OA20670A - The thermo-propeller, jet engine. - Google Patents

Abstract

The Thermo-propeller, piston and cylinder jet engine. A jet engine uses pistons and cylinders to perform its thermodynamic cycle. The engine has two large cylinders (6) and (29); two large pistons (8) and (28); two small pistons (17) and (37); two small cylinders (15) and (39); two rack rods (11) and (35); a toothed wheel (32); two injector pumps (14) and (38); two fuel injectors (16) and (40); two electric motors (20) and (43); two cylinders full of gas exhausts pierced with a hole (21) and (44); two nozzles (22) and (45); two inlet ducts (5) and (27); two exhaust ducts (7) and (30); two control rods (12) and (31); check valves (3), (4), (18), (25), (26), (41); four rocker switches (13), (9;10), (36), (33,34); two combustion chambers (19) and (42), two small solid exhaust cylinders (2) and (23) and two small electric motors (1) and (24). The engine according to the invention is intended for the propulsion of aircraft.

Description

DESCRIPTION

The present invention relates to a piston jet engine for aeronautical propulsion. Since the beginnings of aviation, there have been four types of jet engines: the rocket engine, the pulsejet, the statofoacteur and the turbojet. The thrust provided by these reactors strongly depends on the compression ratio that can be achieved, especially in the case of the last three reactors. The problem posed by each of the reactors is as follows:

- The rocket engine has a high power, but the costs, the dangerousness related to its operation and the complexity of its design as well as the duration of its operation which does not exceed ten minutes confines it to use on rockets spatial only.

-The ramjet is a reactor that has no moving parts, its compression is effected by the movement of the aircraft on which it is mounted. As a result, the ramjet cannot start on its own, nor operate at zero speed. Likewise when it works, high fuel consumption is observed.

-The pulsejet is a pulsed operation reactor, its compression is carried out by the movement of the wind which penetrates it, which does not allow to reach a good compression. In addition, it has a fairly large footprint.

-The turbojet to ensure the compression of the air, uses a compressor made up of the paddle wheels. To increase the compression ratio of a turbojet, it would be necessary to increase the number of bladed wheels of the compressor and that of the turbine, which increases the weight, the cost of production and the complexity of the system. Similarly, the turbojet engine, due to its operation, has its air intake which is placed directly in the air flow, which generates a considerable drag force which reduces the thrust of the engine, generating additional fuel consumption. In addition, the thrust provided by any reactor depends on the speed of ejection of the gases. In the case of the turbojet, the gases before exiting must first encounter the turbine, which reduces their final speed.

SUMMARY OF THE INVENTION

A first objective of the invention is to suggest a reactor where the compression ratio will no longer depend on the compressor, but rather on the volume of the combustion chamber.

Another important objective of the invention is to eliminate the aerodynamic drag force due to the installation of the engines in the relative wind. And also to increase the speed of ejection of gases.

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More specifically, the reactor according to the invention comprises two large cylinders, two small cylinders, two combustion chambers, two rack rods, two exhaust ducts, two full gas exhaust cylinders, two injector pumps, two injectors , four rocker switches, two small cylinders full of exhaust, two small electric motors, two intake ducts, non-return valves, two large pistons, two small pistons, a cogwheel, two control rods, two nozzles and two intake ducts.

The two large cylinders have a cylinder head at their upper part. In the center of the cylinder head is fixed a small section and long exhaust pipe equipped with a non-return valve followed by a small exhaust cylinder Heated to a small electric motor. The other end of the conduit has a non-return valve and will attach to the combustion chamber located under the second large cylinder. In each large cylinder slides a large piston fitted with segments that seal the large cylinder. Each large piston has a thread in its center allowing to attach a rack rod which also has threads at each of its ends. The second end of the rack rod is used to attach a small piston. Each small piston comprising segments, slides in a small cylinder. Each small cylinder is securely attached to the top of the combustion chamber.

The volume of each combustion chamber is determined by the desired compression ratio. The combustion chamber comprises on its lower part a convergent which leads to the solid exhaust cylinder which is pierced with a cylindrical hole in its center. Each cylinder full of exhaust is completed in its volume by ball bearings in order to facilitate its movement, the assembly is inserted in a casing. On the other side of the exhaust cylinder is fixed a divergent forming the exhaust nozzle.

In the rails of the two rack rods turns a toothed wheel. On each rod is fixed perpendicularly and at a well determined distance, a control bar which moves at the same time as the rod. On both sides of the gear wheel are two rocker switches, one next to the small cylinder and the other next to the large cylinder. The switches are fixed on a rotation axis and constitute two arms. Each arm has a point at its end. As it rotates, the tip touches and puts two metals in contact, allowing the current to flow. The electric wires of the switch of the small cylinder and that of the upper arm close to the large cylinder are connected to the electric motor located on the opposite side with respect to the axis of the toothed wheel. Each electric motor is linked to the solid exhaust cylinder and only rotates through an angle of 45mm, with a stop allowing this rotation to be limited. The sons

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Page 2 of the switch close to the large cylinder are connected to the small electric motor of the exhaust duct located on the same side. On the upper part of the small cylinder is fixed an injector pump on which is fixed an injector, itself fixed to the combustion chamber located on the same side. On the cylinder head of each large cylinder is fixed an intake duct equipped with non-return valves.

BRIEF DESCRIPTION OF THE DRAWINGS

Figure 1: is a view of the entire reactor.

Figure 2: is a cross-sectional side view of the solid exhaust cylinder.

Figure 3: is the front view of the full exhaust cylinder.

Figure 4: is a side view of the combustion chamber assembly, full exhaust cylinder in its casing showing the closure of the combustion chamber.

Figure 5: is a side view of the combustion chamber, exhaust cylinder assembly in its casing showing the opening of the combustion chamber.

Figure 6: is a view of the rack rod with the control bar on one side.

Figure 7: is a view of the rocker switches with the two arms as well as the electrical contactors for opening and closing the electrical circuits. Rack rod descending, switches moving clockwise.

Figure 8: is a view of the rocker switches. The rod with rack going up. Switches moving counter-clockwise.

Figure 9: is a representation of the large toothed wheel.

Figure 10: is a representation of the non-return valve in the open position.

Figure 11: is a representation of the check valve in the closed position.

Figure 12: is a representation of the large cylinder and the large piston having rounded tops.

Figure 13: is a representation of the solid exhaust cylinder complete with its bearings.

Figure 14: is a representation of the small cylinders full of exhausts from the exhaust ducts in the open position.

Figure 15: is a representation of the small cylinders full of exhaust from the exhaust ducts in the closed position.

From these figures, the invention will be better understood on reading the following description.

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INTRODUCTION

The thermo-propeller is a jet engine using pistons and cylinders to perform its thermodynamic cycle. In this description, we will present the elements or parts that make up the engine, then the thermodynamic cycle and finally the complete operating cycle of the engine.

1/ COMPOSITION

The engine comprises according to Figure 1:

- Two large cylinders (6) and (29)

Two small cylinders (15) and (39)

Two large pistons (8) and (28)

Two small pistons (17) and (37)

- Two rack rods (11) and (35)

A cogwheel (32)

Two injector pumps (14) and (38)

Two fuel injectors (16) and (40)

Two electric motors (20) and (43)

- Two cylinders full of exhaust pierced with a cylindrical hole (21) and (44)

Two nozzles (22) and (45)

Two intake ducts (5) and (27)

- Two exhaust ducts (7) and (30)

- Two injector and electric motor control bars (12) and (31)

- Check valves (3), (4), (18), (25), (26), (41)

- Four rocker switches (13); (9,10); (36); (33.34)

- Two combustion chambers (19) and (42)

Two small cylinders full of exhaust (2) and (23)

- Two small electric motors (1) and (24)

II/ DESCRIPTION AND ROLE OF THE ELEMENTS

The large cylinders

These are cylinders (6) and (29) whose diameter is of the order of a meter allowing a large quantity of air to be obtained. Their role is to contain the air sucked in through the intake ducts (5) and (27), to compress it and to send it back to the combustion chambers (42) and (19) through the exhaust ducts (30) and (7) as shown in Figure 1.

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2JThe intake duct

It is a cylindrical pipe (5) and (27) of which one end is in the open air and the other end firmly fixed respectively to the top of the large cylinders (6) and (29) according to figure 1. It also contains one or more non-return valves (4) and (26) allowing it to be completely closed at the time of compression according to figure 11.

.The exhaust duct

It is a long pipe of small section, one end of which is fixed to the top of the large cylinder, for example the exhaust duct (7) is fixed to the large cylinder (29) and the other end firmly fixed to the combustion chamber (19) located under the second large cylinder (fig.l). At the end fixed to the large cylinder (29) there is a non-return valve (25), after this comes a small full exhaust cylinder (23) so the hole has the same diameter as the exhaust duct. This cylinder (23) is firmly linked to a small electric motor (24). The other end of the duct fixed to the combustion chamber (19) carries the non-return valve (18). Similarly, the exhaust duct (30) starts from the large cylinder (6) for the combustion chamber (42). It is also fitted with the non-return valve (3) followed by the small full exhaust cylinder (2) which is linked to the small electric motor (1), on the end fixed on the large cylinder (6) and at the other end is the non-return valve (41).

.The combustion chamber

It is the main element that determines the power of the engine. It is sized according to the compression ratio that you want to achieve. Thus, taking into account the compression ratio and the volume of the large cylinders, the combustion chambers (19) and (42) can easily be dimensioned. On the upper part of the chambers are joined the small cylinders (15) .. (39) (fig.l), its lower part comprises a convergent (52) and is connected to the housing (49) of the exhaust cylinder (51) and the nozzle (50) according to Figure 4 and Figure 5. It serves to carry out the combustion of the air-fuel mixture.

.The small cylinder

It is in these cylinders (15) and (39) that is provided the energy necessary to compress the air in the large cylinders (6) and (29) located above. By taking into account the high pressure prevailing in the combustion chamber and the work of compression necessary for the volume of air in the large cylinders, one can determine the diameter of the small cylinders. Anyway a small section will be enough to take the work of compression. Nevertheless, the small cylinders have the same length as the large cylinders, but their volumes are very small compared to the volumes of the latter (fig. 1).

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Page 5 .Lc large piston

The large pistons (8) and _v 28) have the same diameter as the large cylinders and make it possible to suck in and compress the air in the large cylinders (6) and (29). They are fitted with segments to ensure the tightness of large cylinders. They are firmly linked to the rack rods (11) and (35) this using threads.

7,The small plunger

The small pistons (17) and (37) have the same diameter as the small cylinders (15) and (39) and allow the compression energy to be transmitted to the large pistons (8) and (28) located above, through the rack rods (II) and (35). Their return to the combustion chambers first allows the small cylinders to be swept and also to compress the air. They have segments that seal the small cylinders. They are also firmly connected to the rack rods (11) and (35) using the threads (fig. 1).

.Lc check valve

It opens (61) and closes (66) under the pressure of the gases according to figures 10 and figure 11. Its role is to prevent the gases from returning to the enclosure from which they were drawn. It moves in the direction of the dominant pressure (62) and (65). In the absence of any pressure, a return spring (63) returns it to its closed position (fig. 10 and fig.l 1).

.The rack rod

These are rods (11) and (35) having notches (54) on one side (fig-6). It connects the large and the small piston located on the same axis (fig.l). Through its rack (54) it makes it possible to transmit and receive reciprocating motion to the toothed wheel (32). It also carries on the other side the bar (53) which controls the fuel injector pump and the switches of the electric motors (fig.6). In the diagram of the engine in Figure 1, the racks have not been shown for reasons of clarity.

lO .The gear wheel

It is a wheel with notches on its circumference (fig.9). It is in contact with the rack of each rod (fig.l) and allows alternating movement to be transmitted on either side. On the diagram of the engine of figure 1 the teeth of the wheel have not been represented for reasons of clarity.

ll. The injector and electric motor control bar

The bars (12) and (31) are fixed on the opposite side to the rack on the rod (fig.6). On the one hand, their contact with the injector pumps (14) and (38) makes it possible to send pressurized fuel into the combustion chambers (19) and (42) located below and

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Page 6 on the other hand, it also touches the arms of the rocker switches used to open and close the circuits of the electric motors according to figures 7 and 8.

12,The injector pump

The pumps (14) and (38) suck in and deliver the fuel. They make it possible to put the fuel under high pressure and to send it respectively to the injectors (16) and (40) and are controlled by the bars (12) and (31) of the rack rods (11) and (35).

. The fuel injector

The injectors (16) and (40) make it possible respectively to send fuel under high pressure into the combustion chambers (19) and (42) located on the same side as them.

.Toggle switches

They have the shape of an arc (60) and rotate around an axis (57). They carry at their end contactors (56) making it possible to close electrical circuits (55), 58) and (59) according to FIGS. 7 and 8. On each side of the toothed wheel are two switches, one near the large cylinder and the other close to the small cylinder according to figure 1: -The switch (13) which is close to the small cylinder (15) has only one circuit (the circuit (59) in figures 7 and 8). This circuit is only connected to the electric motor (43). The direction of the current in this circuit makes it possible to always place the full exhaust cylinder (44) in the open position according to FIG. 5. Similarly, the switch (36) near the small cylinder (39) has no only one circuit and is only connected to the left electric motor (20) and allows the exhaust cylinder (21) to always be in the open position. -The switch which is near the large cylinder (6) activates two circuits on its two arms (9) and (10) (represented in Figures 7 and 8 by the circuits (55) and (58)): the circuit ( 9) by activating sending current at the same time: on the one hand in the electric motor (43) making it possible to always put it in the closed position in order to close the combustion chamber (42) according to Figure 4. And d on the other hand the current is sent in the small motor (1) in order to turn the small full exhaust cylinder (2) in its open position thus opening the exhaust duct (30) allowing the compressed air past and join the combustion chamber (42) according to Figure 14.

Its second arm (1Û) has only one circuit which is only connected to the small motor (1). The direction of the current in this circuit makes it possible to turn the small cylinder full of exhaust (2) in its closed position according to figure 15. In the same way the switch located close to the large cylinder (29) has its two contacts ( 33) and (34). The arm circuit (33) is connected both to the left electric motor (20) allowing the exhaust cylinder (21) to be closed, and to the small electric motor (24) which, by turning, opens the small cylinder full of exhaust (23).

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The arm (34) is only connected to the small motor (24). The direction of the current in the latter allowing it to be put in the closed position so that the small solid exhaust cylinder (23) blocks the passage to the compressed air according to figure 15.

The distance between the two extreme arms of two switches located on the same side, for example (13) and (9) or (36) and (33) is calculated so that the small pistons have swept 70 to 80% the length of the small cylinders. The tilting of an arm makes it possible to position the second arm to make a contact with the control bar according to figures 7 and 8. After tilting the arm which makes the contact is maintained in this position by a magnet until the next tilting. In short, the electric wires (9) and (13) of the left switches are connected to the right electric motor (43) and the electric wires (36) and (33) of the right switches are connected to the left electric motor (20 ); the directions of the electric currents in each pair of circuits arriving in a motor being opposite. The electrical wires of the switches located near the large cylinders are linked to the small electric motor of the exhaust duct located on the same side, for example the wires (9) and (10) are connected to the small motor (1) and those of (33 ) and (34) are connected to the small motor (24).

For reasons of clarity, we had not shown the four switches in Figure 1. But their position when the exhaust cylinders open and close are indicated by the numbers (9), (10), ( 13), (33), (34) and (36).

.Electric motors

These are direct current electric motors (20) and (43) thereby making it possible to reverse their direction of rotation by reversing the direction of the electric current; this being done by the toggle switches. Each electric motor is firmly linked to a cylinder full of gas exhaust according to figure 1.

. The cylinder full of nozzle exhaust

These are cylinders (21) and (44) which are solid and pierced with a cylindrical hole (46) according to Figures 2 and 3. They are firmly linked to the electric motors and allow, thanks to the rotation of the latter, to:

-On the one hand to open the combustion chamber if the combustion chamber hole; that of the exhaust cylinder and that of the nozzle are perfectly aligned (fig.5).

-On the other hand, to completely close the combustion chamber if the hole in the chamber, that of the exhaust cylinder and that of the nozzle are not aligned (fig.4).

The solid cylinder (51) is contained in a casing (49) in order to ensure its tightness (fig. 4 and fig.5), it performs rotations through an angle of approximately 45°, a stop limiting this movement. Ball bearings (69) complete it in its volume according to figure (13) in order to

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Page 8 facilitate its movement. On the diagram of figure 1, we had not represented the crankcase for reasons of clarity.

17,Spout

It is a truncated cone (22), (45), (50), so the small section is attached to the casing (49) of the exhaust cylinder (fig.4 and fig.5). It allows the expansion of pressurized gases and their escape into the atmosphere.

. The small cylinder full of exhaust

These are small solid cylinders (2) and (23) pierced with a cylindrical hole of the same diameter as the exhaust ducts (7) and (30), making it possible to open and close the latter according to Figures 14 and 15. They are linked to the small electric motors (1) and (24) which control their movements. They make it possible to contain the compressed air in the large cylinders so that the combustion gases from the small cylinders and the combustion chambers have time to escape.

.The small electric motor

These are small direct current electric motors (1) and (24). They are firmly connected to the small cylinders full of esch. _r ment (2) and (23) and allow the latter to be placed in the closed (72) or open (70) position allowing the compressed air to pass through the exhaust duct (71) according to the figures 14 and 15.

III/ THERMODYNAMIC CYCLE

The classic four strokes of an internal combustion engine take place in the engine, but for the sake of understanding we will subdivide the operation according to 5 stages: intake, compression, combustion, expansion and exhaust-reaction .

a/ Admission

On intake, a large amount of air is drawn into the large cylinder through the intake duct. At this time the large piston goes from the top of the cylinder downwards.

b/ Compression

As it rises, the large piston compresses the air which is sent to the combustion chamber located under the other large cylinder through the exhaust ducts.

c/ Combustion

In contact with compressed air, the fuel injected under pressure ignites spontaneously, which has the effect of increasing the pressure in the combustion chamber.

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Page 9 d/ Relaxation

The small piston being closest to the combustion chamber; ignition of the fuel increases the pressure considerably. The gases expanding in the small cylinder push the small piston violently upwards.

e/ the escapement-reaction.

When the combustion chamber is opened according to figure 5, the gases escape through the nozzle. The high-velocity ejection of gases from the rear causes a forward propulsive force in accordance with the principle of faction and Isaac Newton's reaction,

IV/ OPERATING CYCLE

By definition we will call the top of the cylinders the top dead center (TDC) and their base the bottom dead center (BDC).

3.1 Getting Started

To start the engine, the two small pistons (17) and (37) must be at extreme opposite positions, i.e. one must be at bottom dead center (closer to the chamber) and the other at top dead center (at the top), and also the four full exhaust cylinders are in their closed position (fig.4). Suppose the engine is found as in Figure 1. The small piston (17) is at BDC and the small piston (37) at TDC. There are three ways to start the engine:

FIRST: Powerful electric motors firmly linked to the pinions and placed in the rails of the 2 racks (11) and (35) can move the pistons in such a way as to perform an air compression in one of the combustion chambers (the chamber (19) for example) necessary for a combustion which could again push back the two pistons (17) and (8), SECONDLY; You can choose to send compressed Air into the combustion chamber (19) at a sufficient pressure for combustion which can release the energy just necessary to push the two pistons (17) and (8) to TDC, THIRD: A sufficient quantity of a liquid oxidant such as nitric acid can be injected and ignited in the combustion chamber (19).

In all three cases, the objective is to obtain sufficient gas pressure to push the two pistons (17) and (8) to top dead center.

To properly describe the operation, we will subdivide the cycle into two phases according to the direction of movement of the rack rods.

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A/ First phase: raising of the rack rod (11) and lowering of the rack rod (35)

3.2 / First expansion in the small cylinder (15), first air compression in the large cylinder (6) and the chamber (42), first air intake in the large cylinder (29).

Suppose we have chosen the third starting case. The inlet duct (5) being closed, the combustion of the oxidant increases the pressure of the chamber (19); the gases expanding in the small cylinder (15) push the small piston (17) and the rack rod (11). The small full exhaust cylinder (2) being closed, also rising, the large piston (8) compresses the air in the large cylinder (6). After the control rod (12) has traveled approximately 75% of its travel, it touches the arm (9) of the switch located near the large cylinder (6) (activating circuit (55) of Figure 8). This circuit simultaneously sends current on the one hand to the small electric motor (1) which turns and puts the small exhaust cylinder (2) in its open position. As a result, the compressed air can pass from the large cylinder (6) to the combustion chamber (42) through the exhaust duct (30) according to FIG. 14. On the other hand, the current is sent to the electric motor (43) which always remains in its closed position.

At the same time, the rise of the rack rod (11) generates through the toothed wheel (32) the descent of the rack rod (35) and therefore of the two pistons (28) and (37). Going down the large piston (28) draws air through the inlet duct (27) which is open according to figure 10, the exhaust duct (7) is closed (fig.l 1). The descent of the small piston (37) also compresses the air in the combustion chamber (42). Similarly, when descending the control bar (31) touches the arm (34) of the switch located near the large cylinder (29) (activating the circuit 58 of Figure 7). This always maintains the small electric motor (24) and the small full exhaust cylinder (23) in their closed position according to figure 15.

3.3 First stroke of the injector pump (38), first combustion in the chamber (42) and first exhaust in the nozzle (22).

The moving control bar (31) first comes into contact with the injector pump (38). The latter sends fuel under high pressure into the combustion chamber (42). On contact with compressed air, the fuel ignites and increases the pressure in the chamber (42). During combustion, the full gas exhaust cylinders always remain closed (fig.4).

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Before arriving at the end of the course, the control bar (31) then comes into contact with the arm (36) of the switch located near the small cylinder (39) (activating the circuit (59) of FIG. 7). This causes a direct current to pass through the electric motor (20); this has the effect of rotating it approximately 45° in the L. clockwise direction, driving the exhaust cylinder (21) so that the holes in the chamber (19), that of the exhaust cylinder (21) and nozzle (22) are perfectly aligned (fig.5). The opening of the passage allows the gases to escape at very high speed. Thus, the combustion chamber (19) and the small cylinder (15) are emptied quite quickly, the pressure returns to or is close to atmospheric pressure.

B/Second phase: raising of the rack rod (35) and lowering of the rack rod (11)

3.4 First expansion in the small cylinder (39), first air compression in the large cylinder (29) and the combustion chamber (19), new air intake in the large cylinder (6)

The high pressure prevailing in the combustion chamber (42) is much higher than that of the chamber (19); this has the effect of violently pushing back the small piston (37) as well as the rack rod (35). Going up the control bar (31) again encounters the second arm of the switch located near the small cylinder (39) which repositions it, this arm having no electrical circuit (fig.8). The small full exhaust cylinder (23) being closed the rise of the large piston (28) compresses air in the large cylinder (29). After control rod (31) has traveled 75% of its travel, it meets switch arm (33) located near large cylinder (29) (activating circuit (55) in Figure 8). This causes current to pass simultaneously on the one hand in the electric motor (20), which causes it to rotate counter-clockwise by approximately 45° so that the holes are no longer aligned (fig.4 ) and completely close the combustion chamber (19). On the other hand the current is also sent to the small electric motor (24) which rotates, driving the small exhaust cylinder (23) which opens the passage according to figure 14. Thus the compressed air can pass from the large cylinder (29) to the combustion chamber (19) through the exhaust duct (7).

Similarly, going up the rack rod (35) communicates its movement to the toothed wheel (32) which also communicates to the rack rod (1 1) which descends, causing the descent of the two pistons (8) and (17). The large piston (8) descending draws air through the intake duct (5); and the small piston (17) first sweeps the small cylinder

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Page 12 (15) over 75% of its length and then begins to compress the air following the closure of the chamber (19).

Also descending the control bar (12) meets the arm (10) of the switch of the large cylinder (6) (activating the circuit (58) of Figure 7), this sends current to the small motor (1) which rotates causing the small solid exhaust cylinder (2) to close according to figure 15.

3.5. First stroke of the injector pump (14), first exhaust in the nozzle 45. The control rod (12) of the rod (11) which is in motion, comes into contact with the injector pump (14) and the latter sending pressurized fuel into the combustion chamber (19). The fuel ignites on contact with the compressed air and increases the pressure in the chamber ( 19).

Before reaching the end of the run, the control bar (12) touches the arm (13) of the switch located near the small cylinder (15) (activating the circuit (59) of Figure 7) which passes current continuously in the electric motor (43) which rotates about 45°, driving the exhaust cylinder (44) in order to align the holes of the combustion chamber (42), the exhaust cylinder (44) and of the nozzle (45) (fig.5). As a result, the pressurized gases escape at very high speed into the atmosphere, which considerably drops the pressure in the chamber (42) and the small cylinder (39).

3.6 Cycle Renewal.

Again, the pressure in the chamber (19) is higher than that of the chamber (42). The strong pressure of the combustion chamber (19) pushes the small piston (17), as well as the rack rod (11) and the large piston (8) which compresses the air in the large cylinder (6) since the small solid exhaust cylinder (2) is closed. Going up, the control bar (12) still touches the second arm which has no circuit of the switch located near the small cylinder (15) which makes it possible to reposition the arm (13) which has a circuit (fig.8). After having traveled 75% of its travel, the bar (12) touches the arm (9) of the switch of the large cylinder (6) (activating the circuit (55) of figure 8), the latter simultaneously sending current: on the one hand in the electric motor (43), which causes it to rotate by approximately 45° in the opposite direction to that of its first movement thereby driving the exhaust cylinder (44) which thus closes the combustion (42) (fig. 4). And on the other hand the current is also sent to the small motor (1) which rotates, driving the small solid cylinder (2) which opens the exhaust duct (30) according to figure 14.

Continuing its rise, the large piston (8) compresses and sends air into the combustion chamber (42) through the exhaust duct (30). At the same time

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The toothed wheel (32) makes it possible to lower the rack rod (35) and the two pistons (28) and (37), while descending the large piston (28) draws air through the inlet duct ( 27) and the small piston (37) first sweeps the small cylinder (39) over 75% of its length before starting to compress air following the closure of the chamber (42). Also in descent, the control bar (31) first touches the arm (34) of the switch of the large cylinder (29) (activating the circuit (58) of figure 7) which sends a current in the small motor (24) which rotates, driving the small full exhaust cylinder (23) which closes the exhaust duct (7) (Figure 15). Before reaching the end of the run, the control bar (31) comes into contact with the injector pump (38) which sends fuel into the combustion chamber (42), in contact with the compressed air the fuel s ignite. Ignition of the fuel restarts the engine cycle and so on.

V/ PROPULSION

The propulsion of the engine resulted from the exhaustion at very high speeds of combustion gases into the atmosphere, according to the principle of action and reaction of Newton. Thus the engine is pushed forward each time one of the chambers lets out hot gases.

NOTE: To optimize the flow of air into the large cylinder during compression, it would be preferable to have a large cylinder (68) and a large piston (67) with rounded tops shown on the figure 12.

APPLICATION

The operation of the engine is similar to that of a two-stroke internal combustion engine. The engine according to the invention is intended for the propulsion of aircraft.

Claims (8)

1/ A piston and cylinder jet engine hereinafter called 'Thermo-propeller' characterized in that it comprises two large cylinders (6) and (29); two large pistons (8) and (28); two small pistons (17) and (37); two small cylinders (15) and (39); two rack rods (11) and (35); a toothed wheel (32); two injector pumps (14) and (38); two fuel injectors (16) and (40); two electric motors (20) and (43); two cylinders full of exhausts pierced with a hole (21) and (44); two nozzles (22) and (45); two inlet ducts (5) and (27); two exhaust ducts (7) and (30); two control rods (12) and (31); check valves (3), (4), (18), (25), (26), (41); four rocker switches (13), (9;10), (36), (33,34); two combustion chambers (19) and (42), two small solid exhaust cylinders (2) and (23) and two small electric motors (1) and (24). 2 / engine according to claim 1 characterized in that the small cylinders (15) and (39) constitute the upper part of the combustion chambers (19) and (42). 3 / motor according to claim 1 characterized in that the toothed wheel (32) rotates between the two rack rods (11) and (35) 4 / Engine according to claim t characterized in that the full gas exhaust cylinders (21) and (44) constitute the lower part of the combustion chambers (19) and (42). 5 / Engine according to claim 1 or claim 4 characterized in that a mechanism actuates the solid exhaust cylinders (21) and (44). 6 / motor according to claim 5 characterized in that the action mechanism can be an electric motor. 7 / motor according to claim 1 or claim 6, characterized in that the electric motors are controlled by an electric device 8 / motor according to claim 1 characterized in that rack rods (11) and (35) connect the large pistons (8) and (28) to the small pistons (17) and (37).