138.

[0049] FIG. 14 shows a centrifugal thrust generator 138 alone, as seen along the line HH′ of FIG 11. It shows a centrifugal thrust generator 138 comprising a plurality of thrust generator chambers 142A through L, a plurality of thrust generator vanes 144A through L, a propulsion fluid 114, a fluid generated centrifugal force Fc, a propulsion force F, and a rotational velocity WR. The operation of the centrifugal thrust generator 138 is to some extend similar to the operation of the centrifugal thrust generator 106 already explained. One notable distinction between both thrust generators 106 and 138 is that, the generator 138 has an open chamber design. The space between any adjacent thrust generator vanes 144A-L form the radial thrust generator chambers 142A-L. At the outer periphery of each of the generator chambers 142A-L, the chambers 142A-L are open due to the absence of annular boundaries; and therefore the propulsion fluid 114 is in direct contact with the stator chamber wall 148. The thrust generator 138 rotates with the rotational velocity WR. The centrifugal forces Fc generated with the propulsion fluid 114 are transmitted directly to the chamber wall 148 as shown in FIG. 11. The vector sums of all the unbalanced centrifugal forces Fc generate the directional propulsion force F. In the stator 130, the propulsion fluid 114 is confined inside the space of the stator chamber 132 by the boundaries created by the stator wall 148 and the stator floor 150.

[0050] The propulsion thrust output operation of the hydrodynamic centrifugal thruster 128 has been described with the aid of FIGS. 9 through 14. A further improvement built on the functional structure of the hydrodynamic centrifugal thruster 128 is shown in FIG. 15.

[0051] FIG. 15 is the lateral cross section of the improved hydrodynamic centrifugal thruster 128 modified into a new hydrodynamic centrifugal thruster 152. The hydrodynamic centrifugal thruster 152 comprises a propulsion fluid 114, a hydrodynamic stator 130, a hydrodynamic stator chamber 132, a hydrodynamic stator inlet 134, a hydrodynamic stator outlet 136, a centrifugal thrust generator 138, a generator shaft 140, a thrust generator chamber 142A, a thrust generator chamber 142F, a thrust generator vane 144F, a hydrodynamic seal 146, a stator chamber wall 148, a stator reservoir housing 154, a fluid return channel 156, a centrifugal force Fc, and a rotational velocity WR. The hydrodynamic centrifugal thruster 152 is a propellantless engine. The improvement consists of the addition of a stator reservoir housing 154 with a fluid return channel 156. The centrifugal thruster 152 employs the continuous circulation of the same propulsion fluid 114 to generate a propellantless propulsion force F (not shown in this view). The fluid return channel 156 in the stator housing 154 guides the fluid 114 from the stator outlet 136 to the stator inlet 134.

[0052] FIG. 16 is the lateral cross section of a further improvement of the hydrodynamic centrifugal thruster 152 by adding a centrifugal generator cover 158. The hydrodynamic centrifugal thruster 152 comprises a propulsion fluid 114, a hydrodynamic stator 130, a hydrodynamic stator chamber 132, a hydrodynamic stator inlet 134, a hydrodynamic stator outlet 136, a centrifugal thrust generator 138, a generator shaft 140, a thrust generator chamber 142A, a thrust generator chamber 142F, a thrust generator vane 144F, a hydrodynamic seal 146, a stator chamber wall 148, a stator reservoir housing 154, a fluid return channel 156, a centrifugal generator cover 158, a centrifugal force Fc, and a rotational velocity WR. The addition of he centrifugal generator cover 158 facilitates the construction of an enclosed propellantless propulsion system.

[0053] FIG. 17 is a further improvement in hydrodynamic propulsion. FIG. 17 shows a top view of a hydrodynamic centrifugal thruster 160 comprising a propulsion fluid 114, a centrifugal thrust generator 138, a generator shaft 140, a hydrodynamic seal 146, a hydrodynamic stator 162, a hydrodynamic stator chamber 164, a stator radial outlet 172, a propulsion force F, and a rotational velocity WR. The improvement in the hydrodynamic centrifugal thruster 160 consists in the utilization of the radial outlet 172 to cooperate with the function of the centrifugal thrust generator 138. To accommodate the radial exit of the propulsion fluid 114 from the thrust generator 138, the hydrodynamic stator 162 is modified with a radial stator outlet 172. The explanation continues with FIGS. 18, 19, and 20.

[0054] FIG. 18 shows the lateral cross section of a hydrodynamic centrifugal thruster 160 taken along the line JJ′ of FIG. 17. The hydrodynamic centrifugal thruster 160 comprises a propulsion fluid 114, a hydrodynamic stator 162, a hydrodynamic stator chamber 164, a centrifugal thrust generator 138, a generator shaft 140, a thrust generator chamber 142C, a thrust generator chamber 142J, a thrust generator vane 144J, a hydrodynamic seal 146, a stator chamber wall 166, a propulsion force F, a centrifugal force Fc, and a rotational velocity WR. The centrifugal thruster 160 is a further improvement in hydrodynamic propulsion. The centrifugal thrust generator 138 is placed in the hydrodynamic stator chamber 164 of the modified hydrodynamic stator 162. As before, on the right side of the centrifugal thruster 160, the generator chamber 142C is packed with the propulsion fluid 114 to generate the unbalanced centrifugal force Fc shown with radial arrows. On the left side, the opposite chamber 144J is empty and therefore it does not generate any opposing forces to subtract from the centrifugal forces Fc. As previously shown, the generator chambers 142A through 142L are open chambers and the centrifugal forces Fc generated by the mass of fluid 114 act directly on the stator chamber wall 166. As the centrifugal thrust generator 138 rotates with the rotational velocity WR, it generates the propulsion force F. The annular hydrodynamic seal 146 creates a seal to prevent the propulsion fluid 114 from escaping the functional structure of the centrifugal thruster 160. And as before, the shaft 140 is connected to a motor (not shown). The motor (not shown) is any type of suitable motor capable of providing the power and torque to operate the centrifugal thrust generator 138. The explanation continues with FIG. 19.

[0055] FIG. 19 is a cross sectional view of the hydrodynamic centrifugal thruster 160 taken from FIG. 17 along the line KK′. FIG. 19 shows a hydrodynamic centrifugal thruster 160 comprising a propulsion fluid 114, a centrifugal thrust generator 138, a generator shaft 140, a thrust generator chamber 142A, a thrust generator chamber 142F, a thrust generator vane 144F, a hydrodynamic seal 146, a hydrodynamic stator 162, a hydrodynamic stator chamber 164, a stator chamber wall 166, a hydrodynamic stator inlet 170, a stator radial outlet 172, a centrifugal force Fc, and a rotational velocity WR. From the viewpoint along the line KK, part of the operation of the propulsion fluid 114 can be observed. The drawing of FIG. 19 shows that, as the thrust generator 138 rotates with the rotational velocity WR, the propulsion fluid 114 enters through the stator inlet 170 and moves inward into the thrust generator chamber 142A; until the chamber 142A is substantially packed with the fluid 114. On the left side, the propulsion fluid 114 is seen leaving the chamber 142F through the stator radial outlet 12. At that instant of time, some of the fluid 114 has already left the chamber 144F making visible a portion of a corresponding thrust generator vane 144F. FIG. 19 also shows the propulsion fluid 114 entering the thrust generator 138 in a direction about perpendicular or normal to the generator 138. While the propulsion fluid 114 exits the thrust generator 138 through the radial outlet 172 in a radial direction.

[0056] FIG. 20 shows a hydrodynamic stator 162 alone, as seen from the view point of the line LL′ in FIG. 19. It shows a hydrodynamic seal 146, a hydrodynamic stator 162, a hydrodynamic stator chamber 164, a stator chamber wall 166, and a stator chamber floor 168, a hydrodynamic stator inlet 170, and a stator radial outlet 172. The description of the hydrodynamic stator 162 given in FIG. 20 yields the positional relationship of the stator inlet 170 and the stator radial outlet 172 inside the stator chamber 164. The stator outlet 172 in the stator chamber 164 has a cut out to show a radial channel that facilitates the radial exit of the propulsion fluid 114 from the thrust generator 138. In this position, the centrifugal forces Fc in the mass of fluid 114 inside any of the rotating generator chambers 142A-L reach a maximum; and thus the centrifugal forces Fc in the fluid 114 will assist in pumping the fluid 114 out. The radial outlet 172 is not limited to the straight duct shape shown in FIG. 20. There are many other suitable shapes and volutes available that are adaptable to the operation. The stator inlet 170 is located in the stator chamber 164 at a distance away from the periphery of the stator wall 166. With the thrust generator 138 place inside the stator chamber 164, the annular hydrodynamic seal 146 forms a seal that prevent the propulsion fluid 114 from escaping except through the radial outlet 172. The stator chamber floor 168 serves as a boundary wall to assist the containment of the fluid 114 as it travels with the thrust generator 138 from the stator inlet 170 to the stator outlet 172.

[0057] FIG. 21 is a cross sectional view of an improved hydrodynamic centrifugal thruster 174. FIG. 21 shows the improved hydrodynamic centrifugal thruster 174 comprising a propulsion fluid 114, a centrifugal thrust generator 138, a generator shaft 140, a thrust generator chamber 142A, a thrust generator chamber 142F, a thrust generator vane 144F, a hydrodynamic seal 146, a hydrodynamic stator 162, a hydrodynamic stator chamber 164, a stator chamber wall 166, a hydrodynamic stator inlet 170, a stator radial outlet 172, a stator reservoir housing 176, a fluid return channel 178, a centrifugal force Fc, and a rotational velocity WR. FIG. 21 is a graphic description of an improved hydrodynamic centrifugal thruster 160 transformed into the hydrodynamic centrifugal thruster 174. The improvement is the addition of the stator reservoir housing 176 with a fluid return channel 178. The fluid return channel 178 is a reservoir that stores some or all the propulsion fluid 114. The stator reservoir housing 176 by way of the fluid return channel 178 takes the fluid 114 from the stator radial outlet 172 and returns it back to the thrust generator 138 through the stator inlet 170 to repeat the centrifugal thrust cycle. The addition of the stator reservoir housing 176 with a fluid return channel 178 yields a propellantless thruster that generates a propulsion thrust that is self contained and independent from the external surroundings for propellant.

[0058] FIG. 22 is a cross sectional view of a further improvement to the hydrodynamic centrifugal thruster 174. FIG. 21 shows the improved hydrodynamic centrifugal thruster 174 comprising a propulsion fluid 114, a centrifugal thrust generator 138, a generator shaft 140, a thrust generator chamber 142A, a thrust generator chamber 142F, a partial view of a thrust generator vane 144F, a hydrodynamic seal 146, a hydrodynamic stator 162, a hydrodynamic stator chamber 164, a stator chamber wall 166, a hydrodynamic stator inlet 170, a stator radial outlet 172, a stator reservoir housing 176, a fluid return channel 178, a thrust generator cover 180, a centrifugal force Fc, and a rotational velocity WR. The centrifugal thruster 174 described in FIG. 22 contain all the elements disclosed in FIG. 21. The improvement consists of the addition of the addition of the thrust generator cover 180 to form a fully enclosed the centrifugal thruster 174.

[0059] In the description of the invention, certain elements of construction have been employed in the examples of some of the preferred embodiments. There are many more additional embodiments besides the examples included herein. For example, an alternate derivative embodiment would be; in the construction of the hydrodynamic centrifugal thruster 100 with a generator cover 120; the seal 110 can be eliminated by designing the cover 120 with close tolerance spacing between the stator 102 and the thrust generator 106, and by including a suitable seal(s) in the generator cover 120 to eliminate or minimize any leakage of the propulsion fluid 114. Similar implications apply to the other hydrodynamic centrifugal thrusters disclosed above.

[0060] Conclusion, Ramifications, and Scope of Invention

[0061] Another improvement consists in modifying any of the hydrodynamic stators to include one way gates or valves in either or both of their respective stator inlets and stator outlets to regulate and control the propulsion fluid flow direction. In addition, a plurality of gated stator inlets and outlets may be included in a hydrodynamic stator to regulate the vector direction of the propulsion force. For example, in the disclosure above, the inlets and outlets are described in the 0° and 180° positions. Accordingly to the specification, the vector of the propulsion force output occurs at about the 90° position. If a second pairs of gated inlet and outlet are included at the respective 90° and 270° positions, with the first pair of gated inlets and outlet closed, and the second pair open, the propulsion thrust vector would then change direction from the previous 90° position to a new 180° position. A distributed plurality of paired inlet and outlets will increase the degree of thrust vectoring control. This type of propulsive thrust vector control is useful in many respects.

[0062] Another improvement in hydrodynamic centrifugal propulsion may include an internal fluid pump in the hydrodynamic thruster reservoir to increase the rate of propulsion fluid transfer between the stator inlet and outlet. The pump may also be located outside the reservoir.

[0063] With respect to the radial chambers in the centrifugal thrust generator shown in the schematics herein, the chambers are shown with a straight shape. In the science of fluid dynamic, centrifugal compressors and centrifugal pumps design principles imply that forward and backwards curved chambers shapes may also be suitable for the operation of centrifugal propulsion. A similar reasoning applies to the design of the radial vanes used in the modified centrifugal thruster. Another improvement that can be added both, the radial chambers and the radial vanes would be inducer vanes that may also be included at the root of the chambers and vanes to maximize the efficiency and the fluid flow intake capabilities of both.

[0064] As a newcomer in the field of propulsion, a hydrodynamic centrifugal thruster is a fluid propulsion engine useful for the propulsion of land vehicles such as railway cars, passenger cars, trucks and vans.

[0065] In aviation, a hydrodynamic propulsion thruster is useful for the propulsion of aircrafts. Instead of the usual propeller, turboprop, ramjet, turbojet or turbofan engine, a centrifugal hydrodynamic propulsion thruster can replace any and all of these propulsion engines. As an added benefit, a hydrodynamic propulsion thruster can deliver a considerable reduction in fuel consumption that will lead to an increase in aircraft performance and to a consequential reduction in the cost of aircraft operation.

[0066] Another application relevant to aviation is the construction of new lift and thrust platforms comprised of hydrodynamic centrifugal thrusters. For example, a singular or several hydrodynamic centrifugal thrusters oriented vertically can be employed to generate propulsive levitation lift and vectored thrust. Horizontally oriented thrusters can provide further vectored thrust for vehicle motion and directional control.

[0067] In the field of naval ship operations, a centrifugal hydrodynamic propulsion thruster is useful as a ship propulsion system. Instead of the usual marine propeller, a hydrodynamic centrifugal thruster can perform the task without the added turbulence losses of propellers. In a submarine, the elimination of the submarine propeller will yield a reduction in submarine noise, drag, and fuel consumption due to improved propulsion efficiency.

[0068] In the field of space exploration, a hydrodynamic centrifugal propulsion thruster has the advantage that no propellant will be required for the propulsion of spacecrafts. In space travel, a self contained hydrodynamic centrifugal thruster can operate with an electric motor and electricity from the sun and the nearby stars, or from any onboard power plant. Furthermore, these same advantages also translate to the operation of satellites far out into space or in orbit around the earth.

[0069] From the above descriptions and explanations, the reader will see that a hydrodynamic propulsion thruster is a novel and efficient propellantless prime mover. The above description contains many specificities and these should not be construed to limit the scope and range of the invention. The disclosed specificities are merely illustrations of some of the presently preferred embodiments. And there are many more specificities, implied derivatives, combinations, and ramifications beyond those illustrated in the text.

Claims

1. A centrifugal propulsion engine comprising a disk shaped rotor with a plurality of radial chambers, a propulsion fluid, a housing means to support the operation of said rotor with said fluid, whereby the operation of said rotor with said fluid generates unbalanced centrifugal forces to generate a directional propulsion force.

2. A centrifugal propulsion engine comprising a disk shaped rotor with a plurality of radial chambers, a propulsion fluid, a housing means to support the operation of said rotor with said fluid, a housing means to cover said rotor, whereby the operation of said rotor with said fluid generates unbalanced centrifugal forces to generate a directional propulsion force.

3. A centrifugal propulsion engine comprising a disk shaped rotor with a plurality of radial chambers, a propulsion fluid, a housing means to support the operation of said rotor with said fluid, a reservoir to recover and supply said fluid continuously to said rotor, whereby the operation of said rotor with said fluid generates unbalanced centrifugal forces to generate a directional propulsion force.

4. A centrifugal propulsion engine comprising a disk shaped rotor with a plurality of radial chambers, a propulsion fluid, a housing means to support the operation of said rotor with said fluid, a reservoir to recover and supply said fluid continuously to said rotor, a housing means to cover said rotor, whereby the operation of said rotor with said fluid generates unbalanced centrifugal forces to generate a directional propulsion force.

5. A centrifugal propulsion engine comprising a disk shaped rotor with a plurality of radial vanes, a propulsion fluid, a housing means to support the operation of said rotor with said fluid, whereby the operation of said rotor with said fluid generates unbalanced centrifugal forces to generate a directional propulsion force.

6. A centrifugal propulsion engine comprising a disk shaped rotor with a plurality of radial vanes, a propulsion fluid, a housing means to support the operation of said rotor with said fluid, a reservoir to recover and supply said fluid continuously to said rotor, whereby the operation of said rotor with said fluid generates unbalanced centrifugal forces to generate a directional propulsion force.

7. A centrifugal propulsion engine comprising a disk shaped rotor with a plurality of radial vanes, a propulsion fluid, a housing means to support the operation of said rotor with said fluid, a reservoir to recover and supply said fluid continuously to said rotor, a housing means to cover said rotor, whereby the operation of said rotor with said fluid generates unbalanced centrifugal forces to generate a directional propulsion force.

8. A centrifugal propulsion engine comprising a disk shaped rotor with a plurality of radial vanes, a propulsion fluid, a housing means with an axial inlet and a radial outlet to support the operation of said rotor with said fluid, whereby the operation of said rotor with said fluid generates unbalanced centrifugal forces to generate a directional propulsion force.

9. A centrifugal propulsion engine comprising a disk shaped rotor with a plurality of radial vanes, a propulsion fluid, a housing means with an axial inlet and a radial outlet to support the operation of said rotor with said fluid, a fluid reservoir to recover and supply said fluid continuously to said rotor, whereby the operation of said rotor with said fluid generates unbalanced centrifugal forces to generate a directional propulsion force.

10. A centrifugal propulsion engine comprising a disk shaped rotor with a plurality of radial vanes, a propulsion fluid, a housing means with an axial inlet and a radial outlet to support the operation of said rotor with said fluid, a fluid reservoir to recover and supply said fluid continuously to said rotor, a housing means to cover said rotor, whereby the operation of said rotor with said fluid in between several of said vanes generates unbalanced centrifugal forces to generate a directional propulsion force.