detonation engine simpler and cheaper to manufacture, an order of magnitude more powerful and more economical than a conventional jet engine, compared to it has a higher efficiency.
Description:
The detonation engine (pulse, pulsating engine) is replacing the conventional jet engine. To understand the essence of a detonation engine, it is necessary to disassemble a conventional jet engine.
A conventional jet engine is arranged as follows.
In the combustion chamber, the combustion of fuel and oxidizer occurs, which is oxygen from the air. The pressure in the combustion chamber is constant. The combustion process sharply increases the temperature, creates a constant flame front and a constant jet thrust flowing from the nozzle. The front of an ordinary flame propagates in a gaseous medium at a speed of 60-100 m/s. This is what causes the movement aircraft. However, modern jet engines have reached a certain limit of efficiency, power and other characteristics, the increase of which is almost impossible or extremely difficult.
In a detonation (pulse or pulsating) engine, combustion occurs by detonation. Detonation is a combustion process, but which occurs hundreds of times faster than with conventional fuel combustion. During detonation combustion, a detonation shock wave is formed, carrying at supersonic speed. It is about 2500 m/s. The pressure as a result of detonation combustion rapidly increases, and the volume of the combustion chamber remains unchanged. Combustion products escape with great speed through the nozzle. The frequency of pulsations of the detonation wave reaches several thousand per second. In a detonation wave, there is no stabilization of the flame front; for each pulsation, the fuel mixture and the wave starts again.
The pressure in the detonation engine is created by the detonation itself, which eliminates the supply of the fuel mixture and oxidizer at high pressure. In a conventional jet engine, in order to create a thrust pressure of 200 atm, it is necessary to supply a fuel mixture at a pressure of 500 atm. While in a detonation engine - the fuel mixture supply pressure is 10 atm.
The combustion chamber of a detonation engine is structurally an annular with nozzles placed along its radius to supply fuel. The detonation wave runs around the circumference again and again, the fuel mixture is compressed and burned out, pushing the combustion products through the nozzle.
Advantages:
- detonation engine is easier to manufacture. There is no need to use turbopump units,
– an order of magnitude more powerful and economical than a conventional jet engine,
- has more high efficiency,
– cheaper to manufacture
- no need to create high pressure supply of the fuel mixture and oxidizer, high pressure is created due to the detonation itself,
– the detonation engine exceeds the conventional jet engine by 10 times in terms of power removed per unit volume, which leads to a reduction in the design of the detonation engine,
- detonation combustion is 100 times faster than conventional fuel combustion.
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LLC "Analog" was organized in 2010 for the production and operation of the design of sprayers invented by me for fields, the idea of which is fixed by the RF Patent for utility model No. 67402 in 2007.
Now, I have developed a concept rotary internal combustion engine, in which it is possible to organize detonation (explosive) combustion of incoming fuel with an increased release (by about 2 times) of pressure and temperature energy of exhaust gases while maintaining engine performance. Accordingly, with an increase, approximately 2 times, the efficiency heat engine, i.e. up to about 70%. The implementation of this project requires large financial costs for its design, selection of materials and production of a prototype. And in terms of characteristics and applicability, this is an engine, most of all, aviation, and also quite applicable for cars, self-propelled equipment etc., i.e. is necessary at the present stage of development of technology and environmental requirements.
Its main advantages will be simplicity of design, efficiency, environmental friendliness, high torque, compactness, low level noise even without a muffler. Copy protection will be its high manufacturability and special materials.
The simplicity of the design is ensured by its rotary design, in which all parts of the engine perform a simple rotational movement.
Environmental friendliness and efficiency are ensured by 100% instantaneous combustion of fuel in a durable, high-temperature (about 2000 g C), uncooled, separate combustion chamber, which is closed for this time by valves. Cooling of such an engine is provided from the inside (cooling of the working fluid) with any portions of water necessary for this, entering the working section before firing the next portions of the working fluid (combustion gases) from the combustion chamber, while obtaining additional water vapor pressure and useful work on the working shaft.
High torque even at low speeds is provided (compared to a piston ICE) by a large and constant size shoulder of the impact of the working fluid on the working blade. This factor will allow for any land transport do without a complex and expensive transmission, or at least significantly simplify it.
A few words about its design and operation.
The internal combustion engine has a cylindrical shape with two rotor blade sections, one of which is used for intake and precompression fuel-air mixture and is a known and workable section of a conventional rotary compressor; the other, working, is a modernized rotary steam engine Marcinevsky; and between them there is a static array of durable heat-resistant material, in which there is a separate, lockable for the duration of combustion, combustion chamber with three non-rotating valves, 2 of which are free, according to the petal type, and one is controlled to relieve pressure before inlet of the next portion of the fuel assembly.
When the engine is running, the working shaft with rotors and blades rotates. In the inlet section, the blade sucks in and compresses the fuel assembly and, when the pressure increases above the pressure of the combustion chamber (after depressurizing it) working mixture is driven into a hot (about 2000 gr C) chamber, ignited by a spark, instantly explodes. Wherein, inlet valve closes, opens Exhaust valve, and before opening it is injected into the working section required amount water. It turns out that super-hot gases are shot into the working section under high pressure, and there a portion of water, which turns into steam and the vapor-gas mixture, sets the engine rotor in rotation, while cooling it. According to available information, there is already a material that can withstand temperatures up to 10,000 ° C for a long time, from which a combustion chamber must be made.
In May 2018, an Application for an invention was filed. The application is currently under consideration on the merits.
This application for investment is submitted to secure funding for R & D, the creation of a prototype, its fine-tuning and tuning until a working sample is obtained. this engine. This process may take a year or two. Funding options for further development of engine modifications for various equipment can and should be developed separately for its specific samples.
additional information
The implementation of this project is a test of the invention by practice. Getting a working prototype. The resulting material can be offered to all domestic engineering industry for model development Vehicle with an efficient internal combustion engine based on contracts with the developer and payment of commission fees.
You can choose your own, the most promising direction for the design of internal combustion engines, for example, aircraft engine building for ALS and offer a manufactured engine, as well as install this internal combustion engine on own development SLA, the prototype of which is under assembly.
It should be noted that the private jet market in the world has just begun to develop, while in our country it is in its infancy. And, incl. namely, the lack of a suitable internal combustion engine hinders its development. And in our country, with its endless expanses, such aviation will be in demand.
Market Analytics
The implementation of the project is the receipt of a fundamentally new and extremely promising internal combustion engine.
Now the emphasis is on ecology, and as an alternative piston internal combustion engine an electric motor is proposed, but this energy necessary for it needs to be generated somewhere, accumulated for it. The lion's share of electricity is generated at thermal power plants, which are far from environmentally friendly, which will lead to significant pollution in their locations. And the service life of energy storage devices does not exceed 2 years, where to store this harmful trash? The result of the proposed project is an effective and harmless and, no less important, convenient and familiar internal combustion engine. Just need to fill low grade fuel into the tank.
The result of the project is the prospect of replacing all piston engines in the world with this one. This is the prospect of using the powerful energy of the explosion for peaceful purposes, and constructive solution for this process in ICE is proposed for the first time. What's more, it's relatively inexpensive.
Project uniqueness
This is an invention. Design that allows the use of detonation in the engine internal combustion offered for the first time.
At all times, one of the main tasks in the design of internal combustion engines was to approach the conditions of detonation combustion, but not to allow its occurrence.
Monetization channels
Sale of licenses for the right to manufacture.
1The problem of development of rotary detonation engines is considered. The main types of such engines are presented: the Nichols rotary detonation engine, the Wojciechowski engine. The main directions and trends in the development of the design of detonation engines are considered. It is shown that modern concepts of a rotary detonation engine cannot, in principle, lead to the creation of a workable design that surpasses the existing jet engines in terms of its characteristics. The reason is the desire of designers to combine wave generation, fuel combustion, and fuel and oxidizer ejection into one mechanism. As a result of self-organization of shock-wave structures, detonation combustion is carried out in a minimum rather than maximum volume. The result actually achieved today is detonation combustion in a volume not exceeding 15% of the volume of the combustion chamber. The way out is seen in a different approach - first, an optimal configuration of shock waves is created, and only then fuel components are fed into this system and optimal detonation combustion is organized in a large volume.
detonation engine
rotary detonation engine
Wojciechowski engine
circular detonation
spin detonation
impulse detonation engine
1. B. V. Voitsekhovsky, V. V. Mitrofanov, and M. E. Topchiyan, Structure of the detonation front in gases. - Novosibirsk: Publishing House of the USSR Academy of Sciences, 1963.
2. Uskov V.N., Bulat P.V. On the problem of designing an ideal diffuser for compressing a supersonic flow // Basic Research. - 2012. - No. 6 (part 1). - S. 178-184.
3. Uskov V.N., Bulat P.V., Prodan N.V. The history of the study of irregular reflection of the shock wave from the symmetry axis of a supersonic jet with the formation of a Mach disk // Fundamental research. - 2012. - No. 9 (part 2). - S. 414-420.
4. Uskov V.N., Bulat P.V., Prodan N.V. Justification of the application of the stationary Mach configuration model to the calculation of the Mach disk in a supersonic jet // Fundamental research. - 2012. - No. 11 (part 1). – S. 168–175.
5. Shchelkin K.I. Instability of combustion and detonation of gases // Uspekhi fizicheskikh nauk. - 1965. - T. 87, no. 2.– S. 273–302.
6. Nichols J.A., Wilkmson H.R., Morrison R.B. Intermittent Detonation as a Trust-Producing Mechanism // Jet Propulsion. - 1957. - No. 21. - P. 534-541.
Rotary detonation engines
All types of rotary detonation engines (RDE) have in common that the fuel supply system is combined with the fuel combustion system in the detonation wave, but then everything works like in a conventional jet engine - a flame tube and a nozzle. It was this fact that initiated such activity in the field of modernization gas turbine engines(GTE). It seems attractive to replace only the mixing head and the mixture ignition system in the gas turbine engine. To do this, it is necessary to ensure the continuity of detonation combustion, for example, by launching a detonation wave in a circle. Nichols was one of the first to propose such a scheme in 1957, and then developed it and conducted a series of experiments with a rotating detonation wave in the mid-1960s (Fig. 1).
By adjusting the diameter of the chamber and the thickness of the annular gap, for each type of fuel mixture, it is possible to choose such a geometry that detonation will be stable. In practice, the relationship between the gap and the diameter of the engine turns out to be unacceptable, and it is necessary to control the speed of wave propagation by controlling the fuel supply, as discussed below.
As with pulse detonation engines, the circular detonation wave is capable of ejecting oxidizer, allowing RDE to be used at zero speeds. This fact led to a flurry of experimental and computational studies of RDE with an annular combustion chamber and spontaneous ejection. fuel-air mixture, to list here which does not make any sense. All of them are built approximately according to the same scheme (Fig. 2), reminiscent of the Nichols engine scheme (Fig. 1).
Rice. 1. Scheme of organization of continuous circular detonation in the annular gap: 1 - detonation wave; 2 - a layer of "fresh" fuel mixture; 3 - contact gap; 4 - an oblique shock wave propagating downstream; D is the direction of the detonation wave
Rice. 2. Typical scheme RDE: V - free flow velocity; V4 - flow rate at the outlet of the nozzle; a - fresh fuel assemblies, b - detonation wave front; c - attached oblique shock wave; d - combustion products; p(r) - pressure distribution on the channel wall
A reasonable alternative to the Nichols scheme could be the installation of a plurality of fuel-oxidation injectors that would inject a fuel-air mixture into the region immediately before the detonation wave according to a certain law with a given pressure (Fig. 3). By adjusting the pressure and the rate of fuel supply to the combustion region behind the detonation wave, it is possible to influence the rate of its propagation upstream. This direction is promising, but the main problem in the design of such RDEs is that the widely used simplified model of the flow in the detonation combustion front does not correspond to reality at all.
Rice. 3. RDE with controlled fuel supply to the combustion area. Wojciechowski rotary engine
The main hopes in the world are associated with detonation engines operating according to the Wojciechowski rotary engine scheme. In 1963 B.V. Voitsekhovsky, by analogy with spin detonation, developed a scheme for continuous combustion of gas behind a triple configuration of shock waves circulating in an annular channel (Fig. 4).
Rice. Fig. 4. Scheme of the Wojciechowski continuous combustion of gas behind a triple configuration of shock waves circulating in the annular channel: 1 - fresh mixture; 2 - doubly compressed mixture behind a triple configuration of shock waves, detonation area
IN this case the stationary hydrodynamic process with gas combustion behind the shock wave differs from the detonation scheme of Chapman-Jouguet and Zel'dovich-Neumann. Such a process is quite stable, its duration is determined by the reserve of the fuel mixture and, in well-known experiments, is several tens of seconds.
Wojciechowski's detonation engine scheme served as a prototype numerous studies̆ rotational and spin detonation engines̆ initiated in the last 5 years. This scheme accounts for more than 85% of all studies. All of them have one organic drawback - the detonation zone occupies too little of the total combustion zone, usually no more than 15%. As a result, the specific performance of engines is worse than that of engines of traditional design.
On the causes of failures with the implementation of the Wojciechowski scheme
Most of the work on engines with continuous detonation is associated with the development of the Wojciechowski concept. Despite the more than 40-year history of research, the results actually remained at the level of 1964. The share of detonation combustion does not exceed 15% of the volume of the combustion chamber. The rest is slow combustion under conditions that are far from optimal.
One of the reasons for this state of affairs is the lack of a workable calculation methodology. Since the flow is three-dimensional, and the calculation takes into account only the laws of conservation of momentum on the shock wave in the direction perpendicular to the model detonation front, the results of calculating the inclination of shock waves to the flow of combustion products differ from those observed experimentally by more than 30%. The result is that, despite many years of research various systems fuel supply and experiments on changing the ratio of fuel components, all that has been done is to create models in which detonation combustion occurs and is maintained for 10-15 s. There is no talk of increasing efficiency, or of advantages over existing liquid-propellant and gas-turbine engines.
The analysis of the available RDE schemes carried out by the authors of the project showed that all the RDE schemes offered today are inoperative in principle. Detonation combustion occurs and is successfully maintained, but only to a limited extent. In the rest of the volume, we are dealing with the usual slow combustion, moreover, behind a non-optimal system of shock waves, which leads to significant losses full pressure. In addition, the pressure is also several times lower than necessary for ideal combustion conditions with a stoichiometric ratio of the fuel mixture components. As a result, the specific fuel consumption per unit of thrust is 30-40% higher than that of conventional engines.
But most main problem is the very principle of organization continuous detonation. As shown by studies of continuous circular detonation, carried out back in the 60s, the detonation combustion front is a complex shock wave structure consisting of at least two triple configurations (about triple configurations of shock waves. Such a structure with an attached detonation zone, like any thermodynamic system with feedback, left alone, tends to take a position corresponding to the minimum level of energy. As a result, the triple configurations and the area of detonation combustion are adjusted to each other so that the detonation front moves along the annular gap with the minimum possible volume of detonation combustion for this. This is directly opposite to the goal that engine designers set for detonation combustion.
For creating efficient engine RDE needs to solve the problem of creating an optimal triple configuration of shock waves and organizing a detonation combustion zone in it. Optimal shock-wave structures must be able to create in a variety of technical devices, for example, in optimal diffusers of supersonic air intakes. The main task is the maximum possible increase in the share of detonation combustion in the volume of the combustion chamber from today's unacceptable 15% to at least 85%. Existing engine designs based on the schemes of Nichols and Wojciechowski cannot provide this task.
Reviewers:Uskov V.N., Doctor of Technical Sciences, Professor of the Department of Hydroaeromechanics of St. Petersburg State University, Faculty of Mathematics and Mechanics, St. Petersburg;
Emelyanov V.N., Doctor of Technical Sciences, Professor, Head of the Department of Plasma Gas Dynamics and Heat Engineering, BSTU "VOENMEH" named after A.I. D.F. Ustinov, St. Petersburg.
The work was received by the editors on October 14, 2013.
Bibliographic link
Bulat P.V., Prodan N.V. REVIEW OF PROJECTS OF DETONATING ENGINES. ROTARY DETONATING ENGINES // Fundamental Research. - 2013. - No. 10-8. - S. 1672-1675;URL: http://fundamental-research.ru/ru/article/view?id=32642 (date of access: 07/29/2019). We bring to your attention the journals published by the publishing house "Academy of Natural History"
Detonation engine tests
Foundation for Advanced Study
Research and Production Association "Energomash" has tested a model chamber for liquid detonation rocket engine, whose thrust was two tons. About this in an interview Russian newspaper» declared chief designer"Energomash" Petr Levochkin. According to him, this model ran on kerosene and gaseous oxygen.
Detonation is the combustion of a substance in which the combustion front propagates faster speed sound. In this case, a shock wave propagates through the substance, followed by a chemical reaction with the release of a large number heat. Modern rocket engines burn fuel at subsonic speeds; this process is called deflagration.
Detonation engines today are divided into two main types: impulse and rotary. The latter are also called spin. In impulse engines, short explosions occur as small portions of the fuel-air mixture are burned. In rotary, the combustion of the mixture occurs constantly without stopping.
In such power plants, an annular combustion chamber is used in which the fuel mixture is supplied sequentially through radially located valves. In such power plants, detonation does not fade - the detonation wave “runs around” the annular combustion chamber, the fuel mixture behind it has time to be updated. Rotary engine first began to be studied in the USSR in the 1950s.
Detonation engines are capable of operating in a wide range of flight speeds - from zero to five Mach numbers (0-6.2 thousand kilometers per hour). It is believed that such power plants can produce more power, consuming less fuel than conventional jet engines. At the same time, the design of detonation engines is relatively simple: they lack a compressor and many moving parts.
The new Russian liquid detonation engine is being developed jointly by several institutes, including the Moscow Aviation Institute, the Lavrentiev Institute of Hydrodynamics, the Keldysh Center, the Baranov Central Institute of Aviation Motors and the Faculty of Mechanics and Mathematics of Moscow State University. The development is overseen by the Foundation for Advanced Study.
According to Levochkin, during the tests, the pressure in the combustion chamber of the detonation engine was 40 atmospheres. At the same time, the installation worked reliably without complicated cooling systems. One of the objectives of the tests was to confirm the possibility of detonation combustion of an oxygen-kerosene fuel mixture. It was previously reported that the frequency of detonation in the new Russian engine is 20 kilohertz.
The first tests of a liquid detonation rocket engine in the summer of 2016. Whether the engine has been tested again since then is unknown.
At the end of December 2016, the American company Aerojet Rocketdyne contracted the US National Energy Technology Laboratory to develop a new gas turbine power plant based on a rotary detonation engine. Work leading to the creation of a prototype new installation scheduled for completion by mid-2019.
According to preliminary estimates, a new type of gas turbine engine will have at least five percent best performance than conventional such installations. In this case, the installations themselves can be made more compact.
Vasily Sychev
The Lyulka Experimental Design Bureau developed, manufactured and tested a prototype of a pulsating resonator detonation engine with a two-stage combustion of a kerosene-air mixture. According to ITAR-TASS, the average measured thrust of the engine was about one hundred kilograms, and the duration continuous work─ more than ten minutes. By the end of this year, the Design Bureau intends to manufacture and test a full-size pulsating detonation engine.
According to Alexander Tarasov, chief designer of the Lyulka Design Bureau, during the tests, the operating modes characteristic of a turbojet and ramjet engines. Measured values of specific thrust and specific consumption fuel turned out to be 30-50 percent better than conventional air jet engines. During the experiments, the new engine was switched on and off repeatedly, as well as traction control.
On the basis of the studies carried out, the data obtained during testing, as well as the circuit design analysis, the Lyulka Design Bureau intends to propose the development of a whole family of pulsed detonation aircraft engines. In particular, engines with a short service life for unmanned vehicles can be created. aircraft and missiles and aircraft engines with cruising supersonic flight.
In the future, based on new technologies, engines for rocket-space systems and combined power plants aircraft capable of flying in and out of the atmosphere.
According to the design bureau, the new engines will increase the aircraft's thrust-to-weight ratio by 1.5-2 times. In addition, when using such power plants, the flight range or the mass of aircraft weapons can increase by 30-50 percent. At the same time, the specific weight of the new engines will be 1.5-2 times less than that of conventional jet power plants.
The fact that in Russia work is underway to create a pulsating detonation engine was reported in March 2011. This was stated then by Ilya Fedorov, managing director of the Saturn research and production association, which includes the Lyulka Design Bureau. What type of detonation engine was in question, Fedorov did not specify.
Currently, three types of pulsating engines are known - valved, valveless and detonation. The principle of operation of these power plants is to periodically supply fuel and oxidizer to the combustion chamber, where the fuel mixture is ignited and the combustion products flow out of the nozzle with the formation jet thrust. The difference from conventional jet engines lies in the detonation combustion of the fuel mixture, in which the combustion front propagates faster than the speed of sound.
Throbbing jet engine was invented at the end of the 19th century by the Swedish engineer Martin Wiberg. A pulsating engine is considered simple and cheap to manufacture, but due to the characteristics of fuel combustion, it is unreliable. First new type The engine was used in series during World War II on German V-1 cruise missiles. They were equipped with the Argus As-014 engine from Argus-Werken.
Currently, several major defense firms in the world are engaged in research in the field of high-efficiency pulsating jet engines. In particular, the work is being carried out by the French company SNECMA and American General Electric and Pratt & Whitney. In 2012, the US Naval Research Laboratory announced its intention to develop a spin detonation engine that would replace conventional gas turbine power plants on ships.
The US Navy Research Laboratory (NRL) intends to develop a rotary, or spin, detonation engine (Rotating Detonation Engine, RDE), which in the future will be able to replace conventional gas turbine power plants on ships. According to NRL, the new engines will allow the military to reduce fuel consumption while increasing the energy efficiency of power plants.
The US Navy currently operates 430 gas turbine engines (GTEs) on 129 ships. They consume two billion dollars worth of fuel every year. The NRL estimates that the RDE could save the military up to $400 million a year on fuel. RDE will be able to generate ten percent more power than conventional gas turbine engines. The RDE prototype has already been created, but when such engines will begin to enter the fleet is still unknown.
The RDE was based on the NRL developments obtained during the creation of a pulsating detonation engine (Pulse Detonation Engine, PDE). The operation of such power plants is based on the stable detonation combustion of the fuel mixture.
Spin detonation engines differ from pulsating ones in that the detonation combustion of the fuel mixture in them occurs continuously ─ the combustion front moves in the annular combustion chamber, in which the fuel mixture is constantly updated.
