RU2754976C2 - Universal jet engine (ure) - Google Patents

Abstract

FIELD: engine building.SUBSTANCE: invention relates to rocket jet engines. The universal rocket engine (URE) for a cruise missile, subsonic, supersonic and hypersonic plane, spaceplane, comprises a system for forming and injecting high-pressure gaseous or liquid fuel, an apparatus for injection of an oxidising mixture and water; a narrowing adjustable air intake with a rectangular or triangular cross-section; an adjustable nozzle; a multi-sectional combustion chamber with a system for simultaneous ignition along the entire length of the combustion chamber. Installed in the sections of the combustion chamber are frontal valves with an axis of rotation and a spring mechanism located on said axis. The engine comprises a back retractable valve with an axis of rotation.EFFECT: achieved upon implementation of the invention are an increase in the thermodynamic efficiency and a reduction in the specific fuel consumption due to the increase in the amplitude of pressure pulsations, increase in the degree of compression and flow mass of the air in the combustion chamber, increase in the combustion rate of the combustible mixture, use of detonation modes of combustion of the fuel.7 cl, 35 dwg

Description

1. Description of the invention

The invention relates to the production of jet engines for aircraft, creating thrust only due to a jet stream, and is intended for use by aircraft as its modification in the form of an engine for a cruise missile, subsonic, supersonic and hypersonic aircraft, spaceplane on liquid, gaseous fuel.

2. State of the art

A universal jet engine, (URD), and its modifications (with a 2-section combustion chamber - URD2s), refer to rocket and air jet engines that use only a jet stream of gases to create thrust with mechanical valves, including from a nuclear reactor , as a source of thermal energy, but without the use of a compressor, turbine.

1) Prototypes

Known pulsating jet engine (hereinafter PuVRD) German cruise missile during the Second World War V-1 (see GB Sinyarev, MV Dobrovolsky. Liquid rocket engines. - Oborongiz, 1957, pp. 19, 20) ...

Also known are PUVRD designs using aerodynamic valves, "Nonstationary flame propagation", ed. J.G. Markstein, M .: MIR, 1968, p. 401-407. In addition, PUVRD, in which the replacement of mechanical valves with aerodynamic ones, is described in US patents No. 2796735, 1957; No. 2796734, 1957; No. 2746529, 1956; No. 2822037, 1958; 2812635, 1957; 3093962, 1963.

The advantages of PUVRD with mechanical valve grids are simplicity and low cost, low weight, reliability. The disadvantages of such PUVRDs include a low amplitude of pressure pulsations and, accordingly, low thermodynamic efficiency (efficiency), one mode of operation, a small range of operating heights and speeds.

It is possible to increase the specific and frontal thrust and reduce the specific fuel consumption by increasing the amplitude of pressure pulsations for pulsating modes, as well as using large ratios of air compression in the combustion chambers in direct-flow and rocket modes of the URD. An increase in the amplitude of pressure pulsations in pulsating modes, an increase in the degree of air compression in the combustion chamber in direct-flow and some rocket modes will lead to an increase in thermodynamic efficiency and, accordingly, to a decrease in specific fuel consumption.

The disadvantages of such PUVRDs include a low amplitude of pressure pulsations and, accordingly, low thermodynamic efficiency (efficiency), loss of thrust on aerodynamic valves.

2) The technical problem is solved by:

a) Combining 3 types of engines (rocket "RD", Air; Pulsating - "PuVRD", ramjet - "ramjet",) into one, which can have at least 10 engine operating modes.

b) The supply of the engine with a gas generator compartment connected to the fuel system and the fuel mixture preparation and injection system.

c) A simultaneous ignition system, which contains spark plugs spaced at equidistant intervals along the entire length of the combustion chamber and connected to the ignition system.

d) Application of methods for organizing and adjusting the pulsating modes of combustion chambers by using injectors that are designed to inject fuel only when the pressure in it is lowered, where, in order to mismatch the pulsations of the combustion chambers, in self-oscillation modes, use the system of simultaneous ignition of this combustion chamber.

e) The application of methods for regulating the parameters and operating modes of the engine using front valves with axes of rotation, by applying variable forces of the spring mechanism to them, depending on the magnitude of the velocity head, which are made with the possibility of closing them before the start of the ignition cycle under the influence of the jet of injected fuel and the aforementioned spring mechanism.

f) Application of methods to improve the characteristics of the engine, control its parameters and modes of operation, through the use of the maximum possible areas of air intake by the air intake and step-by-step changes in these areas.

g) Application of methods; control of parameters and modes of the engine, increasing the service life, with the help of a retractable rear valve with an axis of rotation, by increasing the amplitude of its angular deviations, removing it from the combustion zone in direct-flow and some rocket modes.

3) The technical result of the invention is:

a) Expansion of the range of heights and speeds from zero to space, through the use; pulsating direct-flow and rocket modes of operation of the URD and high-altitude flight program.

b) Creation of a universal jet engine for the exploration of air and outer space by aircraft technologies.

c) Increase in thermodynamic efficiency, decrease in specific fuel consumption, pulsating and other modes of operation of the URD, by increasing; compression ratio and mass of air consumption in the combustion chamber, amplitude of pressure pulsations, combustion rate of the combustible mixture, use of detonation modes of fuel combustion.

4) Brief description of drawings and figures.

All figures and details are numbered in order. There are no duplicate numbers. Most of the figures are for URD with a two-section combustion chamber.

a) Pictures:

FIG. 1. URD in the "Maximum take-off, rocket" mode in the table (Fig. 35) for No. 1. Front valves (5) closed, Fuel with oxidizer (24) fills the combustion chambers (2). Rear valve (8) retracted. Oxidant and fuel are injected through injectors (6). The jet gas jet (10) from the combustion chamber (2) creates jet thrust.

FIG. 2. URD in the "Pulsating forced rocket" mode in the table (Fig. 35) for No. 2. Front valves (5) closed, Fuel with oxidizer (24) fills the right combustion chamber (2). The rear flap (8) closes it. The jet gas jet (10) from the left combustion chamber creates jet thrust.

FIG. 3. URD in the "Pulsating forced air" mode in the table (Fig. 35) for No. 5. The right front valve (5) is open, the air flow (11) fills its combustion chamber (2) with air. The rear flap (8) closes it. The jet gas jet (10) from the left combustion chamber creates jet thrust.

FIG. 4. URD in the "Pulsating forced air" mode in the table (Fig. 35) No. 5. The right front valve (5) is open, the air flow (11) fills its combustion chamber (2) with air. The rear flap (8) closes it. The jet gas jet (10) from the left combustion chamber creates jet thrust.

FIG. 5. URD in the "Direct-flow air" mode in the table (Fig. 35) for No. 9. The front valves (5) are open, the air flow (11) fills the combustion chambers (2) with air. The rear flap (8) is removed. Oxidant and fuel are injected through injectors (12). The jet gas jet (10) from the combustion chamber (2) creates jet thrust.

FIG. 6. URD in the "Pulsating forced synchronous rocket" mode in the table (Fig. 35) for No. 3. Front valves (5) closed, Fuel with oxidizer (24) fills the combustion chambers (2). The rear flap (8) is removed. Oxidant and fuel are injected through injectors (12). The jet gas jet (10) from the combustion chamber (2) creates jet thrust.

FIG. 7. URD in the "Pulsating self-oscillating rocket" mode in the table (Fig. 35) No. 4. Front valves (5) closed, Fuel with oxidizer (24) fills the left combustion chamber (2). The back valve (8) is closed. Oxidant and fuel are injected through injectors (6). The jet gas jet (10) from the right combustion chamber (2) creates jet thrust and ignites the other combustion chamber.

FIG. 8. URD in the "Pulsating self-oscillating rocket" mode in the table (Fig. 35) No. 4. Front valves (5) closed, Fuel with oxidizer (24) fills the right combustion chamber (2). The back valve (8) is closed. Oxidant and fuel are injected through injectors (6). The jet gas jet (10) from the right combustion chamber (2) creates jet thrust and ignites the other combustion chamber.

FIG. 9. URD in the "Pulsating forced air" mode in the table (Fig. 35) for No. 6. The left front valve (5) is open, the air flow (11) fills its combustion chamber (2) with air and fuel. The jet gas jet (10) from the right combustion chamber (2) creates jet thrust and ignites the other combustion chamber.

FIG. 10. URD in the "Pulsating forced air" mode in the table (Fig. 35) for No. 6. The right front valve (5) is open, the air flow (11) fills its combustion chamber (2) with air and fuel. The jet gas jet (10) from the left combustion chamber (2) creates jet thrust and ignites the other combustion chamber.

FIG. 11. URD in the "Pulsating self-oscillating with ignition system" mode in the table (Fig. 35) for No. 7. The front valves (5) are open, the air flow (11) fills the combustion chambers (2) with air. Fuel is injected through the injectors (6). The right-hand simultaneous ignition system activates the spark plugs. The jet gas jet (10) from the combustion chamber (2) creates a jet thrust and ignites the other combustion chamber. Used to launch in the air.

FIG. 12. URD in the "Pulsating self-oscillating with ignition system" mode in the table (Fig. 35) for No. 7. The front valves (5) are open, the air flow (11) fills the combustion chambers (2) with air. Fuel is injected through the injectors (6). The left side ignition system activates the spark plugs. A jet gas jet (10) from the combustion chamber (2) creates a jet thrust and ignites another combustion chamber. Used to launch in the air.

b) Schedules of operation of a 2-chamber combustion chamber in a pulsating forced vibration mode.

FIG. 13. Schedules of the simultaneous ignition system. The alternator outputs a voltage as a function of Uп = f (t), which is amplified in the ignition coils and supplied alternately to the spark plugs of the combustion chambers. Used for start-up and forced ripple modes.

FIG. 14. Schedules of the combustion chamber. Pulsation of combustion chamber pressures (Pf1 and Pf2) as a function of P = f (t). Pressure peaks from a sharp increase as a result of the combustion of the air-fuel mixture from the simultaneous ignition system.

FIG. 15. Schedules of the combustion chamber. Pulsation of air flow rates in combustion chambers (V1 and V2) as a function of V = f (t). Velocity peaks from a sharp increase in pressure as a result of the combustion of the air-fuel mixture from the simultaneous ignition system.

FIG. 16. Schedules of the combustion chamber. Changing the angles of deviations; front (left, right) and rear valves, as a function of ﮮ K = f (t), where magnets (31) create a "Hysteresis Loop" that improves engine performance.

c) Individual structural elements:

FIG. 17. Operation of the fuel system, engine gas generator. Schematic representation of the URD (air intake, combustion chambers, nozzles ...)

FIG. 18. Closed position of the Nozzle-valve. The nozzle is threaded into the wall of the combustion chamber (2), the spring (37) presses on the piston (34) by force (Fт), the electromagnet (35) is de-energized, or creates a force (Fm) to close the nozzle, there is no injection. Valve nozzles are designed to organize a pulsating, self-oscillating engine operation.

FIG. 19. Open position of the Nozzle-valve. The jet stream of gases (10) is absent, the electromagnet (35) creates a small force (Fm) to open the valve. The fuel mixture under high pressure is injected into the combustion chamber for the duration of the pulse on the winding (35). The duration of the impulse, (the amount of fuel) is set by automation or an electronic computing complex. From the follower winding (36) voltage is removed to the engine control system (measurement of the pulsation frequency, control of the injector operation), which can also be transferred to the ignition system to start the "simultaneous ignition system".

FIG. 20. Closed position of the Nozzle-valve. The jet stream of gases (10) presses on the piston, blocking the fuel supply channels. In the emergency shutdown of the fuel supply, the electromagnet (35) creates a force (Fm) to close the fuel supply channel to the injector. No injection.

FIG. 21. The spring mechanism performs the function of automatic regulation of the parameters and operating modes of the "URD" by changing the spring forces on the front valves, depending on the magnitude of the velocity head before entering the combustion chambers.

FIG. 22. URD modification option; 3 sections of the combustion chamber in the form of triangular prisms form a triangular prism with a concave base on the side of the air intake (1) and convex on the side of the nozzle. 3 front valves (5) and 3 rear valves (9) on axial hinges are mounted on 3 sides of the combustion chamber perimeter in front and behind.

FIG. 23. Front view (Fig. 22) of the 3 compartments of the combustion chamber (2) and the front valves (5).

FIG. 24. Side view of the URD with 3 compartments of the combustion chamber, air intake, nozzle.

FIG. 25. Rear view of (Fig. 22) combustion chamber, valve, nozzle.

FIG. 26. URD modification option; Rectangular, (square) combustion chamber consisting of 4 triangular prisms with a concave base on the side of the air intake (1), and a convex one on the side of the nozzle (3).

FIG. 27 Rear view of the square combustion chamber (2) in (Fig. 26), rear valves (9) and nozzle (3). The upper valve is open, the right one is slightly open, the rest are closed.

FIG. 28 Side view of the air intake (1) in (Fig. 26), the square combustion chamber (2), the rear valves (9) and the nozzle (3)

FIG. 29. Variant URD with an increase in the angles of deviations of the rear valve (ﮮ К _з )

FIG. 30. A variant of a converging combustion chamber forming a "Loval nozzle" for one-time modifications of the URD.

FIG. 31. Supersonic, hypersonic aircraft with two wingtips at the ends of the wing. A method of placing the largest air intakes on the wing with step-by-step, section-by-section regulation of the inlet cross-sectional area (Sin) of the air intake from the wing roots.

FIG. 32. Supersonic-Hypersonic Aircraft with 1 URD on the fuselage. A method of placing the largest possible air intake on the wing with a step-by-step, section-wise regulation of the inlet cross-sectional area (Sin) of the air intake from the wing ends.

FIG. 33. Supersonic-Hypersonic aircraft of "reverse sweep" with two URDs at the ends of the fuselage. A method of placing the largest air intakes on the wing with variable angles of inclination of the air intakes with stage-by-section regulation of the inlet cross-sectional area (Sin) of the air intakes from the root and end parts of the wing.

FIG. 34. Supersonic-Hypersonic aircraft of the reverse sweep wing with one URD on the fuselage. A method of placing the largest possible air intake on the wing with constant angles of inclination of the air intakes with stage-by-section regulation of the inlet cross-sectional area (Sin) of the air intakes from the wing ends.

FIG. 35. Table of operating modes of the engine, described in (Fig. 1-12).

d) Details.

(1) Conditional image. A converging (confuser) air intake, adjustable over the area of air intake, of rectangular cross-section with the maximum possible degrees of air compression (Figs. 1-8, 31-34).

(2) The combustion chamber is multi-section once-through, (two or more sections) of rectangular, (triangular) cross-section. In a 2-section combustion chamber between the sections, it is possible to install a nuclear reactor module for converting atomic thermal energy into reactive water injection and heating air, without using another fuel.

(3) Nozzle with adjustable inlet and outlet, rectangular section. Conditional image.

(4) Cover plates in the combustion chamber. Consumable structural element. Support is provided for the valves around the perimeter, the sections of the combustion chamber are sealed.

(5) Front combustion chamber valves with a pivot and spring mechanism on that pivot. Consumable structural element. The forces from the jet stream (10) are transferred to the engine casing.

(6) Injection nozzles of fuel, oxidizer, water, including jet fuel ones with a built-in check valve (Valve injectors) (Figs. 18-20) and a follower system for starting the ignition system (36), only for the pulsating mode. Conditional image. Their number, location, type are selected according to the conditions for modifying the URD.

(7) System for simultaneous ignition and combustion of a combustible fuel mixture. (Fig. 17) Contains several spark plugs in each section of the combustion chamber, located along its entire length at the same distance. Provides reliable starting and fuel combustion close to detonation, operation in pulsating operating modes.

(8) A free-axis rear flap (FIGS. 29, 30) is used in an extended and retracted position (FIGS. 1-12) and in an incomplete retracted position. Increases the compression ratio, protects against spontaneous combustion when the engine is operating at forced engine pulsations. The use of a magnet (31) improves the performance of the URD. The use of large angles of valve deflection (amplitude) increases its service life.

(9) Overhead, replaceable, support plates at the end of the combustion chamber section. Consumable structural element (Fig. 1-12).

(10) Reactive expanding jet of gases, creating thrust of the engine (Fig. 1-12).

(11) Incoming air flow (Figs. 1-12).

(1) Hypersonic fuel and oxidizer injection nozzles (FIGS. 10-11).

(2) Gas generator turbine.

(3) Gas generator compartment of the combustion chamber.

(4) Main fuel tank.

(5) Starting fuel tank.

(6) Supply tank No. 1.

(7) Supply tank No. 2.

(8) Overflow valve.

(9) Fuel booster pump.

(10) Timing mechanism.

(11) The valve for adjusting the fuel and oxidizer supply, adjusts taking into account the magnitude of the air velocity head.

(12) Inert gas cylinder.

(13) Combustible mixture (fuel and oxidizer) through the injectors.

(14) "URD".

(15) Vertical tail.

(16) Bleeding air for pressurizing the cab and charging the pneumatic system.

(17) Springs attached to the pivot of the front valve.

(18) Spring control bar.

(19) Actuator of the spring mechanism of aneroidal, electromechanical or hydraulic type. Changes the forces on the front valves to close them, depending on the magnitude of the velocity head in front of the combustion chamber.

(20) Rear valve magnet (solenoid). In an airless space, it must be able to close the desired section of the combustion chamber for the subsequent start of the engine.

(21) Plate for increasing air intake in the URD.

(22) The fixed nozzle body is threaded into the walls of the combustion chamber (2). The windings of the electromagnet are located on the body.

(23) A piston with a nozzle needle, on the axis of which magnets are fixed. From strength; the jet stream of gases (10), the spring (37), the direction and strength of the current from the control winding (35) depends on the position of the piston, the opening or closing of the fuel injection.

(24) A control electromagnet with a winding generates a force (Fm) that can change the magnitude and direction of the force application by 180 degrees.

(25) Tracking winding. The movement of the magnet in the winding will create an electric current, the frequency of which will coincide with the frequency of pulsations in the section of the combustion chamber, and the direction of current movement is related to the direction of movement of the piston (34).

(26) Spring.

a) Symbols.

Sin. Designation plane cross-section of the area at the entrance to the air intake (Fig. 1 and 8).

Sks. Designation of the cross-sectional plane of the area at the entrance to the combustion chamber (Fig. 1-8, (Fig. 1-8, 31-34).

For Graphs (Fig. 13-16).

U, U _p , U _l - Voltage control ignition (Fig. 13) U _p, U _l - voltage of ignition on in the right, left combustion chambers. Used for start-up and forced ripple modes;

P - pressure in the combustion chambers (P _f1 , P _f2 ) (Fig. 14);

V is the air velocity at the exit from the combustion chambers (Fig. 15);

_ _ _ Left combustion chamber (Fig. 14-16);

____ Right combustion chamber (Fig. 14-16);

__ ___ Angles of deflection of the rear valve (Fig. 16);

ﮮ K _l ﮮ K _lo ﮮ K _lz - angles of deflection of the front left valve, open, closed position (Fig. 16).

ﮮ К _п ﮮ К _by ﮮ К _пз - angles of deflection of the front right valve, open, closed position (Fig. 16).

ﮮ K _z ﮮ K _zl ﮮ K _zl - angles of deflection of the rear closing valve; the right left combustion chamber, (Fig. 16), where (31) is the change in characteristics from the use of magnets for the rear valve.

F ₁₀ - The force of the stream of outgoing gases in the combustion chamber.

Fm - Force from an electromagnet.

Fп - Spring force.

3. General description of URD:

1) The fuel system (Fig. 17) is intended:

- for a 3-stage gradual increase in the pressure of gaseous fuel or a single-stage sharp increase in pressure in the gas generator compartment before injection through the nozzles into the combustion chambers with minimal energy consumption.

- removal of excess heat from engine parts by using it on; generation of electricity through the turbine of an electric generator, heating of premises, heating and pumping of fuels.

Consists of a gas generator compartment (14), two supply (18, 17) and two main tanks; for main fuel (15) and starting fuel (16), inert gas cylinder (23), distributor (21), fuel pump (20), bypass valve (19), fuel and oxidizer supply control valve (22). For cruise missiles and some other aircraft, the scheme should be simplified partially or completely, leaving only the enlarged gas generator compartment (14).

At start-up, the starting fuel (alcohol, gasoline, methane ...) from the tank (16) is pumped into the gas-generating compartment (14) by a booster pump under pressure, or by gravity in emergency mode. At the start command, the fuel and oxidizer supply valves are opened, oxidizer and fuel are injected at low pressure into the combustion chamber through different nozzles (6), forming a combustible mixture. The combustible mixture is sprayed from the impact into the reflective lens of the front valves and fills the combustion chambers. This mixture is closed by force of pressure and the front valves are kept in the closed position until ignited in order to avoid dynamic shocks when the combustible mixture is ignited. The ignition system ignites the fuel in several places at the same time to reduce the combustion time of the combustible mixture, the formation of detonation.

a) Third stage 3 of fuel pressure increase. The combustion chamber (2) heats up the gas generating compartment (14), raising the pressure due to the evaporation of fuel to a predetermined level, then providing injection of already gaseous fuel at high pressure and a temperature close to spontaneous ignition through the nozzles (6) into the combustion chambers (2).

b) Second stage fuel pressure increase. Supply tanks (17, 18), where the gas pressure from the switchgear (21) enters, raising the fuel pressure in front of the booster pump (20).

c) First stage fuel pressure increase. Excessive gas pressure through the bypass valve enters the distributor (21), from it to one of the supply tanks (17), where it increases the fuel pressure to a predetermined increased level in front of the booster pump (20) (2nd stage of pressure increase).

d) The booster pump consists of a gas turbine pump with the possibility of emergency operation from an electric motor. The pump, due to the pressure of gases from the gas generator compartment (14), pumps fuel into it, thereby maintaining a certain level of fuel in the gas generator compartment. After the fuel level in the tank (17) falls to the minimum, the distributor (21) switches the pressurization gases to another tank (18), and the spent tank switches to the mode of filling from the main fuel tank (15). Excessive gas pressure by the distributor (21) through the gas turbine of the electric generator (13), cooling the combustion chamber, is discharged into the main fuel tank, where it condenses into a liquid state, creating there a small predetermined excess fuel pressure to fill the empty tank (17, 18). An inert gas cylinder is used as an emergency mode to maintain a minimum fuel pressure level for transferring fuel to the supply tanks, and then to the supply tanks to raise the fuel pressure in front of the booster pump, and it works if the gas pressure from the gas generator compartment is not enough to replenish the supply tanks with fuel. transfer pump. The main operating mode of the fuel system does not involve the use of electricity, an inert gas cylinder and provides heat removal from the combustion chamber, the use of thermal energy to ensure the operation of the fuel system.

A simplified version of the fuel system contains only a gas generator compartment with starting fuel and a main tank. After ignition and heating, the pressure of the fuel gases from the gas generator compartment squeezes the fuel into the main tank.

2) Description of 3 kinds of pulsating Oscillation mode (Fig. 13-16):

I. Forced kind of pulsations, when the rear valve is extended and the ignition system, the ignition process is controlled by a sinusoidal electric generator. All graphs of voltage, pressure and air velocity, deviations of the valves U, P, V and K (Fig. 13-16) reflect the essence of the ongoing processes. In the region of the points of intersection of the air pressure curves in the combustion chambers, the rear valve changes its position, opening one combustion chamber and closing the other (Fig. 16). Installing magnets (31) to fix the closed position of the rear valve will improve the performance of the engine (Fig. 16).

II. Self-oscillating view of pulsations (Fig. 2), synchronized with the ignition system, when the rear valve is retracted and ignition in the combustion chamber occurs from a jet stream of gases from an adjacent combustion chamber (or through detonation pipes). Therefore, the graph U of the voltage of the electric current (Fig. 13) is not used. The P, V, K graphs reflect the essence of the processes occurring in this mode. The ripple frequency will change.

III. Self-oscillating view of pulsations using the ignition system (Fig. 2), when the rear valve is extended and ignition in the combustion chamber occurs from the ignition system after a predetermined period of time after the start of fuel injection through an electrical circuit with contacts. Therefore, the graph U of the voltage of the electric current (Fig. 13) is not used. The P, V, K graphs reflect the essence of the processes occurring in this mode.

3) Graphs of parameters of engine operation in Pulsating mode (Fig. 13-16);

(P-pressures, V-velocities of air at the exit from the combustion chambers, K-deflections of the valves, U-voltages of the electric current in time).

U is the voltage of the electric current in the ignition circuit of the combustible mixture, only for the forced oscillation mode (Fig. 13).

P is the air pressure in the combustion chamber. The slope of the pressure increase P depends on the number of ignition points in the forced mode of pressure fluctuations and on the presence and duration of detonation processes in the combustion chamber (Fig. 14).

Р _ф1 - pressure at which the front valves will close. It is determined by the moment the fuel injectors are switched on. The difference in the moments of rotation on the valve axis from the pressure of the inlet high-speed flow, the force of the spring mechanism, and the pressure in the combustion chamber, the force from fuel injection through the nozzle to the valve. The spring mechanism adjusts so that with a subsonic air flow, the fuel injection force from the nozzle would be sufficient to close the valve before ignition.

Р _ф2 - pressure at which the front valves will open. After a combustion cycle in a pulsating mode, a reduced pressure occurs in the combustion chamber, the velocity head will open the valve to renew the air in the combustion chamber.

V - the speed of movement of gases at the exit from the combustion chamber (Fig. 15) and from the nozzle will be pulsating, which will further increase the thrust.

_on K ﮮ, _sn K ﮮ, _NS K ﮮ ﮮ K_l ﮮ K_lo ﮮ K_lz - angles of deflection of the front left, right valve, open and closed position (Fig. 13-16). They work alternately in pulsating modes, have low frontal resistance, except for synchronous. The synchronous mode of operation of the URD is similar to the operation of the main mode of the prototype FAU-1, has a low efficiency.

ﮮ K _z ﮮ K _zl ﮮ K _zl - angles of deflection of the rear closing valve; right, left combustion chamber, (Fig. 13-16). In the closed position, the rear valve seals this section of the combustion chamber to prepare it for ignition.

(31) - change in characteristics from the use of a magnet. The position of the rear valve will be determined by the pressure difference from the combustion chamber compartments on the valve plate. After ignition in the section, the pressure rises sharply, then quickly drops, and in the other section, the pressure gradually increases, the valve will begin to open slightly. The magnet should hold the valve closed until it ignites.

4) The design of the URD, the main modification of the URD2S.

URD2S consists of a rectangular section; controlled air intake (1) of geometric compression, two sections (URD2S version) of the combustion chamber (2), one adjustable outlet nozzle (3).

The method for controlling the parameters and modes of the URD, changing the areas of air sampling by the air intake is based on the Bernouli equation for a horizontal pipe, the equation of the continuity of the pipe, and the peculiarities of the supersonic flow.

+ P = const,

where ρ - air density,

V is the flow rate,

Р - air pressure,

V1 is the flow rate at the inlet to the air intake,

V2 is the flow rate at the outlet of the air intake,

S1, Sin - area of air flow sampling at the inlet to the air intake (Fig. 1-12, 31-34),

S2, Sks - air flow area at the inlet to the combustion chamber.

At the entrance to the combustion chambers, the geometric compression ratio Ех1 = Sвх / Sks = S1 / S2 will increase the density during braking compared to atmospheric, and the flow rate and the "M" number in the area of the combustion chamber (Vcs) in geometric progression from the flight speed of the aircraft. That is, even at a subsonic flight speed, it is possible to reach the "M" number in front of the combustion chamber sufficient to switch to the direct-flow mode.

The controllable air intake flaps can be placed on the fuselage and in the wings of the aircraft (Figs. 31-34); (along the leading edge, on the upper or lower surface of the wing). Then, after ensuring the largest possible air intake, by controlling the area of the inlet section of the air intake using sectional flaps, on the wing or on the fuselage, the switching of engine operating modes and their use with the flight mode of the aircraft will be optimized, providing maximum ranges; operating modes of the engine, altitudes and speeds of flight of aircraft with "URD". Easier location on the aircraft fuselage. But modern trends in the development of aircraft construction follow the path of creating lift and fuselages. The placement of the controllable flaps on the wing will correspond to the development trend of this concept in obtaining the maximum possible air intake areas by the air intake.

a) The combustion chambers have front valves (5), nozzles for fuel and oxidizer injection (6), ignition system (7), rear valve in the form of a retractable plate (8), (for 2-section use.) Installation in the chamber combustion of a nuclear reactor module and its inclusion in direct-flow modes will reduce the consumption of hydrocarbon fuel.

a. Front (5) and rear (8) valves are mounted on axles with bearings; front valves in the form of plates (or flexible plates rigidly clamped from one edge in the variant of single use in a cruise missile), resting in a closed position along the entire perimeter on the upper and lower overhead support triangular plates (4), and structural elements. The front valves (6) are closed by the force of the spring and the fuel injection until the moment of ignition, in order to exclude sharp blows of the valves against the structure from shock waves. Then the dynamic load in the combustion chamber from the shock wave on the valves will be transmitted through the entire perimeter of the already closed valves, resting on the overhead plates and other elements of the engine structure.

The pressure difference between the gases of the jet stream (10) and the prepared combustible mixture (24) in another section will affect the force of the impact of the rear valve against the walls (Fig. 29). Therefore, in order to extend the service life of this valve, the angular amplitude of oscillations of the rear valve should be increased, even up to angles greater than 180 degrees, (Fig. 29) until an insignificant difference in the air pressures of the combustion chambers on the plate of this valve in pulsating modes is achieved. Here, the pressure difference between the air in the preparation section for combustion and the jet stream of the other section of the combustion chamber will not be large. This will reduce the difference in forces acting on it, slow down the closing movement due to counterpressure, weaken the force of the impact, thereby increasing the resource of its operation.

b. The ignition system (Fig. 17) consists of spark plugs located at equal distances for simultaneous and complete combustion of the prepared combustible mixture heated to a temperature close to spontaneous ignition, which will reduce; burning time in the cycle and energy consumption for igniting the combustible mixture, will increase the pressure amplitude and efficiency. The ignition system is used to initiate pulsating forced oscillations, and in the self-oscillating mode, ignition occurs from a jet stream of gases from another section of the combustion chamber.

c. Valve nozzles (Fig. 18-20, 4) are used as a variant of initiation, organization of a pulsating, self-oscillating, not synchronized with other sections of the combustion chamber, engine operation mode. They consist of: a nozzle body, a piston, an adjusting spring, 2 wire windings. Before starting (Fig. 18), the spring (37) presses the piston against the nozzle of the nozzle. The injection is closed. In case of emergency shutdown, an additional voltage of reverse polarity is applied to the electromagnet winding to create a force (Fm) to stop the injection (Fig. 18), or a higher voltage of direct polarity (Fig. 20). To turn on the pulsating mode of engine operation, a small voltage is applied to the winding (35) of straight polarity in order to overcome the spring force (Fп) to slightly open the fuel injection channels (Fig. 19) during the duration of the current pulse on the winding (35). Then the piston will move to the left, blocking the fuel injection (Fig. 18). After ignition, by force (F ₁₀ ) the piston will move to the extreme right position, cutting off the fuel supply. When the pressure (F ₁₀ ) in the combustion chamber drops, the tracking winding (36) will give an electrical signal to turn on the timing of the electromagnet operation, the piston will again move to the left to the position (Fig. 19), fuel will be injected during the period of the electric pulse.

d. The spring mechanism (Fig. 21) and the fuel jet (24) in a pulsating mode should maintain the 2 front valves (5) in the closed position. As the speed pressure increases, the air pressure on the front valves will increase several times, to balance the balance of forces, the spring mechanism drive (30), depending on the value of the speed air pressure, moves the control bar of the spring mechanism (29) according to a given program, tightening the spring (28) , which increases the torque to close the front valves, compensating for the increase in the force of the high-speed flow, preventing it from opening the front valves of the previously set cycle, thereby ensuring tightness and transfer of the entire force of the jet thrust to the structural elements of the URD, and then to the aircraft.

b) The nozzle (3), depending on the flight mode, changes its inlet and outlet cross-sections in order to obtain the maximum engine thrust.

5) The operating modes of the taxiway (Fig. 32) are formed by the following factors:

a) Position of the rear valve.

I. The extended rear valve organizes with the ignition system Pulsating Forced operation of the URD.

The engine pulsation is initiated and controlled by the ignition system pulse generator.

a. The combustion system in the combustion chambers operates alternately if the voltage ignites the combustion chambers sections in succession (FIGS. 3-4).

b. The ignition system in the combustion chambers works synchronously, if the voltage ignites the sections of the combustion chambers simultaneously (analogue of the FAU-1 mode) (Figs. 1, 6).

c. The ignition system in the combustion chambers works on command from the injector valve actuation with a time delay for spraying the fuel mixture. Thus, the injector valve becomes an initiator of the self-oscillating pulsating non-synchronized mode using the ignition system and the rear valve in operation (Figs. 18-20).

II. The back flap is removed (Fig. 1, 6-12). Then the jet air stream of one section of the combustion chamber compresses and ignites the combustible mixture in the nozzle apparatus of the other combustion chamber from the nozzle side, forming a Pulsating, Self-Oscillating, Detonating, jet engine operating mode with a shock wave from the nozzle to the air intake, ensuring complete fuel combustion and good thrust characteristics. high efficiency. The electrical ignition system of the combustible mixture must be turned off.

a. The front valves are closed by the force of the spring mechanism and the injection pressure of the combustible mixture through the high-pressure jet nozzles (6) before ignition, and are opened by the force of the high-speed pressure, and only after the pressure in the combustion chamber has dropped after the combustible mixture has burned out. Pulsating mode (Fig. 3-4).

b. The front valves do not open during continuous fuel supply, combustion of a combustible mixture in the combustion chambers. Rocket mode (Fig. 1).

c. The front valves do not close supersonic (Fig. 5), the force of the velocity head is greater than the force of the spring mechanism, and nozzles are no longer used to close the valves. Direct-flow mode. Here it is possible to switch to heating the air flow from the nuclear reactor and to completely cut off the supply of hydrocarbon fuel.

Advantages: Low power consumption, complete combustion of fuel, partially detonation process of combustion of the combustible mixture.

a) Oxidizer injection and position of the front check valves.

I. In case of insufficient oxygen in the air velocity stream, the oxidizing agent can be injected partially or completely. Conventionally, this is the Rocket mode of operation of the taxiway (Fig. 1).

a. The front valves are permanently closed. At a near-zero speed V = 0 on the ground and when flying in the upper atmosphere, in an airless space, with a continuous supply of fuel through the nozzles and combustion, the valves cannot close (low velocity head). An oxidizing agent is needed to maintain combustion. No back flap needed. The operating mode of the taxiway is rocket takeoff. And to start an engine in space, you need a rear valve to improve launch reliability by increasing the pressure in the combustion chamber.

b. The front valves open and close forming a pulsating mode of operation (Fig. 3-4) with an oxidizer injection. The operating mode of the taxiway is rocket-driven pulsating forced oscillations or self-oscillations, depending on the position of the rear valve. It is used for takeoff and acceleration before the engine air mode is turned on.

c. The front valves are open. When the speed of sound is reached in front of the combustion chamber, a shock wave occurs, which prevents the expansion of gases from the combustion of the combustible mixture into the air intake. The front valves are no longer needed and will open. Direct-flow mode of operation (Fig. 5). This is the main mode of operation of the URD. In the upper layers of the atmosphere, an oxidizer injection is needed, a direct-flow rocket mode.

II. With the acceleration of the speed to the speed required to stop the injection of the oxidizer and until the upper atmosphere is reached, the air mode of the engine is used.

a. The front valves open and close creating an air pulsating air mode of the engine by forced oscillations or self-oscillations.

b. The front valves are open. Further acceleration of speed is more supersonic at the entrance to the combustion chamber, the Direct-flow air mode is used.

The combination of these factors and flight conditions form 10 operating modes of the URD, reflected in the table (Fig. 35).

Due to the fact that the limitations of the operating modes are associated with the flow rate in front of the combustion chamber, which will depend on the degree of geometric compression by the air intake. In particular, the inclusion of the direct-flow URD mode will occur at a subsonic flight speed, when the speed in front of the combustion chamber becomes already supersonic. Even during detonation, the speed of the shock wave will be greater than the speed of sound, which will introduce further restrictions. Then, in the graph of restrictions, the designations indicated in the table will mean:

No - there are no restrictions for this mode.

Yes - there are restrictions, the use of the mode is not possible.

Problematic launch - for a pulsating self-oscillating rocket mode, will be complicated by the low pressure of the combustible mixture in the combustion chamber with the rear valve removed.

V = 0-V _pr - in speed from zero to the inclusion of the direct-flow mode.

_Vw <V <V _gs - in speed from supersonic to hypersonic at the entrance to the combustion chamber.

V _sv <V <V _sv - detonation direct-flow self-oscillating mode is switched on upon reaching the supersonic speed of the direct-flow mode before entering the combustion chamber, and must be turned off upon reaching the supersonic speed of the air flow in the combustion chamber itself, when the speed of the detonation shock wave becomes equal to the speed of the air flow in the combustion chamber.

V _sv <V <V _k - Direct-flow rocket can operate from the speed of switching on the direct-flow mode and to cosmic speeds. In space in airless space, the front valves close completely, the mode becomes rocket takeoff.

The variety of designs and operating modes of the URD will determine the variety and versatility of its modifications.

6) Some other URD options

a) Three-section combustion chamber, triangular prism in cross-section. (Fig. 22-25) Volumetric image, views; front, side (valves closed), rear (valves open).

Four-section combustion chamber, rectangular in cross-section (Fig. 26-28). Volumetric image (valves are closed), views: front, side, back (upper valve is open, right is slightly open, lower and left are closed). The operation of the front valves is similar to that of a two-section combustion chamber. The rear valves are not retractable; in direct-flow modes, they are pressed against the wall of the nozzle (diffuser).

(Fig. 29) Two-section combustion chamber, rectangular in cross-section. Here, at the rear valve, the range of deflection angles (K _z ) has been expanded by angles of more than 180 degrees. The rounding of the surface of the nozzle (diffuser) turns the rear valve into a piston, which, by the forces of the jet gas jet of the engine thrust (10) of the combustion chamber section, compresses the combustible mixture in another section of the combustion chamber, closing it, sealing it for compression there, increasing the air pressure. Thus, the force of impact of the plate on the upper and lower support plates (9) and the ledge will depend on the pressure difference in the sections of the combustion chamber. Then there will be a limiting angle of deflection of the rear valve, where the difference in these forces will be minimal, and therefore the impact of the valve on the structure is insignificant, which will facilitate the valve and extend its resource.

(Fig. 30) Two-section combustion chamber, rectangular in cross-section. Consists of two tapering combustion chamber sections. Forming the "Laval Nozzle".

b) Modification of the URD with a nuclear module. In the combustion chamber, over a large area, between the sections of the combustion chambers, there is a nuclear module, which, in the activation mode, creates a field of high temperatures in all combustion chambers. From the tank through the nozzles, ordinary, but filtered water enters the combustion chamber, organizing the following URD modes:

- Takeoff, maximum mode: The high pressure of the water jet from the front nozzles closes the front valves, the high pressure water from other nozzles also enters the high temperature zones, forming superheated steam, which creates the maximum constant jet thrust through the adjustable nozzle.

- Pulse mode of operation of the URD. As the speed accelerates, water is supplied by control commands in pulses alternately to different combustion chambers, the front valves begin to open alternately, launching portions of air.

- Direct-flow supersonic engine operation. When accelerating to supersonic speeds at the inlet to the combustion chambers, gradually stop water injection and maximize the air flow through the engine.

- Hypersonic mode of operation. At high altitudes, when the high-speed flow is no longer enough to create jet thrust, restart water injection into the high-temperature zone to increase engine thrust and further accelerate in an airless space.

c) Use of steam generator injection cycles into combustion chambers; water, decomposing into gases when heated and without the combustion process. After warming up the engine to high temperatures according to data from temperature sensors, instead of fuel, simultaneously inject through water nozzles (46) alternately;

- for pulsating modes; in accordance with the phase of the oscillatory processes in the combustion chambers, and the repetition rate of the steam generator cycles is variable;

- for direct-flow modes at specified time intervals, for a short time and under high pressure into the high temperature zones of the combustion chambers, to generate superheated steam, which will cool the engine structural elements and create a jet thrust from the steam jet through the nozzle apparatus. The use of steam generator cycles of water injection into the combustion chambers will increase the maximum temperatures of the outgoing gases, protect the temperature-stressed elements of the engine structure from overheating, and increase the internal energy of gases and the engine thrust in pulsating and direct-flow engine operating modes.

d) Use of steam generator circuits, water injection compartments.

A sealed steam generator circuit surrounds the main engine. When the heating temperatures of the combustion chambers and nozzles rise to critical temperatures, water is injected into these compartments through the water lines and nozzles from the tank by a high-pressure pump, which, falling on the heated metal, cools it, and the superheated steam enters the nozzle apparatus to increase engine thrust in various modes engine operation. In the pulsating mode, superheated steam must enter the nozzle apparatus alternately from different sections in accordance with the frequency and phase of pressure fluctuations in the combustion chamber. This will provide timely cooling and increase engine thrust.

4. Advantages over other Jet engines

The range of speeds and heights is not less than the existing rocket engines, which is an order of magnitude larger than all other jet engines, but with a higher efficiency than rocket engines. The pulsating mode of operation of the URD has a greater thrust and efficiency in comparison with the PuVRD. The direct-flow mode of the URD will have a wider range of speeds compared to the ramjet engine. Cheapness and ease of manufacture will make it possible to use its modifications for amateur, small and large aircraft. The main characteristics in terms of thrust and efficiency of the URD will approach the transonic ones, and at supersonic speeds they will surpass the turbojet engines.

5. Disadvantages

a) The front valves in pulsating modes will experience high temperature and mechanical loads, while the rear ones will only experience temperature loads.

Control measures

a. The Prototype valves, FAU-1 operated for 30-35 minutes at a pulsation frequency of about 47 Hz. URD valves use bearings on the axis of rotation, which the prototype did not have. The amplitude of oscillations of the URD front valve will be several times less than that of the Prototype. The valves are closed by injecting a jet of fuel from the injectors, and not from the detonation shock wave in the combustion chamber.

b. Reducing the operating time of pulsating modes, due to the earlier use of the direct-flow mode. Use pulsating operating modes of the URD as temporary booster. Direct-flow main mode of engine operation.

c. Selection of materials, manufacturing of blades with thickening and stiffening ribs.

d. Upper and lower trim shims are carefully matched to the flaps for better strength and sealing.

e. Reduce valve plate life. More frequent inspection and replacement. Easy access to inspection and replacement on the ground and in space.

f. Selection of the angles of the operating amplitudes of the valves to reduce the mechanical load on them.

g. Retracting the rear valve into the niche in rocket and direct-flow modes. Reduce the operating time in a forced, pulsating mode.

h. The combustion zone in direct-flow modes must be sufficiently distant from the open front valves.

i. The use of steam generator cycles in the operation of the engine, steam generator circuits, compartments for cooling and increasing engine thrust.

b) As the hypersonic speed increases, the combustion zone will move towards the nozzle all the time.

Control measures

a. Reduce resistance in the air intake and combustion chamber. Reduce angles of attack, large turns of the air flow in the air intake, and form only oblique shock waves.

b. Inject liquid fuel, water, oxidizer for cooling. Extend the combustion chamber.

c. Use in turn other nozzles located at the inlet to the air intake.

d. Reduce the air intake area of the air intakes.

c) In Rocket and Takeoff mode, low efficiency at the level of rocket engines.

d) The use of modifications with steam generator cycles in engine operation, and steam generator compartments will require the presence of water reserves, their heating from freezing, as well as the development of structures for condensation of water from the surrounding space.

6. Sources of information

a) G.B. Sinyarev, M.V. Dobrovolsky. Liquid propellant rocket engines. - Oborongiz, 1957, p. 19, 20.

b) "Non-stationary flame propagation", ed. J.G. Markstein, M .: MIR, 1968, p. 401-407.

c) US patents No. 2,796,735, 1957; No. 2796734, 1957; No. 2746529, 1956; No. 2822037, 1958; 2812635, 1957; 3093962, 1963.

Claims (7)

1. Universal rocket engine (URD) for a cruise missile, subsonic, supersonic and hypersonic aircraft, spaceplane, containing a system for the formation and injection of gaseous or liquid high pressure fuel, injection device for oxidizing mixture, water; tapering adjustable air intake of rectangular or triangular cross-section; adjustable nozzle; a multi-section combustion chamber with a system of simultaneous ignition along the entire length of the combustion chamber; front valves of sections of combustion chambers with an axis of rotation and a spring mechanism located on this axis; rear retractable pivot valve. 2. The jet engine according to claim 1, characterized in that the combustion chamber is provided with a gas generating compartment connected to the fuel supply system. 3. The jet engine according to claim 1, characterized in that the simultaneous ignition system comprises spark plugs located at equidistant intervals along the entire length of the combustion chamber and connected to an alternating electric current generator. 4. The jet engine according to claim 1, characterized in that the organization and adjustment of the pulsating modes of operation of the combustion chambers is carried out by using the nozzles included in the fuel formation and injection system, which are configured to inject fuel into the chamber only when the pressure in her. 5. The jet engine according to claim 1, characterized in that it regulates the parameters and operating modes of the engine by means of front valves with axes of rotation, by applying variable forces of the spring mechanism to them, depending on the magnitude of the velocity head, while the valves are made with the possibility of their closing before the start of the ignition cycle under the influence of the jet of injected fuel and the said spring mechanism. 6. The jet engine according to claim 1, characterized in that it is possible to integrate a nuclear reactor module into the combustion chambers. 7. The jet engine according to claim 1, characterized in that it controls the parameters and operating modes of the engine, the increase in service life is carried out using a retractable rear valve with an axis of rotation by increasing the amplitude of its angular deviations, removing it from the combustion zone on direct-flow and some missile modes.

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