CA2720007A1

CA2720007A1 - Quadruple mode jet engine

Info

Publication number: CA2720007A1
Application number: CA 2720007
Authority: CA
Inventors: Vladimir Mravcak; Luc Laforest
Original assignee: ATLANTIS RESEARCH LABS Inc
Current assignee: ATLANTIS RESEARCH LABS Inc
Priority date: 2010-11-02
Filing date: 2010-11-02
Publication date: 2012-05-02
Also published as: WO2012058758A1

Description

QUADRUPLE MODE JET ENGINE

The improvements relates to the field of jet engines, and more particularly to ramjets and scramjets engines.

BACKGROUND
Ramjets and seramjets have been known for many years. They work on the principle that a load of mixed heel and air enters a combustion chamber where it is ignited, therefore producing a combustion that is then converted into a propulsion force. Ramjets engines are typically adapted and used for subsonic and supersonic propulsion, where scramjets are adapted or typically used for high velocity supersonic propulsion or also referred to as hypersonic. Typically, ramjets and seramjets incorporates no parts inside these engines and engine's air flow through the intake, combustion and jet propulsion is achieved by moving these engines through the air using another jet engine or rocket motor, since ramjets are know not to operate while static or not moving forward, while scramjets requires supersonic air velocity through their intake to operate and generate propulsion thrust. There is a general need in the field of ramjets and scramjets to resolve this problem and eliminate the use of multiple engines for ramjets and scramjets to operate.
SUMMARY OF THE INVENTION

In accordance with one aspect, the improvement provides a new quadruple mode jet engine comprising: a dynamic air intake and fuel mixing system capable to generate a high velocity air stream; a ramjet core engine capable of subsonic and supersonic operations; and a scramjet core engine capable of supersonic and hypersonic operations.
In accordance with an other aspect, the improvements provide an ejector or dynamic intake system having a first resonant tube having a first fundamental resonance frequency and including an inlet and an outlet, a second resonant tube wider than the first resonant tube having a second fundamental resonance frequency, an inlet coupled to the outlet of the first resonant tube, and an outlet, and a supersonic fluid nozzle aerodynamically coupled to the inlet of the first resonant tube, the supersonic fluid nozzle having an acoustic injection frequency and amplitude suitable to acoustically excite the first and the second resonant tubes, the ejector system being the first resonance frequency is a harmonic of the second resonance frequency.

In accordance with an other aspect, the improvements provide an intake system for a ramjet combustor, the intake system comprising : a supersonic injection air or fuel nozzle having an acoustic injection frequency and amplitude; a first resonant tube having an inlet coupled to the nozzle for receiving the injected air or fuel and ambient air entrained by the injected fuel, and an outlet for ejecting the fuel and the air, the first resonant tube having a first fundamental resonance frequency excitable by the air or fuel nozzle; a second resonant tube having an inlet coupled to the outlet of the first resonant tube for receiving the ejected fuel and air and additional ambient air entrained by the ejected fuel and air, and an outlet, the second resonant tube having a second fundamental resonance frequency being a sub-harmonic of the first fundamental resonance frequency;
and a resonant intake tube having an inlet coupled to the outlet of the second resonant tube for receiving the fluids ejected from the second resonant tube outlet and additional ambient fluid entrained by these ejected fluids, and an outlet connected to a third diffuser tube inlet, this third diffuser tube's outlet adequately positioned at the ramjet engine's inlet.

In accordance with an other aspect, the improvements provide a method of ejecting fluid, the method comprising : making high frequency noise by injecting one of an over-expanded and under-expanded supersonic flow of fluid into a first resonant tube at a speed sufficient for the fluid momentum to entrain ambient fluid through the first tube, and for the fluid exiting the first tube to entrain further air particles through a second tube; and driving the first tube into resonance using the high frequency noise, and driving the second tube into resonance using the resonance of the first tube.

In some cases, the ejected fluid is fuel and the ambient fluid is air.

In all cases, this intake system must be properly dimensioned and position so it suits the selected ramjet engine's operations criteria's.

In accordance with an other aspect, the improvements provide a ramjet engine core comprising: an air inlet area; a fix air compressor past the air inlet; a combustion chamber cavity; one or more fuel injector nozzle; a flame holder device; and an exhaust nozzle outlet, these forming was is known to be the ramjet core engine.

In all cases for this improvement, the dynamic intake system is coupled with the ramjet engine core and where the intake system third diffuser tube's outlet is located and positioned inside and before the ramjet engine core's air inlet.

In accordance with an other aspect, the improvements also provide a scramjet engine core comprising: a forward internal air inlet; an isolator cavity, a combustion chamber cavity;
a first fuel injector nozzle; a second fuel injector nozzle; an internal exhaust nozzle; and an aflbody exhaust nozzle.

In all cases for this improvement, the ramjet and scramjet engine cores are coupled together and one over the other but not limited too.

In all cases for this improvement, the new improved quadruple mode jet engine proposed, incorporates no internal mechanical moving parts.

In some cases for this improvement, the ramjet and scramjet engine cores can be incorporated one into the other and operating together with more complex mechanisms.
In accordance with an other aspect, a method and mean of construction providing from a combination of three distinct devices, the creation of a new jet engine capable of static, subsonic, supersonic and hypersonic propulsion.

DESCRIPTION OF THE DRAWINGS

A preferred embodiment of the present invention is described below with reference to the accompanying drawings, in which:

Fig. 1 is a perspective view of the quadruple mode jet engine in accordance with the improvements;

-rngc ~ -Fig. 2 is a cross-sectional view of the quadruple mode jet engine of Fig. I
showing the structural elements thereof;

Fig. 3 is a cross-sectional view of the dynamic intake system of Fig. 1 showing the dynamic flow elements thereof, Fig. 4 is a cross-sectional view illustrating only the dynamic intake system and the ramjet core engine including dynamic flow elements in ram mode operation;

Fig. 5 is a cross-sectional view of the quadruple mode jet engine of Fig. 1 and showing scramjet core engine flow elements in scram mode operation;

Fig. 6 is a perspective view of the improvement in another twin engine configuration.

io Fig. 7 is a cress-sectional and perspective view of the improvement in a round engine configuration.

DETAILED DESCRIPTION OF THE ILLUSTRATED EMBODIMENTS

Referring to the drawings, and more particularly to Fig. 1, an example of a quadruple mode jet engine 1 having a configuration referred to herein as "Square configuration" is shown. The quadruple jet engine 1 can be used as a propulsion engine to generate thrust.

Typically, when used as a jet engine, it will be mounted to a displaceable vehicle. The quadruple mode jet engine 1 is a ramjet engine core and a scramjet engine core formed and manufactured in one single body 1 and an intake system 2. The body 1 can either be of a square, rectangular or round geometry. In the example, the body I has a rectangular shape. The intake system 2 will be recognized by those skilled in the art to be supplied with fuel or air using a fuel or air supply tube 103 which is fed using an adaptor 102 that collects hot air or fuel coming from the engine's 1 heat exchanger 310 further detailed in Fig. 2 through two tubes 101. The hot air or fuel is then used to feed the intake system 2 fuel nozzle 201 further detailed in Fig. 3 through the elbow tube 104.

Although this specification has no intentions in defining already known dynamic intake systems 2, ramjets 3 or scramjets 4, this specification will permit best improvement's I
understanding in referring now to Fig. 2, where it is seen that the body 1 includes three portions or major components one being : a dynamic intake system 2 and further detailed, a ramjet core engine 3 and a scramjct core engine 4, all three major components further detailed here and after.

Still referring to Fig. 2, this specification wish to generally describe known ramjets and as they for most of the cases, includes a forward air inlet 301, here illustrated with a preferred angle for better shock-wave control when subjected to supersonic velocity, but not limited too, an air inlet area 302 defined according to specific ramjet performances requirements, an air inlet diffuser area 303 adequately modeled to inlet air velocity and increase pressure as known, an air compressing area 304 which compression factor is established by the geometry of the fix air compressor 305, which geometry is also established for best ramjet's operation as already known, a flame holder 306 device positioned inside the ramjet engine core's 3 combustion chamber 307 so combustion flame front is not blown out, an exhaust nozzle 308 which forms a specific exhaust nozzle area 309 establish for best ramjet operation and as already known, and an exhaust area 312 where the combustion product is ejected to generate thrust and propulsion.
Specifically to this improvement and as illustrated in Fig. 2, are two heat exchanger 3 10 which are created by the exhaust nozzle 308 hollow cavity and used to transfer heat from .5 hot exhaust gases to air or fuel supplied to the intake system 2 injector nozzle 201 through the heat exchanger 310 outlet ports 311, and where air or fuel lower temperature is also used to cool down the exhaust nozzle 308 to avoid damages from high heat.

Still referring to Fig. 2, this specification wish to generally describe known scramjets and as they for most of the cases, includes a forward air inlet 401, here illustrated with a preferred angle for better shockwave control when subjected to supersonic velocity, but not limited too, an air inlet area 402 defined according to specific scramjet performances requirements, an isolator 403 area which is also a combustion chamber 404 area further downward, an exhaust nozzle 405 and which also serves as an exhaust nozzle area 406, all three major components being the intake system 2, the ramjet engine core 3 and the scramjet engine core 4 and as detailed in Fig. 2 forming this improvement in the form of one quadruple mode jet engine l as shown.

Although this specification has no intentions in defining and teaching on already known dynamic intake systems 2 well described in US Patent no. 3,093,962 to Gluhareff and Canada Patent no. 2,583,466 to Conception GLC inc., it wishes permits better understanding of the present improvement in detailing the intake system general operation in referring to Fig. 3, where the intake system 2 comprises: a supersonic air or fuel injector nozzle 201, a first stage resonant tube 202 dynamically positioned, acoustically tuned and coupled to the supersonic air or fuel injection nozzle 201, a second stage resonant tube 203 dynamically positioned, acoustically tuned and coupled to the first stage resonant tube 202, and a third stage diffuser tube 204 dynamically positioned and coupled to the second stage resonant tube 203 and where this third stage diffuser tube 204 incorporate a mounting bracket 205 that can be of any form as long as it suit this improvement purpose in assembling and supporting the intake system 2 to the ramjet engine core 3 fix compressor 305.

Also illustrated in Fig. 3 shows the supersonic fuel injector nozzle 201 incorporating a sharp point 206 and for the purpose of positioning the bow shockwave created in supersonic flight, away and not interfering with the ramjet engine core 3 inlet 301 normal operation and as known to do so if wrongly positioned, and as also each resonant tubes incorporate an angled inlet 207 for each tube and for the same supersonic shockwave control purposes.

Also illustrated in Fig. 3 of this improvement, shows the intake system 2 dynamic air induction operation for better understanding and where item 208 represent the hot air or fuel coming under high pressure from the ramjet engine core 3 heat exchangers through the air or fuel supply tubes 101, the adaptor 102, through the air or fuel tube 103 and elbow 104 into the supersonic air or fuel injector nozzle 201 and where the hot air or fuel 208 is injected into the first stage tube 202 and travel through the second stage tube 203 and the third stage diffuser tube 204 and where supersonic nozzle high velocity gas flow is shown under 210. Item 209 is shown for demonstration purposes and where 209 demonstrate ambient air induction and mixing is created by dynamic ejection effect, also known as "Venturi effect" when the intake system 2 is subjected to high velocity hot fluid is injected into the tubes by the supersonic air or fuel injector 201. The hot fluid molecules injected and travelling through the tubes 202, 203 and 204 under high velocity creates an ambient air 209 inside the tubes, thus creating a vacuum in each tube's inlet area and ambient air 209 is then sucked in and mixed with the hot fluid air or gas stream 210. This ambient air 209 entrainment and mixing with hot air or gases stream results in an adequate fluid condition 211 at the outlet of the intake system

2 third stage diffuser tube 204 and the generated air or fluid 211 mass and velocity conditions are equal or similar to the minimum fluid mass and velocity required by the ramjet engine core 3 to operate normally as a ramjet and delivering thrust while motionless and why this specification bears no specific intake system 2 dimensions, since such dimensions are subject to changes to best suit the ramjet engine core 3 specific size, dimensions and performances desired and as long as the intake system 2 dimensions provides a device best fluid 211 mass and velocity for the intended ramjet engine core 3 selected.

Now referring to Fig. 4, which is intended here to demonstrate the relation and operation correlation between the intake system 2 and the ramjet engine core 3 and where it is possible to view the intake system 2 resulting air or fuel 211 mass and velocity as described in Fig. 3 and being injected into the ramjet engine core 3. Further demonstrated in Fig. 4 shows a stream of ambient air 501 being entrained by the intake system 2 fluid mixture 211 high velocity and mass under the same ejection effect principals described and demonstrated in Fig. 3 and where entrained ambient air 501 mixes with the intake system 2 ejected fluid 211 and where this combined and mixed fluid enters the ramjet engine core 3 compression area 304 to be compressed before entering the ramjet engine core 3 combustion area 307 for combustion and ramjet engine core 3 operation while the quadruple mode engine l is motionless or stationary.

Further detailed with Fig. 4, demonstrate a second mode of operation and described here as the ram mode operation which become apparent when the quadruple mode engine I
become dynamic with a forward motion in air and as it would become apparent when this improvement 1 provides thrust and a vehicle such as an aircraft in example, and where and additional dynamic ambient air flow hereby referred to as 502 enters the ramjet engine core 3 air inlet area 302, travels through the ramjet engine core 3 to mix with both the intake system 2 ejected fluid 211 mass and velocity and the entrained ambient air 501 to generate a greater fluid mass into the ramjet engine core 3 for greater performances conditions. It shall be noted that the intake system 2 being a series of open ended tubes, it is too subjected to the ram mode operation incoming air 502 conditions, thus, enhancing the intake system 2 performances.

Fig. 4 also intend to demonstrate one specific feature of this improvement and where as described in Fig. 3 and hereby demonstrated, shows the intake system 2 air or fuel injector nozzle 201 having a conical geometry or point 206 and which purpose become apparent when the quadruple mode jet engine 1 travels through air at velocities greater then the speed of sound or supersonic and where this conical shape or point 206 has the purpose of generating and moving what is known to be a bow shockwave 503 in front and away from the ramjet engine core 3 air inlet 301 so the ramjet engine core

3 "Shocking" is avoided and normal ramjet engine core 3 operations or performance is not compromised.

Now referring to Fig. 5, which is intended to further detail this improvement I in its third operation mode which will be referred to as the scram mode operation and where it becomes apparent when the quadruple mode jet engine 1 accelerates beyond supersonic velocity where it is then possible to use and operate this improvement l scramjet engine core 4. Although this improvement bears no intention in defining or detailing already known scramjets and their operations, Fig. 5 is intended to demonstrate this improvement l in one single embodiment and where both this improvement 1 ramjet engine core 3 and scramjet engine core 4 are present along with the intake system 2 and operating in combination and becomes more apparent.

Fig. 5 also demonstrate one further aspect of the proposed improvement 1 combination and where the intake system 2 bears an important aspect with the intake system 2 air or fuel injector 201 conical geometry 206, again located and used so it generates the same bow shockwave 503 as described in Fig. 4 and where this bow shockwave 503 is a crucial element in already known scramjet operations, ambient supersonic air entering the scramjet engine core 4 inlet area 402 being illustrated here as 502.

Now referring to Fig. 6, which as the purpose of illustrating another configuration for the present improvement l and where it is possible to observe two quadruple mode jet engine 1 each including its own intake system 2 and ramjet engine core 3 and scramjet engine core 4 combination, each quadruple mode jet engine I being assembled top over top to form what is referred too as a twin or dual engine configuration, also best suited for multiple engine configuration to be mounted under aircrafis structures or wings but not limited to. Fig. 6 also illustrate air or fuel inlets 105, air or fuel here being expressed for this improvement 1 can either be operated using self vaporizing fuel such as propane gas fed into fuel inlet port 105 directly, or operated simply using compressed air also fed into inlet ports 105, for in this case inlet ports 105 simply becomes air supply inlet ports and a separate fuel injection system or nozzle is required and especially if using other fuels like kerosene or other jet fuels but not limited too.

Fig. 7 of this specification shows another configuration for the present improvement 1 and where a round or cylindrical embodiment is proposed for the present improvement 1 and still including one intake system 2 and one ramjet engine core 3 and one scramjet engine core 4 combination and air or fuel inlet ports 105, again air or fuel here being expressed for this improvement 1 under this different configuration capable of either be operated using self vaporizing fuel such as propane gas fed into fuel inlet port 105 directly, or operated simply using compressed air also fed into inlet ports 105, for in this case inlet ports 105 simply becomes air supply inlet ports and a separate fuel injection system or nozzle is required and especially if using other fuels like kerosene or other jet fuels but not limited too. In this example, the evaporator 310 as described in Fig. 2 is a simple tube in the form of a coil inserted into the ramjet engine core 3 combustion area 307 and bears the same purpose previously described.

In the tests, this improvement embodiment was fabricated using steel. However, other materials can be used as well. One consideration is that the materials used have sufficient resistance to heat, especially for the combustion chamber and exhaust pipe.

It is to be understood that although similar in geometry and operation to US
Patent no.
3,093,962 to Gluhareff and Canada Patent no. 2,583,466 to Conception GLC inc., this improvement as described above bears no use of thermo acoustic as described in these arts, but exclusively steady state subsonic and supersonic combustion.

It is also to be understood this improvement bears no intentions of defining ramjets and scramjets and their inherent components or operations for these arts are already known.

It is also to be understood this specification bears no intention in defining intake system and as already described in US Patent no. 3,093,962 to Gluhareff and Canada Patent no.
2,583,466 to Conception GLC inc., for this improvement soul intention is use of this prior art in the present improvement novel combination.

It is also to be understood that a gaseous fuel or a liquid fuel can be used as long as they serves this improvement's purpose and when selecting a fuel, one must consider the flame propagation speed relatively to the geometry, intended dynamic velocity and performances required.

It is also to be understood that when using a fuel known not to be self evaporating like liquid propane, the example here being kerosene or jet fuel, a separate fuel supply and injection is required and as this art is also already known.

It is also to be understood that a combustion start-up an ignitor or spark electrode is required.

The foregoing is considered as illustrative only of the principles of the invention.
Further, since numerous changes and modifications will readily occur to those skilled in the art, it is not desired to limit the invention to the exact construction and operation shown and described, and accordingly, all such suitable changes or modifications in structure or operation which may be resorted to are intended to fall within the scope of the claimed invention.