PULSE REACTIVE ENGINE. I propose to the readers of the SAMIZDAT magazine another possible engine for spacecraft, successfully buried by VNIIGPE at the end of 1980. We are talking about application N 2867253/06 for "METHOD FOR OBTAINING PULSED JET THROAT BY HELP OF SHOCK WAVES". Inventors from different countries proposed whole line ways to create jet engines with impulse thrust. In the combustion chambers and at the buffer plates of these engines, it was proposed to detonate to burn different types fuel, up to explosions of atomic bombs. My proposal made it possible to create a kind of internal combustion engine with the maximum possible use of the kinetic energy of the working fluid. Certainly, traffic fumes of the proposed engine would bear little resemblance to the exhaust of an automobile motor. They would not have looked like powerful jets of flame, beating from the nozzles of modern rockets. In order for the reader to get an idea of the method I proposed for obtaining impulse jet thrust, and of the author’s desperate struggle for his unborn offspring, below is an almost verbatim description and application formula (but, alas, without drawings), as well as one of objections of the applicant to the next refusal decision of VNIIGPE. For me, even this brief description, despite the fact that about 30 years have passed, is perceived as a detective story in which the murderer-VNIIGPE calmly cracks down on an unborn child.
METHOD FOR OBTAINING PULSED JET THRESHOLD
WITH THE HELP OF SHOCK WAVES. The invention relates to the field of jet engine building and can be used in space, rocket and aviation technology. A known method for obtaining a constant or pulsating jet thrust by converting various types of energy into the kinetic energy of the movement of a continuous or pulsating jet of the working fluid, which is thrown into environment in the direction opposite to the direction of the resulting jet thrust. For this, chemical energy sources are widely used, which are also the working fluid. In this case, the transformation of the energy source into the kinetic energy of the movement of a continuous or pulsating jet of the working fluid in one or more combustion chambers with a critical (reduced) outlet, passing into an expanding conical or profiled nozzle (see, for example, V.E. Alemasov: "Theory rocket engines", p. 32; M.V. Dobrovolsky: "Liquid rocket engines", p. 5; V.F. Razumeev, B.K. Kovalev: "Fundamentals of designing solid-fuel rockets", p. 13). The most common characteristic, reflecting the efficiency of obtaining jet thrust, is the specific thrust, which is obtained by the ratio of thrust to the second fuel consumption (see, for example, V.E. Alemasov: "Theory of rocket engines", p. 40). The higher the specific thrust, the less is required In jet engines using the known method of obtaining jet thrust using liquid fuels, this value reaches a value of more than 3000 nxsec/kg, and with the use of solid fuels it does not exceed 2800 nxsec/kg (see M V. Dobrovolsky: "Liquid-propellant rocket engines, p. 257; V. F. Razumeev, B. K. Kovalev: "Fundamentals of designing solid-fuel ballistic missiles", p. 55, table 33). The existing method of obtaining jet thrust is uneconomical. starting weight modern rockets, both space and ballistic, consist of 90% or more of the mass of fuel. Therefore, any methods of obtaining jet thrust that increase specific thrust deserve attention. A known method of obtaining impulse jet thrust using shock waves by successive explosions directly in the combustion chamber or near a special buffer plate. The method using a buffer plate was implemented, for example, in the USA in an experimental device that flew due to the energy of shock waves generated by successive explosions of trinitrotoluene charges. The device was developed for experimental verification of the Orion project. The above method for obtaining impulse jet thrust has not been widely used, since it turned out to be not economical. Average specific thrust, according to literary source, did not exceed 1100 nxsec/kg. This is due to the fact that more than half of the explosive energy in this case immediately leaves along with the shock waves, without participating in the production of impulse jet thrust. In addition, a significant part of the energy of the shock waves hitting the buffer plate was spent on the destruction and evaporation of the ablation coating, the vapors of which were supposed to be used as an additional working fluid. In addition, the buffer plate is significantly inferior to combustion chambers with a critical section and with an expanding nozzle. In the case of creating shock waves directly in such chambers, a pulsating thrust is formed, the principle of obtaining which does not differ from the principle of obtaining the known constant jet thrust. In addition, the direct impact of shock waves on the walls of the combustion chamber or on the buffer plate requires their excessive reinforcement and special protection. (See "Knowledge" N 6, 1976, p. 49, cosmonautics and astronomy series). The purpose of this invention is to eliminate these disadvantages by more full use energy of shock waves and a significant reduction in shock loads on the walls of the combustion chamber. The goal is achieved by the fact that the transformation of the energy source and the working fluid into successive shock waves occurs in small detonation chambers. Then, shock waves of combustion products are tangentially fed into the vortex chamber near the end (front) wall and twist with high speed an inner cylindrical wall relative to the axis of this chamber. The colossal centrifugal forces, enhance the compression of the shock wave of combustion products. The total pressure of these powerful forces is also transmitted to the end (front) wall of the vortex chamber. Under the influence of this total pressure, the shock wave of combustion products unfolds and rushes along a helix, with an increasing step, towards the nozzle. All this is repeated when each next shock wave is introduced into the vortex chamber. This is how the main component of impulse thrust is formed. To further increase the total pressure, which forms the main component of the impulse thrust, the tangential shock wave input into the vortex chamber is introduced at a certain angle to its end (front) wall. In order to obtain an additional component of impulse thrust in a profiled nozzle, the pressure of the shock wave of combustion products, enhanced by the centrifugal forces of unwinding, is also used. In order to make fuller use of the kinetic energy of shock waves unwinding, as well as to eliminate the torque of the vortex chamber relative to its axis, which appears as a result of tangential supply, the untwisted shock waves of combustion products are fed to profiled blades before exiting the nozzle, which direct them in a straight line along axes of the vortex chamber and nozzle. The proposed method for obtaining impulse jet thrust using swirling shock waves and centrifugal spin forces was tested in preliminary experiments. The working fluid in these experiments was shock waves of propellant gases produced by the detonation of 5-6 g of N 3 smoky commercial gunpowder. The gunpowder was placed in a tube, plugged at one end. The inner diameter of the tube was 13 mm. With its open end, it was screwed into a tangential threaded hole in the cylindrical wall of the vortex chamber. The inner cavity of the vortex chamber had a diameter of 60 mm and a height of 40 mm. Replaceable nozzles were alternately mounted on the open end of the vortex chamber: conical tapering, conical expanding and cylindrical with an inner diameter equal to the inner diameter of the vortex chamber. Nozzle nozzles were without profiled blades at the outlet. The vortex chamber, with one of the nozzle nozzles listed above, was installed on a special dynamometer with the nozzle nozzle up. Dynamometer measurement limits from 2 to 200 kg. Since the reactive impulse was very short (about 0.001 sec), it was not the reactive impulse itself that was recorded, but the push force from the total mass of the vortex chamber, the nozzle nozzle and the moving part of the dynamometer structure that received the movement. This total weight was about 5 kg. About 27 g of gunpowder was packed into the charging tube, which served as a detonation chamber in our experiment. After the gunpowder was ignited from the open end of the tube (from the side of the inner cavity of the vortex chamber), a uniform, calm combustion process first occurred. Powder gases, tangentially entering the inner cavity of the vortex chamber, twisted in it and, rotating, with a whistle went up through the nozzle nozzle. At this moment, the dynamometer did not record any shocks, but the powder gases, rotating at high speed, under the influence of centrifugal forces, pressed on the inner cylindrical wall of the vortex chamber and blocked their entrance to it. In the tube where the combustion process continued, standing pressure waves arose. When there was no more than 0.2 of the original amount of gunpowder in the tube, that is, 5-6 g, it detonated. The resulting shock wave, through a tangential hole, overcoming the centrifugal pressure of the primary powder gases, burst into the internal cavity of the vortex chamber, twisted in it, reflected from the front wall and, continuing to rotate, rushed along a helical trajectory with increasing pitch into the nozzle nozzle, from where it flew out outwards with a sharp and strong sound, like a cannon shot. At the moment of reflection of the shock wave from the front wall of the vortex chamber, the dynamometer spring recorded a push, the largest value of which (50–60 kg) was when using a nozzle nozzle with an expanding cone. During control combustion of 27 g of gunpowder in a charging tube without a vortex chamber, as well as in a vortex chamber without a charging tube (the tangential hole was muffled) with a cylindrical and conical expanding nozzle, the shock wave did not occur, since at this moment the constant jet thrust was less sensitivity limit of the dynamometer, and he did not fix it. When burning the same amount of gunpowder in a vortex chamber with a conical tapering nozzle (narrowing 4: 1), a constant jet thrust of 8-10 kg was recorded. The proposed method for obtaining impulse jet thrust, even in the preliminary experiment described above (with inefficient commercial powder as a fuel, without a profiled nozzle and without guide vanes at the outlet) makes it possible to obtain an average specific thrust of about 3300 nxsec/kg, which exceeds the value given parameter in the best liquid propellant rocket engines. When compared with the above prototype, the proposed method also allows you to significantly reduce the weight of the combustion chamber and nozzle, and, consequently, the weight of the entire jet engine. For a complete and more accurate identification of all the advantages of the proposed method for obtaining impulse jet thrust, it is necessary to clarify the optimal ratios between the sizes of the detonation chambers and the vortex chamber, it is necessary to clarify the optimal angle between the direction of the tangential feed and the front wall of the vortex chamber, etc., that is, further experiments with the allocation of appropriate funds and with the involvement of various specialists. CLAIM. 1. A method for obtaining impulse jet thrust using shock waves, including the use of a vortex chamber with an expanding profiled nozzle, the conversion of an energy source into the kinetic energy of the working fluid, the tangential supply of the working fluid into the vortex chamber, the ejection of the working fluid into the environment in the opposite direction to the received jet thrust, characterized in that in order to more fully use the energy of shock waves, the transformation of the energy source and the working fluid into successive shock waves is carried out in one or more detonation chambers, then the shock waves are twisted in the vortex chamber relative to its axis by means of a tangential feed, reflected in swirling form from the front wall and thereby form an impulse pressure drop between the front wall of the chamber and the nozzle, which creates the main component of the impulse jet thrust in the proposed method and directs shock waves along a helical trajectory with an increasing step towards the nozzle. 2. The method of obtaining pulse jet thrust using shock waves according to claim 1, characterized in that in order to increase the pulse pressure drop between the front wall of the vortex chamber and the nozzle, the tangential supply of shock waves is carried out at a certain angle towards the front wall. 3. A method for obtaining impulse jet thrust using shock waves according to claim 1, characterized in that, in order to obtain additional impulse jet thrust, the pressure of centrifugal forces arising from the promotion of shock waves is used in the vortex chamber and in the expanding profiled nozzle. 4. The method of obtaining pulsed jet thrust using shock waves according to claim 1, characterized in that in order to fully use the kinetic energy of the shock wave spin-up to obtain additional pulsed jet thrust, as well as to eliminate the torque of the vortex chamber relative to its axis, which occurs during tangential flow , the untwisted shock waves before leaving the nozzle are fed to profiled blades, which direct them in a straight line along the common axis of the vortex chamber and nozzle. To the USSR State Committee for Inventions and Discoveries, VNIIGPE. OBJECTION TO THE REFUSAL DECISION DATED 16.10.80 ON APPLICATION N 2867253/06 FOR "METHOD FOR OBTAINING PULSED JET THROAT WITH THE HELP OF SHOCK WAVES". Having studied the refusal decision dated 10/16/80, the applicant came to the conclusion that the examination motivates its refusal to issue a copyright certificate for the proposed method for obtaining jet thrust by the lack of novelty (opposed to UK patent N 296108, class F 11,1972), the lack of thrust calculation, the absence positive effect compared with the known method of obtaining jet thrust due to the increase in friction losses during the turn of the working fluid and due to a decrease in the energy characteristics of the engine as a result of the use of solid fuel. To the above, the applicant considers it necessary to answer the following: 1. The examination refers to the lack of novelty for the first time and contradicts itself, since in the same refusal decision it is noted that the proposed method differs from the known ones in that the shock waves twist along the axis of the vortex chamber .... The applicant does not pretend to absolute novelty, which is proved by the prototype given in the application. (See the second sheet of the application). In contrasted British patent N 296108, class. F 11, 1972, judging by the data of the examination itself, combustion products are ejected from the combustion chamber through a nozzle along a straight channel, that is, there is no swirling of shock waves. Therefore, in the mentioned British patent, the method for obtaining reactive thrust is in principle no different from the known method for obtaining constant thrust and cannot be opposed to the proposed method. 2. The examination claims that the value of thrust in the proposed method can be calculated and refers to the book of G. N. Abramovich "Applied Gas Dynamics", Moscow, Nauka, 1969, pp. 109 - 136. In the specified section of applied gas dynamics are given methods for calculating direct and oblique shock waves in the front of a shock wave. Direct shocks are called if their front makes a right angle with the direction of propagation. If the shock front is located at a certain angle "a" to the direction of propagation, then such shocks are called oblique. Crossing the front of an oblique shock wave, the gas flow changes its direction by some angle "w". The values of the angles "a" and "w" depend mainly on the Mach number "M" and on the shape of the streamlined body (for example, on the angle of the wedge-shaped wing of the aircraft), that is, "a" and "w" in each case are constant values . In the proposed method for obtaining jet thrust, shock waves in the front of the shock wave, especially in the initial period of its stay in the vortex chamber, when an impulse of reactive force is created by the impact on the front wall, are variable oblique shocks. That is, the front of the shock wave and gas flows at the moment of creating a reactive thrust impulse continuously change their angles "a" and "w" with respect to both the cylindrical and the front walls of the vortex chamber. In addition, the picture is complicated by the presence of powerful centrifugal pressure forces, which at the initial moment act on both the cylindrical and the front walls. Consequently, the method of calculation indicated by the examination is not suitable for calculating the forces of impulse jet thrust in the proposed method. It is possible that the method for calculating shock waves, given in the applied gas dynamics of G. N. Abramovich, will serve as a starting point for creating a theory for calculating impulse forces in the proposed method, but, according to the regulation on inventions, it is not yet the responsibility of the applicant to develop such theories , as it is not the responsibility of the applicant and the construction of the operating engine. 3. Asserting the relative inefficiency of the proposed method for obtaining jet propulsion, the Examiner ignores the results obtained by the applicant in his preliminary experiments, and these results were obtained with such inefficient fuel as commercial gunpowder (see the fifth sheet of the application). Speaking of large losses for friction and for turning the working fluid, the examination loses sight of the fact that the main component of the impulse jet thrust in the proposed method occurs almost immediately at the moment when the shock wave breaks into the vortex chamber, because the inlet tangential hole is located near its front wall (see in the application Fig. 2), that is, at this moment, the travel time and the path of the shocks are relatively small. Therefore, friction losses in the proposed method cannot be large. Speaking about the losses on the turn, the examination loses sight of the fact that it is precisely when the shock wave turns, both relative to the cylindrical wall and relative to the front wall, that powerful centrifugal forces appear in the direction of the axis of the vortex chamber, which, summing up with the pressure in the shock waves, create traction in the proposed method. 4. It should also be noted that neither in the application formula nor in its description does the applicant limit the receipt of impulse jet thrust only at the expense of solid fuels. The applicant used solid fuel (gunpowder) only in his preliminary experiments. Based on the foregoing, the applicant asks VNIIGPE to reconsider its decision once again and send the application materials for conclusion to the appropriate organization with a proposal to conduct verification experiments and only after that decide whether to accept or reject the proposed method for obtaining impulse jet thrust. ATTENTION! The author will send to everyone for a fee e-mail photographs of the tests described above, the experimental installation of a pulse jet engine. Orders must be placed at: e-mail: [email protected]. Don't forget to include your email address. Photos will be sent to your email address as soon as you send 100 rubles by postal order to Matveev Nikolai Ivanovich at the Rybinsk branch of Sberbank of Russia N 1576, Sberbank of Russia JSC N 1576/090, to personal account N 42306810477191417033/34. MATVEEV, 11/19/80
Chapter Five
Throbbing jet engine
At first glance, the possibility of a significant simplification of the engine in the transition to high speeds flight seems strange, perhaps even unbelievable. The entire history of aviation still speaks of the opposite: the struggle to increase the speed of flight led to the complication of the engine. So it was with piston engines: powerful engines high-speed aircraft of the period of the Second World War are much more complicated than those engines that were installed on aircraft in the first period of aviation development. The same thing is happening now with turbojet engines: it is enough to recall the complex problem of increasing the temperature of the gases in front of the turbine.
And suddenly such a fundamental simplification of the engine as the complete elimination of the gas turbine. Is it possible? How will the engine compressor needed to compress the air be set in rotation - after all, a turbojet engine cannot work without such compression?
But is a compressor really necessary? Is it possible to do without a compressor and somehow provide the necessary air compression?
It turns out that such a possibility exists. Not only that: this can be achieved even in more than one way. Air-jet engines, in which one such uncompressed method is applied. air compression have even found practical applications in aviation. This was during the Second World War.
In June 1944, the inhabitants of London first got acquainted with the new weapons of the Germans. From the opposite side of the strait, from the coast of France, small planes of strange shape with a loud rattling engine were rushing towards London (Fig. 39). Each such plane was a flying bomb - it contained about a ton of explosives. There were no pilots on these "robot planes"; they were controlled by automatic devices and also automatically, blindly swooped down on London, sowing death and destruction. They were rocket launchers.
Jet engines of projectiles did not have a compressor, but nevertheless developed the thrust necessary for flying at high speed. How do these so-called pulse jet engines work?
It should be noted that back in 1906, the Russian engineer-inventor V.V. Karavodin proposed, and in 1908 he built and tested a pulsating engine similar to modern engines of this type.
Rice. 39. Jet projectile. Over 8,000 of these "robot planes" were released by the Nazis during World War II to bomb London.
In order to get acquainted with the device of a pulsating engine, we will enter the premises of the test station of a factory that manufactures such engines. By the way, one of the engines has already been installed on a test bench, and its testing will begin soon.
Outside, this engine is simple - it consists of two thin-walled pipes, in front - a short, larger diameter, in the back - a long, smaller diameter. Both pipes are connected by a conical transition piece. Both front and rear end openings of the engine are open. This is understandable - air is sucked into the engine through the front hole, hot gases flow out into the atmosphere through the rear hole. But how is the increased pressure necessary for its operation created in the engine?
Let's look into the engine through its inlet (Fig. 40). It turns out that inside, just behind the inlet, there is a grate blocking the engine. If we look inside the engine through the outlet, we will see the same grille in the distance. Nothing else inside the engine, it turns out, no. So this grill replaces both the compressor and turbine of a turbojet? What is this "almighty" grid?
But we are signaled through the window of the observation cabin - we need to leave the box (this is how the room in which the test facility is located is usually called), now the tests will begin. Let's take a seat at the control panel next to the test engineer. Here the engineer presses the start button. Fuel begins to flow into the combustion chamber of the engine through the nozzles - gasoline, which is immediately ignited by an electric spark, and a ball of hot gases escapes from the engine outlet. Another ball, one more - and now the individual pops have turned into a deafening rumble, audible even in the cabin, despite the good sound insulation.
Let's go back to boxing. A sharp crash hits us as soon as we open the door. The engine vibrates strongly and seems to be about to break off the machine under the action of the thrust it develops. A jet of hot gases escapes from the outlet, rushing into the funnel of the suction device. The engine warmed up quickly. Be careful not to put your hand on its body - you will burn it!
The arrow on the large dial of the device for measuring thrust - a dynamometer, installed indoors so that its readings can be read through the windows of the observation cabin, fluctuates around the figure 250. This means that the engine develops a thrust equal to 250 kg. But we still fail to understand how the engine works and why it develops thrust. There is no compressor in the engine, and gases escape from it at high speed, creating traction; This means that the pressure inside the engine is increased. But how? What compresses air?
Rice. 40. Pulse jet engine:
A - circuit diagram; b- installation diagram of deflectors 1 and input grid 2 (in the figure on the right, the entrance grate is removed); in - the front of the engine; G- lattice device
This time, even the green ocean of air, with which we had previously observed the operation of the propeller and turbojet engine, would not have helped us. If we were to place a working pulsating engine with transparent walls in such an ocean, then such a picture would appear before us. In front of the engine outlet, the air sucked in by it rushes - in front of this hole, a funnel familiar to us appears, which, with its narrow and darker end, faces the engine. A jet flows out of the outlet, which has a dark green color, indicating that the speed of the gases in the jet is high. Inside the engine, the color of the air gradually darkens as it moves towards the outlet, which means the air speed increases. But why does this happen, what role does the grille inside the engine play? We still cannot answer this question.
Not many would have been helped by another ocean of air - red, which we resorted to when studying the operation of a turbojet engine. We would only be convinced that immediately behind the grate the color of the air in the engine becomes dark red, which means that in this place its temperature rises sharply. This is easily explained, since fuel combustion is obviously taking place here. The jet stream flowing from the engine also has a dark red color - these are hot gases. But why these gases flow out of the engine at such a high speed, we never found out.
Perhaps the riddle can be clarified if we use such an artificial air ocean that would show us how the air pressure changes? Let it be, for example, a blue air ocean, and such that its color becomes the darker blue, the greater the air pressure. With the help of this ocean, we will try to find out where and how that increased pressure is born inside the engine, which makes gases flow out of it at such a high speed. But alas, this blue ocean would not do us much good either. Having placed an engine in such an ocean of air, we will see that the air behind the grate immediately becomes densely blue, which means it is compressed and its pressure rises sharply. But how does it happen? We still won't get an answer to this question. Then, in the long outlet pipe, the air turns pale again, hence it expands in it; due to this expansion, the speed of the outflow of gases from the engine is so high.
What is the secret of the "mysterious" air compression in a pulsating engine?
This secret, it turns out, can be unraveled if filming with a "magnifying glass of time" is used to study the phenomena in the engine. If a transparent running engine was photographed in a blue ocean of air, taking thousands of shots per second, and then the resulting film was shown at the usual 24 frames per second, then the processes rapidly occurring in the engine would slowly unfold on the screen. Then it would not be difficult to understand why it is not possible to consider these processes on a running engine - they follow one after another so quickly that the eye under normal conditions does not have time to follow them and fixes only some averaged phenomena. The "Magnifier of Time" makes it possible to "slow down" these processes and makes it possible to study them.
Here in the combustion chamber of the engine behind the grate there was a flash - the injected fuel ignited and the pressure increased sharply (Fig. 41). Such a strong increase in pressure would not have occurred, of course, if the combustion chamber behind the grate were directly connected to the atmosphere. But it is connected to it by a long, relatively narrow pipe: the air in this pipe serves as a piston; while this "piston" is being accelerated, the pressure in the chamber rises. The pressure would rise even more if there were some kind of valve at the outlet of the chamber that closes at the moment of the flash. But this valve would be very unreliable - after all, hot gases would wash it.
Rice. 41. This is how a pulsating jet engine works:
A- there was a flash of fuel, the grille valves are closed; b- a vacuum was created in the combustion chamber, the valves opened; V- air enters the chamber through the grate and through the exhaust pipe; d - this is how the pressure in the combustion chamber of a running engine changes over time
Under the action of increased pressure in the combustion chamber, combustion products and gases that still continue to burn rush outward into the atmosphere at high speed. We see how a ball of hot gases rushes along a long pipe to the outlet. But what is it? In the combustion chamber behind this coil, the pressure dropped in the same way as it happens, for example, behind a piston moving in a cylinder; the air there became light blue. Here it is getting brighter and, finally, it becomes lighter than the blue ocean surrounding the engine. This means that a vacuum has been created in the chamber. Immediately, the petals of the steel lamellar valves of the lattice, which serve to close the holes in it, are bent under pressure. atmospheric air. The holes in the grille open and fresh air rushes into the engine. It is clear that if the engine inlet is closed, as the artist depicted in a comic drawing (Fig. 42), then the engine will not be able to work. It should be noted that the steel grille valves, which look like a thin safety razor blade, which are the only moving parts of a pulsating engine, usually limit its service life - they fail after a few tens of minutes of operation.
Rice. 42. If you stop the access of air to the pulsating air-jet engine, then it will instantly stall (You can “fight” with projectiles and so on. A comic drawing placed in one of the English magazines in connection with the use of projectiles by the Nazis to bombard London)
The dark blue “piston” of hot gases moves further and further along a long pipe to the outlet, more and more fresh air enters the engine through the grill. But the gases escaped from the pipe to the outside. We could hardly make out the tangles of hot gases in the jet when we were in the test box, they followed one after another so quickly. At night, in flight, the pulsating engine leaves behind a clearly visible luminous dotted line formed by tangles of hot gases (Fig. 43).
Rice. 43. Such a luminous dotted line leaves behind a projectile flying at night with a pulsating air-jet engine
As soon as the gases escaped from exhaust pipe engine, fresh air from the atmosphere rushed into it through the outlet. Now two hurricanes are rushing towards each other in the engine, two air streams - one of them entered through the inlet and grille, the other through the engine outlet. Another moment, and the pressure inside the engine increased, the color of the air in it became the same blue as in the surrounding atmosphere. The valve blades slammed shut, cutting off air from entering through the grille.
But the air that has entered through the engine outlet continues to move through the pipe into the engine by inertia, and more and more air portions are sucked into the pipe from the atmosphere. A long column of air moving through the pipe like a piston compresses the air in the combustion chamber near the grate; its color becomes more blue than in the atmosphere.
That's what, it turns out, replaces the compressor in this engine. But the air pressure in a pulsed engine is much lower than in a turbojet engine. This, in particular, explains the fact that a pulsating engine is less economical. It consumes significantly more fuel per kilogram of thrust than a turbojet engine. After all, the more the pressure in the air-jet engine increases, the more useful work it performs at the same fuel consumption.
Gasoline is again injected into the compressed air, a flash - and everything repeats from the beginning with a frequency of tens of times per second. In some pulsating engines, the frequency of operating cycles reaches a hundred or more cycles per second. This means that the entire working process of the engine - intake of fresh air, its compression, flash, expansion and outflow of gases - lasts about 1/100 of a second. Therefore, it is not surprising that without the "glass of time" we could not figure out how a pulsating engine works.
This frequency of operation of the engine and allows you to do without a compressor. Hence the very name of the engine - pulsating. As you can see, the secret of the engine operation is connected with the grate at the engine inlet.
But it turns out that a pulsating engine can work without a grill. At first glance, this seems incredible - after all, if the inlet is not closed with a grate, then during a flash, gases will flow in both directions, and not just back through the outlet. However, if we narrow the inlet, i.e., reduce its cross section, then we can ensure that the bulk of the gases will flow out through the outlet. In this case, the engine will still develop thrust, though less in magnitude than the engine with a grid. Such pulsating engines without a grid (Fig. 44, A) are not only studied in laboratories, but also installed on some experimental aircraft, as shown in Fig. 44b. Other engines of the same type are also being investigated - in them both holes, both inlet and outlet, are turned back, against the direction of flight (see Fig. 44, V); such engines are more compact.
Pulsating jet engines are much simpler than turbojet and piston engines. There are no moving parts in them, except for the lattice plate valves, which, as indicated above, can also be dispensed with.
Rice. 44. A pulsating engine that does not have a grate at the inlet:
A- general view (the figure shows the approximate size of one of these engines); b- a light aircraft with four pulsating engines, similar to the engine shown above; V- one of the variants of the engine device without an input grate
Due to the simplicity of design, low cost and low weight, pulsed engines are used in such disposable weapons as projectiles. They can tell them speed 700-900 km/h and provide a flight range of several hundred kilometers. For this purpose, pulsejet engines are better suited than any other aircraft engine. If, for example, on the projectile aircraft described above, instead of a pulsating engine, it would be decided to install a conventional piston aircraft engine, then in order to obtain the same flight speed (approximately 650 km/h) would need an engine with a power of about 750 l. With. It would consume about 7 times less fuel, but it would be at least 10 times heavier and immeasurably more expensive. Consequently, as the flight range increases, pulsating engines become unprofitable, since the increase in fuel consumption is not compensated by the savings in weight. Pulsating jet engines can also be used in light aircraft, helicopters, etc.
Simple pulsating engines are also of great interest for installation on aircraft models. To make a small pulsating air-jet engine for an aircraft model is within the power of any aircraft modeling mug. In 1950, when in the building of the Academy of Sciences in Moscow, in Kharitonevsky Lane, representatives of the scientific and technical community of the capital gathered for an evening dedicated to the memory of the founder jet technology Konstantin Eduardovich Tsiolkovsky, the attention of those present was attracted by a tiny pulsating engine. This model aircraft engine was mounted on a small wooden stand. When, during a break between meetings, the "designer" of the engine, holding the stand in his hands, started it, then a loud, sharp rattling filled all the corners of the ancient building. The engine, rapidly heated to red heat, burst uncontrollably from its stand, clearly demonstrating the power underlying all modern jet technology.
Pulsating jet engines are so simple that they can rightfully be called flying fireboxes. In fact, a pipe is installed on an aircraft, fuel burns in this pipe, and it develops thrust, which makes the aircraft fly at high speed.
However, with even greater right, engines of another type, the so-called ramjet engines, can be called flying furnaces. If pulsating jet engines can count on only a relatively limited application, then the broadest prospects are revealed for ramjet engines; they are the engines of the future in aviation. This is due to the fact that with an increase in flight speed above 900-1000 km/h pulsating engines are becoming less profitable as they develop less thrust and consume more fuel. Direct-flow engines, on the contrary, are most beneficial at supersonic flight speeds. At a flight speed 3-4 times greater than the speed of sound, direct-flow motors superior to any other known aircraft engine, in these conditions they have no equal.
A ramjet engine looks like a pulsating one. It is also a compressorless air-jet engine, but differs from a pulsating one in principle in that it does not work periodically. A steady, constant stream of air flows through it continuously, just like a turbojet engine. How is the incoming air compressed in a ramjet engine if it does not have a compressor, as in a turbojet engine, or periodic flashes, as in a pulsating engine?
It turns out that the secret of such compression is connected with the effect on the operation of the engine, which has a rapidly increasing airspeed. This influence plays a huge role in all high-speed aviation and will play an increasing role as airspeed increases further.
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Pulsating detonation engine tested in Russia
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 of continuous operation was 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, operating modes characteristic of turbojet and ramjet engines. Measured values of specific thrust and specific consumption propellants proved to be 30-50 percent better than conventional 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 aerial vehicles and missiles and aircraft engines with a cruising supersonic flight mode can be created.
In the future, on the basis of new technologies, engines for rocket-space systems and combined propulsion systems of aircraft capable of flying in the atmosphere and beyond it can be created.
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 an oxidizer to the combustion chamber, where the fuel mixture ignites and the combustion products flow out of the nozzle with the formation of jet thrust. The difference from conventional jet engines lies in the detonation combustion of the fuel mixture, in which the combustion front propagates faster speed sound.
The pulsating 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. For the first time, a new type of 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.
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.
The invention relates to the field of electric jet engines (EP) pulse action, using mainly the method of creating jet thrust using electronic detonation (RF patent No. 2129594, s. No. 96117878 of 12.09.1996, IPC F03H 1/00).
Known pulsed plasma jet engine of the end type on a solid working body Teflon (similar to fluoroplastic) (RF patent No. 2146776, s. No. 98109266 dated 14.05.1998, IPC F03H 1/00) with a predominant electron-detonation type of discharge (Yu.N Vershinin "Electronic-thermal and detonation processes during electrical breakdown of solid dielectrics", Ural Branch of the Russian Academy of Sciences, Yekaterinburg, 2000). Under these conditions, the release of a predominantly ionic component in the outflow products is realized when the discharge bridges the discharge gap and its subsequent neutralization at the final arc phase of the discharge. Such an ERE, named after the type of the main discharge as an electron detonation rocket engine (EDRE), makes it possible to obtain higher specific parameters on the working body of Teflon. However, in such an electric propulsion engine, during the service life, instabilities of discharge processes on the surface of the working fluid in the form of drifting plasma bundles were recorded. This phenomenon leads to intense local entrainment of the working fluid from these zones, which leads to a decrease in the resource characteristics of the electric propulsion engine due to the uneven production of the working fluid in the discharge gap and the low level of stability of the output characteristics. In addition, due to the design specifics of storage and supply systems for a solid-phase working fluid, molded mainly in the form of cylindrical blocks, its reserves on board are limited by the overall capabilities of the electric jet propulsion system, and the resource of such engines in terms of the total thrust impulse is insufficient for many flight tasks. .
A pulsed plasma electric jet engine is known (RF patent No. 2319039, s. No. 2005102848 dated February 4, 2005, IPC F03H 1/00) of a linear type, consisting of an anode and a cathode with a discharge gap in the form of a working surface made of a dielectric covered with a liquid film or gel-like working fluid. In this case, in the zone between the anode and the cathode with the possibility of reciprocating motion, a movable source of supply of a liquid or gel-like working fluid is placed, containing a porous-capillary elastic wick, the initial section of which contacts with the liquid working fluid located in the fuel tank.
Taking into account space operating conditions, a liquid-phase dielectric with a low saturated vapor pressure, such as vacuum oil or synthetic liquids, is used as a working fluid, and the working surface of the discharge gap is made of a dielectric material wetted by the working fluid, such as ceramics or caprolon.
Such an engine has higher characteristics in terms of switching life and ease of operation than its analogue (RF patent No. 2146776, No. 98109266 of May 14, 1998, IPC F03H 1/00), however, the main specific characteristics are close to each other.
The objective of the invention is to create an electronic detonation engine of a linear type with increased specific characteristics and efficiency.
The problem is solved in a linear-type electric jet engine, consisting of an anode and a cathode connected to a high-voltage pulse generator, with a discharge gap between them filled with a liquid working fluid in the form of a film, by making the anode and cathode in the form of magnetic circuits connected to a source magnetic field with the orientation of the magnetic field lines along the discharge gap, and the magnetic field source is electrically disconnected from the anode and cathode electrodes by making magnetic circuits from a material with high electrical resistance, such as ferrite.
This design eliminates the electrical shunting of the anode-cathode discharge gap, which, in turn, makes it possible to organize magnetic field lines along the discharge gap as conveniently as possible.
The presence of magnetic field lines along the discharge gap of a pulsed ERE based on the electron-detonation type of discharge organizes the movement of electrons of the working body not along straight trajectories (along the shortest path), but along helical trajectories (A.I. Morozov "Introduction to Plasmodynamics" Fizmatlit, Moscow, 2006), which leads to an additional increase in the acts of ionization of atoms of the working fluid. As a consequence, this will lead to an increase in thrust and efficiency of a pulsed electric propulsion engine.
The claimed invention is illustrated in the drawing. The given figure shows structural diagram proposed ERD. Its main element is the discharge gap 1, containing a system of two opposite electrodes, 2 - the anode and 3 - the cathode, made of magnetically soft material. The working fluid enters the interelectrode gap by wetting it through a porous-capillary elastic wick (wetting agent) 4, installed, for example, on a movable carriage 5. Periodic movement of the carriage 5 along the discharge gap 1 is carried out using an electric drive 6. The magnetic field created by a permanent magnet or electromagnet 7, through the ferrite magnetic cores 8 comes to the electrodes 2 and 3, made of magnetically soft material, closing through the discharge gap 1 system of magnetic field lines.
ERD of this type works as follows. Before the beginning pulse work ERD, the control system sends an electrical command lasting several seconds to the electric drive 6 of the wetting agent 4 for applying a liquid-phase film to the working surface 1 in the interelectrode zone 2 (anode) - 3 (cathode). The system for supplying a liquid working fluid from the tank to the wetting agent is not conventionally shown, since it is an integral part of the electric jet propulsion system. In the case of using an electromagnet as a source of magnetic field 7, its winding is supplied with an electric potential of direct current or pulsed current, synchronized with the supply of high-voltage pulses to electrodes 2 and 3 (anode, cathode) of the electric propulsion engine.
When high-voltage voltage pulses are applied to electrodes 2 and 3, a discharge propagates over the surface of the liquid film, generating an ion (electron-detonation type of discharge), and then a plasma (arc) components of the discharge, creating a reactive thrust impulse. In this case, electrons, moving along the magnetic lines of force of the discharge gap along a helical trajectory, sharply intensify the process of collision with neutral atoms of the liquid working fluid of each of the above stages of the discharge, which leads to an increase in the ionic component of the outflow products, and this, in turn, leads to an increase in efficiency and thrust of the engine, because the percentage of high-velocity ions increases significantly with respect to the total mass of the ion and plasma components.
Pulse electric jet engine of a linear type, consisting of an anode and a cathode connected to a high-voltage pulse generator, with a discharge gap between them filled with a liquid working fluid in the form of a film, characterized in that the anode and cathode are magnetic circuits connected to a magnetic field source with an orientation magnetic field lines along the discharge gap, and the magnetic field source is electrically disconnected from the anode and cathode electrodes by making magnetic circuits from a material with high electrical resistance, such as ferrite.
Similar patents:
The invention relates to space technology, in particular to electric propulsion engines and propulsion systems (EP and EP), created on the basis of accelerators with a closed electron drift, called stationary plasma Hall engines, and can be used to improve the efficiency and stability of performance during the operation of EP and EP .
The invention relates to the field of electric rocket engines. In the model of a stationary plasma engine (SPT) containing an annular dielectric discharge chamber with an annular anode-gas distributor located inside it, a magnetic system and a cathode, an additional gas distributor is installed inside its discharge chamber, made in the form of a ring, docked through an insulator to the anode-gas distributor. Said ring has coaxial blind holes evenly spaced in azimuth, each of which is closed by a lid having a calibrated through hole. Each of the blind holes with a lid forms a container filled with crystalline iodine, and an additional gas distributor is installed inside the discharge chamber so that its calibrated holes face the gas distributor anode. The technical result is the possibility of determining the fundamental possibility of SPT operation on the working body - iodine - with minimal modifications to the engine itself and the exclusion special system iodine supply and heaters of the supply path, which significantly reduces the funds and time required for the first stage of the study of the performance and characteristics of a stationary plasma engine on crystalline iodine. 2 ill.
The invention relates to an electric rocket engine with a closed electron drift. An electric rocket engine with a closed electron drift contains a main annular ionization and accelerating channel, at least one hollow cathode, an annular anode, a tube with a collector for supplying the anode with ionized gas, and a magnetic circuit for creating a magnetic field in the main annular channel. The main annular channel is formed around the EJE axis. The anode is concentric to said main annular channel. The magnetic circuit contains at least one axial magnetic circuit surrounded by the first coil and an internal rear pole piece forming a body of revolution, and several external magnetic circuits surrounded by external coils. Said magnetic circuit further comprises a substantially radial, outer, first pole piece, forming a concave inner peripheral surface, and a substantially radial, inner, second pole piece, forming a convex outer peripheral surface. Said peripheral surfaces are suitably corrected profiles. These profiles differ from circular cylindrical surfaces in order to form a gap of variable width between them. The maximum gap value occurs in areas coinciding with the location of the outer coils. The minimum gap value occurs in the areas located between said outer coils, so that a uniform radial magnetic field is created. The technical result is the creation of a high-power electric propulsion engine with a closed electron drift, in which good cooling of the main annular channel, a uniform radial magnetic field is obtained in the specified channel, and the length of the wire required for the windings is minimized, and the mass of the windings is minimized. 7 w.p. f-ly, 8 ill.
The invention relates to the field of plasma engines. The device contains at least one main annular channel (21) of ionization and acceleration, while the annular channel (21) has an open end, an anode (26) located inside the channel (21), a cathode (30) located outside the channel on its output, a magnetic circuit (4) to create a magnetic field in part of the annular channel (21). The magnetic circuit contains at least an annular inner wall (22), an annular outer wall (23) and a bottom (8) connecting the inner (22) and outer (23) walls and forming the output part of the magnetic circuit (4), while the magnetic circuit (4) is configured to create a magnetic field at the output of the annular channel (21), which does not depend on the azimuth. The technical result is an increase in the probability of ionizing collisions between electrons and atoms of an inert gas. 3 n. and 12 z.p. f-ly, 6 ill.
The invention relates to plasma technology and plasma technologies and can be used in pulsed plasma accelerators used, in particular, as electric rocket engines. The cathode (1) and the anode (2) of the erosive pulsed plasma accelerator (EPP) are flat. Between the discharge electrodes (1 and 2) there are two dielectric checkers (4) made of ablative material. The end insulator (6) is installed between the discharge electrodes in the area of the dielectric checkers (4). The device (9) for initiating an electric discharge is connected to the electrodes (8). The capacitive energy storage (3) of the power supply system is connected through current leads to the discharge electrodes (1 and 2). The discharge channel of the EIPU is formed by the surfaces of the discharge electrodes (1 and 2), the end insulator (b) and the end parts of the dielectric bars (4). The discharge channel is made with two mutually perpendicular median planes. The discharge electrodes (1 and 2) are installed symmetrically with respect to the first median plane. Dielectric checkers (4) are installed symmetrically with respect to the second median plane. The tangent to the surface of the end insulator (6) facing the discharge channel is directed at an angle from 87° to 45° relative to the first median plane of the discharge channel. The end insulator (6) has a recess (7) with a rectangular cross section. Electrodes (8) are located in the recess (7) on the side of the cathode (1). The tangent to the front surface of the recess (7) is directed at an angle from 87° to 45° relative to the first median plane of the discharge channel. The recess (7) along the surface of the end insulator (6) has the shape of a trapezoid. The larger base of the trapezoid is located near the surface of the anode (2). The smaller base of the trapezoid is located near the surface of the cathode (1). Three rectilinear grooves are made on the surface of the end insulator (6), oriented parallel to the surfaces of the discharge electrodes (1 and 2). The technical result consists in increasing the resource, increasing reliability, traction efficiency, efficiency of using the working substance and stability of the traction characteristics of the EPPU due to uniform evaporation of the working substance from the working surface of the dielectric blocks. 8 w.p. f-ly, 3 ill.
The invention relates to space technology, to the class of electric propulsion engines and is intended to control the movement of spacecraft with low (up to 5 N) thrust. The cyclotron plasma engine contains a plasma accelerator housing, solenoids (inductors), an electrical circuit with compensator cathodes. This contains an autonomous source of ions, a separator of electron and ion flows. The plasma accelerator is an asynchronous cyclotron. The cyclotron is divided lengthwise into dees by two coaxial pairs of parallel grids with gaps. The dees create uniform, equal and constant accelerating electric fields of the mutually opposite direction of the intensity vectors. The cyclotron has output channels of the plasma accelerator according to the number of main directions of creating thrust - the main adapters-ferromagnets with inductors. The output direct gas dielectric channels of the engine are connected to the main adapters through the throughput solenoid valves. These channels are interconnected by ferromagnetic adapters with inductors. The technical result is an increase in the specific thrust impulse while maintaining and possibly reducing the weight and size characteristics of propulsion systems on spacecraft at a relatively low power consumption. 2 w.p. f-ly, 2 ill.
The invention relates to beam technologies and can be used to compensate (neutralize) the space charge of a beam of positive ions of electric rocket engines, in particular, for use in propulsion systems of micro- and nanosatellites. A method for neutralizing the space charge of the ion flow of an electric rocket propulsion system by emitting electrons from multiple field emission sources. The sources are located around each of the electric rocket engines of the specified installation. The emission currents of individual field emission sources or groups of said multiple field emission sources are controlled independently of each other. The technical result is to reduce the consumption of the working fluid of an electric propulsion engine, including a multi-mode electric propulsion engine or a multi-engine installation, ensuring the minimum time to enter the neutralization operating mode and fast switching of the electronic current is consistent with the operating mode of such an electric propulsion engine, optimizing the transport of electrons to the neutralization region in order to reduce the divergence ion beam or its deflection, thus changing the direction of the ion thrust. 5 z.p. f-ly.
The invention relates to jet means of movement mainly in free space. The proposed means of movement contains a body (1), payload(2), a control system and at least one ring system of superconducting focusing-deflecting magnets (3). Each magnet (3) is attached to the housing (1) strength element(4). It is preferable to use the two described ring systems located in parallel planes ("one above the other"). Each ring system is intended for long-term storage of the flow (5) of high-energy electrically charged particles (relativistic protons) circulating in it. The flows in the ring systems are mutually opposite and are introduced into these systems before the flight (in the launch orbit). A device (6) is attached to the output of one of the magnets (3) of the "upper" ring system to withdraw part of the flow (7) into outer space. Similarly, a part of the flow (9) is removed through the device (8) of one of the magnets of the "lower" ring system. Flows (7) and (9) create jet thrust. Devices (6) and (8) can be made in the form of a deflecting magnetic system, an electric charge neutralizer or an undulator. The technical result of the invention is to increase the energy efficiency of the working fluid that creates thrust. 1 n. and 3 z.p. f-ly, 2 ill.
The group of inventions relates to the field of electric jet engines, namely to the class of plasma accelerators (Hall, ion) using cathodes in their composition. If necessary, it can also be used in related fields of technology, for example, when testing cathodes for plasma sources or cathodes for high-current plasma engines. The method for accelerated testing of cathodes of plasma engines includes carrying out autonomous fire tests of the cathode, carrying out multiple switching on of the cathode, measuring its basic parameters of degradation, and conducting tests in the forced operation mode of the cathode. Tests are divided into stages. When performing each stage, one of the cathode degradation factors is forced while all other degradation factors are simultaneously exposed to the cathode in the operating mode. Forcing each of the degradation factors is carried out at least once. The technical result of the group of inventions is the implementation of a comprehensive account of the impact of all the basic factors of cathode degradation during accelerated resource tests, a significant reduction in the time of carrying out life testing of the cathode and providing the possibility of studying the impact of each degradation factor on the life characteristics of the cathode. 2 n. and 5 z.p. f-ly, 4 ill.
The invention relates to the field of electric jet engines, namely, to a wide class of plasma accelerators (Hall, ion, magnetoplasmodynamic, etc.), using cathodes in their composition. The technical result is an increase in the resource and reliability of the cathode when high currents discharge by equalizing the temperatures of the electron-emitting elements and ensuring uniform distribution of the working fluid over these elements. The cathode of the plasma accelerator according to the first version contains hollow electron-emitting elements, a pipeline with channels for supplying the working fluid to the hollow electron-emitting elements, a single heat conduit that surrounds each of the hollow electron-emitting elements from the outside, made in the form of a body of revolution. The heat conductor material has a thermal conductivity coefficient not lower than the thermal conductivity coefficient of the material of these elements. Each of the hollow electron-emitting elements is connected to a separate channel of the pipeline, and a throttle is installed in each channel on the side of the supply of the working fluid, and the cross sections of the holes of the throttles are made the same. the end face of each of the hollow electron-emitting elements made in the form of a body of revolution. Holes are made at the outlet end of the single heat conduit, the axes of which coincide with the axes of the hollow electron-emitting elements, and the flow sections of the holes in the single heat conduit are not larger than the flow cross sections of the holes in the hollow electron-emitting elements. and 2 s.p.f-ly, 2 ill.
The invention relates to a Hall effect plasma jet thruster used to move satellites electrically. The plasma jet engine based on the Hall effect contains the main annular ionization and acceleration channel. The channel has an open output end. The engine also contains at least one cathode, an annular anode, a pipeline with a distributor for supplying gas capable of ionization into the main annular channel, and a magnetic circuit for creating a magnetic field in the main annular channel. The anode is concentric to the main annular channel. The main annular channel contains an inner annular wall section and an outer annular wall section located near the open outlet end. Each of these sections contains a package of conductive or semi-conductive rings located next to each other in the form of plates. The plates are separated by thin layers of insulating material. The technical result is to eliminate the disadvantages indicated in the description and, in particular, to increase the durability of plasma jet engines based on the Hall effect while maintaining a high level of their energy efficiency. 9 n.p. f-ly, 5 ill.
SUBSTANCE: invention relates to electric propulsion engines using electron-detonation type of discharge. The engine consists of an anode and a cathode with a discharge gap between them filled with a liquid working fluid in the form of a film. The anode and cathode electrodes are made of a soft magnetic material, and the magnetic field source is electrically isolated from the electrodes by ferrite-type magnetic cores. The invention improves the specific characteristics and engine efficiency. 1 ill.
Pulsating jet engine- Air-jet engine variant. The HPJE uses a combustion chamber with inlet valves and a long, cylindrical outlet nozzle. Fuel and air are supplied periodically.
The cycle of operation of the PuVRD consists of the following phases:
- The valves open and air and fuel enter the combustion chamber, an air-fuel mixture is formed.
- The mixture is ignited by the spark of a spark plug. The resulting overpressure closes the valve.
- Hot combustion products exit through the nozzle creating jet thrust and technical vacuum in the combustion chamber.
Story
The first patents for a pulsed air-jet engine (PUVRD) were obtained (independently of each other) in the 60s of the XIX century by Charles de Louvrier (France) and Nikolai Afanasyevich Teleshov (Russia). German designers, who, on the eve of World War II, were conducting a wide search for alternatives to piston aircraft engines, did not ignore this invention, for a long time remained unclaimed. The most famous aircraft (and the only production one) with the Argus As-014 PUVRD manufactured by Argus-Werken was the German V-1 projectile. The chief designer of the V-1, Robert Lusser, chose the PUVRD for it not for the sake of efficiency (piston aircraft engines of that era had the best performance), but mainly due to the simplicity of design and, as a result, low labor costs for manufacturing, which was justified in the mass production of disposable shells mass-produced in less than a year (from June 1944 to March 1945) in an amount of over 10,000 units .
After the war, research in the field of pulsating jet engines continued in France (SNECMA) and in the USA (Pratt & Whitney, General Electric). The results of these developments interested the USA and the USSR. A number of experimental and experimental samples were developed. Initially, the main problem with air-to-surface missiles was the imperfection of the inertial guidance system, the accuracy of which was considered good if the missile from a range of 150 kilometers hit a square with sides of 3 kilometers. This led to the fact that with a warhead based on conventional explosives, these missiles had low efficiency, and nuclear charges at the same time had too much mass (several tons). A pulsating jet engine has a large specific impulse compared to rocket engines, but is inferior in this indicator to turbojet engines. A significant limitation is also that this engine requires acceleration to operating speed 100 m/s and its use is limited to about 250 m/s. When compact nuclear charges appeared, the design of more efficient turbojet engines had already been worked out. Therefore, pulsating jet engines are not widely used.
Structurally, a PUVRD is a cylindrical combustion chamber with a long cylindrical nozzle of smaller diameter. The front of the chamber is connected to an inlet diffuser through which air enters the chamber.
An air valve is installed between the diffuser and the combustion chamber, which operates under the influence of the pressure difference in the chamber and at the outlet of the diffuser: when the pressure in the diffuser exceeds the pressure in the chamber, the valve opens and lets air into the chamber; when the pressure ratio is reversed, it closes.
Scheme of a pulsating air-jet engine (PUVRD): 1 - air; 2 - fuel; 3 - valve grill; behind it is a combustion chamber; 4 - outlet (jet) nozzle.
The valve can have a different design: in the Argus As-014 engine of the V-1 rocket, it had the shape and acted like window blinds and consisted of flexible rectangular valve plates made of spring steel riveted onto the frame; in small engines, it looks like a flower-shaped plate with radially arranged valve plates in the form of several thin, elastic metal petals pressed against the valve base in the closed position and unbent from the base under the action of pressure in the diffuser exceeding the pressure in the chamber. The first design is much more perfect - it has minimal resistance to air flow, but it is much more difficult to manufacture.
Flexible Rectangular Valve Plates
At the front of the chamber there are one or more fuel injectors, which inject fuel into the chamber as long as the boost pressure in the fuel tank exceeds the pressure in the chamber; when the pressure in the chamber exceeds the boost pressure, the check valve in the fuel path shuts off the fuel supply. Primitive low-power designs often operate without fuel injection, like a piston carbureted engine. In this case, an external source of compressed air is usually used to start the engine.
To initiate the combustion process, a spark plug is installed in the chamber, which creates a high-frequency series of electrical discharges, and the fuel mixture ignites as soon as the concentration of fuel in it reaches a certain level sufficient for ignition. When the combustion chamber shell is warm enough (usually a few seconds after starting big engine, or after a fraction of a second - small; without cooling by air flow, the steel walls of the combustion chamber quickly heat up red-hot), electric ignition becomes completely unnecessary: the fuel mixture ignites from the hot walls of the chamber.
During operation, the PUVRD makes a very characteristic crackling or buzzing sound, due precisely to pulsations in its operation.
Scheme of operation of the PUVRD
The cycle of operation of the PUVRD is illustrated in the figure on the right:
- 1. The air valve is open, air enters the combustion chamber, the nozzle injects fuel, and a fuel mixture is formed in the chamber.
- 2. fuel mixture ignites and burns out, the pressure in the combustion chamber rises sharply and closes the air valve and the check valve in the fuel path. The products of combustion, expanding, flow out of the nozzle, creating jet thrust.
- 3. The pressure in the chamber equalizes with atmospheric pressure, under the pressure of air in the diffuser, the air valve opens and air begins to flow into the chamber, the fuel valve also opens, the engine goes to phase 1.
The apparent similarity of the PUVRD and ramjet (possibly arising from the similarity of the abbreviations of the names) is erroneous. In reality, the PUVRD has deep, fundamental differences from a ramjet or turbojet engine.
- Firstly, the presence of an air valve in the PUVRD, the obvious purpose of which is to prevent the reverse movement of the working fluid forward in the direction of the apparatus (which would negate the jet thrust). In a ramjet (as in a turbojet engine), this valve is not needed, since the reverse movement of the working fluid in the engine tract is prevented by a pressure "barrier" at the inlet to the combustion chamber, created during the compression of the working fluid. In PuVRD, the initial compression is too low, and the increase in pressure in the combustion chamber necessary to perform work is achieved due to heating of the working fluid (during fuel combustion) in a constant volume, limited by the chamber walls, the valve, and the inertia of the gas column in the long nozzle of the engine. Therefore, PuVRD from the point of view of thermodynamics of heat engines belongs to a different category than ramjet or turbojet engines - its work is described by the Humphrey cycle, while the work of ramjet and turbojet engines is described by the Brayton cycle.
- Secondly, the pulsating, intermittent nature of the operation of the PWR also introduces significant differences in the mechanism of its functioning, in comparison with the PWR. continuous action. To explain the operation of a PUVRD, it is not enough to consider only the gas-dynamic and thermodynamic processes occurring in it. The engine operates in the mode of self-oscillations, which synchronize the operation of all its elements in time. The frequency of these self-oscillations is influenced by the inertial characteristics of all parts of the PUVRD, including the inertia of the gas column in the long nozzle of the engine, and the propagation time of the acoustic wave through it. An increase in the length of the nozzle leads to a decrease in the frequency of pulsations and vice versa. At a certain nozzle length, resonant frequency, at which self-oscillations become stable, and the amplitude of oscillations of each element is maximum. When developing the engine, this length is selected experimentally during testing and debugging.
Sometimes it is said that the operation of a PUVRD at zero speed is impossible - this is an erroneous idea, in any case, it cannot be extended to all engines of this type. Most ramjets (unlike ramjets) can operate "standing still" (without oncoming airflow), although the thrust it develops in this mode is minimal (and usually insufficient to start the vehicle driven by it without outside help - therefore, for example, V-1 was launched from a steam catapult, while the PuVRD began to work steadily even before launch).
The operation of the motor in this case is explained as follows. When the pressure in the chamber after the next pulse decreases to atmospheric, the movement of gas in the nozzle by inertia continues, and this leads to a decrease in pressure in the chamber to a level below atmospheric. When the air valve opens under atmospheric pressure (which also takes some time), enough vacuum has already been created in the chamber so that the engine can "breathe fresh air" in the amount necessary to continue the next cycle. Rocket engines, in addition to thrust, are characterized by specific impulse, which is an indicator of the degree of perfection or quality of the engine. This indicator is also a measure of the efficiency of the engine. The diagram below graphically presents the upper values of this indicator for different types of jet engines, depending on the airspeed, expressed in the form of Mach number, which allows you to see the scope of each type of engine.
PuVRD - Pulsating air-jet engine, TRD - Turbojet engine, ramjet - ramjet engine, scramjet - hypersonic ramjet engine Engines are characterized by a number of parameters:
- specific thrust- attitude created by the engine thrust to mass fuel consumption;
- specific thrust by weight is the ratio of engine thrust to engine weight.
Unlike rocket engines, the thrust of which does not depend on the speed of the rocket, the thrust of air-jet engines (WJ) strongly depends on the flight parameters - altitude and speed. So far, it has not been possible to create a universal jet engine, so these engines are calculated for a certain range of operating altitudes and speeds. As a rule, the acceleration of the WFD to the operating speed range is carried out by the carrier itself or by the launch accelerator.
Other pulse jets
Valveless PUVRD
In the literature, there is a description of engines similar to PuVRD.
- Valveless PUJE, otherwise - U-shaped PuVRD. These engines do not have mechanical air valves, and so that the reverse movement of the working fluid does not lead to a decrease in thrust, the engine tract is made in the form of the Latin letter "U", the ends of which are turned back in the direction of the apparatus, while the jet stream flows out immediately from both ends of the tract. The intake of fresh air into the combustion chamber is carried out due to the rarefaction wave that occurs after the impulse and “ventilates” the chamber, and the sophisticated shape of the duct serves to best perform this function. The absence of valves allows you to get rid of the characteristic drawback of the valved PuVRD - their low durability (on the V-1 projectile, the valves burned out after about half an hour of flight, which was quite enough to perform its combat missions, but absolutely unacceptable for a reusable vehicle).
Detonation PUVRD
Scope of PuVRD
PUVRD is characterized as noisy and wasteful, but simple and cheap. The high level of noise and vibration results from the very pulsating mode of its operation. The wasteful nature of the use of fuel is evidenced by an extensive torch, "beating" from the nozzle of the PuVRD - a consequence of incomplete combustion of the fuel in the chamber.
Comparison of PUVRD with others aircraft engines makes it possible to accurately determine the scope of its applicability.
A puVRD is many times cheaper to manufacture than a gas turbine or piston ICE, therefore, with a one-time use, it outperforms them economically (of course, provided that it "copes" with their work). At long-term operation reusable apparatus, PuVRD loses economically to the same engines due to wasteful fuel consumption.
Valved, as well as valveless, PUVRD are widespread in amateur aviation and aeromodelling, due to their simplicity and low cost.
due to their simplicity and low cost, small engines of this type have become very popular among aircraft modellers and amateur aviation, and commercial firms have appeared that produce for sale for this purpose PuVRD and valves for them (wear parts).
Notes
Literature
Video
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