US2958187A - Pulsating jet reaction engine - Google Patents

Description

Nov. 1, 1960 F. E. GOUGH 2,958,187

PULSATING JET REACTION ENGINE Filed June 27, 1955 10 Sheets-Sheet 1 IN V EN TOR.

Nov. 1, 1960 F. E. GOUGH PU'L'ISATING JET REACTIGN ENGINE Filed June 27, 1955 10 Sheets-Sheet 2 IN V EN TOR. 7 Y W l0 Sheets-Sheet 3 m Sam Nov. 1, 1960 Filed June 27. 1955 0% Mm H H H m J mm mm QQ H 9 oi H H N\3 A 5 r a 5 A @QVQ \xa 3R3 ma 8% Q KQ M Nov. 1, 1960 F. E. GOUGH 2,953,187

PULSATING JET REACTION ENGINE Filed June 27. 1955 1o Sheets-Sheet 4 4e zz INVENTOR.

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I PULSATING JET REACTION ENGINE Filed June 27, 1955 10 Sheets-Sheet 5 INVENTOR. zw iw 4W,

Nov. 1, 1960 F. E. GOUGH PULSATING JET REACTION ENGINE l0 Sheets-Sheet 6 Filed June 27, 1955 m NQQQN onu Nov. 1, 1960 F. a GOUGH PULSATING JET REACTION FLIN GINE 10 Sheets-Sheet 7 Filed June 27, 1955 IN VEN TOR.

Nov. 1, 1960 F. E. GOUGH PULSATING JET REACTION ENGINE l0 Sheets-Sheet 8 Filed June 27, 1955 IVEN TOR. w A

10 Sheets-Sheet l0 Nev. I, 1960 F. E. GOUGH PULSATING JET REACTION ENGINE Filed June 2'7, 1955 United States Patent PULSATING JET REACTION ENGINE Frank E. Gough, Oklahoma City, Okla, assignor of onefourth to Roy Jack Edwards, Washington, D.C., and one-fourth to Thomas E. Workman, Oklahoma City, Okla.

Filed June 27, 1-955, Ser. No. 518,089

7 Glaims. (1. 6 035.6)

This invention relates to improvements in jet reaction engines.

The obvious objective of any jet reaction engine is to attain the maximum thrust for each pound of fuel consumed by the engine. In determining the thrust, the weight of the jet stream is multiplied by the velocity of the jet stream and the product is divided by the acceleration of gravity; thus,

weight velocity=thrust 32.2.

The jet stream consists of the products of combustion in the engine, plus an additional quantity of air (usually) heated and expanded by the combustion process. Therefore, the weight of the jet stream may be considered as the total of the weight of the air and fuel acted upon by the engine. The velocity of the jet stream is directly proportional to the rate of heat release in the engine, and is limited to a maximum of approximately 8,100 feet per second for the most common jet fuels. When the engine utilizes a compressor, the rate of heat release is in turn directly proportional to the compression ratio, i.e., the higher the compression ratio, the higher the heat release.

In analyzing the most common types of jet reaction propulsion units (the rocket and the turbo jet), it will be found that neither attains an outstanding efficiency or economy (thrust per unit of fuel consumed). The rocket attains a high rate of heat release and a jet velocity approaching the maximum. However, a rocket carries its own oxygen, and is normally limited to a pound of oxygen for each pound of fuel. Therefore, the weight flow of the jet stream is extremely limited even though enough heat is released to accommodate nearly fifty pounds of air or oxygen per pound of fuel.

A turbo jet is in substantially a reversed position to the rocket. In the turbo jet, a suflicient weight flow is produced, but the rate of heat release is inadequate to attain a high jet velocity. This type of engine frequently has an air-fuel ratio of 60 to 1, thereby providing a jet stream having approximately thirty times the weight of the jet stream of a rocket. However, the compression ratio of a turbo jet is on the order of 4 1, whereby a jet velocity of only approximately 1,760 feet per second-may be obtained.

In the usual turbo jet, the heat of combustion is in direct contact with the turbine blades. And since the turbine blades can withstand only a limited heat, the rate of heat release is similarly limited. Another consideration is that the heat release is continuous, thereby further limiting the heat which may be exposed to the turbine. A further major inadequacy of the turbo jet is the fact that the entire quantity of air used in the jet stream is compressed and directed through the turbine. As a result, almost twosthirds of the turbine power is used to drive the compressor (negative work) and only one-third is used to enhance the jet stream velocity (positive work).

The present invention contemplates an economical jet reaction engine having a high jet stream weight flow and a high velocity jet stream. The invention contemplates the use of a positive type compressor, whereby an optimum compression ratio may be attained, such as 20 1, to in turn attain a high heat release. The air-fuel ratio during initial combustion may be controlled to enhance the heat release, and the weight flow is comparable to the highest obtained in previous jet engines. It is also contemplated to compress only a portion of the air used in the jet stream, whereby the ratio of positive-to-negative work is extremely high.

An important object of this invention is to provide an economical jet reaction engine.

Another object of this invention is to substantially increase the speed of heat release in jet reaction engines.

Another object of this invention is to provide a jet reaction engine having a high compression ratio and high temperatures. 5

A further object of this invention is to provide a jet reaction engine having suflicient weight flow to retain the jet velocities within the range of propulsion efficiencies, without directing the entire weight flow through the compressor.

A further object of this invention is to provide a jet reaction engine having a substantial positive-to-negative work ratio.

Another object of this invention is to increase the thrust of a jet reaction engine in proportion to the fuel burned for take-offs and emergencies of aircraft utilizing the engine, and wherein the engine may be throttled by decreasing the impulses, as contrasted with decreasing the thrust per impulse.

A still further object of this invention is to provide a minimum of heat losses in a jet reaction engine while retaining an engine having suflicient thrust for commercial and military aircraft.

Other objects and advantages of the invention will be evident from the following detailed description, when read in conjunction with the accompanying drawings, which illustrate one embodiment of this invention.

In the drawings:

Figure 1 is a plan view of the engine, with the enclosing shroud and a portion of the air scoops removed, and with the remaining air scoops shown in dotted lines.

Figure 2 is a side elevational view of the engine, with the shroud and air scoops removed.

Figure 2A is a detailed view of one of the valve mechanisms.

Figure 3 is a sectional view as taken substantially along lines 3-3 of Figure l, with many details of construction removed for clarity.

Figure 4 is a sectional view as taken along lines 44 of Figure 1.

Figure 5 is a detailed transverse sectional view through the internal combustion engine with various positions of the piston indicated by dotted lines.

Figure 6 is a sectional view as taken substantially along lines 66 ofFigure 5.

Figure 7 is another sectional view as taken along lines 7-7 of Figure 5, with the engine piston displaced approximately 60" from the position shown in full lines in Figure 5. T

Figure 7A is another sectional view as taken along lines 7A7A of Figure '7.

Figure 8 is a perspective view of the engine piston assembly, partially exploded.

Figure 9 is an enlarged detailed sectional view through a portion of the engine piston illustrating the peripheral seals of the piston.

Figure 10 is a typical enlarged end view of the seals for each end of the internal combustion engine and compress'or pistons.

Figure A is an enlarged detailed view of the seals at one end of the engine and compressor pistons.

Figure U is a detailed sectional view of the bearing utilized in the motion converter.

Figure 12 is an exploded view of the head or fork of the motion converter.

Figure 13 is an end view of the converter illustrating the limits of oscillation of the converter.

Figure 14 is a transverse sectional view through the compressor.

Figure '15 is a front end view of the compressor, partially in section, illustrating the exhaust portion of the compressor.

Figure 16 is a horizontal sectional 'view through the nozzle portion of the reaction engine.

Figure 17 is a rear elevational view of the nozzle valve.

Figure 18 is a schematic flow diagram of the complete reaction engine.

1 In general Referring to the drawings in detail, and particularly Figures 1 and 2, reference character 20 generally designates the complete jet reaction engine. Broadly viewed, the reaction engine 20 comprises an oscillating or vane type internal combustion engine 22 having a motion converter 24 on the forward end thereof for changing the oscillation output of the engine 22 to a rotary motion for driving a blower 26 at the forward end of the reaction engine, as well as various valves and auxiliary equip ment, as will be more fully hereinafter set forth. A positive displacement compressor 28 is positioned behind, and driven by, the engine 22 for supplying compressed air to a pair of combustion chambers 30 positioned on opposite sides of the engine 22.

The compressor 28 also has an oscillating motion, and has two exhaust conduits, 32 and 34, communicating with the combustion chambers 30. Each combustion chamber 30 exhausts through a conduit 36 to the adjacent large expansion chamber 38 positioned therebelow. The expansion chambers 38 also receive the exhaust of the engine 22 through conduits 40 and 42, as well as a large stream of air from the blower 26, as will be more fully hereinafter set forth, and exhaust the combined streams through nozzles 308 at the rear end of the engine 20 to provide the thrust.

It will thus be apparent that the engine 20 comprises, in the main, an internal combustion engine or power unit 22, a blower 26, compressor 28, combustion chambers 30 and expansion chambers 38. The various main units are suitably interconnected in the positions shown by supporting straps or braces 39 as shown in Figure 4.

Internal combustion engine The engine 22 (see Figures 5-7) has a cylindrically shaped hollow housing 46 closed at its opposite ends by circular shaped heads 48. The heads 48 are secured and sealed to the ends of the housing 46 in any suitable manner (not shown). Each head 48 has an inwardly extending tubular member 50 at the central portion therei i of, and each head 48 is apertured in alignment with the respective member 50. The'members 50 are positioned in alignment to loosely' receive'the sections 52 and 54 of the engine drive or'crank shaft. It isto be particularly noted that the heads 48 and members 50 are disposed in spaced relation around the drive shafts 52 and 54, thereby forming 'annular shaped passageways 56 around the shafts 52 and 54 for the passage of a cooling medium, as will be hereinafter set forth.

A shoulder 58 (see Figure 5) extends inwardly from opposed sides of the housing 46 and extends throughout the length of thehousing, to divide the housing into two chambers, 60 and 62. Each shoulder 58 is substantially triangular in cross-section, and the shoulders 58 are preferably of a thickness to make each of the chambers 60 and 62 extend through 125 of the housing 46. 'As it will also be observed in Figure 5, the inner edge 64 of each shoulder 58 is formed on the arc of a circle concentric with the housing 46 in proximity with the outer periphery of the piston 66.

The piston 66 has a hollow hub portion 68 (Figures 6 and 7) having an inner diameter of a size to provide a sliding fit of the piston on the members 50 of the cylinder heads 48. A web or spider 70 is formed in the central portion of the hub 68 and is grooved to receive the inner ends of the shafts 52 and 54, whereby the piston is locked on the shafts 52 and 54 to provide rotation of the shafts upon rotation of the piston. It will be readily understood that the shafts 52 and 54 may be secured to the web 70 in any desired manner.

A pair of opposed wings 72 and 74 (Figure 5) extend radially outward from opposite sides of the hub portion 68 into the chambers 60 and 62 respectively. Each of the wings 72 and 74 has a longitudinal passageway 76 (see also Figure 7) therein communicating at its opposite ends with radial passageways 78. The passageways 78 extend inward through the hub portion 68 and are arranged to periodically register with circumferentially spaced apertures 80 extending through the cylinder head members 50. It will thus be apparent that a cooling mediurn, such as air, forced through the forward passageway 50 (the right passageway as shown in Figure 7) will be periodically directed outwardly through the respective apertures 80, passageways 78, and then back through the passageways 76 in the piston wings 72 and 74. The cooling medium is discharged through the rear passageway 78, apertures 80 and passageway 56 out of the engine 22. Therefore, the piston wings 72 and 74 may be efiectively cooled by any desired fluid cooling medium.

As shown most clearly in Figures 8 and 9, each of the piston wings 72 and 74 has a pair of continuous parallel grooves 82 around the outer edges thereof. Each groove '82 slidingly receives a sealing plate 84 for contacting the inner periphery of the housing 46 and provide a seal between the opposite sides of the respective piston wing. The sealing plates 84 are preferably formed in sections as illustrated in Figure 8, and suitably interfitted by tongue and groove connections 86. A corrugated spring 88 is disposed in each groove 82 inwardly of the respective sealing plate 84 to force the plates 84 outwardly into sealing contact with the inner periphery of the housing 46. The springs 88 are assisted by the internal pressure in the housing 46 exerted through small transverse apertures 90 (see also Figure 9) formed in the opposite sides of each of the wings 72 and 74 at the inner ends of the grooves 82. A substantially round sealing ring 92 is preferably disposed between each spring 88 and the respective plate 84 to prevent a leakage of the pressure exterted through the apertures 90. The sealing rings 92 may be conveniently formed out of aluminum tubes packed with asbestos.

An annular shaped groove 94 is formed in each end of the piston hub 68 in communication with the grooves 82 in the wings 72 and 74. A split sealing ring 96 (Figure 10) is slidingly disposed in each groove 94 and has two sets of outwardly extending ears or projections 98 on the opposite sides thereof arranged to extend into the respective grooves 82 of the wings 72 and 74. The outer end of each car 98 is grooved to mate and overlap with the adjacent end of the respective sealing plate 84 as illustrated in Figure 8. A circular-shaped corrugated spring 100 is positioned in each annular groove 94 to constantly urge the respective ring 96 outwardly into sealing contact with the respective cylinder head 48. Also, a sealing ring 102, similar to the sealing rings 92, is inserted between each spring 100 and ring 96. And apertures 104 are formed through the hub 68 to the grooves 94 to transmit the housing pressure to the rings 102.

I It will thus be apparent that the piston 66 is effectively sealed to the inner periphery of the housing 46, as well -as to the heads 48. The sealing ring 96, having the outwardly extending ears 98, prevents a leakage of pressure around either end of the piston hub 68, an ordinarily difl'icult sealing point. As will be observed in Figure 5, a pair of sealing plates 106 are disposed in complementary grooves along the inner edge 64 of each housing shoulder 58 to seal the piston hub 68 with the shoulders 58. Each plate 106 is pressed inwardly against the hub 68 and sealed in the respective groove in the same manner as the plates 84 of the piston wings 72 and 74, thereby effectively sealing off the chambers 60 and 62. Also, (as shown in detail in Figure A) each end 167 of each sealing plate 106 is tapered in toward the piston hub 68 into close proximity with the respective piston end sealing ring 96 to assist in sealing the piston 66 to the heads 48. The piston hub 68 is correspondingly tapered at each end to receive the sealing plates 106.

The piston 66 may be lubricated by forcing lubricating oil through small apertures 108 (Figure 7) formed in each cylinder head 48 adjacent to the outer periphery of the sealing ring 96. The oil may be injected through the apertures 108 each time a particular aperture is in registry with the space between one set of ears 9% of the respective sealing ring 96. The lubricating pump and timing mechanism may be of any suitable type and the details thereof form no part of the present invention, therefore are not shown herein. As the oil enters the space between the piston ring cars 98, it will be forced outwardly by centrifugal force along the grooves 82 and plates 84 to effectively lubricate the plates 84.

The housing chamber 60 (Figure 5) has a row of air inlet apertures 110 and 112 along the opposite sides thereof extending through the upper portions of the shoulders 58 (as viewed in Figure 5) and the Walls of the housing 46. Also, the lower chamber 62 has rows of air inlet apertures 114 and 116 along the opposite sides thereof extending through the lower portions of the shoulders 58 and the Walls of the housing 46. An elongated valve housing 118 is secured along the opposite sides of the housing 46 by any suitable means (not shown) and each housing 118 has an aperture in registry with each of the apertures 110 through 116. The apertures in the valve housing 118 will be given the same reference characters as the complementary apertures 110-116. Also, each valve housing 118 has a valve plate 120 slidingly secured therein in a longitudinal groove 122 over each row of apertures. Each valve plate 126 has a plurality of spaced apertures therethrough arranged to be aligned with the respective row of apertures 110 116 in one position of the respective valve plate. Thus, the valve plates 120 may be shifted longitudinally to open or close each row of apertures 110-116 independently; however, all of the apertures in a particular row will either be closed or opened simultaneously upon movement of the respective valve plate.

It will also be observed in Figure 5 that each valve housing 118 has an outwardly facing annular groove 124 around each aperture which opens into the respective valve plate groove 122, for slidingly receiving a sealing ring 126. Each sealing ring 126 is forced outwardly in the same manner as the piston sealing rings 96 to provide an independent seal of the respective valve plate 120 around each aperture. Therefore, when a particular valve plate 121) is in a closed position, the respective row of apertures 110-116 will be effectively sealed closed to prevent leakage from the housing 46.

A shroud or scoop 128 is secured on the outer face of each valve housing 118 to direct incoming air into the apertures 110-116. Each scoop 128 has two chainbers 130 to direct the air into the respective two rows of inlet apertures in separate flow paths, and the forward end 132 of each scoop 128 is flared outwardly as illustrated in Figure 6. Also, each scoop 128 terminates at its rear end 134 immediately in front of the rearmost inlet aperture of the respective row, whereby the air initially directed into the forward apertures may be exhausted to scavenge the chambers 60 and 62, as will be more fully hereinafter set forth.

The chambers 60 and 62 are exhausted through four apertures 136-139 (see Figures 7 and 7A) formed in the forward cylinder head 48. Each of the apertures 136439 is formed coterminous with the adjacent face of the respective shoulder 58 to provide an exhaust at each edge of the chambers 60 and 62, thereby permitting a complete stroke of the piston 66 through a arc as will be subsequently described. A header is secured on the forward cylinder head 48 and is arranged to provide communication between the exhaust apertures 136 and 138. Another header 142 provides communication between the remaining exhaust apertures 137 and 139. The header 140 is connected to one of the expansion chambers 38 through the conduit 40 (Figures 1, 2 and 7A) and a valve assembly 144. The header 142 is connected to the opposite expansion chamber 38 through the conduit 42 and a valve assembly 146. Therefore, one side of the chamber 60 will be exhausted simultaneously with the opposite side of the chamber 62 through the apertures 136 and 138, header 140 and conduit 40 during one stroke of the piston 66; and the opposite side of the chamber 60 will be exhausted simultaneously with the remaining side of the chamber 62 through the apertures 137 and 139, header 142 and conduit 42 during an opposite stroke of the piston 66. The headers 140 and 142 also form the combustion chambers for the engine 22 as will now be described.

Each of the headers 140 and 142 has at least one fuel injector 148 and one spark plug secured therein for supplying and igniting the fuel which drives the engine 22'. The spark plugs 150 are supplied with electrical energy and operated by a suitable timing mechanism (not shown) for controlling the firing of the engine 22 as will be hereinafter set forth. Also, the fuel injectors 148 are supplied with fuel by a suitable fuel system (not shown). Furthermore, as it will be understood by those skilled in the art, the fuel injectors 148 may be replacedwith a suitable carburetor (not shown) on the inlet air scoops 128 to supply fuel to the incoming air in a manner common to internal combustion engines.

Internal combustion engine operation Assuming that the piston 66 is turning clockwise into the position shown in Figure 5, the valves 120 will be positioned (by apparatus which will be subsequently described) to open the inlet apertures 110 and 114 and close the apertures 122 and 116. Also, the valve mechanisms 144 and 146 (Figures 1 and 2) associated with the exhaust conduits 4t) and 42 (Figure 6) are closed by apparatus hereinafter described. Threefore, the air in the chambers 60 and 62 preceding the piston wings 72 and 74 Will be forced through the exhaust apertures 136 and 138 (Figure 7A) and be compressed in the header 140. Simultaneously, a fresh supply of air is flowing through the inlet apertures 110 and 114 into the chambers 60 and 62 behind the piston Wings 72 and 74.

As the piston 66 reaches bottom dead center as illustrated in Figure 5, fuel is injected into the header 140 through the respective fuel injector 148 and the resulting air and fuel mixture is ignited by the respective spark plug 150. The resulting combustion in the header 140 reacts through the aperture 138 on the right side of the piston wing 72 (as viewed in Figure 5) and through the aperture 136 on the left side of the piston wing 74 to turn the piston 66 counterclockwise and rotate the drive shafts 52 and 54. Both of the exhaust valve assemblies 144 and 146 remain closed.

When the piston 66 has moved through approximately 30, the inlets 110 and 114 are closed to provide a compression of the air in the header 142. When the piston has moved through approximately /3 of its stroke,

the exhaust valve mechanism 144 (Figures 1 and 2) is opened to exhaust the combustion products from behind the piston wings 72 and 74 through the header140 and cooling jacket or flange (not shown) may be provided on the outer surface of the housing 46 if desired.

The exhaust valve 144 is open only through a few degrees of rotation of the piston 66, in the embodiment shown) and is then closed; whereupon the respective valve plates 120 are moved to open the inlet apertures 112 and 116 approximately before the piston 66 ceases its counterclockwise rotation and reaches bottom dead center as shown by the dotted line position in Figure 5. As previously described, the air scoop 128 (see Figure 6) does not cover the rearmost apertures 112 and 116. Therefore, air rushes in the forward apertures 112 and 116, through the chambers 60 and 62 behind the piston wings 72 and 74 and out through the rearmost apertures 112 and 116 to scavenge the respective portions of the chambers 60 and 62 of combustion products and fill the chambers with fresh air. Fresh air is constantly supplied to the scoops 123 by the blower 26 (Figures 1 and 2). The apertures 112 and 116 are retained open until the piston 66 has moved approximately 30" past bottom dead center in a clockwise direction.

As the piston 66 approaches bottom dead center as shown by dotted lines in Figure 5, fuel is injected through the lower injector 148 into the header 142 and ignited by the respective spark plug 150. whereupon, the piston 66 is moved in a power stroke in a clockwise direction, and the cycle of operation repeated. However, the cornbustion products will be exhausted through the header 142, conduit 42 and valve mechanism 146 into the opposite expansion chamber 38 to enter the jet stream.

It will therefore be apparent that the engine 22 has a cycle of operation resembling a two-stroke internal combustion engine. In addition, however, the piston 66 receives power from two different sources during each power stroke, which is each movement of the piston. Therefore, the piston 66 is effectively driven through an equivalent rotation of 500 for each 360 of crankshaft rotation. Also, the sealing rings 96 effectively prevent leakage between opposite sides of the piston wings at each end of the piston. Furthermore, the products of combustion are exhausted into the expansion chambers 38 for mixing with the jet stream before they lose any appreciable amount of heat.

Motion converter The forward crankshaft 52 of the engine 22 (Figure 7) projects into the housing 160 of the motion converter 24. A U-shaped head or fork 162 (Figure 12) is formed on the outer end of the shaft 52 to oscillatingly support a novel bearing 164 (Figure ll). The head 162 has a tapered recess 166 in each arm 167 thereof to oscillatingly receive complementary projections, or ears, 168 formed on opposite sides of the bearing 164. As shown in Figure 12, each arm 167 of the head 162i is formed in two sections to permit assembly of the bearing 164-in the head. It will be apparent that the bearing 164 may be turned in the head 162 on an axis extending through the ears 168.

The bearing 164 has a bore 169 extending longitudinally therethrough at right angles to the axis of the ears 1168 to receive the inner ends 171) and 172 of a pair of shafts 174 and 176 as shown in Figure 7. The shafts 174 and 176 extend through and are. journaled in the top and bottom of the housing to extend at right angles to the piston shaft 5-2. The shafts 17 4 and 17 6 are formed or bent within the housing 160tto position the inner ends 1711 and 172 thereof at an angle equal to one-half of the piston stroke (62%" to the centenlineof shafts 174 and 176 in the present embodiment). However, the shafts 174 and 176 are positioned on.a. common .axis at right angles to the shaft 52 as previously stated...

The inner end of the shaft 174 istubular shaped with a tapered inner bore 178 and an outer diameter of a size to slidingly fit in the. bore 169 of thebearing. 164. As clearly shown in Figure 7, the inner end 172 of the shaft 176 istapered to slidinglytelescopeinto the inner tubular end 170 of the shaft 174. It will also be noted that the shaft .ends 170 and 172 are concentrically disposed in the bearing 164, whereby their center lines extend through the intersection of the center line of the piston shaft 521 with the center lines of the shafts 174 and 176, and provide bearing supports for the shafts 174 and 176. Furthermore, each shaft end 170 and172 has a tapered circumferential flange 180 slidingly projecting into a groove 18 2 (see also Figure 11) formed in the respective end of the bearing 164 to provide additional bearing surfaces for the shafts 174 and 176.

The operation of theconverter24 is illustrated. in Figure 13. It will be recalled that the piston shaft 52 is turned first .125 in one direction, and then 215 in the opposite direction. The head 16 2, being rigidly formed on the shaft 52, will turn in the same manner to move the arms 167 through the same arc. In Figure 13, the center lines x and y at the ends of the 125 arc indicate the two. opposite center line positions of the bearing ears 168 cor-responding to the ends of the engi ne stroke. .When the. bearing 164 is turnedcounter-clockwise to move the ears 168 from the center line x to the center line y, the inner end 172 of the shaft 176 will be moved orbitally through an arc of. 180 aroundthe center lineof the shaft in a cockwise direction. when viewed. from the outer end of shaft 176. The shaft 174 will be simultaneously rotated in the same direction through the same arc. Furthermore, when the bearing 164 is moved in the opposite direction to correspond with centerline x, the shafts 174 and 176 will again be rotated 180 in the same direction to complete the rotation of the shafts 174 and 176.

The operation of the motion converter 24 may be best understood by making an analogy to the construction of a common crankshaft and piston assembly of a reciprocating internal combustion engine (not shown). The bent shaft ends 170 and 172 may be compared to the throws of the usual crankshaft,.and the bearing 164 performs a function similar to the piston rod. bearing of a reciprocating piston. The ears 168 may be visualized as the wrist pin of a reciprocating piston. Thus, the ears 168 are reciprocated (angularly) and the bearing 164 and shaft ends 170 and 172 transmit the reciprocating motion of the ears into a rotary motion of the shafts 174 and 176. The .actual movement of the bearing 164 may be compared to the rowing motion of a row boat oar, with the opposite ends of the bearing being moved in circles rather than elliptically as with an oar.

It will thus be apparent that the oscillating motion of the engine 22 will .be converted to a rotary motion in the shafts 174 and 1.76; The novel construction of the bearing 164 and shaft ends 1711 and 172 provides large bearing surfaces for the shafts 174 and 176 to transfer the motion without undue strain of the shafts.

The upper shaft 174 may be conveniently utilized (not shown) as a power take-off from the engine 22 for driving various auxiliary apparatus, such as the fuel and water pumps (not shown) if required. The lower shaft 176 (see Figure 3) has a large bevel gear 180 rigidly secured on the medial portion thereof for driving the blower 26, and a smallerbevelgear 18 2 on the lower end thereof .for driving various "valves and cams as will be subsequently described.

The blower 26 may be of anysu-itable type having vanes 184 for forcing air rearwardly into an outer shroud 185 for the operation of the reaction engine 28, and a central supporting structure 186. A drive shaft 188 is provided in the center of the structure 186 and is journaled in a bracket 1% extending forwardly from the motion converter housing 169. A bevel gear 192 is secured on the rear end of the shaft 188 to mesh with the large bevel gear 180 and drive the blower 26. The blower 26 also has a relatively heavy ring 194 rigidly secured to the outer ends of the vanes 184. The ring 194 has a dual function in that it provides a fiy-wheel for the engine 22, as well as reinforcing the vanes 184.

The lower shaft 176 of the motion converter 24- also has a pair of cams 196 and 198 rigidly secured thereon for operating the valve assemblies 144 and 146 (Figures 1 and 2) on the forward ends of the expansion chambers 38. As previously described, the valve assemblies 144 and 146 control the exhaust of the engine 22 through the conduits 48 and 42 for discharging the engine exhaust into the expansion chambers 38 in timed relation to the operation of the engine 22. Therefore, the valve assemblies 144 and 146 must be operated at different times, and the cams 1% and 198 are off-set accordingly. Each valve assembly has a'valve plate 288 (Figure 2) resembling the valve plates 120 (Figures 5 and 6) of the engine 22, and each has a return spring 282 for constantly urging the respective valve plate to a closed position. Each valve plate 280 also has an actuating arm 204 extending forwardly and laterally into a position in front of the respective cam 196 or 198.

When the shaft 176 is rotated, the cams 1% and 298 are moved sequentially into contact with the arms 284 to move the valve plates 2% forwardly into open positions at the proper times for exhausting the engine 22. As soon as the extended surface of each cam moves beyond the respective actuating arm 2%, the respective spring 202 closes the respective valve plate 200' with a quick, snap action. Thus, the valve assemblies 144 and 146 are opened only a very short time during the exhaust'ing portions of the engine operation to permit the close timing of the engine exhaust, scavenging and intake as previously described.

The bevel gear 182 (Figure 3) at the lower end of the lower motion converter shaft 176 meshes with a companion bevel gear 266 secured on the forward end of a shaft 208. The shaft 208 extends substantially the entire length of the reaction engine 20 and is journaled to the supporting structure 39 by spaced bearing units 210. Another bevel gear 212 is secured on the medial portion of the shaft 288 to mesh with a mating gear 2.514 mounted on the lower end of a vertical shaft 216. The shaft 216 is positioned adjacent the rear end of the engine 22 and is suitably supported on the frame 39 by spaced bearing units 218. Still another bevel gear 22% is secured on the upper end of the vertical shaft 216 to mesh with a mating gear 222 mounted on the central portion of a transversely extending cam shaft 224. It will thus be apparent that the cam shaft 224 is rotated in timed relation to the operation of the engine 22.

As illustrated in Figures 6 and 7, the cam shaft 224 is journaled in a pair of brackets 226 extending rearwardly from the engine head 48. A pair of off-set cams 228 are secured on each end portion of the shaft 224 for operating the four intake valve plates 126 of the engine 22. Each valve plate 128 has a rectangular-shaped frame forming a cam race 238* on the rear end thereof of a size to extend peripherally around the respective cam 228. Each race 238 is of a height to permit free movement of the respective cam 228 when the cam extends either up or down. However, the races 230 are of a size to be contacted and moved by the cams when the cams approach horizontal positions. Therefore, the

18 cams 228 will slide the valve plates 12%} forwardly and rearwa-rdly in the valve housings 118 to operate the intakes for the engine 22. The cams 228 are, of course, arranged to operate the valve plates 120' in the proper sequence as previously set forth in connection with the detailed description of the engine 22.

C 0m p ressor The compressor 28 (Figure 3) closely resembles the internal combustion engine 22 and has a cylindrically shaped housing 248 inclosed at its opposite ends. by cylinder heads 242 and 244. The forward head 244 is apertured to loosely receive the rear engine crankshaft 54. An oscillating piston 246, constructed in the same manner as the piston 66 of the engine 22, is secured on the rear end of the crankshaft 54 for operation simultaneously with the engine 22. The piston 246 (see Figure 14) rotates or oscillates between tapered shoulders 248 formed along the inner periphery of the housing 240. Two rows of inlet apertures 258 extend through each side of the housing 246 and the respective shoulders 248 in a manner similar to the inlet apertures. "HQ-116 in the engine 22.

A valve housing 252 is formed on each side of the housing 248 over the respective rows of apertures 250 and slidably supports a valve plate 254 over the apertures 250. It will be noted that a single valve plate 254 covers two rows of apertures 258, whereas a valve plate 126 was required for each row of inlet apertures in the engine 22. As a result, each valve plate 254 has two rows of vertically offset apertures 256 for opening the apertures 25*?' in adjacent rows in sequence as will be hereinafter set forth. Each valve plate 254 has a squareshaped frame 255 (Figures 1 and 2) on the forward end thereof forming a race around a earn 257 on the cam shaft 224. The races 255 and earns 257 are proportioned in the same manner as the races 238 and cams 228 of the engine valves 12a to slide the valve plates 254 back and forth over the apertures 25%.

Each valve housing 252 is covered by a scoop 258 which is open and flared at its forward end, as indicated by dotted lines in Figure 1, to receive air from the blower 26 and direct the air into the compressor 28. Inasmuch as the compressor 28 is not scavenged, the valve housing scoop 258 extends over all of the inlet apertures 250 and is closed at its rear end to efficiently direct the incoming air.

The opposed chambers 260 and 262 of the compressor 28 have exhaust ports 263 in the forward ends thereof to exhaust the compressed air into a pair of crossed headers 264 and 266 (Figure 15) in the same manner as in the engine 22. Opposed sides of the chambers 260 and 262 exhaust into the upper header or cross-over 264, and the opposite sides of the chambers exhaust into the lower header 266. The upper header 264 com municates with the conduit 32 (Figure 1) to exhaust into one combustion chamber 30, and the lower header 266 communicates with the conduit 34 to exhaust into the opposite combustion chamber 30.

Each of the headers 264 and 266 has a sliding type valve assembly 268 (Figure 15) at its connection with the respective combustion chamber conduit for controlling the exhaust from the compressor 28. Each valve assembly 268 has an actuating arm 270 (Figure I) extending into contact with a cam 271 on the transverse cam shaft 224 for opening the valve assemblies in timed relation to the operation of the compressor piston 246. Also, each actuating arm 270 is preferably spring-loaded to snap the valve assembly back into a closed position as soon as the arm is released by its actuating cam.

It will be understood that the moving parts of the compressor 28 are sealed in the same manner as in the engine 22 to prevent leakage and provide an efficient operation of the compressor.

11 Compressor operation As previously stated, the compressor 28 is driven directly by the engine 22 through the rear crank or drive shaft 54 to provide a syncronistic operation of the engine piston 66 and the compressor piston 246. As the piston 246 approaches the dead center position shown by full lines in Figure 14 at the end of its clock-wise movement, the valve assembly 268 on the lower header 266 opens. The air preceding the piston 246 which has been compressed into the header 266 is thereby exhausted through the conduit 34 into the respective combustion chamber 30. Simultaneously, the valve plates 254 are in a posi tion to open the apertures 250 communicating with trailing sides of the piston 246 for charging the chambers 260 and 262 with a fresh supply of air behind the wings of the piston 246. Also, of course, the valve plates 254 will be in a position to cover the inlet apertuers 250 communicating with the leading faces of the piston wings.

At approximately the dead center position of the piston 246, the respective exhaust valve assembly 268 is snapped closed to cut-off communication between the compressor 28 and the respective combustion chamber 30. Also, the valve plates 254 are shifted by their cams 257 to close the apertures 250 remote from the wings of the piston 246 and open the apertures 250 which are covered by the piston wings. Thus, as the piston 246 moves in a counter-clockwise direction, air will be supplied to the chambers 260 and 262 behind the piston wings and compressed into the upper header 264.

As the piston 246 approaches the dead center position shown by dotted lines in Figure 14, the opposite exhaust valve assembly 268 is opened to provide communication between the upper header 264 and the combustion chamber conduit 32. The compressed air will then be ex hausted from the header 264 into the other combustion chamber 30. When the piston 246 reaches dead center, the particular valve assembly 268'is snapped closed and the valve plates 254 are again shifted to repeat the cycle of operation.

It will thus be apparent that the compressor 28 intermittently compresses air and is not exposed to any combustion. Also, the compressor may be cooled in the same manner as the engine 22. Therefore, the compression ratio may be extraordinarily high, such as in the range of to 1, to provide an efiicient compressor operation and facilitate combustion of the jet stream as will be hereinafter set forth.

Combustion and expansion chambers Each combustion chamber 30 (Figures 1 and 2) is substantially cylindrical and forms a closed combustion chamber completely separated from the main working parts (engine 22 and compressor 28) of the reaction engine 20. At least one spark plug 280 and one fuel inector 282 are provided in each combustion chamber 30. The spark plugs 280 are energized by a suitable lgmtion system (not shown) for operation at the proper time as will be more fully hereinafter set forth. Also, the fuel injectors 282 are connected with the previously mentioned fuel system for supplying the proper amount of fuel at the proper time.

As previously stated, the high pressure air from the compressor 28 is alternately exhausted through the conduits 32 and 34 into the combustion chambers. Immediately upon closing of the respective compressor exhaust valve 268, fuel is injected through the respective injector 282 and ignited by the spark plug 280. In some applications of this invention, the air in the combustion chamber 30 will be compressed and increased in temperature to a sufiicient degree for ignition without the use of thespark plugs 280, as is common in compression ignition engines. As combustion takes place, the contents of the respective combustion chamber 30 are expanded through the respective conduit 36 into the adjacent expansion chamber 38. The air-to-fuel ratio in each combustion chamber 30 may be readily retained at any desired level, such as 15 to 1 as used in ordinary internal combustion engines, to provide a fast efficient burning of the fuel and quick heat release. Additional fuel may be injected into the expanding gases in the conduits 36 through injectors 284 (Figures 1 and 2) if additional power is required, such as in emergencies or take-offs. The injectors 284 may be easily controlled by an operator of the engine 20, when and as desired, but will not be required for ordinary operation of the engine. The injectors 284 should be positioned in such a manner as to direct the fuel against the expanding gases to obtain the most desirable mixture of the fuel and expanding gases. It should also be noted that the injectors 284 may be located either above or below the valve 286.

A valve assembly 286 (see Figure 2A) is provided between each expansion chamber 38 and its respective conduit 36 for controlling the expansion of gases from the combustion chambers 30 into the expansion chambers 38. Each valve assembly 286 has an operating arm 288 extending upwardly for actuation by a cam 287 on the main cam shaft 224. The arms 288 are actuated to open the valve assemblies 286 shortly after combustion begins in the respective combustion chamber 30, whereby the heat of combustion is carried into the respective expansion chamber 38. Each valve assembly 286 also has a return spring 289 for closing the valves quickly as soon as the actuating arms 288 are released. This occurs upon the exhaust or expansion of the major portion of the gas into the respective expansion chamber 38.

As clearly shown in Figures 1, 2 and 4, each expansion chamber 38 is cylindrical in configuration, and the forward end 290 thereof is permanently closed. A plurality of inlet apertures 292 (see Figure 4) are formed in each chamber 38 for supplying fresh air into the chambers 38 as will be more fully hereinafter set forth. A valve housing 294 projects outwardly around each row of apertures 292 to slidingly receive a valve plate 296. Each valve plate 296 has a plurality of apertures 298 therein arranged to be aligned with the apertures 292 in an open position of the valve plates 296, and removed from the apertures 292 in a closed position of the valve plate as is common in sliding valves. As shown most clearly in Figure 1, each valve plate 296 has an upwardly extending frame 300 on the central portion thereof forming a cam race around a cam 302 mounted on the main cam shaft 224. The race 300 and cam 302 are proportioned to slide the valve plate 296 back and forth between open and closed positions.

Each valve housing 294 (Figure 4) has an air scoop or shroud 304 thereon to direct air from the blower 26 into the apertures 292. However, as shown in Figure 1, each shroud 304 is bent inwardly toward the respective valve plate 296 immediately forward of the rearmost valve aperture 298. Thus, when each valve plate 296 is initially moved to an open position, fresh air rushes in through the forward apertures 298 and 292 and out through the last or rear apertures 298 and 292 to scavenge or purge the respective chamber 38 of burned gases. It Will also be noted that the forward end 306 of each scoop 304 is flared outwardly to gather in the maximum air discharged by the blower 26.

A jetting nozzle 308 is provided in the rear end 310 of each expansion chamber 38 to discharge the jet streams. Each nozzle 308 has a valve housing 312 interposed therein (Figure 16) to receive a portion of a rotary valve 314 (Figure 17). The rotary valve 314 is in the form of a substantially circular plate having an arcuate slot 316 formed therethrough. The valve 314 is rigidly and concentrically mounted on the rear end of the shaft 208, and the slot 316 is formed on the arc of a circle about the shaft 208, with the radius of the circle equal to the distance between the center line of the shaft 208 and the center line of either nozzle 308. It will also be noted that the slot 316 increases in width from its leading end 318 (the left end as viewed in Figure 17) to its trailing'end 320. Furthermore, the slot 316 is of a length to extend from the center line of one nozzle 308 to the center line of the opposite nozzle 308. Therefore, at lease one nozzle 308 will be partially open at all times. It will be understood, however, that the length of the slot 316 may be varied, according to the particular desired design of engine. For example, it may be desirable that there be no overlapping of opening of the nozzles 308. In that instance, the slot 316 would not be of a length to open both nozzles 308 simultaneously. Also, suitable sealing rings are provided in each nozzle 308 to provide a seal around the valve plate 314 in a manner similar to the seals around the valves 120 of the engine 22.

As previously stated, the ignited gas in each combustion chamber 30 expands through the respective conduit 36 and valve assembly 268 into the adjacent expansion chamber 38. At this instant, the expansion chamber inlet valve 296, as well as the particular nozzle 308, is closed and the expansion chamber is charged with fresh air. It will also be recalled that the internal combustion engine 22 exhausts into the expansion chambers 38 through the conduits 40 and 42. This exhaust occurs immediately preceding the expansion of gas from the combustion chamber 30 into the respective expansion chamber, and provides a limited expansion of the gas in the expansion chamber which contributes to the final resulting thrust. The principal object of exhausting the engine 22 into the expansion chambers 38 is to save the heat of combustion for use in producing the jet stream.

The process of combustion is carried over, or continued, in the expansion chamber 38 to completely burn the fuel. Therefore, another expansion occurs in the expansion chamber 38 to materially increase the pressure therein. As this expansion gets under way, the nozzle valve plate 314 is moved into a position to place the small leading end 318 of the slot 316 in the respective nozzle 308. Thus, the exhaust of gas from the nozzle 308 begins. The rate of exhaust increases as the larger portion of the slot 316 is moved into correspondence with the respective nozzle 308, and as the expansion continues. It will be apparent that when the jet stream is exhausting through the nozzle 308, the internal force exerted on the forward end 290 of the respective expansion chamber 38 will be greater than the internal force on the rear end of the chamber to provide a forward thrust on the engine 20.

When the pressure within the respective. expansion chamber 38 has been dissipated, the nozzle valve 314 is moved to a closed position, and the respective inlet valve 296 is opened to scavenge the chamber and charge the chamber with a fresh supply of air as set forth above. The valve 296 is then moved to a closed positionbefore another expansion takes place, and the cycle is complete for the particular expansion chamber 38. The opposite expansion chamber operates through the same cycle, except that it is substantially 180 out of phase with the cycle just described. Therefore, a jet stream is exhausted alternately through one nozzle and then through the opposite nozzle 308, with a slight overlap in the streams due to the length of the slot 316 in the valve plate 314. Although the jet reaction is actually obtained in pulses, the resulting thrust will be substantially continuou at normal operating speeds of the engine 20, due to the extremely short time interval between pulses.

Summary A general understanding of the operation of the reaction engine 20 will be facilitated by an examination of the flow diagram shown in Figure 18. The internal combustion engine 22 operates continuously to drive the blower 26 through the use of the motion converter 24, as well as drive the compressor 28 through the drive shaft 54. The engine 22 also provides the power for driving all of the valves and auxiliary equipment, but for simplicity, these are not shown in Figure 18.

As the engine 20 is driven through the air, the blower 26, in conjunction with impact air, forces fresh air rearwardly continuously and slightly under pressure. A portion of the fresh air enters the internal combustion engine 22 to combine with fuel and provide the primary power of the complete unit. Another portion of the fresh air enters and is compressed by the compressor 28. Still another portion of the fresh air (the largest portion used) directly enters the expansion chambers 38 for expansion and formation ofthe jet streams discharged from the nozzles 308. The remaining air delivered by the blower 26 escapes through the rear of the shroud 185. The rear end (not shown) of the shroud 185 is suitably converged around the nozzle 308 in a manner common to the art.

When considering the expansion and combustion of gases to obtain the reaction thrust, the cycle of operations are as follows: First, the engine 22 exhausts its combustion gases through the conduit 40 into the respective expansion chamber 38. It will be assumed that this chamber 38 has been charged with fresh air. At the time the engine 22 is exhausting through conduit 40, one half of the compressor is being charged With fresh air. Approximately 45 (measured on the drive shaft 54) after the above-mentioned exhaust, the compressor 28 discharges air under high pressure through the conduit 32 into the respective combustion chamber.

The high pressure air stays in the combustion chamber 30 only momentarily before it is sprayed with fuel and the mixture ignited. As this mixture burns and expands, it discharges through the respective conduit 36 into the adjacent expansion chamber 38. Upon entering the chamber 38, the burning mixture combines with the fresh air and engine exhaust to provide a further burning and expansion. Whereupon, the respective nozzle 308 is opened to provide the jet stream and a reaction force on the forward end of the respective expansion chamber 38. When the pressure in the particular chamber 38 is reduced to approximately the pressure of the fresh air, the nozzle 308 is closed and the chamber is scavenged and recharged with fresh air.

Approximately "after the exhaust through the conduit 40, the engine 22 exhausts through the other exhaust conduit 42 into the opposite expansion 38. Some 45 later, the compressor 28 discharges high pressure air through the conduit 34 into the respective combustion chamber 30. The high pressure air is then mixed with fuel and ignited for expansion through the respective conduit 36 into the adjacent expansion chamber 38. Whereupon, the burning gases combine with the fresh air and engine exhaust gases to provide a further expansion which discharges the gases through the respective nozzle 308 and obtains another pulse or thrust.

It will thus be apparent that an expansion cycle involves three stages of expansion, and a cycle is completed every 125 of movement of the drive shaft 54. Each expansion cycle provides a thrust on the engine 20, and when the internal combustion engine 22 is operated at high speeds, the impulses of thrust will be substantially continuous.

As previously noted, the air-fuel ratio in the combustion chambers 30 may be any desired amount, to provide a substantially instantaneous combustion and high rate of heat release. However, the burning fuel obtains an additional amount of oxygen in the expansion chamber 38 (making a total air-fuel ratio extremely high, such as 60 to 1) to assure a complete burning of the fuel. Also, addditional fuel may be injected into the burning mixture as the mixture enters the expansion chamber to obtain additional thrust for take-offs or emergencies. It will be apparent that the greater the heat release, the more the gases will expand in the chambers 38 to increase the pressure and thereby increase the forward thrust imposed on the front of the chamber.

The arrangement of the combustion chambers 30 not only facilitates the control of the air-fuel ratio, but also permits the use of unusually high temperatures. It will benot ed that the heat generated in the combustion chambers does not contact any working parts of the engine 20, except a pair of valves, and they may be easily designed to withstand an extremely high temperature. It will also be noted that the heat is applied to each combustion chamber and expansion chamber intermittently, as contrasted with a constant application of heat. Furthermore, the chambers are continuously air cooled. Tlglerefore, the use of high temperatures will be permis- 51 e.

Another feature of the combination of particular note is the amount of air which must be compressed to obtain an efiicient jet stream. The only air acted upon by the compressor 28 is that amount of air used in the primary combustion within the combustion chambers 30. The remaining, and major portion of air used in the jet stream, is diverted directly into the expansion chambers 38. A very desirable arrangement is to provide a compression of only of the air contributing to the weight flow of the jet streams.

From the foregoing it is apparent that the present invention provides an economical jet reaction engine, whereby the pay load of aircraft may be increased and the fuel load decreased. The engine provides a high rate of heat release into a sufficient amount of Working fluid to attain a high thermal efliciency, and the heat is transferred into enough weight flow to keep the jet velocities within the range of propulsion efficiencies. Only a portion of the Weight flow is directed through the compressor, thereby attaining a very desirable positive-to-negative work ratio. The compression ratio is substantially higher than possible with present day airplane propulsion units, and the heat of combustion is shielded from the working parts of the compressor. It will also be apparent that the present engine may be economically manufactured, and the embodiment shown may be conveniently adapted to varying power requirements.

Changes may be made in the combination and arrangement of parts as heretofore set forth in the specification and shown in the drawings, it being understood that changes may be resorted to in the precise embodiment shown without departing from the spirit of the invention, as set forth in the following claims.

I claim:

1. A jet reaction engine, comprising a power unit, a positive displacement compressor drivingly connected to the power unit intermittently forcing air from an outlet thereof, a combustion chamber, a conduit connecting the outlet of the compressor to the combustion chamber, a valve in said conduit operatively connected to the power unit for discharging the high pressure air to the combustion chamber and alternately closing said conduit, an expansion chamber having a nozzle on one end thereof and an air inlet, a second conduit communicating with the combustion chamber and the expansion chamber, a fuel system for injecting an excess of fuel in the high pressure air in the combustion chamber, an ignition system for igniting the air-fuel mixture in the combustion chamber, a second valve in the second conduit operatively connected to the power unit for alternately ture into the expansion chamber, and valves in said nozzle and said air inlet operatively connected to the power unit for admitting air to the expansion chamber preceding the injection of the burning air-fuel mixture into the expansion chamber and openingthe nozzle after combustion has been substantially completed in the expansion chamber to exhaust the products of combustion through said nozzle and provide an intermittent thrust on the opposite end of the expansion chamber.

2. A reaction engine as defined in claim 1 character ized further in that the power unit is an internal combustion engine and the exhaust thereof communicates with the expansion chamber. 3

3. A reaction engine as defined in claim 1 characterized further in that the fuel system is also connected to said second conduit for providing additional fuel to the burning air-fuel mixture during expansion of the mixture into the expansion chamber.

4. A reaction engine as defined in claim 1 characterized further in that said second conduit communicates with one end of the combustion chamber to provide pansion chamber.

5. A reaction engine as defined in claim 1 characterized further in that the expansion chamber is larger than the combustion chamber.

6. A reaction engine as defined in claim 1 characterized further in having a shroud around the engine and a blower drivingly connected to the power unit for supplying air to the compressor inlet and the expansion chamber air inlet.

7. In a jet reaction engine as defined in claim 1 characterized further in that the valve in the nozzle is slotted to provide a progressively increasing discharge opening throughthe nozzle during exhaust of the combined mixture through the nozzle.

References Cited in the file of this patent UNITED STATES PATENTS 1,163,650 Fogler Dec. 14, 1915 1,444,440 Wilson Feb. 6, 1923 1,777,263 Hellstrom Sept. 30, 1930 2,160,218 Kingston et a1. May 30, 1939 2,304,008 Miiller Dec. 1, 1942 2,390,161 Mercier Dec. 4, 1945 2,396,911 Anxionnaz et al. Mar. 19, 1946 2,425,121 Peterson Aug. 5, 1947 2,444,318 Warner June29, 1948 2,486,967 Morrisson Nov. 1, 1949 2,487,685 Young Nov. 8, 1949 2,505,978 Long May 2, 1950 2,528,354 Flanagan Oct. 31, 1950 2,546,965 Bodine Apr. 3, 1951 2,590,457 Pouit Mar. 25, 1952 2,594,765 Goddard Apr. 29, 1952 2,603,946 Lagelbauer July 22, 1952 2,688,843 1954 Pitt Sept. 14,

UNTTE STATES PATENT cTTTcE QETIFICATIN F ECT1N Patent No, 2 958 187 November 1 1960 Frank Gough It is hereby certified that error appears in the above numbered patent requiring correction and that the said Letters Patent should read as corrected below.

lolumn 6 line 50 for 122 read 112 line 53 for Threefore read we Therefore column 8 line 29 for "215 read Mm 125 c Signed and sealed this 23rd day of May 19610 (SEAL) Attest:

ERNEST W. SWIDER DAVID L. LADD Attesting Officer Commissioner of Patents

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