BE518876A - - Google Patents

Description

       

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  PROCESS AND DEVICE FOR THE PRODUCTION OF THERMAL AND MECHANICAL ENERGY BY INTERMITTEN REPEATED COMBUSTION OF COMBUSTIBLE MIXTURES BY MEANS OF SHOCK WAVES, MORE PARTICULARLY FOR REACTION ENGINES.



   The invention relates to a method, and a device for the production of thermal and mechanical energy by intermittent repeated combustion of fuel mixtures, by means of shock waves inside an elongated combustion chamber with controlled inlet. and open output. In certain cases, it is possible to dispense with a particular ignition device when it comes to combustion in a so-called oscillating gas column, inside a pipe open at least at one end. Both an advantageous heating effect and thrust effects can be obtained with such combustion chambers; because, due to the rapid ignition of the mixture by a shock wave, there occurs, although the combustion chamber is open at one end,!) combustion with compression of the combustion gases.

   The gases leaving the combustion pipe exhibit, because of the intermittent ignition obtained and the combustion which ensues, very strong variations in speed. The maxima of the evacuation speed follow one another very quickly and reach, for combustion chambers of average dimensions, about 1000 meters per second, with return velocities towards the interior of the pipe of up to about 100 m. per second. These large variations in speed at the outlet of the combustion chamber are very unfavorable when it comes to the industrial use of combustion energy. As in automotive technology, it is desirable to be able to transform the intermittent energy pulses, by suitable operating devices, into as continuous energy as possible.

   This is why a flywheel is provided for steam engines and internal combustion engines, and the energy stored periodically in the flywheel ensures an industrially satisfactory balancing of the energy produced from a intermittently.



   The object of the present invention is to effect a similar compensation for the energy obtained by ignitions caused by shock waves in a combustion chamber by means of uniform combustions, and we

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 This is accomplished by causing the combustion gases leaving the open end of the combustion chamber to act on a gaseous mass flowing outside this combustion chamber. This gaseous mass flowing outside the combustion chamber may consist of a gaseous medium introduced in an additional manner into the cycle, for example air. However, gases from previous combustions can also be used.



  It is essential that in all cases the high maxima of the energy obtained by the combustions can be used to transfer part of their energy to the gas stream outside the combustion chamber. thus without the whole the same effect as that obtained by a flywheel in a steam engine or in an internal combustion engine and one arrives at a leveling of the energy maxima and at a transformation of the energy obtained in a manner intermittent in approximately uniform energy delivery. Given that a notable improvement in the efficiency is obtained in the subsequent use of the gases thanks to a thorough compensation of the energy pulses, this characteristic of the invention ensures significant technical progress.



   To obtain a compensating effect of the combustion gases on the gaseous mass flowing outside the combustion chamber, it is necessary to take into account the known laws relating to gases and their flow as well as the principles of gas dynamics. .



   The effect of energy impulses in gas streams has not yet been elucidated theoretically, at least in a complete manner, but any technician is capable, based on acquired knowledge and experience. experiments carried out, to apply in each case the most advantageous measures from the technical point of view with a view to obtaining this compensation. As in the case of the automobile construction, it is necessary to avoid the effects of resonance which could reinforce the energy maxima. On the other hand, there are numerous possibilities allowing to compensate the energy maxima starting from the technique of fluid mechanics or from the technique of oscillations, possibilities which can be usefully taken into account.



   Starting from the physical conditions governing ignition by shock waves, on the one hand, and the cooperation on the other hand, between the gas jet leaving intermittently from the combustion chamber into another chamber and a gaseous medium , one can obtain an increased efficiency of the production of energy in many technical fields. To this end, the physical conditions must be adjusted according to the envisaged technical applications o Favorable conditions for shock wave ignition can be obtained in the case of a combustion chamber open at one end, by giving sufficient length to this combustion chamber.



  The open end of the combustion chamber intended to achieve satisfactory ignition by shock waves must not contain any mechanical elements liable to obstruct the ignition shock waves which occur there by themselves and ensure ignition during their return oscillation. Such obstacles are constituted by devices for throttling the gas outlet or for intermittent closing, devices which must be avoided completely in general. On the other hand, it is possible to facilitate the formation of ignition shock waves, and this in a notable manner by carrying out measurements provided for by fluid mechanics.

   The ignition then takes place with a high speed and, despite the outlet opening, a uniform combustion is obtained practically inside the combustion chamber.



   Due to the generally higher temperature of the combustion gases compared to the gases in the outer gas flow chamber, the gases in the latter form an obstacle to the flow of the combustion gas jet. To this must be added the fact that the combustion gases present, at the outlet of the combustion chamber, at the time of their maximum flow rate and maximum energy, an increased pressure which is established inside the combustion chamber. combustion chamber following uniform combustion, and this in accordance with experience o The high gas velocity,

   high temperature and density generally more

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 low combustion gases and their momentary overpressure together determine =
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 This results in the formation of a resistance which the gas mass outside of combust.0 opposes to the advancement of the jet of combustion gas. This resistance is physically reflected in the fact that the speed of sound in the gaseous medium in the exhaust chamber is generally significantly slower than the speed of sound and reaction in the combustion gases. The difference between the speeds of sound and the pressures in the two media thus necessarily ensures9? the formation of a compression front between the jet and the gaseous medium in the discharge chamber.

   In particular.\! and even in the case of a temperature equilibrium, the higher pressure of the combustion gases acts in a direction such that a compression front occurs between the two gaseous media. Such a compression front often occurs in the case of gas velocities in the ultrasound domain and we
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 It is generally designated by the expression "compression shock", 9 cj) is = that is to say pressure increase during an extremely short period. This compression shock prevents any mixing of the combustion gases with the gaseous medium in
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 the discharge chamber, at least to a large extent, and., by counting the energy of the jet of combustion gas is transmitted with the formation of a compression front on the gaseous medium of the combustion chamber in the form of compression energy.

   This direct transmission of the energy of the jet in the form of compression energy ensures efficient acceleration of the gas medium.
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 are in the discharge chamber so that this chamber can also be referred to as forming an acceleration chamber * It is surprising that the transfer of energy by the compression front, i.e. by the intermediate of a compression shock? does not, as experience shows, lead to any appreciable loss and, on the contrary, ensures a high efficiency.

   While the physical conditions relating to both shock wave ignition
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 that at the acceleration of the gaseous medium in the acceleration chamber have not yet been determined exactly in a theoretical manner for all cases of application of the combustion chambers., these conditions are already known sufficiently from a theoretical and experimental point of view to allow the use by technicians of the process according to the invention in practical terms,
The equilibrium of the energy variations by compensation, which makes it possible to supply a current of gas outside the combustion chamber, has at the same time a favorable action on the formation of the ignition shock wave. this is generated at the exit of the combustion chamber, It occurs there,

  immediately after the moment corresponding to the maximum pressure and the maximum speed, a pressure drop follows a very steep curve and this drop is reflected at high speed as a shock wave directed towards the interior of the combustion chamber. Since this shock wave is the fundamental cause of the uniform combustion in the open combustion chamber, the improvement of its formation has a decisive significance with regard to the production of energy by intermittent combustion in an open combustion chamber. . The ignition speeds obtained in practice by shock waves are of the order of 500 m per second., And
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 these high ignition rates surprisingly allow high combustion pressures to be achieved in open combustion chambers.

   Tests have made it possible to specify that the maximum pressures can reach up to more than five times the initial pressure of the mixture, so that the fuel efficiency in the combustion chambers reaches
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 values equivalent to those obtained in internal combustion engines.



     The efficiency of combustion in a combustion chamber is determined for a large part by the value of the pressure difference in the ignition shock wave and, in fact, ignition is ensured with all the more intensity as the pressure difference in this wave is bigger.

   The gas particles subjected to the shock wave inaction receive, under the effect of the pressure difference within the advancing wave, an instantaneous velocity in the direction of the wave velocity.

     Cetta
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 instantaneous velocity applied to the gas particles is regulated by 1limpul-

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 sion that the. pressure difference in the shock wave transmitted to these particles. The velocity obtained is with a sufficiently approximation technically sufficient in such a ratio, with respect to the pressure difference in the shock wave, that a large pressure difference ensures an instantaneous velocity of the particles. corresponding importance.

   This instantaneous speed of the gaseous particles directed in the direction of the flow of the shock wave is of the order of magnitude of several hundred meters per second and produces, when the shock wave encounters a combustible mixture, the determining shock ignition. As tests have shown, this shock must present a minimum value determined to ensure ignition. If this minimum value is not reached by a shock wave, ignition does not occur resulting in uniform combustion in the combustion chamber.



  If the shock wave exceeds this minimum value, higher maximum values are obtained for the combustion pressure. Since it is advantageous from the thermodynamic point of view to obtain large maximum values for the combustion pressure, efforts should be made to obtain shock waves with a large pressure difference. The gaseous mass flowing outside the combustion chamber and on which the combustion gases act favors, thanks to its flow stopping after each acceleration, the production of a pressure difference in the gas present. at the exit of the combustion chamber.

   And this mass of gas serving to compensate for the energy maxima thus promotes the formation of the shock wave and thereby the uniform combustion of the mixture in the chamber.



   In order to be able to obtain shock waves with a large pressure difference in the case of intermittent repeated combustions of fuel mixtures by means of shock wave ignitions inside a combustion chamber open at one end and controlled by its other Finally, it is advantageous to produce pilgrim pulses of the gases in the combustion chamber and this by preventing the burnt gases passing through the combustion chamber in the direction of the acceleration chamber, from returning noticeably under reflux form, under the effect of a compensating gas flow in the acceleration chamber, the end of which is open.

   In this order of ideas, one can act on the flow in the combustion chamber in such a way that there is produced a series of pulses of the gas column advancing appreciably in pilgrimage, without there being any properly speaking of oscillations in the general sense of this term. An oscillation of the gas column considered from the physical point of view only occurs for extremely low compression amplitudes such as they occur for example in the case of acoustic phenomena. And these very low pressure variation amplitudes only produce ignition of the mixture under specific technical conditions.

   To obtain safe and advantageous ignitions, it is therefore not sufficient to have such low pressure variation amplitudes and, on the contrary, it is necessary to have recourse to high compression waves. Since these waves do not occur in the case of purely acoustic oscillations of a gas column, it is necessary to have recourse to the pulses of a column of pulses ensuring an intermittent movement of the gaseous mass and that almost only in the direction towards the exit of the combustion chamber. It is such a movement that one technically calls a pilgrim's step movement.

   In the case of such pilgrim impulses applied to a column of gas, strong compression waves occur which can cause energetic shock wave ignition. Such a pilgrim movement of the flue gas column can be achieved by preventing the gases leaving the combustion chamber and immediately after their compression from returning to the compression chamber, which is achieved under the action of the flow in the acceleration chamber o The production at the outlet of the combustion chamber and immediately after the compression of the combustion gases is thus obtained, a large pressure drop following a very steep curve, this pressure drop returning as strong shock wave in the combustion chamber.

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  In the case of freely opening combustion chambers at 19at = mosphere, shortly after the pressure drop at the end of the combustion chamber occurs a reverse suction of air through this opening of the combustion chamber occurs. This air suction is associated with a considerable loss of energy as well as a weakening of the shock wave used for ignition. The loss of energy is due on the one hand to the fact that the current is. the return generally occurs by determining a strong constriction of the air flow in the straight outlet section of the combustion chamber, and this following the well known phenomenon of the flow in a Borda opening.



  On the other hand this current of air causes a mixture in notable proportions of the air with the hot gases of the combustion chamber, because the speed of the air coming to strike the gas is lower than the speed of sound in the combustion chamber.
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 Combustion gas, L: The ignition shock wave weakening is determined by the fact that the air inlets provide partial compensation for the vacuum at the outlet of the combustion chamber. The large pressure drop at the outlet of the combustion chamber, which is necessary for the formation of a powerful shock wave, and which must be obtained immediately after the appearance of the maximum pressure, is thus weakened.
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 sibly.

   This is why the suction of air entering through the open end of the combustion chamber is not suitable when it is a question of obtaining a sufficient leveling of the energy variations. A device where the combustion chamber would simply expel its gas into the combustion chamber. a large collecting chamber does not produce a satisfactory effect in the sense of energy leveling either, and we would thus obtain on the whole a simple dispersion of the energy maxima at the exit of the gases out of the combustion chamber This is due to the fact that the high pressures as well as the high values of the gas velocity exited
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 of the combustion chamber do not allow a well-regulated acceleration of the gaseous masses.

   Moreover, the high values of pressure occurring instantaneously can only cause disordered pressure oscillations in a large collecting chamber, and these oscillations are further enhanced by the high gas velocities. At the same time, the high gas velocities result in the formation of mixtures which cannot produce any increase in energy due to the pulses which remain constant under these conditions.



   To obtain an advantageous standardization of the energy supplied, it is not sufficient to have, at the outlet of the combustion chamber, for example, a pipe of the desired length comprising an air inlet. Such pipes more particularly cause annoying effects when they are are
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 as long as the combustion chamber or longer than it, In such pipes? clean air vibrations occur, the period of which is longer than that which corresponds to the natural frequency of the combustion chamber. It follows that the air is compressed at the inlet of the pipe
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 air at the time of the combustion gas exit without thereby obtaining a noticeable velocity in the direction of the exit of the air pipe.



  .After the pressure drop in the combustion gases at the outlet of the combustion chamber, the combustion gases are partially accelerated with overpressure in the direction corresponding to the return to the combustion chamber,
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 which results in increased variations in speed and energy at the exit of the combustion chamber. In addition, this acceleration directed in the direction of the return of the combustion gases into the combustion chamber weakens the ignition shock waves that it is desired to form because the necessary pressure drop is also weakened at the exit of the combustion chamber. .

   In order to obtain approximately the uniformization of the energies and at the same time a reinforcement of the ignition shock wave, it is necessary to keep within the desired limits the length of the air pipe intended to be mounted at the outlet of the combustion chamber and comprising an adjustable air intake, this length being such as to allow proper oscillations of the
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 contents of the pipe short enough so that there is no disturbing overpressure.



   Favorable action has been observed with regard to training

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 of an ignition shock wave flowing out of the outlet of a combustion chamber, in particular, for example9 when that combustion chamber is operating in a current of air. In this case, the air current has swept the outer wall of the combustion chamber in the same direction as the flow of the combustion gases. It was found that the combustion efficiency was thus significantly increased.



   In order to increase the degree of use of the energy of the fuel, it is advantageous to carry out the ignition by applying a higher pressure to the mixture. This increase in the pressure of a charge formed by the mixture can then be carried out by a compressor or the like, which brings the gas containing the oxygen necessary for combustion to the combustion chamber under a pressure greater than atmospheric pressure. . Starting from this higher pressure, uniform combustion occurs in the chamber, similar to what occurs in the cylinder of internal combustion engines.

   At the same time, the shock wave ignition combustion chambers still have the advantage that the expansion of the combustion gases can be carried out until atmospheric pressure is obtained as is the case in turbines and the like. sa Thus, the combustion chamber with shock wave ignition, combines the advantages of intermittent uniform combustion with those of turbines.

   At the same time, the pistons and other driving elements required in the case of internal combustion engines are eliminated. It is due to the use of an open combustion chamber without a piston that it is possible to easily burn powdery fuels with a high ash content while achieving a high efficiency and high safety. operation and allowing the direct evacuation of a part of the heat with a view to subsequent industrial use. This is of great importance from the point of view of energy technology.



   The mass of gas flowing at the outlet of the combustion chamber can be brought into an elongated acceleration chamber or in the form of a solid of revolution. It is thus often advantageous to at least partially standardize the variations in energy of the combustion gases leaving the combustion chamber, by causing them to act on a mass of gas introduced into an elongated acceleration chamber. In other cases, it is advantageous to level out the variations in energy of the combustion gases leaving the combustion chamber by causing them to act on a rotating mass of gas introduced into an acceleration chamber having the approximate shape of a solid of revolution. It may however be advantageous to combine the two embodiments of acceleration chambers.



   When designing an acceleration chamber, it is necessary to provide dimensions corresponding to the oscillatory point of view to the pulsations appearing in the combustion chamber, without any appreciable loss being able to occur as a result of the friction against the walls. Friction against the walls is not only unfavorable in that it produces losses, but in addition it can negate a large part of the energy leveling effect. This is the case, for example, when a single, very long pipe is used as a leveling chamber.



   In carrying out the invention, it is advantageous to cause the hot jet, leaving the combustion chamber and consisting of the burnt gases, to penetrate into an acceleration chamber of elongated shape as a whole, filled with a medium. gaseous, and comprising an outlet opening while its inlet comprises an adjustment device which allows the intermittent introduction of a gaseous medium, preferably colder than the combustion gases.



   Several embodiments of devices according to the invention have been shown, by way of example, in the accompanying drawings.



   Fig. 1 shows a combustion chamber associated with an acceleration chamber to which a gaseous fluid under high pressure can be supplied.

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  The 'Fig. 2 shows a tubular combustion chamber whose straight eeeticna are more extended to the right of the adjustment device and the che'Y;: \ Yil.: 1 introduction of the fuel mixture Figo 3 shows a reaction engine comprising an intake air in an acceleration chamber whose adjustable inlet and outlet cover are remote from the outlet of the combustion chamber.
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  FÎ9 4 represents the arrangement of several combustion chambers opening into an acceleration chamber, this figure also showing a device for the evacuation of a gaseous fluid to the outside of the acceleration chamber. The Frigo 5 represents the arrangement in series of two assemblies each comprising a combustion chamber and an acceleration chamber the first acceleration chamber supplying the second combustion chamber with gas containing oxygen,
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 Figures 6 and 7 show the application of the method according to the invention to a gas turbine associated with an air compressor, supplying two units comprising a combustion and acceleration chamber as well as to a turbine rotor and to the turbine. usual blading of 5-steered wheels,

   Figures 8 and 9 show a combustion chamber for fuels with a high ash content.



   Fig. 10 shows an installation intended in particular for the combustion and combined gasification of pulverulent fuels, this device essentially comprising a compressor for gas comprising oxygen, four blocks in series formed by combustion chambers
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 and deacceleration and a gas turbine.



   Fig. 11 shows an installation comprising a gas and steam turbine in which the formation of steam is provided by the heat of the combustion gases.



   The Fige. 12 and 13 show a jet engine, the walls of which are partially coated with materials which absorb shock waves and acoustic waves.
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  Figures 1J, and 15 are graphs of the pressure variations occurring in the combustion chamber over a certain period of time together with the oscillations of a control member which may be an oscillating valve, the same conditions are presented for acceleration chambers with the introduction of additional gaseous masses
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 tary, so that the graphics are also suitable for the latter case.
Figs, 16 to 24 represent embodiments of valves
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 oscillating,

   The d9oseîllatlon movement controlled by the moving members of the valve constitutes a free oscillation in the sense that there is no provision for interruption in the oscillation movements at the end of the stroke.
Fig. 25 shows a method and a device for carrying out intermittent repeated combustions in a combustion chamber and this
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 under the effect of the intermittent introduction of a combustible mixture at the inlet of the combustion chamber at the rate of the conditions to be obtained.
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 The device according to FIG. 1 represents a tubular coma bustion chamber 1 associated with an acceleration chamber 2.

   The valve 3 controlling the air intake at the combustion chamber inlet and the
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 valve 4 controlling the introduction of the gaseous fluid into the dlaccé chamber, - leration, each include a large number of check valves. The fuel mixture is formed by the introduction of air at the inlet of the combustion chamber with simultaneous introduction of fuel by the nozzles formed at the periphery of a hollow chamber in the form of a bowl. The fuel is fed to the nozzles of the hollow chamber 5 via a pipe 6. To operate the combustion chamber, a nozzle 7 is provided to which compressed air is fed through the pipe 8.

   this nozzle 7 race =

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 vant also the fuel necessary for the formation of a mixture via the pipe 9 connected to the pipe 6. When the combustion chamber is filled with mixture by the jet coming from the nozzle 7, the supply of air and fuel and the mixture is ignited by using the spark plug 10. There is thus obtained an outlet of combustion gas through the open end of the combustion chamber and after a drop in combustion pressure occurs. intake of fresh air into the combustion chamber, this fresh air entering through check valve 3,

   Fuel is then introduced into the mass of fresh air from line 6 and from the nozzles of hollow chamber 5 which project the fuel radially into the mass of fresh air in amounts such that a combustible mixture is produced. As soon as the inlet of the combustion chamber is filled with a combustible mixture, the mixture is ignited by a shock wave that was formed during the previous flow of the combustion gases at the outlet of the combustion gases, this wave shock advancing at high speed towards the entrance to the combustion chamber. Ignition results in an approximately uniform combustion of the mixture.

   The gas stream thus produced leaves the combustion chamber to form in the acceleration chamber 2 a compression front, as shown in broken lines outside the outlet of the combustion chamber. This indication of the compression front is only valid during a given moment in the period of the exit of the gas stream and, in fact, the compression front starts immediately at the exit of the combustion chamber and arrives, during the gas evacuation, and widening laterally towards the outlet of the acceleration chamber 2.

     A distance is provided between the outlet of the acceleration chamber 2 and the combustion chamber 1, such that a proper pulsation of the gaseous medium is produced in the acceleration chamber 2 at the rate of the pulsations of the column gas in the combustion chamber 1, The result thus obtained consists in that the gaseous fluid accelerated in the acceleration chamber 2 arrives at the outlet of the combustion chamber at the same moment when the gas pressure at the outlet of the chamber of combustion is reduced to a low value and produces a vacuum at this outlet, thanks to the displacement of the gases towards the outlet of the acceleration chamber,

   the formation of a vacuum at the outlet of the combustion chamber is favored and this effect is advantageous for the formation of the ignition shock wave at the end of the combustion chamber, this shock wave thus returning to the chamber combustion. In this case, it is a process taking place at the end of the combustion chamber, in a manner analogous to what occurs in a combustion chamber opening without an acceleration chamber to the atmosphere. free, in case of theft or at a fixed position in the wind tunnel.

   It is thus possible to ignite masses greater than those which can be ignited at rest and that with a higher efficiency because in this case the return suction of atmospheric air is not possible to the same degree as when it s This is the operation of a pipe at rest in air at rest, i.e. for operation at rest. This favorable effect is enhanced in the case of FIG. 1 by the fact that the gaseous fluid is supplied through the line 11 under pressure in a direction sweeping the outer wall of the combustion chamber.

   At the same time, the planned construction, according to which the inlet of the acceleration chamber is arranged at a small distance from the outlet of the combustion chamber, acts in such a way that the outlet of the combustion chamber is surrounded by the gaseous fluid which is brought to it as soon as the pressure has dropped to a given value at the inlet of the acceleration chamber, this gaseous fluid inlet occurring in the direction leading to the outlet of the acceleration chamber.

   The speed of the fresh gaseous fluid thus introduced into the acceleration chamber prevents, because it is directed towards the outlet of the acceleration chamber, the return of the gaseous fluid to the combustion chamber, except at most for a very low fraction, which facilitates the formation of the ignition shock wave. The introduction under pressure of the gaseous fluid also has 1 ', the advantage consisting in that a relatively large mass of additional gaseous fluid enters the acceleration chamber.

   A large mass of additional gaseous fluid increases, on the one hand, the energy efficiency of the reaction, in other words the production of pulses serving to

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 propulsion and, on the other hand, it ensures obtaining a lower average temperature at the outlet of the acceleration chamber when the gaseous medium, as is generally the case, is colder than the combustion gases. bustion.



   More particularly in the case of jet engines and gas turbines, it is advantageous to bring to a higher energy level an additional mass of gaseous fluid much greater than that of the combustion gas and this, preferably, by providing large flow straight sections in the acceleration chamber.



   Large cross-sectional flow sections are also provided on the combustion chamber in the vicinity of the inlet of this chamber, which presents advantages for the operation because the mixture to be ignited does not undergo at the time of introduction any notable depression. However, the combustion chamber must have a relatively smaller cross section following its entry so that a sufficient gas velocity can be established in the combustion chamber and consequently a strong ignition shock wave. . The formation of the shock wave occurs according to the aero-dynamic laws which assume high speeds in the gases.

   On the other hand, it is advantageous from a thermodynamic point of view to introduce the mixture to be ignited with a reduced speed in order to maintain as high a pressure as possible in the mixture. Consequently, it is not advisable to comply with an often applied process which consists in subjecting the mixture entering the chamber to a substantial depression by making it pass through passages with weak cross sections. The suction of fresh combustion air from the atmosphere also produces in this case, as experience shows, a negative pressure in said mixture which is equal on average to about 0.4 atmospheres, which corresponds to a absolute value of the pressure which is only 0.6 atmospheres.

   It can be seen that combustion from such a low pressure at the origin takes place in an unfavorable manner from the thermodynamic point of view. To obtain on the one hand a determined depression necessary for the execution of the ignition shock wave, and on the other hand to obtain an increased pressure in the mixture, it is advantageous to resort to the embodiment shown in Fig. 2.

   This embodiment consists in that the regulated introduction of the charge to be ignited into the combustion chamber is effected by using an upper straight section in the adjustment device 14 and in the filling chamber 13, applying slower speeds than for the flow of combustion gases in the next part of the combustion chamber 12 which has at least over part of its length weaker cross sections. In Fig. 2, the construction elements intended for start-up which have already been indicated with reference to FIG. 1.

   The introduction of the fuel is effected by the hollow chambers 15 in the form of a cup, comprising nozzles while the fuel is brought to these hollow chambers by the pipe 16, The combustion chamber thus comprises the main part 12 and the compartment of inlet or filling 13, the latter thus serving essentially to receive the filling in fresh mixture.



  This compartment can moreover be modified as regards its length in the axial direction in order to be able to receive a greater or lesser mass of mixture. On the other hand, the main part 12 serves essentially to receive the residual gases from the previous combustion. The beginning of the part of the combustion chamber connecting with the filling compartment 13, that is to say the main part 12, has a cross section smaller than that of the introduction compartment and of the openings controlled by the valve. . In addition, this main part 12 flares from its entrance to its exit. This flaring is preferably done with a divergence of the walls corresponding to a flaring angle of less than 5.



  Otherwise, and in accordance with experience, there would be current separations along the walls, which would lead to significant losses.



  By reducing the cross-sectional area of flow in the combustion chamber, the result is obtained that at the constriction points there is a reduction in pressure and an increase in the speed of the flow of gases which ensure the formation of gas. ignition shock wave. Since in

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   even @@@ ps @@ @@ due to the large cross-section of flow in the control device, consisting of the valve., as well as the filling compartment 13, the fresh mixture introduced undergoes at the inlet only one low pressure drop, a higher pressure occurs in this part corresponding to the filling than in the rest of the combustion chamber.



  The maximum combustion pressure is roughly proportional to the pressure at the origin of the mixture, so that a higher combustion pressure is obtained than if the gas mixture is penetrated through smaller straight sections. . A higher efficiency is thus obtained according to this embodiment of the invention which also makes it possible to introduce more considerable charges into the combustion chamber and to ignite them, than is the case in previous constructions. This results in an increase in the use of the combustion chamber, which has many advantages.



   To promote the formation of the ignition shock wave, it is also advantageous to separate the inlet and the outlet of the acceleration chamber from the outlet of the combustion chamber and this far enough so that the charges of the two chambers undergo weak clean vibrations, at the rate of the gas column with jerky movements in the combustion chamber. The intermittent compression and the own oscillations in the part of the acceleration chamber located between the inlet of the latter and the outlet of the combustion chamber, produce after the pressure drop in the outlet of the chamber. combustion an evacuation to the outside of this part of the chamber.

   A gas flow is thus periodically established outside the outlet of the combustion chamber as if it were a combustion chamber moving freely in the air, which produces a favorable effect on the combustion chamber. ignition process, in accordance with experiments. In the embodiment of FIG. 1 such a flow occurs following the introduction of a gaseous fluid under pressure entering through the pipe 11 and, when applying periodic compression and proper oscillations, it is possible to achieve the same effect by simpler ways.



   In the case of combustion and acceleration chambers working in the atmosphere and in particular in the case of jet engines, it is advantageous to accelerate, by the jet coming out of the combustion chamber and consisting of a mixture of air and fuel ignited by the shock wave additional masses of air preferably introduced in large quantities into the acceleration chamber, while the inlet of the acceleration chamber having an adjusting device is disposed at a distance of the outlet of the combustion chamber and forms an oscillation chamber opening into the part of the acceleration chamber forming an outlet therefor and through which the combustion gases and additional air pass intermittently;

       thanks to this arrangement the frequency of the own oscillations of the additional air in the oscillation chamber is very close to the frequency of the combustions.



   Fig. 3 shows such an embodiment of a jet engine for airplanes and the like. The combustion chamber is designated by the reference 17 and has at the inlet a mechanical valve 18 controlling the gas inlet by elastic check valves, Following the valve is a fuel supply 19, such that a mixture of fuel and air is obtained by supplying fuel to the combustion air entering through valve 18. The spark plug 20 serves simply to start the combustion chamber 17 and it can be replaced by a different ignition device. After switching on the appliance,

   the pulses are maintained in the combustion chamber 17 by automatic suction of the combustion air and automatic ignition by means of shock waves. From this point of view, it is generally necessary to reduce the load of fresh mixture filling the chamber 17, but this load can, in the jet engine according to the invention, be chosen so as to be more considerable thanks to the increased shock wave energy.



  The valve 22 and the part 23 of the acceleration chamber 21 forming an oscillation chamber partially surrounding the combustion chamber

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17 serve to receive the additional air flow. Since the oscillation chamber 23 opens into the second part of the accelerator chamber 21, oscillations take place in the chamber 23.

   Combustion chamber 17 and oscillation chamber 23 intermittently receive air from leveling accumulator 24, this air entering this accumulator in a constant or nearly constant manner through the air. 'entrance 250
The proper oscillations of the oscillation chamber 23 extending between the valve 22 and the outlet of the combustion chamber 17, in the case where it is full of air, must be adjusted to the combustion frequency. in the chamber 17, the air in the oscillation chamber 23 is in this case momentarily suppressed by the overpressure of the combustion gases coming from the outlet of the chamber 17 while the valve 22 is closed.

   After the drop in the pressure of the combustion gases, the air expands and flows at an increasing speed in the direction towards the exit of the chamber 21. This flow causes., When the valve 22 is open, and due to the inertia of the air, the filling of part or all of the chamber
23 and, where applicable, chambers 23 and 21 with additional fresh air. At the same time, a refilling of the combustion chamber 17 also occurs due to the inertia of the gas flow in the combustion chamber and as a result of the momentary opening of the valve 18.

   Thus, if one obtains an advantageous technical acceleration of large air masses with a weakly pulsating evacuation of air and gas masses at the outlet of the jet engine, that is to say at the end of the acceleration chamber 21. In known devices, on the other hand, a strongly pulsating flow occurs at the outlet of the engine.



   When the combustion chambers are operated in a pulsating manner and especially in the case of very elongated combustion tubes, there occurs, in the case of a momentary flow of the combustion gases, a significant simultaneous and also instantaneous overpressure. of these gases at the exit of the chamber. This also occurs when the outlet from the combustion chamber opens directly into the atmosphere. The combustion gases present at the outlet of the combustion chamber a pressure and a temperature which give them a speed notably higher than the speed of sound in atmospheric air.

   Due to the speed of sound in air, \! the momentary evacuation of the gases leaving the combustion chamber 17 and entering the acceleration chamber 21 does not allow any ejector effect or at most a reduced effect, whereas on the contrary the air in the chamber 21 and coming from the oscillation chamber is compressed and accelerated much like a solid piston would.

   The gases discharged from the combustion chamber 17 into the acceleration chamber 21 cannot, due to the air in front of them, flow appreciably faster than at the speed of the air itself, speed which is itself limited by the speed of sound in air, The front of these gases therefore widens somewhat in chamber 21 with an increase in the initial pressure in the latter and with acceleration of the air which s' found there.

   This causes a compression wave to form, the front of which has a speed greater than the speed of sound in air, preventing any sensitive mixing that would require speeds below the speed of the sound system. air under the action of a compression wave occurs almost like a piston with a high efficiency with regard to acceleration, which is confirmed by corresponding tests.



   It is advantageous to introduce the additional air in quantities by weight greater than the corresponding weights over time in combustion air. A flow is thus obtained having, in total, lower temperatures and speeds for a greater total mass, which results in a favorable effect for many applications. Taking into account the losses in the flow inside the jet engine, a particularly favorable effect occurs when the ratio of the weights of the additional air to the combustion air is between about 2 and 6.

  <Desc / Clms Page number 12>

 



   The acceleration of relatively considerable masses of complementary air can be increased and reach particularly high values by using several combustion chambers 17 opening into an acceleration chamber 21 and all working at the same frequency. If we call n the number of combustion chambers, the frequency of the natural oscillations in the oscillation chamber 23 receiving the additional air, must be set to n times the frequency of combustions in one of the combustion chambers. tiono The combustion chambers opening into the acceleration chamber 21 work by producing pulsations which are symmetrically offset from each other.

   The value of the offset is, expressed in angles, equal to 3600 "n. Such an offset has been observed during tests with similar combustion tubes arranged side by side. If n combustion chambers and a single oscillation chamber with a frequency of air oscillations equal to n times the frequency in a combustion chamber, the dimensions of the chambers 23 and 21 can be reduced at the same time as the evacuation of the gases from the jet engine is more pronounced.



   The pulsation of gases in the combustion chamber does not generally take place in a regular manner with regard to pressure and speed. Therefore, the adjustment of the oscillation chamber for additional air (chamber 23) can only be obtained approximately in relation to the frequency in the combustion chamber 17, A more precise adjustment applies for example in construction of each combustion chamber considered in isolation, taking into account the composition of the mixture, the operation of the valve and other parameters.



   The valves 18 and 22 exert an important influence on the operation. It is possible to provide embodiments in which a valve effect is obtained, simply by giving an appropriate shape to the cross section and this so that the entry of gases can take place with a low resistance to flow. , any reflux opposing on the contrary a strong resistance.

   Such embodiments can be advantageous when an overpressure occurs at the points of introduction, as happens for example in the form of dynamic pressure at high flight speeds. In several cases of application, it is on the other hand advantageous to provide mechanical valves in the straight inlet sections, because this allows higher pressures, higher efficiencies and higher operational safety for automatic ignition.

   Since at the inlet to the oscillation chamber less overpressures occur for the additional air than at the inlet to the compression chamber, a mechanical valve device can advantageously be used at either end. inlets and valves operating according to the fluid flow technique at the other inlet because valves according to the fluid flow technique have lower resistance to the gas inlet.



   Pulsations and oscillations of higher intensity and better efficiency are obtained, in particular when using elongated or tubular chambers. This is particularly important in the case of the combustion chamber 17 since a high intensity of the oscillations in the latter considerably improves the operational safety of the automatic ignition.



   It is advantageous to cool the wall of the combustion chamber or of the combustion chambers with the additional air. Apart from the cooling of the wall, additional heating of the air is thus obtained, which results in higher efficiency for the jet engine.



   To increase operational safety as well as efficiency and, where appropriate, to protect neighboring parts against the thermal action of the engine, it is ... advantageous to provide for all or part of the air a compensation accumulator 24 with almost constant admission.



  In this case, the engine chambers take intermittently from this accumulator the air masses which are necessary for them. A compensating accumulator with constant air inlet is particularly advantageous when the device is used as a jet engine for airplanes, being

  <Desc / Clms Page number 13>

 since a constant air introduction results in less resistance to movement in air than periodic flow.



   During the time required for the air to pass from chamber 23 to chamber 21, the outlet of the combustion chamber is swept in the direction directed towards the outlet of the jet engine. In the case where combustion pipes are used in aero-dynamic tunnels or in flight, it has been found that the load of a combustion pipe, constituted by a fresh mixture, can be increased appreciably compared to the load. stationary operation where the air is stationary in front of the end of the pipe.

   In such a stationary operation, automatic ignition is no longer obtained when a certain degree of filling of the pipe corresponding to a small fraction of the total content of the pipe is exceeded, so that the When the load increases, the operation of the pipe stops, for example, in the case of a larger open inlet cross section.

     This is also due to the formation of the ignition shock wave occurring at the end of the pipe and retreating from the end of the pipe to strike the front of the mixture at a speed of a few hundred meters per second to ignite the mixture The sweeping of the outlet of the combustion chamber 17 by the air coming out of the chamber 23 momentarily produces at this point approximately the same flow conditions as those which occur in the case of combustion pipes emerging freely into the atmosphere during flight.

   Thus, the flow at the outlet of the chamber 23 momentarily acts on the formation of the ignition shock wave at the outlet of the combustion chamber 17 in a manner analogous to what occurs in pipes in flight. , so that the wave is reinforced by allowing more important fillings. The result is an increase in the efficiency of the jet engine.



   The construction shown in FIG. 3 corresponds only to one embodiment given by way of example and it can be modified to a small extent according to the requirements of the various fields of the art. In particular, the chambers may have different cross sections, different elongation, they may be bent or branched out so as to form several compartments, since such changes do not affect the process in a substantial way. 'oscillation.

   The jet device is not only advantageous for air navigation in the form of a jet engine, but also for many other fields, such as the production of hot compressed gas for heating, for the atomization of materials, for the pre-treatment of certain fuels for burners, for the production of the strong reaction acting on rotors in the case of rotary wings or turbines, for the establishment of compressed gas chambers, in the case of gas turbines, etc. In many cases, it is advantageous to allow, by cooling the additional air masses, only a small action of the hot combustion gases flowing intermittently while ensuring a higher efficiency for the engine. reaction.



   A device with several combustion chambers opening into the same acceleration chamber has been shown in FIG. 4. By using multiple combustion chambers, a smaller acceleration chamber can be provided. In Fig. 4, there is shown two similar combustion chambers 26, each comprising a valve 27, a fuel nozzle 28 supplied by the pipe 29 and a starting spark plug 30 At the outlet ends of the combustion chambers 26, the chamber is arranged. common acceleration 31, the input of which is controlled by the valve 32, while its output is open. Line 33 supplies valve 32 with gaseous fluid.

   In the device of FIG. 4, part of the gaseous fluid is diverted from the acceleration chamber 31 via a control device 34 when the pressure increases. This higher pressure occurs periodically at the time of the exit of the combustion gases from the chambers 26 to the acceleration chamber 31. In the pipe 35, connecting to the control device 34 and forming a bypass, there is indicated by a flow arrow the discharge of the fluid under higher pressure.

  <Desc / Clms Page number 14>

 



   Fig. 5 shows an embodiment in which a part of the gaseous fluid containing oxygen and leaving the acceleration chamber 36 is diverted under higher pressure under the inaction of a control device 37, this diverted part serving to form a combustible mixture feeding a tubular combustion chamber 39 controlled at its inlet at 38 and opening freely at the outlet. This embodiment produces in the combustion chamber 39 a combustion at high initial pressure, resulting in a high efficiency.

   Accelerator chamber 36 is supplied via controller 40 with a gaseous fluid containing oxygen, such as air or pure commercial oxygen, from the line. 41, The combustion chamber 42 supplies its combustion gas to the acceleration chamber 36 The combustion chamber 42 has an inlet regulated at 43 to which is supplied combustion air or another gas containing oxygen by through the pipe 44. The fuel is then brought through a pipe 45 into the same combustion chamber, this pipe 45 carrying a nozzle 46 at its end penetrating into the combustion chamber.

   The construction elements necessary for starting operation in the combustion chamber and corresponding to the elements shown in FIG. 1, have not been shown in FIG. 5 to provide a better overview of the essence of this embodiment. A pipe 47 is provided for the transfer of the part of the gaseous fluid containing oxygen, from the control valve 37 to the valve 38 of the combustion chamber 39. The latter also comprises the necessary devices likewise. when switching on, which is not shown in FIG. 5; the combustion chamber 39 finally comprises a fuel feed 48 whose end, penetrating into the combustion chamber 39, carries a fuel nozzle.



   Fig. 5 further shows an advantageous modification, consisting in that the gaseous fluid flowing at the outlet of the acceleration chamber 36 is brought to the regulated inlet by the valve 49 of an acceleration chamber 50 extending the inlet. combustion chamber and that this gaseous fluid is brought to a higher energy level in this chamber 50 by the intermittent repeated combustions of a combustible mixture by means of shock wave ignitions in the combustion chamber 39 controlled at 1 'entry in 38 and freely open at its exit. In this embodiment, a higher pressure gas can be produced by means of a very simple device.

   The value of the gas temperature must be adjusted according to the technical conditions to be considered for the use of the gases in the sense that the initial temperature as well as the mass of gaseous fluid introduced into the acceleration chamber 36, must be defined. according to these conditions.



   According to another development of the principle of the invention, it is advantageous to carry out the combustion in a combustion chamber such as 42 by means of a mixture whose calorific value is less than half of the normal value of the mixture in gasoline engines. internal combustion, operating with compression of the mixture.

   This normal value is about 600 kilograms = calories per kilogram of mixture. When a mixture with a relatively low calorific value is used, it is possible to obtain a gas interesting for certain applications and having a low pressure and an equally low temperature. , in particular, it is advantageous in many cases to use such a gas to act on an acceleration chamber. The significant increase in the mass of burnt gases to be obtained with a unit of weight of fuel produced, in cooperation with a gaseous fluid intended to be brought to a higher energy level in an acceleration chamber) large quantities of gas at high pressure and at reduced temperature.

   the production of this gaseous energy, which can be used in many ways from a technical point of view, is carried out using simple organs and with a high efficiency.



   According to another embodiment of the invention, the combustion takes place in a combustion chamber 42 by means of a mixture the calorific value of which is less than half the average value of such a mixture in gasoline engines. explosion compressing the mixtures, i.e. about 600 kilo-calories per kilogram, while the combustion gases and the fluid

  <Desc / Clms Page number 15>

 gas brought by the energy of the jet of the burnt gases in an acceleration chamber 36 to a higher energy level, forming a mixture containing
Oxygen and combustion gases, are entrained towards the inlet of the next combustion chamber 39 and the corresponding acceleration chamber 500
In this embodiment, the valve 37 and the pipe 47 of Fig. 5 can be omitted,

   The necessary oxygen content of the part of the gaseous fluid supplied to the combustion chamber 39 is obtained immediately by the use of air as the driving vehicle. However, there are cases where it is necessary to supply enough oxygen for carrying out the process, these cases being those where other gases are introduced into the cycle, because in all cases a sufficient quantity of air is always available.



   In order to obtain mainly mechanical energy, it is advantageous to apply at least partially the gases leaving the acceleration chamber to a turbine wheel. By means of the uniform combustion of the mixture by means of shock wave ignition and subsequent introduction of a gas, relatively larger masses of gas can be brought to a higher pressure with favorable efficiency so that the thermal fatigue of the blading is kept relatively low. In addition, it is no longer necessary to provide a separate compressor, which makes an extraordinarily simple turbine construction possible.



   To increase the efficiency of such a system comprising a gas turbine, it is necessary to bring, at least partially to the blading, the gases leaving an acceleration chamber and at least partially use the energy of the gas turbine. Blading the turbine with the compression of a gaseous fluid to apply the method in this system. The compression of the gaseous fluid and its introduction into the acceleration chamber or into the two chambers, makes it possible to increase the inlet pressure of the gases. A relatively small increase in the initial pressure makes it possible to obtain significantly higher final pressures, and in particular the thermal efficiency of uniform combustion is appreciably improved. At the same time, the possibility of reducing the dimensions of the installation is obtained by compression.



   In Figs. 6 and 7, there is shown an embodiment of a gas turbine. Fig. 6 gives a longitudinal section and FIG. 7, a cross section along the plane A-A of Figo 60
A decisive feature in the execution of the gas turbine is that the additional colder air is brought, in the manner of a piston and in an intermittent manner, past the outlet of the combustion chamber between the successive escapements of combustion gases towards the interior of an acceleration chamber.



   In Figo 6, the air or gas path in the turbine is represented by circulation arrows. The air enters the inlet of the compression wheel 51, passes through the guide 52 and is then supplied to the second compression wheel 53. From there, the air passes through the guide 54 to arrive through the openings 55 of the. wall 56 to the chamber 57. The casing of the compression wheels 51 and 53 is formed by the wall 56 and the cover 58, the sealing between the wheels being ensured by the partitions 59 and 60 which are secured to the cover 58 by screws. The chamber 57 is formed by the walls 56 and 61 and by the annular part 62. In the chamber 57 are arranged two elongated assemblies, constituted by combustion and acceleration chambers, the circular cross sections of which are shown in FIG. 6.



  Inside the annular part 62 and between the walls 56 and 61, there is the collecting chamber 63 into which the masses of gas and air enter.



  These masses, leaving the chamber 63, enter the blading of the four-stage axial turbine whose guide vanes 64 to 67 are connected to the housing 68, while the rotating vanes 69 to 72 are integral with the rotor 73.



  The casing 68 has a flange which enables said casing to be screwed onto the wall 61.



   The compression wheels 51 and 53 are wedged on the shaft 74 which rests on the bearings 75 and 76, the frame of the bearing 75 being connected to the wall 58 by arms 77. On the outer end of the shaft 74, has climbed

  <Desc / Clms Page number 16>

 a coupling 78 for transmitting energy from the turbine. On the inner end of the shaft 74 is fixed, inside the housing carrying the bearing 76, a shaft coupling element 79 opposite the coupling element 80 mounted on the shaft 81 of the shaft. turbine rotor.These coupling elements serve to connect the two shafts; the rotor 73 is wedged on the shaft 81 which is held in place by the bearings 82 and 83.

   The bearing 83 is carried in an annular part secured by the arms 84 with the housing 68
Fig. 7 shows in the plane AA of Figo 6 the constitution of the chamber 57, delimited by the wall 61 and the inner annular part 62. In the latter penetrate the ends of two tubular chambers 85, each of which is connected to a tubular combustion chamber 86. At the inlet of each combustion chamber 86, there is a valve flap 87 allowing the entry .. but min the exit, of gases at the time of the exhaust or at least to a significant extent. As a result, the valves 88 for supplying additional air are provided at the inlet of the air chambers 85. The engine gas and the accelerated air enter the interior chamber 63.

   Thanks to this flow and to the balancing of the pressures between the two elements of the gas current, a complementary balancing of the pulsations and of the temperatures is obtained, so that only unimportant variations remain on either side. 'an average value. This balancing can also be reinforced by a particular construction of the guidance of the currents. The flow circulating in the chamber 63 enters from one side into the blading of the turbine, as seen in FIG. 7 which represents the guide vane 64.



   In order to initiate periodic combustions in the combustion chambers 86, spark plugs 89 are provided in them. The introduction of fuel occurs through the nozzles 90 supplied by the supply pipes 91. To start the combustion chamber. turbine, it is possible, for example at the same time as one begins to introduce the fuel, also to blow combustion air into each of the pipes 86, in an amount such that at least one partial filling of the mixture of each pipe 86, after which the ignition is carried out or the compressor is rotated at the same time as the turbine rotor to draw the air into the pipes 86 which immediately receive the fuel, and the ignition is carried out .

   After a first ignition by spark plugs 89 or by any other suitable source, subsequent ignitions occur automatically.



   In periodic service, during the escape of the working fluid in a pipe 86, there is forward acceleration of the air in the part of the chamber 85 extending in the direction of the fluid passing through the outlet of the pipe. 86. The air in the rear portion of pipe 85 terminating at valve 88 more or less stops at this point and is then compressed. When the pressure of the combustion gases at the outlet of the pipe 86 drops, there is an introduction of fresh combustion air into the pipe 86 with expansion of the air in the pipe 85. The outlet of the flow through the end of the pipe. Hose 85 soon results in the air in the portion of hose 85 between the outlet of hose 86 and valve 88 expanding as well.

   Immediately thereafter, a flow of fresh air through the open hose 88 continues due to the inertia of the air flow in the pipe 85. The pipe 85 thus fills again, at least partially, with additional fresh air. . In order to reliably regulate the pulsations in the combustion chamber and in the chamber containing the additional air, it is advantageous to resort to the construction shown in Figs. 6 and 7 where the additional air chamber 85 is located partially behind the outlet. of the combustion chamber 86, while the additional air inlet is sufficiently far from the outlet of the combustion chamber 86 so that the specific oscillations of the air contained therein have a frequency close to that obtained in the combustion chamber.

   An exact adjustment to the frequency of the combustion chamber is to be preferred when the oscillations of the burnt gases occur harmonically. Practical tests with combustion chambers of various constitutions and using different mixtures, have shown that approximately harmonic oscillations of the combustion gases occur only in special cases and in general.

  <Desc / Clms Page number 17>

 neral cen oscillations are not harmonic. As a result, frequencies in general cannot exhibit nearly exact values because the foundation would not be tuned in the most favorable and technically secure manner.

   In each case, however, it is necessary to bring the oscillations of the air as closely as possible to the frequency of the oscillations of the combustion gases. In order to achieve the desired large mass of complementary air, it is advantageous to make the cross section of the additional air chamber larger than the cross section of the combustion chamber in the essential part at the point of view of pulsatory oscillations o In cylindrical pipes of constant diameter this part is made up of the total length of the pipe.



   Thanks to the acceleration of the additional air, the current speed is reduced, which makes it possible to keep the relative speed of the gas flow coming down to the blades of the turbine low without having to too high a number of stages for the turbine. In the case of relatively low speeds, the small solid particles contained in the flow do not exert any appreciable action on the blading. As a result, solid fuels generally containing ash particles can be used without inconvenience for the blading, which gives rise to a particular technical advantage.

   At the same time, the separation of the coarse ash particles contained in the gas flow is easily obtained before it enters the blading, this separation being effected by displacement of the gas flow in a circular path.



   For striking a turbine wheel, it is technically advantageous to bring the gaseous fluid under constant pressure with uniform specific gravity. This result is often obtained without further difficulty thanks to the high frequency of the pulsations and their damping in the chamber, which is also necessary for guiding the gas stream.



  To ensure in all cases sufficient regularity of the flow with regard to pressure and speed, it is advantageous to provide the arrangement of a special balancing chamber 63 between the outlet of the chamber intended for the acceleration of the additional air 85 and the blading of the turbine wheel constituting the guide 64. Such a balancing chamber furthermore results in practically perfect balancing of the temperatures of the elements forming the fluid stream. This balancing takes place partially by heat radiation and partially by mixing the constituents.



  Since the constituent elements of the flow have on the whole the same speeds and the same pressures, the compensation takes place without appreciable loss of energy, unlike the mixing provided by an ejector.



  To obtain a uniform flow, an advantage is found in the arrangement shown in Fig. 6 and 7 of the additional air chamber, because in the periods between the combustible gas exhausts .. there is an outlet of air from the space between the outlet of the pipe 86 of the valve 88, this flow d air providing a balancing effect.

   The device shown ensuring even better balancing thanks to the use of two similar chambers for the combustion and for the air intake I1 thus produces an offset of the pulsations of the two assemblies out of 180, which has been established. according to operating tests of two parallel combustion tubes, In the balancing chamber 63, there is thus a periodicity of the flow with a frequency four times higher than that occurring in one of the combustion pipes . Since a substantial portion of the total energy is produced by uniform combustion in pipes 86, gas flow energy is obtained, the variations of which form only a small fraction of the total energy.

   In order to construct a closed turbine and to avoid heat loss as much as possible, it is advantageous to give the combustion chamber and the chamber receiving the additional masses of air an elongated shape at least partially curved. Thus, the area surrounding the turbine is reduced while reducing the size of the assembly.
To further reduce thermal fatigue of materials ,; at the same time as to obtain favorable conditions from a technical point of view

  <Desc / Clms Page number 18>

 for the flow in the turbine, it is advantageous to provide an additional weight of introduced air, which is greater than the weight of the working fluid.



   The introduction of additional air can be improved in some cases by the fact that it is brought to a higher pressure before its introduction. This result can be achieved using the oscillations technique by association with an oscillating air column or by means of a compressor with constant air flow.

   It is more advantageous to bring the combustion air or the combustible mixture as well as the additional air to a higher pressure before introduction into the corresponding chambers, and this by applying the energy of the turbine wheel to them. Thus, by increasing the total pressure, one obtains not only a reduction in the size of the combustion chamber and of the chamber containing the additional air, but also an increase in the intensity of the combustion with an increase in efficiency. By this way of operating, it is furthermore possible to increase the intensity of the ignition shock wave and, consequently, to improve the uniform combustion.



   A particularly simple construction consists in at least partially mounting the combustion and additional air chambers on the turbine wheel. Such an arrangement is shown in FIG. 7 if the position of the pipes 85 and 86 is assumed to be inverted. The valves 87 are then on a smaller radius and the outlets of the pipes 85 on a larger radius and these pipes 85 would form, at least partially, the rotor of the valve. turbine. The remaining energy of the masses which flow can then, according to known embodiments, be used by means of appropriate blades to promote the rotation of the rotor. A particular advantage of this embodiment is that the compressive energy of the flowing masses is used directly as rotational energy.



   The gases leaving the turbine still contain an amount of heat which can be used to increase the efficiency of the turbine. It is therefore advantageous to pass the exhaust gases from the turbine through heat exchangers where part of this heat is transferred to the air to be introduced into the device. On the other hand, the energy of the gases leaving the turbine can also be applied to another use; this is more particularly the case when it comes to obtaining a reaction used to propel an airplane or other vehicle. In such cases it is advantageous to use the energy of the turbine wheel almost exclusively for driving the necessary air compressor, the remaining energy of the gases producing the reaction.



   Ignition by shock waves also leads, in the case of mixtures with pulverulent fuels, to combustions under increased pressure. It is advantageous in this case to supply the powdery fuel centered to the combustion chamber via a small amount of a gaseous fluid, generally air, following the teachings of the art of gas flow. fluids.

     It is also often advantageous to reheat the pulverulent fuel before it is introduced into the combustion chamber. By using charcoal dust, it is known, as experience has taught, that it is possible to control the reaction in the combustion chamber. the combustion chamber in such a way that an excess of coal makes it possible to produce combustible gases with part of the mixture, which corresponds to a partial gasification of the coal dust.



   To this end, a larger quantity of coal dust is introduced than that which could be burned by the oxygen introduced. to obtain favorable combustion and reactions, it is necessary to apply high temperatures. It is therefore essential to make the wall of the combustion chamber as refractory as possible for high temperatures so that the inner face of the wall can withstand as high a temperature as possible without too much cooling having an adverse effect on it. the course of reactions in the chamber. This is particularly advantageous when a gas with a high oxygen content is introduced into the combustion chamber for combustion or gasification.

   Given

  <Desc / Clms Page number 19>

 Since pulverulent fuels, and in particular low-value coal dust, generally contain a large amount of incombustible ashy elements, turning into liquids at high temperature, it is interesting to use these ashy constituents for the protection of the environment. wall of the combustion chamber against Inaction of combustible gases. An advantageous embodiment therefore consists, when using central fuels for combustion or gasification, by means, preferably of gases with a high oxygen content, in guiding the combustion gases into the following combustion chamber. a helical path and to stop and guide the liquefied ashes to give them the shape of a thick insulating layer flowed along the wall.



   One embodiment provided for such use is shown in Figs. 8 and 9. FIG. 8 shows a combustion chamber in longitudinal section and FIG. 9 represents the chamber seen longitudinally towards the gas inlet. The controlled inlet of the oxygen-containing fluid for combustion and gasification is shown at 92. This inlet has a check valve. A pipe 93 is used to supply the gaseous fluid.

   The valve 92 is crossed at its center by a pipe 94 for the dust ;, this pipe carrying at the end disposed in the combustion chamber a distribution nozzle from which the coal dust, entrained by a small quantity of gas as provided by the usual technique, exits at the times when the valve 92 passes a new filling of fluid containing oxygen into the combustion chamber. To prevent it, a spark plug is used at the entrance to the combustion chamber.

   The combustion chamber 95 comprises along its length an outer wall 96 and an intermediate wall 97, these walls being made of a suitable metal such as steel. Between the walls 96 and 97, there is disposed a hollow annular space receiving by the pipe 98 a liquid or a cooling gas which is then evacuated through pipe 99. Inside the wall 97 is a coating surrounding the chamber 95 and consisting of refractory materials. This coating is designated by 100 and is represented by cross hatching, The controlled inlet 92 of the combustion chamber 95 has, as seen in Figs 8 and 9, an inclination relative to the axis of the combustion chamber 95 and has a certain eccentricity with respect to its median line.

   Thanks to this method of introducing the gaseous fluid, the burnt gases passing through the combustion chamber,, are constrained to a helical displacement as represented by the arrow 101. This helical guidance of the burnt gases is such that the relatively heavy constituents of the gases, are pushed back towards the internal face 100 of the combustion chamber 95. While the coal burns rapidly, the liquid ash particles remain suspended in the gas of which they form the relatively heavy constituents. The ash droplets come together when they meet to partly form larger droplets.

   Due to the rotating component of the gas flow, the ash or clinker droplets increasingly gather along the wall of the refractory lining 100 of the combustion chamber 950 Thus, only small amounts of non-dust particles burnt reach wall 100 because the dust particles grind quickly and are lighter for the same volume than the clinker particles ,, The union of the clinker particles into larger drops facilitates, from the point of view of the flow of fluids , the path of these droplets towards the wall 100.

   For these reasons, there is an accumulation of insulating clinker on the barrier 1100 so that the inner face, looking at the combustion chamber, of the layer of clinker thus accumulated and which is designated by the reference 102, remains liquid because this face is maintained at a high temperature by the radiant heat of the combustion gases. The flow of the combustion gases to the outlet 103 of the combustion chamber results in the layer of liquid clinker is moving at low speed in the direction of exit 103, as seen from the tests.

   This movement of the layer of clinker is stopped at the outlet 103 by the annular edge of the jacket formed by the walls 96 and 970 In the vicinity of this edge, and in front of the opening 103, there is an evacuation pipe 104 liquid clinker. This evacuation can be

  <Desc / Clms Page number 20>

 set using a shutter 105, made of refractory material or even of metal, associated with a suitable cooling device so as to ensure the desired degree of discharge. The discharge of the clinker through the pipe 104 is indicated by the arrow 106. To facilitate the formation of the layer of liquid ash, the combustion chamber can be arranged vertically or obliquely, so that the outlet is directed upwards or downwards. low.

   The combustion pressure and the flow of gases inside the combustion chamber act in such a way that the clinker is brought to the liquid state at the outlet, constituted, if necessary, by several independent outlets to finally end. outside.



   To better apply the liquid layer of ash to the inner wall of the combustion chamber or to obtain more viscous layers of slag, it is advantageous to rotate the combustion chamber around its longitudinal axis at a speed greater than 100 revolutions. per minute and regulate the discharge and flow of liquid ash in the form of a thick insulating layer moving along the wall.



  Due to the rotation of the combustion chamber, the clinker particles arriving at the wall, rotate at a peripheral speed which pushes them towards the wall. This is however only satisfactory when the combustion chamber rotates at a speed greater than 100 revolutions per minute, because otherwise the application of clinker against the wall is not generally sufficient to oppose the troublesome action of gravity. To improve the formation and flow of the clinker layer, it is also possible to combine a helical displacement of the combustion gases with a rotation of the combustion chamber.



   Fig. 10 shows a particular embodiment suitable for the simultaneous combustion and gasification of an ashy powdery fuel. In this figure, the references 107 to 110 denote the four sets of combustion and acceleration chambers of the type described above. The combustion chambers have fuel lines and spark plugs for starting. Combustion air or oxygen is brought to the combustion chambers at the desired pressure from the compressor 111. The gas is supplied to the compressor 111 through the pipe 112.



    Gas flow is indicated by the flow arrows. The assemblies 107 to 110 are connected by communication pipes s among them, the pipe 113 comprises a tube 114 traversed by air or water as well as a water or air jacket 115 in such a way that part of the heat of the gas coming from the pipe 113 is transmitted to the fluid flowing through this pipe and this jacket. 0 can, for example, thus vaporize water and use the energy of the water vapor obtained to operate a steam turbine or it can be applied to heating.

   At the outlet of the assembly 110, there is provided a settling chamber 116 in which the gases swirl so as to separate the non-gaseous particles which are discharged through the tube 117, while the gas is discharged through the tube 118 which brings this gas. gas in the gas turbine 119. At the outlet of this gas turbine, part of this gas is entrained by the pipe 120 towards the operating devices, given that this gas still has a circulation and a temperature higher than those of the atmosphere.

   Part of the gas leaving the turbine is brought through line 121 to the acceleration chamber of the assembly 107. To remove excess energy from the gas turbine, which is always necessary, a generator 122 is provided. which can be coupled with the turbine,
According to FIG.

   10, the energy produced by the assemblies arranged in series and formed by combustion and acceleration chambers, is applied at least partially to a gas turbine compressor which delivers a gas containing oxygen and subjected to a higher pressure towards the combustion chambers arranged in series, this gas being discharged in equal quantities in the form of a gaseous fluid forming a combustible gas in the event of gasification while the remaining mass circulates in a closed circuit in the acceleration chambers and the gaza turbine

  <Desc / Clms Page number 21>

   The advantage of such an embodiment consists in that the combustion takes place in the combustion chambers with a favorable efficiency thanks to the high initial pressure applied,

   so that the whole of the device has a relatively small size due to the high pressure of the gases. The gaseous fluid leaving the turbine has, due to its expansion in the turbine, a relatively low temperature and can therefore be advantageously used in the circuit.

   The favorable thermodynamic efficiency of this embodiment ensures the production of high-value mechanical energy under excellent conditions from a technical point of view. It is particularly advantageous to use lower ashy fuels, such as coal dust, which can be brought about to uniform combustion, as experience has shown, in open combustion chambers, even after partial combustion and gasification, by shock wave ignition.

   The gases thus obtained are suitable for subsequent industrial use,
Fig. 11 represents an installation for the production of mechanical energy by gas turbine and steam turbine. The combustion chamber
123 comprises over a great length of the vaporization tubes 124, to which water is brought through the annular pipe 125. The inlet 126 leading to this annular pipe 125, receives water by the pump 127. The water vapor produced by the heat of the burnt gases, collects in the annular pipe 128 and passes from there into the steam turbine 130 through the pipe
129.

   It should be noted that the heat transfer per unit area and time is about ten times higher, as has been found by experience, in a combustion chamber working intermittently, than in the case of a boiler. normal steam. The water vapor expanded in the steam turbine 130 passes through line 131 to terminate in condenser 132 cooled by a circulation of water entering at 133 and exiting at 134. The condensed water is returned through line 135 to the pump 127 which returns it again to the discharge pressure.



   The steam turbine 130 gives up its energy to the generator
136 coupled to the turbine 130. The combustion gases, leaving the combustion chamber 123 and whose temperature is reduced by the heat absorption effected by the vaporization tubes 124. enter the acceleration chamber 137 having little by little near the shape of a body of revolution and which contains a high mass of gas subjected to rotation. The introduction of the combustion gases into the acceleration chamber 134 is effected in such a way that it occurs approximately tangentially. This is why the median plane of the acceleration chamber 137 is offset from the median plane of the combustion chamber 123. However, FIG.



  It shows the acceleration chamber 137 partially in its median plane and this part of the acceleration chamber is separated in the drawing from the outlet of the combustion chamber by a cut and tear line. The rotation of the gases in the acceleration chamber also provides compression of solid or liquid particles in the flue gas to the side surfaces so that a purified gas enters the outlet port 138 leading the flue gases to the gas turbine 139 .

   Since the speeds in the turbine are reduced by the previous lowering of the gas temperature due to the transfer of heat to the vaporization tubes 124, the action on the blowing of the turbine of the small particles of dust present in the gas. , is further reduced.

     The action of such impurities is proportional to the square of the gas velocity, so that a relatively small reduction in gas velocity provides a noticeable reducing action with respect to the influence of the dust particles on the blower. the gas turbine, The masses of particles separated in the acceleration chamber 137 are represented by dots and their evacuation takes place through the pipes 140 and 141. The exhaust gases of the gas turbine 139, which due to their adiabatic expansion in the turbine at reduced temperature,

   are discharged into line 142. These exhaust gases can carry a quantity of usable heat, positive or negative, relative to atmospheric air. When they have a temperature higher than atmospheric temperature.,

  <Desc / Clms Page number 22>

 they can be used for preliminary reheating of the water to be heated in the vaporization tubes 124, or else for heating, etc., and when their temperature is below atmospheric temperature, they can be used for cooling, etc.

   In this case, it may be advantageous to combine the compression of the combustion air as provided, at least partial compression by a different source of energy such as the steam turbine A device comprising a cooling action , is particularly advantageous from a technical point of view
The gas turbine 139 for its part drives the air compressor 143, into which the air is introduced through the pipe 144 and which delivers the compressed air into the pipe 1450 The latter opens into the induction chamber d 'air in the combustion chamber 123. The combustion chamber 123 has at its inlet a valve 146 controlling the entry of said combustion chamber.

   The fuel for the fuel chamber is taken from the bunker 147 containing coal dust. The dust from the bunker 147 is released by the cellular wheel 148 rotating in a casing and allowing measured doses of dust to enter the pipe 149 opening into the pipe 150. The latter is traversed by a small quantity of air. taken from the compressor 143, This air is brought by an additional compression stage of the compressor 143 to a higher pressure and ends beyond the introduction of the dust coming from the pipe 149 into the annular duct 151 which thus receives the mixture of dust and air with low air content.

   The annular duct 151 surrounds the combustion chamber 123 such that a heating of the mixture of dust and air takes place, which is advantageous for the subsequent formation of the mixture and the combustion. The mixture then exiting the annular duct 151 enters through the pipe 152 into the distributor 1530 This is designed in such a way that it supplies, like a liquid fuel sprayer, the said mixture only when the air from combustion enters through valve 146 and thus a combustible mixture of coal dust and air is formed when air enters combustion chamber 123.



   The gas turbine 139 is also coupled to a generator 154 to transform the excess mechanical energy of the gas turbine into electrical energy which is used at all appropriate points.



   In some cases, it may be advantageous to ensure vaporization by the exhaust gases from the gas turbine and not to take any heat from the combustion gases before they enter the gas turbine.



   The advantage of the installation according to FIG. 11, compared to a conventional steam boiler associated with a steam turbine, consists in collecting additional energy produced by uniform combustion in the combustion chamber 123. This additional energy is relatively large and allows use more complete fuel.



  Fig. 11 also shows the analogy between the part of the installation used for combustion and a normal internal combustion engine, which at the same time makes it possible to understand the superiority of the said part of the installation. air in the compressor 143 corresponds to the compression of the air or of the combustible mixture in a cylinder under the action of a driving piston. The uniform combustion at the inlet of the combustion chamber 123 corresponds to the uniform combustion in an engine cylinder in the vicinity of the top dead center of the piston.

   The flow in the elongated part of the combustion chamber 123, which occurs after ignition, corresponds to the working stroke of the piston in the cylinder. The inflow of fresh combustion air into the combustion chamber 123 after the pressure drop of the combustion gases corresponds to the gas replacement process in an internal combustion engine. The cooperation between the discharge of the gases leaving the combustion chamber 123 and the flow in the acceleration chamber 137 corresponds to the cooperation between the compression of the gases acting on an engine piston and the acceleration thus applied to a flywheel .

   The water cooling of an engine cylinder has as a counterpart the vaporization device in the tubes 124, but the latter device is directly subjected

  <Desc / Clms Page number 23>

 Inaction of the high temperatures of the combustion gases in the same way as the corresponding device of a steam boiler, whereas a motor-driven cylinder cannot exhibit this interesting characteristic because of the very mechanism of internal combustion engines.



   The use of combustion and acceleration chambers with open ends results in considerable noise in service. This can be substantially reduced by providing on the walls of an acceleration chamber for the additional gaseous fluid a material absorbing at least part of the extent of its walls acoustic waves and shock condes.



   One embodiment, comprising such an absorbent layer on the walls, is shown in Figs 12 and 13. Fig. 12 gives an example of a jet engine for airplanes flying at relatively low speeds, that is to say lower than the speed of the sound system In this figure, there is shown by dashed lines the coating of the walls by absorbent materials.



   These coatings are found on the inner face of the cover 155 surrounding the chamber assembly and forming a reservoir as well as at the outlet of the acceleration chamber 156. These parts of the walls are swept by gas at relatively low velocities, which results in provides relatively long duration for absorption and low resistance to flow. These two factors can be taken into account in a particularly advantageous manner from a technical point of view. The introduction of the gases into the cover forming the reservoir comprises a part 157 serving as a nozzle. This part 157 on the one hand effectively slows down the relative wind by letting it penetrate in a uniform manner into the engine, and, on the other hand, prevents as much as possible the passage to the exterior of the acoustic and shock waves.

   For this purpose, the flow velocities, represented by c and v in FIG. 12, by suitably dimensioning the straight passage sections, so that these speeds are in a determined relationship with respect to the speed of sound in air. If we denote by a the speed of sound in air, this ratio is given by the equation c2 - a.v. In Fig. 13, there is shown a view of the outlet of all the combustion and acceleration chambers.



  This outlet is subdivided, as shown, by additional partitions 158, coated with absorbent substances in order to properly absorb the waves which occur more particularly in points. It is advantageous to provide, at least partially, acoustic and shock wave absorbing materials on the walls of the acceleration chamber for additional gaseous media, as well as the additional partitions of the acceleration chamber to usefully subdivide the chamber. cross section of the flow at the outlet of the acceleration chamber. In the case of slow airplanes, noise reduction is of particular interest, since such airplanes usually fly at relatively low altitudes and take off and land in densely populated areas.

   In such relatively slow airplanes, the flow velocity of the fluid stream is not as high as in fast airplanes due to the relatively slow inflow of air. Hence, the loss in the flow necessarily caused by sound absorbing surfaces, may be accepted for slow planes. On the other hand, in the case of fast airplanes, that is to say airplanes whose speed is equal to two or three times the speed of sound, the noise question is not very important because the altitude in flight goes up to 20 or 30 km, and that the flight and landing conditions allow noise to be considered as a secondary issue.

   Such jet engines for fast airplanes are internally constructed in a different manner and externally have a shape better suited for supra-sonic speeds than in the case shown in FIG. 12.



   In the jet engine according to FIG. 12, there is at the inlet of the acceleration chamber 156, and immediately beyond the inlet valve, a number of fuel nozzles each served by a corresponding line, so as to serve for the momentary establishment of a higher thrust. When fuel is supplied through these nozzles, which mixes with the air leaving the valve to enter the acceleration chamber, the mixture thus formed ignites in contact with the hot gases which leave the combustion chamber. This results in an increase in the pressure

  <Desc / Clms Page number 24>

 see produced by the assembly, which may be necessary to overcome the particular and momentary circumstances in flight, or even when sending the aircraft.



   In order to obtain favorable efficiency and sufficient safety in service for general technical applications, it is advantageous and, in certain cases, essential to provide control devices of special construction and operation., In devices with repeated intermittent combustions in with combustion chambers open at one end, resilient check valves or the like have already been used, as well as mechanically controlled valves, and attempts have also been made to use fixed members with greater resistance to flow in return only to flow in the direction of entry.

   In certain particular cases, these latter fixed members may be of interest, but devices of this type have serious drawbacks, especially when they are used in combustion chambers by ignition by shock waves, so that one does not can lead in -such devices to a technically satisfactory performance in most cases, unless it is satisfied with insufficient operational safety and resistance. It follows that one must solve the problem of defining the execution of the control members in an improved manner to conform to the actual operation of the assembly considered.



   This is achieved by controlling the pulses of the gaseous masses entering the device by freely oscillating members without obstacle. These control members thus perform an oscillation provided by an elastic device associated with said members, as well as by the compressive forces produced by the pulses and acting in the chambers through which the fluids pass on said members. Thus, the compressive forces of the pulsations automatically ensure the oscillation of the control members by the fact that a harmonic oscillation is obtained from the rhythmic pulsations which occur, this harmonic oscillation being to be considered from the physical point of view as a sustained oscillation.

   This oscillation is regulated by the compressive forces of the pulses themselves so as to ensure a direct and permanent connection from the functional point of view between the compressive forces and the control movements, and thus to obtain a high operational safety.

   Given that the oscillations of the components take place freely without taking into account valve seats or other resting points, a very long service life is still obtained because, apart from the harmonic elastic movements and gas pressures, these oscillating members do not undergo any appreciable force; in addition, a good and completely safe seal is thus obtained of the cross-section of the valve during gas pressure variations, which prevents unwanted reflux and ensures as high an efficiency as possible.



   In order to understand the role of such a valve, there is schematically shown in Figs. 14 and 15, the pressure variations in a combustion chamber as well as the oscillations of the valve. Fig. 14 indicates the times on the x-axis! and shows the curve 12 giving the pressure variations in the combustion chamber. This pressure variation is harmonic only in an approximate way. The values above the abscissa 1 represent overpressures and those below the abscissa line indicate depressions.

   The edge of the valve, defining the cross section of the valve, performs a path indicated by the line h under the action of the force produced by the pressure p and elastic forces acting on the mass of the oscillating part of the valve . The deviation t 'corresponds to the phase shift between the pressure variations and the paths ho At the same time, an elastic device is provided on the oscillating mass of the valve which imposes a lower natural frequency on the valve than the frequency corresponding to explosions. At the same time, there is a slight damping of the valve oscillations, so that the phase shift between curves 1 and ¯4 is somewhat less than the half-period of the pressure changes t.

   The pressure build-up

  <Desc / Clms Page number 25>

 is generally steeper at the start of combustion than during its subsequent course. With regard to the control of the straight section uncovered by the valve, it therefore necessarily follows that it is necessary to ensure the closing of the valve before the start of combustion, while the low overpressures at the end of the variations of this overpressure, make complete closing of the valve seem less essential. The limitation of the straight inlet section controlled by the valve ;, is therefore to be chosen in general in such a way, on the one hand, that the valve closes as soon as the overpressure begins and, on the other hand, that the total amplitude of the oscillations of the valve be used in the cens of the opening.



   This results in a limitation of the opening cross section, as represented by the broken lines and the hatching defining the lines. He and h2
In fig. 15, the corresponding values have been indicated by means of the same reference letters, this figure however applying to another embodiment of the valve. It is in this case a valve whose oscillating mass comprises an elastic device, ensuring the valve a natural frequency higher than the frequency of combustion. The phase shift t '. produced by damping is low in this case.

   The amplitude of the valve opening, defined by the lines ce and h 2, is slightly less than the opening shown in Fig. 14, but on the other hand, the opening of the valve occurs for the entire duration of the overpressure range of the curve p
In the case of a combustion chamber with intermittent combustion of the mixture, it is often of great importance from a technical point of view to use a safe and sealed operating control for the hot gases.



  Such a safe and sealed control which is arranged at the inlet of the combustion chamber makes it possible, according to the invention, to keep the valve in operation at very low temperatures, because it is subjected only for brief periods. times in contact with hot gases, and that it is cooled in the meantime by the generally cold gases entering the chamber, this observation made with well-sealed valves, allows, for example, to use even preheated air for the combustions, unless the inlet valve considered is subjected to inadmissible temperatures. The introduction of preheated air can favorably influence the energy yield.

   At the same time, it is advantageous to provide in the open cross section of the valve a valve wall comprising a resilient and freely oscillating device, the displacement of the valve taking place under the action of the variable pressure of the combustions. .



   The above principle is more particularly interesting when applied to jet engines. In the latter, combustion generally takes place in a combustion chamber which is constantly open at one end, while the combustion air, or the mixture of fuel and air, is drawn in automatically and intermittently by the controlled inlet. by valve, unless this air, or mixture, is introduced under pressure. Moreover, the gas jet obtained can be used subsequently in any suitable manner and often after additional introduction of air or another oxidizer.

   It can be used for the production of a strong reaction on airplanes or on a turbine wheel, or the energy of the jet can be used for the transmission of heat from gases or for the distribution of a mixture that them. contains gas under pressure, etc. at a great distance. In all cases, it is a question of using the energy of the jet for technical applications and which is obtained by the jet engine. In the case of jet engines, as experience shows, there is a variation in the frequency of combustions as well as the instantaneous pressure reached by the combustion gases for each combustion.

   The principle of the invention is suitable for regulating the movements of the valve according to these varying operating conditions, and it also leads to valves of a construction such that their service life is in no way less than that of the relief valves. piston engines, so that a general application of jet engines is technically facilitated.

  <Desc / Clms Page number 26>

 



   In developing the principle of the invention, it is advantageous to place on the oscillating mass of the valve an elastic device ensuring a natural frequency for the vibrations of the valve which differs by at least 10% from the frequency of the combustion. The importance of this frequency and, in particular, its relation to the frequency of combustions, is of essential significance to ensure the rapid automatic conformity between the own oscillations of the valve, determined subsequently. combustion and technically unavoidable modifications during operation.

   In elastic devices associated with the oscillating weights of the valve and maintaining a natural frequency of the valve within a range between ¯ 10% of the combustion frequency, even small variations in the combustion course result often to inadmissible changes in the oscillations of the valve from what is necessary for the control of the straight section exposed by the valve. Such forms of execution of the valve can therefore only be taken into consideration in exceptional cases, for example, in the case of a perfectly uniform execution of the combustions.



   It is often advantageous to execute a valve whose natural frequency is less than the frequency of the combustions, while in other cases it is preferable to provide a valve with a higher frequency.



  The choice of one or the other domain is determined by the absolute value of the combustion frequency, by the technical application to be considered for the device comprising the combustion chamber, by the maximum commustion pressure likely to occur , etc. In the case of an embodiment with a lower precise frequency, it is advantageous, for the development of the principle of the invention, to provide an elastic device for the valve which gives it a natural frequency of between 0.9 and 0 , 3 times the frequency of combustions. This is particularly favorable in the case of valves oscillating on an approximately straight line, because valves are then used whose oscillating part is relatively heavy.

   In the case of jet engines, there is a particularly interesting domain comprised between 0.85 and 0.55 times the frequency of combustion. The advantages of this domain appear by the fact that inside it, one is still sufficiently far from the resonance domain, into which one can only exceptionally enter without danger, and at the same time one is There are far enough away from values quite far from resonance, which would not allow sufficient tuning.

   When one is too far from the domain of resonance, the inevitable modifications in the course of the combustions ensure, in particular, inadmissible phase shifts of the oscillations of the valve, in relation to the periodicity of the combustions, because the inertia forces of the oscillating mass become too strong for the energy of the combustion gases. In the fields indicated, on the other hand, the various conditions are sufficiently met to allow the obtaining of advantageous service conditions for the flexible.



   In the embodiments comprising natural frequencies of oscillation of the valve higher than the frequency of the combustions, it is advantageous, for the execution of the invention, to ensure an elastic assembly making it possible to reach a natural frequency of 1.1 to 3 times the frequency of combustions. These advantages occur particularly in this case of freely rotating flap valves, because relatively large resilient arrangements can be easily applied to such flaps. The rotary valves are suitable in more than a very special way for jet engines, because they allow a favorable aero-dynamic flow and a cross-section of opening suitable for the introduction of the combustion air into a chamber of combustion. combustion.

   In many applications, the favorable range is between 1.2 and 2 times the frequency of combustion. The limits of the favorable ranges are mainly determined by the fact that within this range the elastic forces must produce a frequency sufficiently far from the resonance without being too far from it, in order to obtain complete operational safety for the valve. , despite the practically inevitable variations in the course of combustion.

  <Desc / Clms Page number 27>

 



   Fig, 16 shows an embodiment with swash plate valves along a straight line. The circular cross section 159 corresponds to the entrance to a combustion chamber located immediately to the right and not shown. The inlet section of the combustion air or of the combustible mixture is controlled by the valve head 160, which during these oscillations reaches the extreme positions drawn in broken lines. The spring 161 connected to the valve head and which is made of steel or other resistant elastic material and the other end of which is connected to the bearing wall 162, provides the valve head with an oscillation frequency clean lower than the combustion frequency.

   The oscillation of the valve head thus takes place in the manner shown in Fig. 14 by the curve h.



   The valve stem 163 is guided in the sleeve 164, the end of which forms an introduction cylinder serving for the delivery of the fuel. The fuel is fed through the pipe 165 containing a ball valve 166 and from there into the cylindrical chamber 167 formed in the sleeve 164. The fuel is then discharged past the ball valve 166 through the valve. tubing 169. The back and forth of the front surface 170 of the rod 163 ensures the delivery of the fuel.



   For the control of straight sections of valves of larger dimensions, it may be advantageous to arrange several isolated valve heads side by side.



   In Figs. 17, 18 and 19, there is shown a rotary flap valve, performing a free oscillation, in accordance with the graph of FIG. 14. The two rotary valves 171 have been shown at the moment when they discover the opening as far as possible and they oscillate inside the straight section 172 shown in section, made at the inlet of the fuel chamber, no. shown, which connects to it. The direction of combustion air flow is shown by arrows. The extreme positions of the valves, for which these valves close the combustion chamber, are represented by dashed lines.

   The valves 171 have an aerodynamic profile such that the influx of gaseous fluid exerts a rotational torque on each valve, this torque acting as the external torque required to ensure the rotation of the oscillating valve, for the positions of the valve. watertight closure provided by the valves, the ends of these move along the curved parts of the walls 172 on the one hand and, on the other hand, along the walls of the central partition 1730 The installation of the rotary valves is effected by means of pivots 174 formed on the front surface of the valves 171 to rotate between the walls 175 closing the valve housing.



  Of these walls 175, there is no representation in FIG. 17 as the lower wall, while the other wall 175 is above the section plane of this FIG. 17, In Fig. 18, we can recognize this second wall 175 which represents the valve housing seen from the end. Fig. 9 is a section corresponding to FIG.



  18. The section plane contains the axes of rotation of the valves 171 and makes it possible to show the two valve pivots 174 as well as the wall 175 at the points carrying these pivots 174. The latter are connected to the rotating vanes 176 oscillating inside the Corresponding cylindrical sectors 177 connected to the wall 175, to provide the elastic return force. The rotary vanes 176 are designed as the flaps 171 were in their maximum amplitude position. The average position of the pallet 176 and its other extreme position of maximum amplitude are shown in broken lines.

   The rotating vanes 176 move in sealed contact with the cylindrical sectors 177 so as to periodically compress the air or other elastic medium which is there in the cylinders, following the oscillations of said rotating vanes 176. It is possible to complete with a check valve 178 filling the cylinder., by supplying air or a similar medium through the pipe 179, or else this valve can be used to maintain this filling at a determined average pressure.



  The elastic force can be modified by changing this average pressure so that the conformity between this elastic force and the average value of the combustion pressures in the combustion chamber can be ensured. Such changes occur, for example, when the combustion chamber is used to act on a turbine wheel and when a reduction in fuel supply results in fractional efficiency of the turbine. The case

  <Desc / Clms Page number 28>

 the opposite occurs when increasing the fuel supply. A change in the combustion pressures in jet engines acts in an analogous way for the propulsion of an airplane, when the reaction is carried out at different altitudes.

   In such cases, the adjustment of the average pressure in the rotary vane cylinders 177 directly assures compliance between the elastic forces and the changes in operating conditions. The average pressure or the maximum combustion pressure can be used for this purpose by means of simple control devices, in order to obtain this automatic conformity between the elastic forces and the modifications of the operating conditions.



   In addition, it is easily possible to keep each cylindrical sector with a pallet 177 independent of the wall 175, so as to be able to shift said cylindrical sector by a determined quantity around the axis of the valve 171. Thus, it is possible to act on the average position of the oscillations of the valve, which can be interesting from a technical point of view in operation. The middle position of each valve 171 is further maintained in the quiescent state by using a weak spring 180, but yet the valve can be maintained by changing the setting of the spring 180 to a starting position not corresponding to the middle of the valve. amplitude of these oscillations. This can be advantageous for a favorable initiation of the oscillations of the valve when starting a combustion chamber.

   The weak action of the spring 180 has only a negligible influence on the oscillations of the valve.



   The gaseous medium, in principle air, filling the interior of the cylindrical sector, can serve additionally to supply work. For this purpose, check valves 181 are provided in the bottom of each cylinder 177. The gaseous medium is brought through the pipe 182 to the point of subsequent use. The power chosen for the springs of the valves 181 makes it possible to adjust the pressure at which the gas or air is expelled from the cylinder under the action of a pallet 1760. Such a withdrawal of energy from the oscillations of the valve also makes it possible to modify to the desired extent, the phase shift between the pressure generating combustion and the oscillations of the valve.



   Figures 20 and 21 show an arrangement of the oscillating valves, the free oscillations of which take place in accordance with the graph of FIG. 15. The two valves 183 are drawn in solid lines in their maximum open position, while their extreme positions, defining the closures obtained by them, are shown in broken lines. The direction of the flow of combustion air in the fuel chamber, not shown, is indicated by the arrows. The elastic device applied to each valve 183 consists of a large number of relatively thin steel wires 184 forming a bundle of wires passing through a bore of the valve.

   Fig. 21. which shows a valve in longitudinal section, shows that the wire bundle 184 is secured by welding at one of its ends 185 with the valve. The other end of the wire harness 184 is welded to the plate 186 which in turn is connected to a wall 187 of the valve device. Fig. 21, also shows the ball bearings serving to carry the valve 183. These valves 183 have a relatively thin wall in order to ensure a low moment of inertia.



   Fig. 22, shows an embodiment comprising an oscillating annular valve 1880 The annular valve is connected to coil springs 189 and more exactly it has been represented as carried by four springs of the same pitch and of the same type so that the annular valve 188 is subjected to the symmetrical action of four springs. The ends of the springs opposite to the annular valve are held by supports 190, the tabs 191 of which firmly surround the curved ends of the wires forming the corresponding springs. The supports 190 start from the part 192, arranged inside the annular valve 188, this part being connected by the arms 193 to the valve housing 194.

   The cylindrical part of the part 192 and the part which connects to it in each holder 190, serves to guide the oscillations of the annular valve 188. The oscillations of the annular valve correspond to the graph of FIG. 14. The combustion chamber is located to the right of the valve, but is not drawn. The oscillations of

  <Desc / Clms Page number 29>

 the annular valve 188 bring the latter during compression to the final position shown in 195 in broken lines, to then return to the vicinity of the position shown in 188. The oscillation of the annular valve during the introduction fresh fuel mixture in the combustion chamber causes said valve to pass from position 188 to the other extreme position 196, from where it returns to the vicinity of position
188.



   The construction, with an oscillating annular valve arranged in an annular cross-section valve opening, allows the degree of opening to be controlled for straight flow sections of larger dimensions than can be ordered with a valve opening. valve head of the same diameter and the same stroke. As a result, the opening cross section can be completely uncovered by the oscillation of the valve in a very short time, so as to obtain more favorable conditions for the gas flow and the control of the opening.



   Fig. 23, shows an embodiment in which there is a valve oscillating along a straight line and comprising several different straight sections, The tubular casing 197 has two slots 198 through which two arms 199 pass, while inside the casing is located the oscillating valve 200. This comprises a valve head 201 with a rod 202 and a peripheral part 203. The latter is connected to the head 201 by the arms 204. To ensure the elastic mounting of the valve 200, one uses the spring 205 which is fixed on the one hand to the valve head 201 and, on the other hand, to a support flange 206. The support flange 206 also carries a guide sleeve 207 for the rod 202 and it is connected by the arms 208 to a ring 209 which screws from its side into the housing 197.

   The valve head 200 is shown in its maximum open position and its maximum amplitude position on closing is shown in broken lines. The combustion chamber which connects to it has not been completely shown. The circulation arrows in FIG. 23 correspond to the introduction of combustion air or of the combustible mixture. Owing to the arrangement of two straight sections controlled simultaneously by the valve, it follows that a total section in the valve is thus discovered which is larger, while the amplitude of oscillation is smaller and the pressure is reduced. small footprint.



  The oscillation of the valve takes place according to the graph in Fig. 14.



   In Fig. 24, there is shown a valve oscillating in a straight line, this oscillation taking place according to the graph of FIG. 14, while its elastic displacement is provided by the compression and expansion of the air. The inlet of a combustion chamber, of which the first part alone is shown, is formed by the tubular valve housing 210. In the latter, the valve 211 oscillates, the middle part of which is shown in solid lines and whose extreme positions are shown in broken lines.



  The valve is guided on a spindle 212 having a bore 213 serving to supply the fuel through the pipe 214 to the nozzles spraying the fuel at 215. The introduction of the fuel is thus advantageously done at the rate of the introduction of the air from combustion so as to promote the formation of the mixture. To promote this formation of the mixture, there has been indicated, in front of the nozzles 215, trays causing swirling at 216 and which has been shown in more detail in an appended figure which shows this arrangement seen in the direction of the axis. of the valve. In addition, several fuel lines 214 have been fitted, so as to ensure a nearly uniform distribution of the nozzles over the straight section of combustion air flow.

   The pin 212 is held at its other end by a ring 217. This ring is fixed by arms 218 followed by arms 219 integral with the frame and connected to each other by tabs, so as to be connected to the housing. 210. The pin 212 includes a piston 220 which is located in the inner cylinder of the valve 221. Relatively weak coil springs 222 and 223, disposed between the piston 220 and the cylinder heads 224 and 225 respectively, hold the body of the valve. valve 211 in its rest position when the combustion chamber is not operating.

   On the bottom 224 of the cylinder is provided a check valve 226 allowing, when there is a depression in the neighboring part of the cylinder, the introduction of air into

  <Desc / Clms Page number 30>

 the groove 227, while closing this groove in the event of overpressure in the cylinder. There is also provided on the bottom 225 of the cylinder a check valve 228 and a groove 229 allowing the admission of air to the valve body 211 passing through the bent tube 230 and the opening 231. The valves 226 and 227 compensate for air loss which may occur at points sealed by the piston rings between the cylinder and the inner support.

   In addition, one can in the same way as in the embodiment of Fige. 18 and 19, obtaining an adjustment of the average air pressure in the cylinder 221, or alternatively an air transfer using the valves shown and others.



   The invention is not limited to its application to combustion chamber inlet valves, as shown by way of example in the accompanying drawings. On the contrary, the advantages of the embodiments according to the invention also appear in the constructions provided for the air outlet valves.



   The advantages obtained by the invention consist, in addition to the resistance of the embodiments according to the invention, in their simple construction, their excellent aero-dynamic properties resulting in only very low flow losses for relatively small straight sections. and their low weight.



   The initiation of open combustion chambers is generally accomplished by filling nearly the entire extent of the combustion chamber with a swirling mixture which is then ignited by means of a candle or otherwise. Such starting of the installation is not suitable in particular in the case of combustion chambers opening into acceleration chambers, because a first combustion thus obtained results in a much longer combustion time than during service, so that the compression period of the compression gases lasts longer.



  Since these long-lasting compressions do not correspond to periods of combustion in normal service, the initial pulsation in an acceleration chamber does not occur at the rate of subsequent combustions.



  This results in improper operation when switching on. To avoid this, it is advantageous to introduce for the initiation of intermittent repeated combustions, a gaseous fluid by a particular device, and this intermittently at approximately the rate of the combustions to be obtained by ignition by shock waves. , to make the gaseous fluid penetrate into a combustion chamber controlled at the inlet and open at the outlet.



   In this case, it is also possible to make the members to be controlled progressively pass from their rest position to their operating state of movement so that the weak damping always applied to all the oscillating members ensures that no fluttering occurs. occurs and that the phase shifts and the oscillation amplitudes are ensured in a progressive and automatic manner corresponding to normal operation of the valve.



   A particular device making it possible to achieve this result is provided for the assembly shown in FIG. 25, which is a longitudinal section of a combustion chamber and an acceleration chamber. The combustion chamber 232 and the acceleration chamber 233 include oscillating valves of the type described above. The oscillating members of the valve have been shown in solid lines in their middle position, while their extreme closed and open positions are shown in broken lines.

   The particular device for the initiation of combustions comprises a casing 234 comprising a supply 235 for a gaseous fluid, air in the case considered, an elastic blade 236 struck by this air, a pipe for supplying fuel by the nozzle 237 and finally an incandescent filament 238 with current leads. The introduction of air through the pipe 235 causes the oscillations of the elastic blade 236 in the manner of a reed. The frequency of the oscillations corresponds to that of the frequency of the combustions in the combustion chamber 232.

   The introduction of fuel through the nozzle of the pipe 237 and the control of the glowing wire 238 ensure the combustion of the air introduced so that the combustion chamber is refilled.

  <Desc / Clms Page number 31>

 During the periodic evacuation of the gases from the particular device described, this filling being done with increasing masses of combustion gases. Since the rate of the periodic introduction of gases corresponds to the rate which occurs automatically in service for combustions by air or other gaseous fluid containing oxygen, this rate applied to the load of the combustion chamber , is more and more reinforced.

   Oscillations of the gases in the combustion chamber are thus produced by resonance and at the same time very strong oscillations and pulsations are obtained. The masses of gas introduced periodically and necessary for the excitation of the resonance, can be relatively low because one only has to compensate for small losses due to the oscillation and the pulsation without transfer to the outside of the resonance. notable amounts of energy. Resonance is gradually reached for the load of the combustion chamber, which produces pulsating compressive forces applying to the control members which are thus driven from their rest position to effect an oscillatory movement.

   As a result, the combustion chamber inlet valve periodically sucks in air and, as soon as this air is mixed in the usual way with fuel and this mixture is ignited, the assembly begins to perform its service. normal.



  * It is advantageous for the initiation of intermittent repeated combustion to introduce a combustible mixture into a particular independent device and to ignite and introduce this mixture intermittently, at approximately the rate of the combustions to be obtained by shock waves, in a combustion chamber controlled at its inlet and closed at the outlet, ignition taking place in the vicinity of the inlet.

   The particular advantage of this embodiment consists in that the combustion chamber is gradually filled with combustion gas, so that it automatically becomes the seat of a rhythmic pulsating flow with air suction, formation of a mixture and ignition thereof, and this in a manner corresponding to normal service
Combustion chambers which operate intermittently and which open on one side have not heretofore been able to find applications worthy of mention from a technical point of view, although such combustion chambers have advantages over combustion devices of different types used in general.

   The possibility of obtaining uniform combustion in an open chamber, while avoiding the presence of sliding pistons with connecting rods, as well as many other properties of combustion with shock wave ignition, are in themselves favorable to the point of view of technical progress and make a more general use of this combustion method desirable. Finally, given that no tangible result has so far been achieved, there is apparently some flaw in the application of this process preventing its general application.

   It has been recognized that this defect must be sought in the absence of a closed unit comprising devices exhibiting new installation and process characteristics which are precisely indicated by the present invention. To achieve this result, it was necessary to overcome prejudices and to study in depth the new phenomenon of combustion as well as to carry out numerous and varied tests. The description of the characteristics necessary for the widespread use of shock wave ignition combustions, as given above in detail, gives hope that the technician and the progress of the technique will thus be effectively served. .

   It is to be expected that the technique of energy production as well as the thermal technique, the technique of the use of fuels considered poor, the technique of gasification, aviation and a lot of other branches of technology will thus be improved in the direction of progress.



   CLAIMS.

** ATTENTION ** end of DESC field can contain start of CLMS **.


    

Claims (1)

1. Device and method for the production of thermal and mechanical energy by intermittent repeated combustion of a combustible mixture which is ignited by shock waves inside a combustion chamber. <Desc / Clms Page number 32> elongated bustion controlled at its inlet and open at the outlet, this device and this method being characterized in that one obtains at least partial leveling of the variable energy of the gases leaving intermittently from the combustion chamber and this by causing the gases leaving the combustion chamber to act, in the direction of leveling and energy accumulation, on a gaseous mass flowing outside the combustion chamber in a chamber acceleration. 2. Device and method according to claim 1, characterized in that the intermittent repeated combustions of a combustible mixture by means of shock waves are carried out in a combustion chamber controlled at the inlet and open at the outlet so to produce pilgrim pulsations in the combustion chamber so that the combustion gases passing through the combustion chamber to an acceleration chamber can no longer undergo appreciable reflux thanks to a stream of gaseous fluid ensuring leveling and s' flowing into an acceleration chamber with one end open. 3. Device and method according to claim 1 or 2, characterized in that, the ignition of the mixture taking place under a higher pressure of the mixture, the at least partial leveling of the variable energy of the gases leaving in a manner intermittent flow of the combustion chamber is provided by the leveling and energy-accumulating action of the combustion gases exiting the combustion chamber to a mass of gas flowing outside the combustion chamber in a acceleration chamber. 4. Device and method according to claim 1, 2 or 3, cam c- terized in that the variations in energy of the combustion gases leaving the combustion chamber are brought at least partially to leveling by action on a gaseous mass. passing through an elongated acceleration chamber. 5. Device and method according to any one of the preceding claims, characterized in that the variations in energy of the combustion gases leaving the combustion chamber are at least partially brought to leveling by action on a rotating gas mass introduced into an acceleration chamber whose shape is roughly revolution. 6. Device and method according to any one of the preceding claims, characterized in that the hot jet exiting the combustion chamber and consisting of burnt gases is brought into an elongated acceleration chamber as a whole and filled with a gaseous fluid, this acceleration chamber having an open outlet and an inlet comprising a control for the introduction of a gaseous fluid, preferably colder than the burnt gases. 7. Device and method according to any one of the preceding claims, characterized in that the outlet of the acceleration chamber is sufficiently distant from the combustion chamber so that a clean pulsation of the gaseous fluid in the chamber occurs. acceleration at the rate of the gas column oscillating in the combustion chamber. 8. Device and method according to any one of the preceding claims, characterized in that the inlet of the acceleration chamber is disposed at a distance from the outlet of the combustion chamber. 9. Device and method according to any one of the preceding claims, characterized in that in the case of application to jet engines and gas turbines, a mass of gaseous fluid is brought to a higher energy level. significantly greater than the mass of the burnt gases by preferably providing for this purpose large straight flow sections for the acceleration chamber. 10. Device and method according to any one of the preceding claims, characterized in that the controlled introduction of <Desc / Clms Page number 33> load . ignition in the combustion chamber is done with an upper cross section of flow for the control device at the inlet and for the filling chamber, at slower speeds than the flow of the combustion gases in the following part having at least partially a weaker cross section. 11. Device and method according to any one of the preceding claims, characterized in that the controlled introduction of the charge to be ignited into the combustion chamber occurs with a cross section greater than the right of the control device and the filling chamber, at a rate slower than the flow of the combustion gases in the part of the combustion chamber which connects to it and which has a smaller flow cross section to then connect to the upper terminal cross section by divergent walls preferably having a flare less than 5 12. Device and method according to any one of the preceding claims, characterized in that the inlet and outlet ends of the acceleration chamber are arranged sufficiently far from the outlet of the combustion chamber so that the fillings of the two parts of the acceleration chamber produce their own weak pulses at the rate of the oscillating gas column in the combustion chamber. 13. Device and method according to any one of the preceding claims, characterized in that, more particularly in the application to jet engines, the jet leaving a combustion chamber and formed by the combustion of air and fuel following ignition by shock waves, accelerates the preferably larger mass of air introduced into an acceleration chamber, while the inlet of the acceleration chamber comprising a control is disposed at a distance from the outlet of the combustion chamber and is formed in the form of an oscillation chamber opening into the part of the acceleration chamber comprising an outlet and through which the combustion gases and air pass intermittently additional, the natural frequency of oscillation of the additional air in the oscillation chamber being approximately equal to the combustion frequency. 14. Device and method according to any one of the preceding claims, characterized in that, in particular in jet engines, at least part of the air flowing through the combustion chamber and the acceleration chamber comes from a leveling accumulator with almost constant introduction and from which the area is taken 15. Device and method according to any one of the preceding claims, characterized in that several combustion chambers preferably ensuring the same number of combustions per unit of time, open into an acceleration chamber in which a gaseous fluid , generally air, flowing through said acceleration chamber, is subjected to pulsation. 16 Device and method according to any one of the preceding claims, characterized in that part of the gaseous fluid leaving the acceleration chamber is evacuated under higher pressure using a suitable control device, 17. Device and method according to any one of the preceding claims, characterized in that part of the gaseous fluid containing oxygen is taken from the acceleration chamber using a control device and this under high pressure so as to form a combustible mixture which is introduced into a shock wave ignition combustion chamber having a controlled inlet and an open outlet 18. Device and method according to any one of the preceding claims, characterized in that the gaseous fluid escaping through the outlet of the acceleration chamber is brought to the controlled inlet of an acceleration chamber therein. connects to be carried in the latter to a higher energy level by repeated intermittent combustions <Desc / Clms Page number 34> a fuel ignited by shock waves in a combustion chamber controlled at the inlet and open at the outlet. 19. Device and method according to any one of the preceding claims, characterized in that the combustion in a combustion chamber is carried out by means of a mixture whose calorific value is less than half of the normal value of the mixture in internal combustion engines compressing the mixtures (approximately 600 kilo, calories per kg). 20. Device and method according to any one of the preceding claims, characterized in that the combustion in a combustion chamber is carried out by means of a mixture whose calorific value is less than half that of the mixture used in the combustion engines compressing the mixtures, i.e. about 600 kilocalories per kg., while the combustion gases and the gaseous fluid brought to a higher energy level in an acceleration chamber by the energy of the The burnt gas jet, which gaseous fluid contains both fuel gas and oxygen, is fed to the inlet of the combustion chamber connecting to this acceleration chamber and to a subsequent acceleration chamber. 21. Device and method according to any one of the preceding claims, characterized in that the gases leaving the acceleration chamber are supplied at least partially to a turbine wheel. 22 Device and method according to any one of the preceding claims, characterized in that the gases leaving an acceleration chamber are supplied at least partially to a turbine wheel, while the energy of the turbine wheel is used. at least partially to the compression of a gaseous fluid for carrying out the process in the device described. 23. Device and method according to any one of the preceding claims, characterized in that, more particularly in the case of gas turbines, air is brought colder than the combustion gas in front of the outlet of a chamber. combustion in the periods separating the exhaust from the combustion gases to form intermittently in an acceleration chamber species of pistons in front of the flow of the combustion gases. 24. Device and method according to any one of the preceding claims, characterized in that, more particularly, in the case of gas turbines, air that is colder than the combustion gases is introduced into an acceleration chamber while the inlet of the aoceleration chamber is kept far enough from the outlet of the combustion chamber so that in this part of the acceleration chamber there is a proper oscillation of the air at a frequency close to the frequency of oscillations in a combustion chamber. 25. Device and method according to any one of the preceding claims, characterized in that, more particularly in the case of gas turbines, the engine fuel mixture consists of air and fuels with a high ash content. 26. Device and method according to any one of the preceding claims, characterized in that it is provided, in the particular case of gas turbines, a leveling or balancing chamber between the outlet of the acceleration chamber of additional air and the blading of a turbine wheel. 27 Device and method according to any one of the preceding claims, characterized in that a combustion chamber and an acceleration chamber are designed at least partially in the form of a wound arc. 280 Device and method according to any one of the preceding claims, characterized in that, particularly in the case of gas turbines, additional air is introduced into a chamber. <Desc / Clms Page number 35> acceleration by bringing it to a higher pressure before this introduction. 29. Device and method according to any one of the preceding claims, characterized in that, more particularly in the case of gas turbines, the combustion air or the engine mixture as well as the additional air introduced into the chamber of gas. The acceleration are brought before their introduction to a higher pressure by the energy of a turbine driven in accordance with the indicated method. 30. Device and method according to any one of the preceding claims, characterized in that the combustion and acceleration chambers for the additional air are disposed entirely or partially on the rotor of the turbine. 31 Device and method according to any one of the preceding claims, characterized in that air is brought to an acceleration chamber which is colder than the combustion gases, the gaseous fluid exiting from the combustion chamber. the acceleration chamber being fed to a turbine, the exhaust gases of which are used in a heat exchanger to heat at least a part of the air used in carrying out the process. 32. Device and method according to any one of the preceding claims, characterized in that, particularly in the case of jet engines, associated with gas turbines, a gaseous fluid colder than the combustion gases and consisting of preferably by air is supplied to an acceleration chamber while the gaseous fluid leaving the acceleration chamber is supplied to a turbine wheel which essentially serves only to drive a compressor for the air intended for carrying out the process; the remainder of the energy of the gaseous fluid used for obtaining a reaction force on airplanes or the like. 33. Device and method according to any one of the preceding claims, characterized in that when using ashy fuels for combustion or gasification, preferably in the presence of gas with a high oxygen content, the combustion gases are guided helically into the combustion chamber while the liquid ash is forced back and guided in the form of a viscous insulating layer flowing along the wall. 34. Device and method according to any one of the preceding claims, \) characterized in that in the case of the use of ashy fuels for combustion or gasification, more particularly in the presence of gas with a high oxygen content , the combustion chamber rotates around its longitudinal axis at more than 100 revolutions per minute, the liquid ash being forced back and guided along the wall in the form of an insulating layer of thick fluid. 35. Device and method according to any one of the preceding claims, characterized in that the assemblies arranged in series each comprising a combustion chamber and an acceleration chamber with a view more particularly to combined combustion and gasification of a pulverulent fuel, at least part of the gaseous energy obtained being supplied by means of a gas turbine to a compressor delivering under higher pressure a gas containing oxygen to the combustion chambers arranged in series , this gas being discharged in equivalent masses in the form of a gaseous fluid and forming, in the event of gasification, a combustible gas, the remainder passing through the acceleration chambers and the gas turbine in a closed circuit, 36. Device and method according to any one of the preceding claims, characterized in that the heat of the fuel gases produced in the case of using coal dust, in a combustion chamber controlled at the inlet and open at the outlet and wherein the intermittent repeated combustions of the combustible mixture, preferably at high pressure, take place by shock wave ignition, is used at least partially in the production of vapor from a liquid for driving a steam turbine while the 'gas compression energy of <Desc / Clms Page number 36> combustion is transformed at least in part into mechanical energy by a gas turbine. 37. Device and method according to any one of the preceding claims, characterized in that, in the case of using coal dust, the heat of the combustible gases coming from a combustion chamber controlled at the inlet and open at the outlet and in which the intermittently repeated combustions of a combustible mixture, preferably under high pressure, ignited by shock waves, is used so as to produce the vapor of a liquid, at least to a large extent for the operation of a steam turbine, while the compression energy of the combustion gases is transformed at least to a very large extent by a gas turbine into mechanical energy, so that the exhaust gases from the gas turbine have a temperature lower than that of the ambient atmosphere. 38. Device and method according to any one of the preceding claims, characterized in that the walls of the chamber for accelerating the additional gaseous fluid at least partially comprise a coating of material absorbing sound and shock waves, and that more particularly in the case of jet engines and gas turbines. 39. Device and method according to any one of the preceding claims, characterized in that in the particular cases of jet engines and gas turbines, it is provided that the walls of an acceleration chamber for a gaseous fluid additional material are at least partially coated with material absorbing acoustic waves and shock waves, the case being the same for the additional partitions formed in the acceleration chamber to subdivide the cross section of the gaseous fluid, preferably towards the outlet of this chamber. acceleration. 40. Device and method according to any one of the preceding claims, characterized in that the control members of the input cross section perform oscillations under the action of an elastic device which is associated with them and forces of compression which are applied to them and which are exerted by the pulsations in the chambers traversed by the fluid. 41 Device and method according to any one of the preceding claims, characterized in that in a straight section to be controlled is arranged a freely oscillating valve head, set in motion by the variable pressure of the combustions and associated with an elastic device . 42. Device and method according to any one of the preceding claims, characterized in that the control members include an elastic device which brings the natural frequency of these members to a value different from at least 10% of the frequency of the pulsations. combustion gases. 43. Device and method according to any one of the preceding claims, characterized in that on the control members is provided an elastic device bringing the natural frequency of the valve, especially in the case of a valve oscillating approximately according to a straight line, in a range between 0.9 and 0.3 times the frequency of the pulses of the combustion gases. 44. Device and method according to any one of the preceding claims, characterized in that on the control members is mounted an elastic device bringing the natural frequency of the valve, more particularly in the case of rotary valves, in a range included between 1.1 and 3 times the frequency of the pulsation of the combustion gases. 45. Device and method according to any one of the preceding claims, characterized in that a valve head, guided approximately along a straight line, preferably in the form of a ring, is associated <Desc / Clms Page number 37> to an elastic device and can slide in a corresponding opening to be kept there in the oscillating state under the inaction of the compressive forces of the pulsations. 46. Device and method according to any one of the preceding claims, characterized in that at least one of the rotary valves, subjected to the action of the pulsations, can rotate in the valve-controlled opening and is associated with an elastic device ensuring the oscillation of this valve. 47. Device and method according to any one of the preceding claims, characterized in that at least one cylindrical chamber comprising a piston subjected to relative movement with respect to the cylinder under the cylinder is used for the resilient mounting of the control members. action of the pulsations of the oscillating mass of the valve so as to compress and expand a gaseous fluid. 48. Device and method according to any one of the preceding claims, characterized in that on the control members performing their oscillations under the action of an elastic force and variable pressures pulsations of the combustion gases, is provided a cylinder containing a piston member, the inlet and outlet valves being provided on this cylinder for a fluid capable of flowing so that the relative movement of the piston with respect to the cylinder produces a transfer of mechanical energy thereon fluid, preferably by pushing the fuel. 49. Device and method according to any one of the preceding claims, characterized) ar the fact that for the initiation of repeated intermittent combustions, a gaseous fluid is introduced intermittently through a particular device and this approximately at the rate of the combustions to be obtained by ignition by shock waves, inside a combustion chamber controlled at the inlet and open at the outlet. 50. Device and method according to any one of the preceding claims, characterized in that, in order to initiate the intermittent repeated combustions, a combustible mixture is introduced into a particular independent device, this introduction of the mixture taking place intermittently after its formation to ignite at approximately the rate of combustions to be obtained by ignitions by shock waves, in the vicinity of the entrance of a combustion chamber into which it is made to enter, this chamber being controlled at the entrance and open at the exit,