DE1262076B - Swing wing jet engine - Google Patents

Description

Swing-wing jet engine Jet turbines for small thrust outputs are known to have poor efficiency; in addition there are the manufacturing costs and the maintenance effort in an unfavorable relationship to the performance. For the direct Jet propulsion of helicopter rotors must have very small turbine units in pairs and mounted in opposite directions on each wing tip, which is in addition to the inefficiency also brings difficulties in regulation.

The subject of the invention is now a working according to unsteady methods Jet engine, which is particularly suitable for low thrust performance at medium subsonic flight speeds, but preferably for the purpose of direct jet propulsion of helicopter rotors is designed. The aim is that with the lowest possible manufacturing and maintenance costs a better efficiency is achieved than with jet turbines of the same power size.

According to the state of the art, there are already jet engines that unsteady methods work. These include those that are not mechanical Have movable power part and therefore also with very low combustion pressures and work accordingly poor efficiency; some of them are mechanical Valves, but partly also so-called aerodynamic valves, whereby through the same Opening alternately exhaust gas and air is sucked in.

Pulso jet engines have also become known with one in one hemispherical housing swinging wing pistons, with air inlet valves on the front of the housing and with an outlet opening and an adjoining suction pipe on the rear of the housing, with the wing piston dividing the housing into two combustion chambers and the inlet diaphragm valves each form the combustion chamber floor. The wing piston compresses a combustible mixture in the combustion chambers and is created by the combustion energy this mixture is set in vibratory motion, its main function being in addition to the Pre-compression of the fuel mixture consists in the gas exchange, the mixture formation and to control the combustion in a uniform periodic phase sequence. The thrust generation is mainly based on the deflagration of the combustion gases. Is disadvantageous in this engine construction that as a result of the arrangement of one outlet opening the wing piston only use a small pump volume and therefore the Combustion gases do not give energy directly by accelerating air can deliver thrust-generating that the fresh air intake can be controlled by valves must and the membrane or flutter valves used for this purpose, the high gas pressure and the combustion temperature and are therefore extremely prone to failure. Further the arrangement of the inlet valves has an unfavorable effect on the design of the combustion chambers the end.

Jet engines with a parallel to the longitudinal axis are also known lying working cylinder and in it free-flying working piston with valve-controlled Gas switch. In addition, so-called vane motors are known which have a vibrating Pistons and a valve- or slide-controlled gas exchange, but these predominantly designed for mechanical power output or for pure compressed air generation are.

The known jet engines with unsteady mode of operation are liable generally have the disadvantage that they either have a relatively simple structure achieve an efficiency that is too poor for practical use that is far is below that of equally powerful jet turbines, or that it is improved Efficiency require too much mechanical effort.

The invention sets itself the task of some after the technical State of the art elements, which alone are not the subject of the invention, to find a compromise solution and with novel elements and methods like that to combine that with the lowest possible cost of materials and simplest Components with the elimination of uncontrollably stressed parts and auxiliary devices nevertheless a favorable overall efficiency is achieved.

The jet engine according to the invention essentially reworks the displacement principle of a piston machine. A thin-walled plate, this one as Oscillating wing is called, oscillates at a high frequency around an axis of rotation a housing, which only backwards against the locomotion device is open. The oscillating movement of the swing wing is caused in the housing burns and during its expansion the swing wing changes in volume, whereby on the one hand a fuel-air mixture compresses and unites kinetic energy is issued, on the other hand, at the same time air is sucked in and backwards with thrust generation is expelled. The swing wing is the only moving part of the machine; he serves for direct power transfer between the work-performing combustion gases and the air masses to be accelerated.

In Fig. 1 the jet engine according to the invention is shown schematically. Since the displacement volume is given by the engine dimensions, the air throughput required to generate a favorable degree of reaction can only be achieved with a high frequency of the work cycles and, inevitably, a high speed of the power unit. The power unit in this jet engine has the function of a piston, but due to its extensive deviation from the conventional piston shape, it is referred to as oscillating vane 1 due to its relatively low mass and the peculiarity of its working movement. This oscillates periodically around its axis of rotation 0-0, which is perpendicular to the engine's longitudinal axis xx. The oscillation angle qq is symmetrical to the longitudinal axis xx and can be approximately 60 to 300 °, but preferably 180 to 240 °, which will be explained below. The surface of the oscillating wing preferably forms a rectangle with the edge lengths r in the radial direction and h parallel to the axis of rotation O-O. The ratio of the edge lengths r: h will be between 1 and 2, taking into account the load on the bearings and the best possible use of space, although any ratio is possible depending on the design. Likewise, the swing wing surface can have any shape; the purely rectangular shape is preferred because the straight edges are easy to manufacture and because they also give flat, easy-to-work housing walls, whereby you do not have to take the shape into account when choosing the material.

The swing wing profile shows a variable thickness s. The course is shown in FIG. 2 shown. Is s ,. the thickness at the tip of the wing at the radius r and if any distance from the pivot point is designated with a and the thickness at this point with s, then the following equation applies to the course of the wing thickness: s - a = s, - r = const. or s = s, .- rla That is the equation of a hyperbola. This relationship is based on the following consideration: The oscillating wing 1 is only decelerated and accelerated at the dead points of its oscillating movement by gas forces, the gas pressure acting fairly evenly over the entire wing surface. The same force P acts on each wing particle. In addition, the angular velocity is the same at every point on the wing surface. Since the oscillating wing 1 cannot transmit any significant bending moments due to its small thickness, the oscillating wing mass must be distributed over the radius r in such a way that each wing particle receives the same angular velocity due to the gas force P. According to the law of momentum for a mass particle m at a distance a from the axis of rotation, we get: Pt = mv = ma-oo or ma = P-tlco = const. The hyperbolic oscillating wing profile resulting from the above equation ends in the transition to the oscillating wing hub; For manufacturing reasons, it is advantageous if the profiling takes place only on one side and approximately. With steel as the material, the thickness is s ,. at the tip of the wing it is about 0.01 - r. -The space inscribed by the oscillating wing, which has the shape of a cylinder sector, is delimited on five sides by the walls of the oscillating wing housing 4 to 6. The two plan walls 4 are so long that they cover the circumferential circle 10 in any case; their rear edges are rounded and run roughly in a straight line. The end wall 5 closes the housing arm towards the front and borders in the middle via the central web 7 on the oscillating vane hub. The lateral jacket walls 6 terminate at the front with the end wall 5, delimit the circumferential circle 10 over an angular range of about 25 ° to the closing point 9, from here onwards to expire approximately tangentially to the circumferential circle 10 and approximately parallel to the longitudinal axis xx. They are extended beyond the rear edges of the plan walls.

Between the four edges of the swing wing i and the limiting ones Housing walls 4 to 6 is just enough leeway that taking into account the Manufacturing tolerances and thermal expansions certainly do not come into contact with the body can. Special devices for sealing the air gap between the edges of the swinging wing and housing are not provided. Accordingly, there is no friction here either and there is no need for any lubrication on the housing walls.

The oscillating vane shaft 2 is supported in plain bearings 3 in the upper and lower plan walls 4. These are the only friction points in the engine that require lubrication. The swing wing bearings 3 are accessible from the outside and lie outside the hot combustion zones. The lubricant required for the bearings therefore does not come into contact with the combustion gases. The bearings 3 are loaded by the radial centrifugal force generated by the oscillating wing mass and can be dimensioned so that their stress is still within the load-bearing capacity that can be achieved by sliding bearings. In addition, there is the favorable circumstance that no uncontrollable load impacts occur and that the bearing forces inevitably decrease and increase in the same direction as the sliding speed.

The rearwardly open housing side is partially covered by a cover 8 covered in such a way that two lateral openings lying symmetrically to the longitudinal axis x-x 13 remain, which are the inlet and outlet ports. The diaphragm 8 is rigid attached between the plan walls 4; their inside delimits the circumference 10, while the outside is much more curved, namely semicircular to elliptical such that a gas flowing into the vibrating vane housing from the outside is in the narrowest possible way Opening cross-section flows parallel to the jacket wall 6 and without constriction. Of the Swing wing separates the volume delimited by the housing walls into two work spaces, in which they are independent of each other, but at a distance of half an oscillation period the work cycle is carried out alternately.

In Fig. 4 a to 4 d are individual phase positions for the left one Working area, which are described below.

Moves z. B. the swing wing 1 from the closing point 9 against its left dead position, the remaining air volume in the left working space is complete closed and is raised solely by the kinetic energy of the swing wing compressed, whereby this is braked. The one between the extreme permissible Dead position and the free space lying on the end wall 5 is the actual combustion chamber 11. Before the dead center is reached, fuel is ignited in the combustion chamber 11. By the gas pressure, the paddle is now accelerated in the opposite direction and due to the higher combustion pressure it also has a higher kinetic pressure Energy than had to be used to compress. Along the oscillation path from the dead center to the closing point 9 give the expanding combustion gases their energy only to the swing wing 1 by accelerating it. at the further rotation of the swing vane 1 beyond the closing point 9 is removed the swing wing tip again from the jacket wall 6 and is thus gradually increasing the left diaphragm opening free, through which a part of the combustion gases as a result of the internal pressure flows backwards approximately tangentially to the circumferential circle 10 and thereby exerts a reaction effect on the engine. This operating state is in Fig. 4 a shown.

On the one hand, by continuing to rotate the swing wing 1, the expansion volume is steadily increased and on the other hand combustion gases through the rapidly increasing Outlet opening into the atmosphere, the combustion gases expand in the Working area quickly to atmospheric pressure. This state must be achieved when the wing tip turning to the right passes the left edge of the diaphragm. The further movement of the swing wing 1 now generates a in the left working area Underpressure, which now changes the direction of flow in the left diaphragm opening 13 reverses. But since the gases that have already escaped due to their kinetic energy initially keep their direction of movement, they get outside the suction area in front of the opening 13 and at the same time draw atmospheric fresh air from the environment after. This makes it possible that at the beginning of the suction phase that now follows predominantly fresh air is sucked in.

The outer curvature of the diaphragm 8 is designed in such a way that the suction jet does not come off and does not experience any contraction: he thereby uses the whole opening cross-section and flows through this parallel to the jacket wall 6. F i g. 4b shows the beginning of the suction phase.

Of crucial importance for the overall engine effect is the suction vortex generated by the interaction of the diaphragm and the swinging wing movement. The vortex core always arises at the beginning of the suction phase on the suction side of the oscillating wing 1 on the edge of the panel. Its direction of rotation is fundamentally opposite to the direction of rotation of the wing directed. As the suction space continues to grow, this vortex rolls in a spiral shape, with its core migrating approximately to the center of the engine. Of the Vortex is formed by air masses, which follow the laws of potential vortices rotate regularly around the core. F i g. 4 c shows the swing wing 1 shortly before the right dead center with fully developed suction vortex.

The advantageous vortex effect is that as a result of the rotational movement the sucked in air masses retain their kinetic energy. Since also on on the suction side the circumferential movement of the vortex is aligned with the suction flow, the suction effect is significantly supported. Furthermore, the vortex causes an internal one Transverse flushing, which rectifies the oscillatory movement and is viewed for Period of oscillation is directed from left to right, creating the one in the left working space remaining combustion gases to the opposite right aperture be rinsed, which is shown in FIG. 4c is illustrated. The Firing chamber flushed out. Due to their inertia, the air masses also retain their rotation when the swing wing 1 is out of the right dead center again is accelerated back, which means that there is still air through the left aperture is sucked, while the swing wing 1 with the beginning of the left oscillation old combustion gases mixed with fresh air through the right aperture 13 pushes into the open atmosphere. Particularly characteristic of the swirl effect is that the main flow direction of the fresh air during the entire suction phase is retained, although the oscillating vane has both aperture openings 13 on the suction side releases. This means that it is only ever sucked in from the side on which there is an expansion phase has preceded.

With the now following oscillation movement from right to left becomes most of the air sucked in through the aperture 13 backwards ejected, generating thrust. The displacement speed is but limited to the permissible swing wing speed and would be at the large opening cross-sections, which on the other hand are necessary for the suction process are, result in only relatively low exit velocities. The extension effect but is reinforced by the fact that when the left oscillation begins, before the right Aperture the speed components of the swing wing 1 and in the Outer vortex zones superimpose rotating air masses and that at the left aperture due to the deflecting effect of the edge of the diaphragm, a strong constriction of the beam occurs, what in Fig. 4 d is shown. The constriction of the jet as it flows out the aperture is much stronger than it is with the well-known circular ones Orifices or board nozzles is reached. This effect arises from the fact that the gas particles flowing in from the swinging vane 1 of the aperture 13 or the Superimposed circumferential speed of the oscillating vane. This becomes the cross flow stronger than with pure stationary discharge. After model tests, a contraction number rxz .- = z: # 0.5 reached. It differs from the well-known circular contraction nozzles the arrangement according to the invention apart from the more efficient contraction nor in that the deflecting edges are straight and that the contraction only takes place on one side, namely from the inside to the outside, with the thrust jet on three sides rests against the housing wall.

In addition to the desired effect, one with the direction of flow strong With variable beam cross-section, the diaphragm discharge still has the advantage that the critical pressure ratio ß is greater than with a rounded nozzle. That means that at the pressures occurring here, in each case an almost loss-free adiabatic discharge takes place, what for the engine according to the invention with his constantly changing pressure ratio is of crucial importance.

A favorable ratio between intake and outflow speed is achieved if each diaphragm opening 13 is preferably half as wide as the swinging vane radius r. However, it must be emphasized in particular that the diaphragm arrangement according to the invention only has a significantly favorable effect on the overall effect of the engine, but that the functionality is given even without the diaphragm 8.

If the wing tip moves with continued left swing the left jacket wall 6 approaches, the outlet cross-section is reduced until at Reaching the closing point 9, the high pressure compression and thus the previously described The process starts all over again.

The process described for the left workspace takes place also in the right workspace, just shifted by half a period and with reverse direction of rotation.

For the working principle of the jet engine according to the invention must to be emphasized as particularly indicative that there is a full work cycle in the same working space in a high pressure area and in a low pressure area divides which are traversed during an oscillation period. In Fig. 3 is a schematic representation of the oscillation path of an oscillation period for both working spaces the pressure curve plotted. The high pressure area includes high pressure compression and the expansion of the combustion gases, thus being essentially thermodynamic Energy is released. The self-priming of fresh air belongs to the low pressure range and the flushing of the combustion chambers and the expulsion of most of the sucked in Air with low overpressure, whereby under energy consumption mainly thrust is produced. The transition from the expansion to the suction phase as well as from the low pressure for high pressure compression takes place continuously and without spatial shut-off continuous movement of the swing wing I <. To achieve a favorable Reaction efficiency, it is necessary that as large a thrust portion as possible through the acceleration of pure air is generated, while the smaller thrust portion by exhausting the combustion gases. With the same work content must therefore the low pressure area has a much larger section of the oscillation angle take cp.

The choice of the oscillation angle q @ of preferably 180 to 240 ° offers the advantage that with sufficient delimitation of the high pressure area the expansion gases can inevitably flow out in the thrust direction without loss-making deflections. An extension of the oscillation angle up to about 300 ° requires the combustion chambers to be drawn far forward, which are then no longer rinsed out. The increase in the displacement volume is therefore only apparent and does not increase the air throughput.

The large required to achieve a large air flow Swinging vane speed, which is of the order of magnitude at the swinging vane tip about 200 m / sec. can be, from the mechanical point of view only thereby realize that between the swing wing edges and the housing walls any contact seal dispensed with, which with the necessary lubrication under the given conditions would hardly be controllable. For this, as a result of the air gap to be kept free on the entire swing wing circumference a gas leakage in Buy, which, however, with the large characteristic of this engine Displacement speed does not represent a disturbing loss. He just kicks noticeable in the high pressure area and is therefore a decisive factor when choosing the compression pressure. However, since the high pressure area is preferred is at a mean angle of about 90 ° to the left and right of the longitudinal axis x-x, the leakage gases can escape backwards in the thrust direction and thus practice another reaction effect on the engine. This is part of the leakage gas losses immediately recovered as thrust performance. This favorable exploitation of the leakage gas also justifies the preferred choice of the oscillation angle (p from 180 to 240 °.

According to the state of the art, the non-contact sealing is already known in reciprocating and rotary piston machines. However, these machines are the leakage losses due to the much lower displacement speed relative greater; In addition, the leakage gas flow cannot be used to gain power.

In principle, all ignition methods known in internal combustion engines can be used for the fuel combustion, which takes place in every swing wing dead position. Since in the engine according to the invention the gas forces are counteracted solely by the inertia force of the oscillating wing 71, so that an exact determination of the ignition point is not necessary, the glow ignition method offers extensive advantages. An incandescent body 15 serves as the ignition source, which is only heated electrically when the engine is started and kept at ignition temperature by the combustion gases during operation. The ignition and pre-combustion process is also supported by the fact that the combustion chamber 11 is lined with a heat-resistant material in a heat-insulating manner against the housing wall; this combustion chamber inner wall 12 receives a significantly higher temperature than the other housing walls during operation. Since no lubricant is required within the working spaces, the wall temperature can be kept higher than is generally permissible for piston engines. This can promote combustion and increase efficiency.

In order to achieve a possible in the unusually short time available To achieve complete combustion, the mixture formation process must be as marked Conditions to be adjusted. This is what is required for a combustion little temporal distance to that of the other side; the same applies to the exhaust phases. This immediate sequence of phases in the same direction results in an almost continuous one Suction and thrust flow. In addition, there is the favorable fact that exhaust and intake phases occur counter-symmetrically. The main task of the antechamber volume is the alternating pressure differences between the suction and exhaust processes at the same time balance.

Because most of the air is not involved in the combustion can increase thrust, especially at higher flight speeds using the back pressure in the jet nozzle, fuel is added later are burned, with the oscillating vane engine also being used for post-combustion takes over the fuel delivery. .

Because the high combustion temperatures during a working period only act on the engine parts for a relatively small amount of time for this only a low average thermal load. The great excess of air also enables sufficient in connection with the lively internal circulation Internal cooling, especially of the swing wing. The conveyed air flows around it also the swing wing housing from the outside and thus ensures sufficient cooling the swing wing bearing.

The most critical point in terms of material stress is the connection of swing wing 1 and shaft 2. With regard to a favorable Power flow and machining is preferably a split construction chosen. Swing blades I. and shaft 2 can be selected from the most suitable Material to be made. The connection is made according to FIG. 6 a in the way that as a swing wing hub a high-strength thin tape 1a with an enclosure angle placed around the shaft 2 from about 180 to 210 ° and riveted to the oscillating wing or screwed, which can then be made from a simple plate can. Another type of connection according to FIG. 6 b is that swing wing and hub are made from one piece of material. For both versions it is important that the hub band, which partially surrounds the shaft 2, is under pretension; this increases the fatigue strength significantly.

The working method on which the invention is based enables operating states which both in the thermodynamic area and in terms of flow technology One can expect efficiencies, as they are in known jet engines for small Thrust performance, if at all, can only be achieved with far greater effort can.

Compared to the already known jet engines working with wing pistons any kind of mechanical valve control and mechanical auxiliary devices are avoided and thereby the operational safety is largely increased. The lack of valves in the The combustion chamber area enables a free, thermodynamically most favorable combustion chamber design and allows higher combustion pressures and temperatures. Through the design of the swing wing housing and above all through the arrangement of the outlet and inlet openings, the largest part can of the entire oscillation volume can be used as a pure pump volume, and it is thus possible that the energy gained by the combustion directly over the swing wing is converted into thrust by sucking in and pushing out air will.

As a result of the extremely light moving mass is the stored mass energy so low that the power regulation can take place without noticeable delay and that in the event of an engine failure, total destruction is ruled out and a hazard the environment is only possible within the narrowest limits.

Since all movement processes within the engine are periodic Are subject to change of direction, the engine does not produce any gyroscopic effect towards the outside. This peculiarity is important insofar as the engine is especially for the direct jet propulsion provided at the wing tips of helicopter rotors is.

In addition, the expected profitability and the undemanding In terms of maintenance and fuel quality, it is used as the main engine for light aircraft in place of the piston engine and as an auxiliary drive for gliders.

By combining several individual engines in parallel into one Engine battery, any thrust can be generated. Such engine batteries can then be vertically pivoted or designed directly as landing flaps on the wing can be installed, which means that the start- and landing properties can be favorably influenced. Claims: 1. Jet engine with swing wing, especially for small thrusts, the relative very light oscillating wings around an axis of rotation in a housing symmetrical to it Longitudinal axis swings freely at high speed, counter-symmetrical, periodic alternating volume changes generated and in the area of the dead centers of its oscillation path, which are each delimited by a combustion chamber by compressing a fuel-air mixture delayed and reversed again by the combustion energy of this mixture is accelerated, that is, that the oscillating vane housing only backwards against the flight movement for each of the two combustion chambers has an opening which is outside the combustion chamber zone and the associated combustion chamber in the longitudinal direction backwards opposite to the circumferential circle of the oscillating wing then that the opening cross-section of the two openings is unchanged and constant remains open and through each opening one after the other as a result of the swinging movement of the swing wing both fresh air sucked into the housing and air and Combustion gas can be expelled backwards generating the thrust, the openings through the shaping of their lateral boundaries and taking into account the state of motion of the swing wing form so-called aerodynamic valves, which at constant Opening cross-section depending on the direction of flow, different flow cross-sections have, and that by the shape of the lateral boundary walls of the swing wing housing in terms of the

Claims (10)

Fuel is preferably injected into the combustion chamber from the central web 7 against the incoming fresh air, and that already during the low-pressure phase. As a result, the fuel can largely evaporate on the hot inner wall 12. Since the combustion chamber 11 is only touched by the slower edge flow of the suction vortex due to its remote position, a heavily over-enriched mixture collects therein, which cannot ignite due to the lack of air on the incandescent body 15. At the beginning of the high-pressure phase, a stratified volume of gas is enclosed in the compression chamber in such a way that only pure air prevails on the wing side and an over-rich fuel-air mixture prevails on the combustion chamber wall. With increasing compression, the movement still inherent in the gases results in an intensive mixing of air and fuel. The ignition then starts on the incandescent body 15 as soon as an ignitable mixing ratio has been established. The ignition point can still be influenced by the position of the incandescent body 15 in the combustion chamber 11. This is preferably arranged in the inner third of the combustion chamber so that it is not hit directly by the fuel jet. In order to enable a perfect mixture formation, it is necessary to work with a large excess of air, but this is not a problem, since only a small proportion of the total amount of air sucked in is used for combustion anyway. The fuel injection can be effected by injection units that are mechanically actuated directly by the vane shaft 2 or by compressed air-operated injection units or by compressed air atomizer nozzles, the necessary compressed air being taken from the appropriate compression phase and controlled by the vane shaft 2. A preferred injection principle is based on the fact that a two-way atomizer nozzle 14 built into the central web 7 and communicating with both combustion chambers 11 allows compressed gas to flow from the combustion chamber under pressure into the combustion chamber located in the suction area at the same time. This gas jet, which changes its direction periodically in the work rhythm, conveys finely divided fuel from the atomizer nozzle into the combustion chamber, which is currently in the suction area. This type of fuel delivery has the advantage that no special movable elements and no external pressure lines are required. It allows an almost continuous flow in the single fuel supply line without special check valves. The dosage of the injection quantity and thus also the power regulation of the engine is done solely by throttling the fuel flow. Since the atomizer nozzle has to work with a strongly variable, predominantly supercritical pressure ratio, the discharge principle of a diaphragm is used for this, which means that the flow condition is insensitive within a large pressure range. The atomizer diaphragm must produce the same conditions for both directions of flow. F i g. 5 shows a schematic section through a two-way atomizing nozzle. The atomizer screen 20 contains radial bores 21 through which fuel can flow from a collecting line 22 into the screen channel 23. The thickness of the atomizer diaphragm at the diaphragm channel 23 is preferably approximately twice the bore diameter 21 and increases towards the outside for reasons of strength. As a result of the beam constriction, the beam cross-section directly within the diaphragm channel 23 is smaller than this. This creates a negative pressure at its edge zone, as a result of which fuel is sucked out of the bores 21 and atomized in the gas jet. The diaphragm channel 23 can also have the shape of a narrow, rectangular slot into which the fuel bores 21 open parallel to one another. Fast-burning hydrocarbons such as low-octane gasoline, diesel fuel and light heating oils are particularly suitable as fuel, since, in contrast to the piston internal combustion engine, explosive combustion is even sought because of the extremely short combustion time. The engine can be started in such a way that a rapidly combustible fuel mixture is ignited in a combustion chamber. The combustion pressure accelerates the oscillating vane 1 and at the same time conveys fuel via the injection system into the opposite combustion chamber, in which the combustion takes place already with a slight pre-compression with greater pressure development. With the subsequent combustion phases, the compression and the oscillating vane speed gradually increase until a balance is reached between the work generated and the work released. The energy expenditure for starting is therefore very low; it is mainly the preheating of the incandescent bodies. In the case of the engine operating in free flow, the air flowing in from the front must be deflected by 180 ° to the intake openings, which results in additional flow resistance and, above all, a loss of filling. In order to largely reduce this disadvantage, the oscillating wing housing is surrounded by a streamlined fairing housing 16 which tapers towards the front and rear. Its front part has a cross-section that continuously widens backwards and acts as an inlet diffuser. The air flowing in at the front is delayed therein with a simultaneous increase in pressure and then flows around the oscillating wing housing as far as the aperture openings 13 at a lower speed. Shortly behind the area of the screen 8, the casing 16 tapers again to the jet nozzle 19. At a distance behind the screen 8, which corresponds approximately to the swinging vane height h, the casing 16 is divided by a wedge-shaped partition 17 into two jet channels 18, which under one Angle of about 15 ° backwards to the longitudinal axis xx and open into the atmosphere in the common jet nozzle 19. The partition 17 is intended to prevent combustion gases already expelled from being sucked in again with the fresh air; on the other hand, by utilizing the injection effect of the gases flowing out of the aperture 13, the air throughput and thus the thrust performance are to be increased. The space enclosed by the inlet diffuser and jet nozzle also acts as an antechamber volume. In the jet engine according to the invention, the suction phase of one side only closes with the circle of the oscillating wing; the section of the oscillation path with combustion mixture compression, combustion and fuel gas expansion in the area of the dead spots is significantly smaller than the remaining section of the oscillation path along which, as a result of the oscillating wing movement, on the one hand On the wing side, fresh air is sucked into the housing and, on the other wing side, fresh air and residual exhaust gas are simultaneously displaced from it while generating thrust. 2. jet engine according to claim 1, characterized in that for formation of the two openings on the rear side of the swinging wing housing, these are open at the rear Housing side partially through a rectangular panel arranged in the middle of the same is covered so that two equally sized lateral aperture openings with rectangular The opening cross-section remains, the outer boundary wall of which adjoins the circumferential circle of the swing wing is approximately tangent and its inner boundary the diaphragm edge forms, whereby the clear opening height is equal to the swing sash height h and the The opening width is approximately equal to half the diaphragm width and the diaphragm width approximately equal to the swinging vane radius r that the inside of this diaphragm directly adjoins the circumferential circle from the outside over the entire width of the diaphragm and a flow deflecting edge opposite to the outflow direction towards each diaphragm opening forms and that the outside of this diaphragm is semicircular to elliptical to the outside is arched and a well rounded, contraction-free inlet opening for each aperture forms. 3. Jet engine according to claim 1 and 2, characterized in that the oscillating wing has a rectangular shape and the straight edges have an aspect ratio r: h = 1 to 2 and that the oscillating wing thickness s is inversely proportional to the distance a from the pivot point O according to the equation s : s, = r: a. 4. Jet engine according to claim 1 to 3, characterized in that the swing wing is in on moves in a known manner in the housing without contact. 5. jet engine according to claim 1 to 4, characterized in that the in the combustion chamber area, but outside of the Oscillation area of the oscillating wing lying housing walls in per se known A second, thinner inner wall, which is the actual shape of the combustion chamber manufactures, between the outer housing wall and the inner combustion chamber wall an intermediate layer that hinders the passage of heat to the outer housing wall remains. 6. jet engine according to claim 1 to 5, characterized in that for utilization the pressure difference alternately generated between the two combustion chambers directly to Fuel injection by means of a two-way atomizer nozzle built into the central web (7) Fuel is sucked in and finely atomized and blown into the combustion chamber, which is currently in the suction phase. 7. jet engine according to claim 1 to 6, characterized in that the fuel injection by means of a two-way atomizer nozzle the underpressure delivery of the fuel through the constriction of a diaphragm outlet is effected, the atomizer diaphragm being equally effective for both directions of flow is formed, and that the fuel through radial bores in the atomizer screen is supplied to the gas jet, the cross section of which by appropriate design the diaphragm edge can be circular or rectangular. B. Jet engine according to claim 1 to 7, characterized in that the oscillating wing housing in a streamlined Fairing housing is installed, its front part as an inlet diffuser and its backwards with a continuous transition, the subsequent part is designed as a jet nozzle is. 9. jet engine according to claim 1 to 8, characterized in that the jet nozzle behind the panel by means of a wedge-shaped partition into two lateral ones, in the Extension axis of the aperture openings lying beam channels is divided, which converge backwards and discharge into the atmosphere in a common nozzle. 10. Jet engine according to claim 1 to 9 with a swing wing construction, characterized characterized that swing blade and shaft as individual parts by means of a hub band, which consists of thin, high-strength sheet metal, connected under pretension in this way are that the hub band either as a separate part with the wing blade is riveted or screwed, the angle of enclosure on the shaft approximately 180 to 210 °, or that the swing wing blade and hub band are contiguous are made from one piece. Pamphlets contemplated United States patent No. 2,526,645.