RU2032103C1 - Detonation engine - Google Patents

Abstract

FIELD: engine engineering. SUBSTANCE: one-loop and two-loop modifications of the engine can be made. In both cases, the engine has housing 1 with hollow shaft 2. Combustion chambers 5 are positioned on the shaft in pair. The chambers are provided with spark plugs 12 of an ignition system and inlet units 4 for supplying fuel and oxygen. One end of the hollow shaft is coupled with manifold 8 for supplying fuel gas and the other end is coupled with inlet units 4. Pipe line 11 for supplying oxygen is positioned inside hollow shaft 2. One end of the pipe line is connected to the supplying manifold and the other end is connected with inlet units 4. The one-loop modification of the engine has pressure-tight housing 1 connected with exhaust pipe 10. The two-loop modification has main housing wherein the internal pressure-tight housing is received. The internal housing has gas dynamic ribs and manifold coupled with exhaust pipe 10. The engine can be open-loop type, i. e. without housing and pipe line for supplying oxygen. In this case, the front part of the combustion engine can be provided with an inlet plate valve. In both cases the combustion chambers can be pipe-like or nozzle-like. Valves can be mounted at the outlet section of the pipe or at the subcritical part of the nozzle. EFFECT: enhanced efficiency. 9 cl, 16 dwg

Description

 The invention relates to engine building and can be used to create engines used to rotate various mechanisms and machines.

 Known internal combustion engines (ICE), using gas as fuel and used to provide power to various objects and devices [1].

 Known two-way internal combustion engine containing a housing, a combustion chamber, a carburetor, a compression chamber, ignition and cooling systems, gas ducts and a turbine [2]. The disadvantage of this engine is the increased mass and low resource.

 The aim of the invention is to increase efficiency by reducing weight and loads, increasing resource and simplifying the design.

 For this, the engine can be made in single-circuit and dual-circuit versions in closed and open circuits. It contains a housing with a hollow shaft, on which combustion chambers, which are actually detonation chambers, are placed in pairs. These chambers contain spark plugs, and the shaft is connected on one side to the fuel supply line (gas, atomized liquid fuel, etc.) and, on the other hand, to the pipes for supplying combustion chambers.

 When the engine is executed in a single-circuit version according to a closed circuit, the oxidizer supply line is also located in the hollow shaft and connected by nozzles for supplying the combustion chambers, and the casing is sealed and equipped with an exhaust pipe. When the engine is run in an open circuit, the casing is leaky or absent, the oxidizing agent is the ambient air that is sucked into the combustion chambers directly from the atmosphere, and exhaust gases are emitted from the combustion chambers directly into the environment. The full shaft at the same time ends with the output shaft, from which the torque is removed.

 When the engine is executed in a double-circuit version, it is equipped with an internal sealed housing with an internal gearing mechanism (ring gear), and on the hollow shaft there is a gear wheel that is in contact with the gear wheel of the output shaft (shank), which, in turn, is in contact with the gearing mechanism internal tight case. The internal sealed housing is housed in the main body and is connected to the exhaust manifold. On the inner surface of the inner sealed enclosure are gas dynamic ribs.

 The combustion chamber can be made tubular and nozzle. In the first case, it can be equipped with a plate shut-off valve at the outlet cut and connected in the end part with supply pipes. In the second case, a plate shut-off valve can be installed in the subcritical part of the nozzle. The nozzles for supplying combustion chambers can be made in the form of normally open plate valves.

 Figure 1 shows a diagram of the engine in a single-circuit version in a closed circuit; in FIG. 2 - the same, in a double-circuit version in a closed circuit; in FIG. 3 - the same, in a single-circuit version in an open circuit; figure 4 and 5 - options for placing combustion chambers on the shaft; Fig.6 is an electrical diagram of an ignition system with a common supply of candles; 7 and 8 are a tubular and nozzle combustion chamber, respectively, side view; figure 9 is a tubular combustion chamber with an "open" engine circuit; figure 10 is an exemplary graph of pressure changes at the bottom of the tubular combustion chamber; figure 11 is a diagram of the cycle of the combustion chamber in the T-S coordinates (AB - explosion of the mixture, BV - emission of detonation products, VA - suction); on Fig - internal sealed enclosure in the context; on Fig and 14 are examples of the placement of detonation engines on a car and a helicopter, respectively; on Fig - ignition system with individual power candles; in Fig.16 - the resulting engine torque with two parameters of the combustion chambers (a - the first pair, b - the second pair, c - the resulting moment).

 The engine consists of a housing 1, a hollow sealed shaft 2 and an output shaft 3, inlet devices 4 and combustion chambers 5, a source of 6 fuel (gas) with a shut-off element (gear) 7, a supply manifold 8, an ignition system with a battery 9, an exhaust pipe 10 Highway 11 oxidizing agent.

 The line 11 is located inside the shaft 2, which is also the fuel line, they are rigidly connected and communicate with the combustion chambers 5 by means of the devices 4. The source 6 is connected to the cavity of the shaft 2 through the gearbox 7 and the collector 8, the battery (generator) 9 is in contact with the leads of the candles 12, placed in the combustion chambers 5.

 With a single-circuit engine, the shaft 3 is rigidly connected to the shaft 2 and is its extension in the form of a shank (Fig. 1), and with a double-circuit shaft 3 it is connected by a gear with an internal sealed housing 13, which is mounted on the shaft 2 through a bearing with a seal and is equipped with an inside gas-dynamic ribs 14 and a collector 15 associated with the pipe 10.

 Air (oxidizing agent) to the line 11 can be supplied either from a pneumatic cylinder with a shut-off element (by analogy with the supply of fuel), or by means of a fan (not shown) driven from the shaft 3, or under the influence of its own pressure when placing the engine on moving objects ( cars, helicopters, etc.).

 It is possible to perform the engine according to an “open” circuit (Fig. 3), when air is supplied not through a special line 11, but through a plate valve 16 from the oncoming air flow, which is also typical when the engine is located on cars, helicopters, etc. Case 1 may be absent.

 The combustion chambers 5 are placed on the shaft 2 in pairs and can be either spaced (Fig. 4) or combined (Fig. 5), depending on the specific purpose of the engine. It is important that the center of mass of the structure is aligned with the axis of the shaft 2.

 The ignition system contains a chopper 17 connected to the engine control system 18 and providing the required frequency of spark discharge on the candles 12. The chopper 17 can be made in the form of normally open relay contacts with electromagnetic control or in some other known circuit. The ignition system also includes ring collectors 19 and 20 on the shaft 2 (Fig. 6), connected with the wires of the candles 12. It is possible that each pair of chambers 5 has its own collectors 19 and 20, a chopper 17 and switching wires to the candles 12.

 The combustion chambers 5 can be made both in a tubular (Fig. 7) and in a nozzle (Fig. 8) versions. The first option is characterized by exceptional simplicity, and the second - the maximum use of pulse energy. The chambers 5 may include shut-off valves 21 (they are shown in the plate version in Figs. 7, 8 when they automatically block the openings of the chambers 5 under the action of centrifugal force), preventing undesirable leakage of the explosive mixture into the housing 1 or 13.

 For engines operating in stationary mode (with a stable external load and with a constant frequency of operation of the chopper 17), the valves 21 may be absent if the condition is met: the time between the sparks on the spark plugs 12 is less than or equal to the time of filling the chambers 5 with an explosive mixture of fuel and air ( oxygen), i.e. when the explosive mixture does not have time to leak from the chamber 5 into the housing 1 or 13 (Fig.9).

 The inlet devices 4 can be made, for example, in the form of plate check valves 22 and 23. With the “open” circuit (Fig. 9), the valve 23 may be absent, its role is played by the valve 16. Valves 16.21-23 are made by stabilizing centrifugal forces: valves 16 and 21 are closed, valves 22 and 23 are open.

 In the initial position, the gearboxes 7 are adjusted so that the second mass flow of fuel from the source (cylinder) 6 constitutes an explosive (detonation) mixture when mixed with air (oxidizing agent). The fuel enters the chambers 5 through the manifold 8, the cavity of the shaft 2 and the device 4, and the air through the corresponding manifold and line 11 with single-circuit (Fig. 1) and double-circuit (Fig. 2) versions. In the case of an “open” circuit (FIG. 3), air already fills the chambers 5 in advance.

Then, the shaft 3 is unwound, for example, with a starter and a breaker 17 is turned on - a spark jumps on the candles 12 and an explosive mixture bursts in the chambers 5. At the same time, the pressure in the chambers 5 increases stepwise from the value of P _a to P _o (Fig. 10.11), the valves 21, if any, are opened by overpressure and the detonation products are thrown out (into case 1 with a single-circuit version, into case 13 with bypass circuit and into the atmosphere with an “open” circuit), creating the required torque momentum on shaft 2. In the explosion in the chambers 5, the valves 22 and 23 (or 22 and 16) are closed by excessive pressure, preventing undesirable outflow of gases.

A pulsed emission of detonation products is characterized by the unsteady movement of rarefaction waves toward the bottom of chamber 5 (Figs. 7 and 9) or quasistationary outflow of these products through a nozzle (Fig. 8), but in any case, rarefaction occurs in chamber 5 (when P <P _a , Fig .10 and 11), which ensures that gas is sucked into it from the cavity of the shaft 2. After filling the chambers 5 with a detonation (explosive) mixture, the interrupter 17 is activated again (after a period t _Σ , Fig. 10), providing a spark on the candles 12 and an explosion of the mixture. Constant repetition of this cycle and ensures the functioning of the engine.

 In the single-loop version (Fig. 1), detonation products from the chambers 5 enter the housing 1, and from there through the pipe 10 are released into the atmosphere. In this case, the torque from shaft 2 is transmitted directly to the output shaft (shank) 3. The same moment is transmitted when the circuit is open (Fig. 3).

 In the double-circuit version (Fig. 2), detonation products, breaking out of the chambers 5 and having considerable speed, fall on the ribs 14 of the inner casing 13, ensuring its rotation in the opposite direction. Through a gear transmission, the torque is transmitted to the output shaft 3. The detonation products from the housing 13 through the collector 15 are thrown into the exhaust pipe 10.

The power of the proposed engine is controlled through the control system 18 by changing the period t _{Σ of} operation of the breakers 17 (i.e., candles 12), as well as by changing the pressure of the combustible gas in the shaft 2 and the air in the line 11 (it can very slightly differ from atmospheric P _a and be such as to overcome the hydraulic resistance of the lines and fill the chambers 5 with an explosive mixture in the required time).

 The engine can be stopped by opening the breakers 17 and closing the gear 7. At the same time, the cavities can be purged with air through the line 11.

 Unwanted vibrations that may occur during engine operation are minimized by the sequence of operation of the candles 12 in the chambers 5 (Fig. 16), as well as by the inertia of the rotating parts of the engine.

 The proposed engine can be installed permanently, as well as on cars (Fig. 13), objects of aviation technology (Fig. 14), etc. On cars, it can be placed at the top, since due to the significant gyroscopic effect it prevents capsizing.

 Thus, the proposed detonation engine has high efficiency: it does not require the operation of compression of the combustible mixture as in ICE, associated with the expenditure of energy; does not contain a crankshaft and reciprocating moving parts that require careful balancing; structurally simple, light in weight, does not require careful sealing and can be easily controlled.

 Allowing to use the detonation effect, which they try to avoid in all ICEs, to ensure functioning, the engine does not require a cooling system, has an increased efficiency and a long resource. This allows you to widely use it in stationary and moving objects.

Claims (11)

 KNOCK ENGINE (OPTIONS).  1. A detonation engine comprising a housing, combustion chambers with supply nozzles connected to the shaft, an ignition system, gas ducts, fuel and oxidizer supply lines, characterized in that, in order to increase efficiency by reducing weight, loads and increasing the pulse life operating mode, in it the combustion chambers are placed on the shaft in pairs, the shaft being hollow and connected on one side to the oxidizer and fuel supply lines, and on the other, to the pipes for supplying the combustion chambers.  2. The engine according to claim 1, characterized in that the oxidant supply line is located in the hollow shaft and is connected to the nozzles for supplying combustion chambers.  3. The engine according to claim 2, characterized in that the housing is sealed and equipped with an exhaust pipe, and a shank is made on the hollow shaft from the side opposite to the supply lines.  4. A detonation engine comprising a housing, combustion chambers associated with a shaft and supply pipes, an ignition system, gas ducts, fuel and oxidizer supply lines, characterized in that, in order to increase efficiency by reducing weight, loads and increasing resources in a pulse operating mode, it is equipped with a sealed housing with a gearing mechanism, an output shaft and a collector with an exhaust pipe fixed to the hollow shaft, while on the inner surface of the sealed housing are gasdynamic skie rib and the gear engagement mechanism is secured to the output shaft and connected with the gear ring arranged on the outer surface of the hollow shaft.  5. The engine according to claims 1 and 4, characterized in that each combustion chamber in the end part is equipped with a normally closed inlet plate valve for the oxidizer.  6. The engine according to claims 1 and 4, characterized in that each combustion chamber is tubular, and the supply pipe is located in the end part.  7. The engine according to claim 6, characterized in that each tubular chamber is equipped with a plate shut-off valve located at the outlet cut.  8. The engine according to claims 1 and 4, characterized in that each chamber is equipped with a nozzle.  9. The engine of claim 8, characterized in that in the subcritical part of the nozzle a plate shut-off valve is installed.  10. The engine according to claims 1 and 4, characterized in that the nozzles for supplying the combustion chambers are made in the form of normally open plate valves.

Images