GB523468A - Improvements in or relating to the propulsion of aircraft - Google Patents

Abstract

523,468. Propelling aircraft; de - icing. SCHURTER, W. Dec. 30, 1938, No. 37923. Convention date, Dec. 31, 1937. [Classes 4 and 114] The back thrust or reaction of outflowing gases is employed in the propulsion of aircraft by using as the propelling gas a mixture with compressed air of the exhaust gases of an internal combustion engine which is exhausting at a suitable pressure. In Fig. 1 a piston 1 of a two-stroke internal combustion engine 2 is rigidly connected with a piston 3 of a compressor 4. By arrangement of the compressor cylinders, and of any additional air cushions, it is possible to equalize or balance the work for each stroke so that only the forces necessary for the acceleration of the crankshaft operate on the mechanism connecting the crank driver. The compressor 4 is double acting so that groups 5 of valves are arranged in both ends of the machine. The valves 5 allow part of the precompressed gas to pass through passages 6 and ports 9 when uncovered into the cylinder and part of the gas to pass by passage 7 to conduits leading to the reaction nozzles. Fuel injection is at 8. In Fig. 2, two pistons 1 are provided. Suction and exhaust are effected through ports 9. Pistons 1 are rigidly connected with pistons 3 of the compressor. The lower compression cylinder 4 delivers part of its air through chamber 13 and ports 9 to the'cylinder 2 for charging and scavenging whereby this part of the air is heated and when mixed with exhaust, delivered to reaction nozzles through ports 10, chamber 14 and collector pipe 16. The compressor also delivers part of the air from the upper cylinder 4 directly to the nozzle through the chamber 14 and pipe 16. Mixing takes place before the nozzles are reached to equalize pressure and temperature of gases. A wall 11 with an opening 12 is shown adjacent the cylinder through which opening the air passing the cylinder and serving for cooling purposes can pass into chamber 14 from chamber 13. In the chamber 14 this part of the compressed air is mixed with compressed air and exhaust gases emerging from the ports 10 and is led into the collecting pipe 16 and thence to the reaction nozzles. The arrangement in Fig. 2 can be replaced by a free piston motor compressor with slight modifications. A plurality of units 15 is shown in Fig. 3, all the units being connected to a collector pipe 16 in which the exhaust gases and the air which has been compressed and employed for scavenging and cooling purposes or even also the air which has only been compressed is collected. If all the units are not operating, the pressure and volume of the reaction gases must be regulated. A spring valve 18 with plunger 19 may be used to control nozzle cross section. Reaction gases flowing through collector pipe 16 contain sufficient oxygen for further condensation of fuel. This is important to prevent overloading when taking off &c. This supplementary combustion may be arranged in chambers 21 partly in pipe 16 and partly in combustion chambers 22 arranged after regulating elements 19 to protect them from high temperatures. Fuel is injected at 23 and ignition means is provided at 24. As in Fig. 4 collector pipe 16 may be formed as a structional member of the wings or as a strengthening member for the fuselage. Ice formation is thereby effectively eliminated.