US3163001A - Reciprocating piston pulse jet engine - Google Patents

Reciprocating piston pulse jet engine Download PDF

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US3163001A
US3163001A US274542A US27454263A US3163001A US 3163001 A US3163001 A US 3163001A US 274542 A US274542 A US 274542A US 27454263 A US27454263 A US 27454263A US 3163001 A US3163001 A US 3163001A
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piston
cylinder
valve
chamber
disc valve
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US274542A
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Joseph P Reilly
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02K—JET-PROPULSION PLANTS
    • F02K5/00—Plants including an engine, other than a gas turbine, driving a compressor or a ducted fan
    • F02K5/02—Plants including an engine, other than a gas turbine, driving a compressor or a ducted fan the engine being of the reciprocating-piston type
    • F02K5/023—Plants including an engine, other than a gas turbine, driving a compressor or a ducted fan the engine being of the reciprocating-piston type the compressor being of the reciprocating-piston type

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  • An object of my invention is to provide a reciprocating piston pulse jet engine in which the air intake into the intake chamber of the engine is uniform in volume, permitting qualitative governing of the air-fuel mixture in conjunction with carburetion. Therefore uniform pressures are secured at the time of ignition.
  • the intake of the air-fuel mixture is used for internally cooling the engine and also the preheating of the fuel-air mixture.
  • a further object of my invention is to provide a device of the type described in which a delay chamber is used and the air-fuel mixture is transferred to this chamber where the mixing and vaporization of the mixture is continued. Greater quantities of heat from the main cylinder, piston and valve rod are absorbed by the fuel mixture to further preheat it and this heat is initially derived from the firing chamber. This arrangement establishes the reciprocating piston pulse jet engine as a regenerative motor.
  • the firing chamber is closed when the fuel-air mixture is introduced, and it is closed during compression and ignition. It remains closed until combustion is well under way and rising pressure forces the valve rod and piston upward.
  • My engine provides controlled combustion at high pressure and after a thorough mixing and preheating of the air-fuel mixture. This assures fuel efficiency and also high jet velocity.
  • the reciprocating piston pulse jet engine in all forms can be readily started and may be stopped instantaneously by opening the igntion circuit as with internal combustion engines, or by fuel cut-off. This ease of starting characteristic of my new jet engine greatly expands the field of application for jet engines.
  • crankshaft and a flywheel In the preferred form of my invention I make use of a crankshaft and a flywheel.
  • the employment of the crankshaft and the flywheel permits the piston assembly to be reduced to the lowest mass practicable, commensurate with providing a durable structure.
  • the use of a flywheel also introduces torque and if the engine is used in airborne installations, it would require a trim tab device on an airfoil section or the use of paired engine installations with contra-rotating flywheels.
  • the flywheels could be reduced to a very low mass for smoother operation as the firing rate of the cylinders would assure continuous operation.
  • I use coil springs for moving the piston in one direction rather than relying upon a crankshaft and a flywheel.
  • a second modified form of my invention is also described in this applicaiton.
  • the operation of this form is fundamentally the same as my preferred form, but it is accomplished without the use of a transfer valve or a check valve.
  • the functions of these two valves are performed by a piston of a different design, a sleeve liner placed between the piston periphery and the wall of the cylinder, and the provision of a delay chamber in the form of an annular cavity in the cylinder wall and communicating with the interior of the cylinder through ports provided in the sleeve liner.
  • FIGURE 1 is a longitudinal section through my reciprocating piston pulse type engine and shows the various moving parts at the moment of ignition.
  • FIGURE 2 is a schematic showing of my engine with the moving parts in the same position as they are in FIG- URE 1.
  • FIGURE 3 is a schematic showing of my engine and the moving parts are in a position where the exploding gases are being expelled from the jet nozzle.
  • FIGURE 4 is a schematic showing of my engine and the moving parts are in a position where a fresh charge of a combustible mixture is being delivered to the intake chamber.
  • FIGURE 5 is a schematic showing of my engine and the moving parts are in a position where the piston is compressing the combustible mixture into. the firing chamber.
  • FIGURE 6 is a vertical section through a modified form of my engine showing the parts in a position where the combustible gases are being transferred from the delay chamber in the piston into the portion of the cylinder disposed directly below the piston and above the disc valve.
  • FIGURE 7 is a vertical section of the modified form of the engine in which the moving parts are in a position for transferring the combustible gases into the firing chamher, and flap valve is closing to prevent the return of the gases to the delay chamber.
  • FIGURE 8 is a vertical section of the modified" form where the moving engine parts are in firing position, and the jet pulse is being released as the plug is raised.
  • FIGURE 9 is a vertical section of the modified form with the moving parts in a position where the combustible gases in the intake chamber have been almost entirely transferred to the delay chamber.
  • FIGURE 10 is a vertical section through a second modified form of my engine where the delay chamber is provided as an annular recess in the cylinder and is separated from the cylinder by a liner sleeve that has ports acting as passages between the delay chamber and the interior of the cylinder.
  • FIGURES 11 to 14 inclusive are diagrammatic views of the engine shown in FIGURE 10 and illustrate the moving parts of the engine in various positions during the operation of the engine.
  • a reciprocating piston pulse jet type of engine which comprises a casing indicated generally at A.
  • Thiscasing has a cylinder B in which a piston C is slidably mounted.
  • the upper portion of the cylinder is regarded as an intake chamber.
  • the piston C is hollow and it has a delay chamber'D within its interior.
  • I will describe how a combustible mixture is received in the upper portion of the cylinder B when looking at FIGURE 1 as the piston moves downwardly in the cylinder and will further explain how the combustible mixture is transferred from the cylinder B into the delay chamber D by passing through passages 1 in the piston.
  • the delay chamber is smaller in capacity than the cylinder B and therefore the combustible mixture will be compressed when it is forced into the delay chamher as the piston C moves upwardly in the cylinder.
  • the piston C has a rigid piston rod C1 extending therefrom and the outer surface of the piston rod is cylindrical and is slidably received in a bearing 2 that is carried by the casing A.
  • a connecting rod E is pivotally connected to the rigid piston rod Cl at 3 and has its other end pivotally connected at t with a crank shaft F. A rotation of the crank shaft will cause the connecting rod E to reciprocate the piston C Within the cylinder B.
  • the cylinder B has an intake port Bit and a self-closing poppet valve 5 is placed in the intake port and permits a combustible mixture to enter the cylinder B, but closes and prevents any back flow of the combustible mixture from the cylinder B into the intake port Bl, A coil spring 6 yieldingly urges the poppet valve into closed position.
  • the rigid piston rod C1 has a longitudinally extending bore 7 therein for slidably receiving a rod 8 that carries a disc valve G at its outer end.
  • FIGURE 1 shows the rod 3 extending through the delay chamber D and further shows the disc valve G as having a tlart surface 59 that is designed to bear against the underside of the piston C.
  • the disc valve G also has a central enlarged portion ll that is designed to enter a recess ll. formed in the bottom of the piston C. Adjacent to the central portion it on rod 8 are smfl by-pass flats 23 which permits the Wall pressure gases entrapped by piston C between flap valve 61 and disc valve G to return to the delay charnoer.
  • the piston has a central opening 12 that places the delay chamber D in communication with the lower portion of the cylinder B when the piston C is moved upwardly in the cylinde
  • a flap valve G1 is slidably mounted on the rod 8 and has a disc-shaped portion having a diameter equal'to the diameter of the central enlarged portion to of the disc valve G.
  • the flap valve Gil has L-shaped fin ers 13 that limit the opening of the flap valve when the disc valve G is moved away from the piston C during a portion of the stroke as will be hereinafter described.
  • a coil spring 14 is mounted on the rod 8 and has one end bearing against a shoulder 15 in the rigid piston rod C1 and has its other end bearing against a nut and washer 16 that is m tinted on the upper threaded end of the rod 8.
  • a flap valve C2 ' is slidably mounted on a cylindrical portion of the piston C that extends into the delay chamber D.
  • a coil spring 17 urges the flap valve C2 into closed position for closing the passages or ports 1 in the piston C.
  • the cylinder B is enlarged at B2, see FEGURE 1, and this enlarged portion of the cylinder communicates with a firing chemist-31:18 provided in the head 19 for the casing A. Spark plugs 2% are carried by the head 19 and have their terminals projecting into the firing chamber 18.
  • the casing A may have air cooling fins 21 and the head i? also has air cooling fins 21a integral therewith.
  • the firing chamber 18 connects with a jet outlet nozzle indicated generally atH.
  • the crank shaft F may be provided with a fly wheel 22.
  • FIGURES 2, 3,4-and 5 I show in a diagram- The parts are shown by single lines and corresponding parts of the device shown in FIGURES 2 to 5 inclusive are given the same reference numerals and letters as are used in FIGURE 1.
  • FIGURE 2 corresponds to FIGURE 1 in the position of the various parts.
  • the piston C has completed its down stroke in the cylinder B and the combustible mixture in the cylinder which is below the piston as the piston starts its down stroke will all be compressed into the firing chamber 38. At this instant the spark plugs 26 will ignite the compressed combustible mixture in the firing chamber.
  • the disc valve G has a plug G2 and this plug is shown black in FEGURE 2 and in both FIGURES 1 and 2 the plug closes the orifice into the jet outlet nozzle H. Therefore the initial firing of the gases in the firing chamber 18 will move the disc valve G upwardly in the cylinder B as shown in FIGURE 3 and the plug G2 of the disc valve will be removed from the entrance opening in the jet outlet nozzle H. The explodgases will not only drive the piston C upwardly in the cylinder, but will also escape through the jet outlet nozzle H and exert a forward thrust on the engine and on the vehicle or airplane on which the engine is mounted.
  • the crank shaft F is indicated in FIGURES 2 and 3 as rotating in a counter-clockwise direction.
  • FIGURE 3 shows that as the piston C is moved upwardly during the firing of the combustible mixture in the lower portion of the cylinder, the new combustible mixture that has been drawn into the upper portion of the cylinder B by the former downward movement of the piston C, will be trapped in the upper cylindrical portion because the poppet valve 5 is closed. Therefore the trapped gases in the upper cylindrical portion will flow through the passage 1 in the piston C and will open the liap valve C2 and enter the delay chamber D.
  • the arrows in FIGURE 3 show this movement of the combustiole mixture from the upper portion of the cylinder B into tie delay chamber D.
  • the opening 12 in the piston C is kept closed by the flap valve G1 which in turn is kept closed by the disc valve G being forced against the bottom of the piston C during the firing of the combustible mirture in the lower portion of the cylinder B and driving the disc valve G and piston C upwardly.
  • FIGURE 4 shows the crank arm of the crank shaft F starting on its downwardly movement.
  • the connecting arm E will move the rigid piston rod Cl downwardly and this will move the piston C downwardly.
  • the downward movement of the piston C will create a vacuum in the upper end of the cylinder 3 and this will cause the poppet valve 5 to open and permit a new combustible mixture to enter the upper part of the cylinder '13.
  • the inlet portion B1 is in connection with a carburetor, not shown, and this will cause the combustible mixture to be fed through the inlet port B1 and into the upper portion of the cylinder B during the downward movement of the piston C.
  • FIGURE also shows that during the downward movement of the piston C, the partially comp essed combustible mixture in the delay chamber D will force the flap valve G1 into open position and permit the partially compressed gases to move from the delay chamber D into the portion of the cylinder B disposed below the piston C. These gases will move the disc valve G downwardly to force the remainder of the gases in the cylinder and below the disc valve, out through the jet outlet nozzle H as in dicated by the stippled portion in FIGURE 4.
  • the cycle is completed when the piston C moves entirely to its lowermost position as shown in FIGURE 2 and contacts the disc valve G and forces all of the combustible mixture into the firing chamber 18, except for the small portion of the gas entrapped below the flap valve 61 which is returned to the delay chamber D by way of the small by-pass flats 23.
  • the parts are now ready for the firing of the combustible gases in the firing chamber and the cycle will be completed.
  • FIG- URES 6, 7, 8 and 9 disclose a modified form of the invention in FIG- URES 6, 7, 8 and 9.
  • a heavy coil spring has been substituted for the crank shaft and fly wheel.
  • this form operates on the same general principle as the form shown in FIGURES 1 to 5 inclusive.
  • I show a cylinder indicated generally at I, see FIGURE 6.
  • a piston K is slidably mounted within the cylinder 1.
  • the upper end of the cylinder is closed by means of a header L and this header has a depending cylindrical portion 50 that enters the top of the cylinder I.
  • the outer diameter of the depending cylindrical portion 56 is less than the inner diameter of the cylinder I and this leaves an annular space for receiving the upper end of a heavy coil spring M.
  • the lower end of the coil spring bears against the top of the piston K.
  • the piston has a rigid piston rod K1 and this piston rod extends upwardly through a cylindrical central bore provided in the header L and in the cylindrical projection 58.
  • the piston K has a delay chamber K2 provided therein and a disc valve N normally closes the lowe-ropen end of the delay chamber K2,.
  • the disc valve N has a rigid rod N1 that extends upwardly from the valve and is slidably received in a central bore 51 that is formed in the piston K and in the rigid piston rod K1.
  • the rigid rod N1 projects above the "top of the piston rod K1 and extends through a housing L1 that is integral with the header L.
  • the rod N1 also projects through the top of the housing L1 and it is provided with a collar 52 at its upper end.
  • the piston K has passages 53 therein that permit a combustible mixture received in the upper portion of the cylinder I when the piston is at the lower end of its stroke to pass through the passages 53 and to enter the delay chamber K2 where the combustible mixture. is compressed.
  • the delay chamber K2 is smaller in capacity than the capacity of the upper end of the cylinder I when the piston K is at the lower end of its stroke.
  • FIGURE 6 shows the piston K at the upper end of its stroke and at this point all of the combustible gases in the upper portion of the cylinder have been transferred to the delay chamber K2 by means of the passages 53.
  • the cylinder I is provided with an inlet port J1 and this port is normally closed by a spring-biased poppet valve indicated at 54.
  • the rod N1 has a flap valve K3 that is adapted to close the lower ends of the passages 53.
  • a coil spring 55 is mounted on the rod N1 and has its upper end bearing against the flap valve K3 and its lower end bearing on a washer which in turn is supported by a shoulder provided on the rod N1.
  • the flap valve K3 will open to permit the combustible mixture to flow from the upper end of the cylinder 1 into the delay chamber K2 during the upward movement of the piston K.
  • the disc valve N has an outer diameter equal to the inner diameter of the cylinder J.
  • the cylinder 6 has an annular recess 56, see FIGURE 9, that is disposed at the bottom of the cylinder and this recess permits the combustible mixture to flow from a point above the disc valve N and pass into a firing chamber 12 when the disc valve is in the position shown in FIGURE 7.
  • the firing chamber J 2 is formed in a lower header 57 and this header carries a jet outlet nozzle P.
  • the disc valve N has a plug N2 that closes the orifice to the jet outlet nozzle P when the disc valve is in its lowermost position as shown in FIG- URE 7. Spark plugs 59 are carried by the lower header 57 and are designed to ignite the compressed gases in the firing chamber J2 at the proper moment.
  • a floating valve Q is slidably mounted on the rigid rod N1 and this valve may move from a position where it will close the lower end of the delay chamber K2, see FIGURE 8, into a position where it will be spaced away from the lower end of the piston K and will open the lower end of the delay chamber K2.
  • a coil spring 60 is mounted on the rod N1 and has its lower end bearing against the top of the disc valve N and has its upper end bearing against the floating or flap valve Q.
  • a motor 61 is operatively connected to a drum 62.
  • a cable 63 has one end secured to the drum and a portion of the cable is passed over an idler 64.
  • the free end of the cable is connected to a carriage 65 that has rollers 66 receivable in a guide slot 6'7 provided in a casing 68 that houses the drum 62.
  • the reciprocating rod N1 is provided with the collar 52 at its top and a spring-biased pin 69 is supported by the carriage 65, and the pin may be manually depressed for moving the free end of the pin under the collar 52.
  • a coil spring 70 has its upper end connected to the carriage 65 and its lower end connected to the engine casing at 71. This spring 70 will return the carriage to its starting position. I have described only one mechanism for starting the operation of the engine by way of example. Other starting devices could be used.
  • the disc valve N has been kept closed during the second upward stroke of the rod N1 and the combustible gases will be retained in the delay chamber K2 and com pressed because this chamber is of far less capacity than the intake compartment when the latter is at its greatest capacity as shown in FIGURE 8.
  • the piston drive spring M will again move the piston K, downwardly as soon as the pin 69 has been moved clear of the starter cap or collar 52, aided by any remaining compressed gas in the now greatly reduced intake chamber which has not been transferred to the delay chamber.
  • the flap valve K3 will be closed by the pressure of gas in the delay chamber and by the coil spring 55.
  • FIGURE 6 illustrates the piston K at the start of its downward stroke with both the floating valve Q and the disc valve N moved away from the bottom of the piston.
  • the plug tip N2 will close the opening to'the jet outlet nozzle P.
  • the peripheryof the disc valve N will be received in the recess 56, provided at the bottom of the cylinder 3.
  • the engine is timed so that the spark plugs 55 will exploded the compressed gases in the firing chamber 32 when the piston K reaches the bottom of its stroke. This will instantly move the disc valve N and piston K upwardly as shown in FIGURES 8 and 9.
  • the plug NZ will uncover the opening 58 to the jet outlet nozzle P, and the exploding gases will issue from the nozzle and will force the engine in a direction opposite to the exhausting gases. This is the driving or jet impulse force and constitutes the work done by the engine. Whatever the engine is attached to will be driven by the impulse delivered by the engine.
  • the cycle repeats itself as the upwardly moving piston K will force the gases in the intake chamber into the delay chamber through the passages 53.
  • Part of the timing mechanism for causing the spark plugs 59 to fire when the piston K reaches the bottom of its stroke is shown at 72 in FIGURE 7.
  • a roller '73 rides on the outer surface of the hollow piston rod K1 and when the piston K reaches the bottom of its stroke, the roller will ride off the end of the hollow piston rod and will actuate the electric circuit to the spark plugs 59, see FIGURE 8, firing them and exploding the compressed gases in the firing chamber.
  • a shock absorbing mechanism may be used to limit the final upward movement of the piston K and after the spring M'has been compressed to the point generally indicated in FIGURE 6.
  • the shock absorbing mechanism may consist of a'large rubber disc 74, placed within the header L, and secured to the inner top surface of the header.
  • a protective disc 75 may be secured to the underside of the rubber disc '74 and the hollow piston rod Kl will have its upper end strike the disc 74 and permit the rubber disc '73 to absorb the shock before the turret the piston K Will strike the bottom of the cylindrical portion 50 that projects into the top of the cylinder 1'.
  • the shock absorbing mechanism is intended for shock protection during initial tune-up and when changing fuels.
  • the carburetor jets would be adjusted to limit fuel supply during normal operation so that piston travel would be slightly short of the shock absorber mechanism.
  • the flap or check valve Q slides on the rigid rod N1 and is urged in an upward direction by the spring 60.
  • the check valve Q has a limited travel and its purpose is to close the discharge end of the delay chamber K2 after the compressed combustible mixture has moved from the delay chamber into the portion of the cylinder J, disposed between the bottom of the piston K and the top of the disc valve N.
  • the closing of the discharge end or mouth of the delay chamber K2 by the check valve Q will prevent the combustible gases in the cylinder 3' from re-entering the delay chamber as the downwardly moving piston K forces the gases past the disc valve N, when the latter is in the position shown in FIGURE 7, and into the firing chamber J2.
  • FIGURES The second modified form of the reciprocating piston pulse jet engine is illustrated in FIGURES it) to 14 inclusive.
  • FIGURE 10 is a vertical section through the engine and FKGURES ii to 14 are schematic views illustrating how the different moving parts function during the operation of the engine.
  • the operation of this form of engine is fundamentally the same as the preferred form illustrated in FEGURES l to 5 inclusive, but it is accomplished by providing the delay chamber in an annular recess in the cylinder wall instead of in the piston and by providing a sleeve liner for the cylinder that has ports for placing the delay chamber recess in communication with the interior of the cylinder. It is also not necessary to use a transfer valve such as C2,, or a check valve similar to the flap valve G in FIGURE 1, because the delay chamber is not formed within the piston as is true in the preferred form of my invention.
  • a transfer valve such as C2,, or a check valve similar to the flap valve G in FIGURE 1
  • a cylinder R has a cylindrical sleeve liner S, mounted therein and a piston T reciprocatcs within the liner.
  • the piston has a hollow rigid piston rod T1 connected thereto and a disc valve U reciprocates within the sleeve liner S, and it has a rigid rod U1 that is slidably received within a bore rec, provided in the hollow rigid piston rod Tl.
  • the bore Hid is enlarged at 1% to receive a coil spring 1532 and the top of the rod U1 is threaded to receive a nut Hi3.
  • the top of the coil spring 192 bears against the underside of the nut 1 .33 and the bottom of the spring bears against a shoulder provided at the juncture of the enlarged bore portion I01 with the bore Ililil.
  • the crank shaft carrier counterweights res for balancing purposes.
  • a rotation of the crank shaft 195 will cause the piston T to reciprocate in the sleeve liner 3.
  • the cylinder R has a closed end that is provided with a central bore for receiving the piston rod Tl.
  • a bearing 1%? is mounted in the bore and slidably receives the piston rod T 1.
  • the cylinder R has an annular recess Rl that will function as a delay chamber in a manner which will be explained when describing the operation of the engine.
  • the cylinder sleeve liner S has ports M28 near its upper end that place the annular recess or delay chamber R1 in communication with the interior of the cylinder.
  • An inlet passage Hi9 communicates with the delay chamber R1 and with the inlet compartment when the piston T uncovers the liner ports 2%.
  • A. spring-biascd poppet valve llll closes the inlet passage ltih during the upstroke of the piston T and opens the passage when the downstroke of the piston creates a vacuum in the inlet chamher.
  • the cylinder R is also provided with a second annular recess R2 at its lower end which is not as large as the recess R1.
  • the second annular recess R2 is for the purpose of providing a bypass for the combustible mixture received in the cylinder R and confined between the bottom of the piston T and the top of the disc valve U.
  • the disc valve U will also be moved downwardly until its plug-shaped tip U2 closes the orifice to the jet outlet V.
  • the periphery of the piston U will register with a plurality of lower ports 111 provided in the lower end of the liner S.
  • the ports 111 communicate with the lower recess R2 and they are long enough to extend above the top of the disc valve U when it is in its lowermost position and to also extend below the bottom of the disc valve so as to communicate with a firing chamber W1 provided in the cylinder head W.
  • the downward moving piston T will therefore force the combustible mixture from a point above the disc valve U into a point below the disc valve and will compress the combustible mixture into the firing chamber preparatory to firing.
  • the cylinder head W carries spark plugs 112 that have their electrodes projecting into the firing chamber W1 so that a firing of the spark plugs at the proper time, by a mechanism, not shown, will explode the compressed combustible mixture in the firing chamber and will initially start the disc valve U and the piston T, moving upwardly in the cylinder R. As soon as the plug tip U2 uncovers the orifice to the jet outlet V, the exploding combustible mixture will issue from the jet outlet to drive the engine in a direction opposite to the moving force of the exploding gases.
  • FIGURES 11 to 14 inclusive Operation of Second Modified Form of Engine
  • Wall thicknesses of the engine parts shown in the figures are indicated by a single line and only essential parts of the engine are illustrated.
  • FIGURE corresponds with FIGURE 13 in indicating the relative position of the parts at a particular moment in the engine cycle.
  • FIGURE 11 This figure illustrates the engine at the moment of ignition.
  • the spring-biased intake valve 110 is closed and the intake chamber R3 and the interconnected delay chamber R1 are charged with a combustible fuelair mixture. Also the combustible mixture which has been previously delivered to the firing chamber W1 is under high compression.
  • FIGURE 10 shows the periphery of the piston T provided with inwardly and downwardly inclined openings 114.
  • the disc valve Since the inner ends of the vents 114 permit the gases to move between the bottom of the piston T and the top of the disc valve U, the disc valve will be moved downwardly and away from the piston T as clearly shown in the schematic view of FIGURE 12, permitting the bulk of the gases to pass through the lower sections of ports 198 and to enter the increasing space between piston T and disc valve U.
  • a sufficient quantity of the exploding gases below the disc valve U will have issued from the jet nozzle V, to drop the pressure in the firing chamber to a lower point than the pressure being exerted on top of the disc valve U. Therefore the disc valve U will move below the bottom of the piston T when receiving the combustible mixture from the delay chamber R1.
  • the tendency of the coil spring 102 to move the disc valve U into contact with the bottom of the piston T will also be overcome.
  • FIGURE 13 shows the piston moving downwardly to a point where the by-pass vents 114- will have their outer ends in the piston periphery moved out of communication with the delay chamber R1. This will prevent the fuel mixture in the central chamber space bounded by the sleeve S and the piston T and the disc valve U, from returning back into the delay chamber R1 through the bypass vents 114. Also the downwardly moving disc valve U will push the burned gases from the lower end of the cylinder and these gases will exhaust through the jet nozzle V.
  • FIGURES 13 and 14 illustrate the opening of the intake valve under atmospheric pressure and against spring as the descending piston T decreases the pressure in the intake chamber R3 and delay chamber R1, below atmospheric pressure.
  • the fuel charge received in the cylinder and below the piston T, while the latter is at the top of its stroke is retained in the cylinder space bounded by the bottom of the piston and the top of the disc valve U. This fuel charge has been partially compressed and is carried downwardly toward the firing chamber while the remaining exhaust gases below the disc valve are purged through the jet nozzle V.
  • the intake chamber R3 and the delay chamber R1 are being filled with a new combustible mixture during the downward movement of the piston T.
  • the disc valve U has reached its extreme downward position and its plug-shaped tip U2 has closed the opening to the jet nozzle V.
  • the elongated lower ports 111 in the sleeve liner S will extend above the top of the disc valve U and below the bottom of the same valve. Therefore the partially compressed gases in the cylinder portion disposed just above the top of the disc valve U, will be forced into the firing chamber W1, disposed below the disc valve.
  • the downwardly moving piston will force the gases from a point above the disc valve to a point below or into the firing chamber.
  • said disc valve having a plug adapted to close the Outlet between said firing compartment and said jet nozzle when said disc valve is at one end of its stroke;
  • said disc valve cooperating with said cylinder and piston for retaining the combustible mixture in said cylinder and between said piston and said valve during the movement of said piston and valve toward the firing chamber and until said plug closes the outlet to said jet nozzle and said valve is temporarily brought to a stop;
  • valve when in temporary stopped position and said plug closing said outlet, uncovering said bypass and permitting the further movement of said piston toward said cylinder head to compress the combustible mixture and force it from the cylinder, through the bypass, and into the firing chamber;
  • (k) means for igniting the compressed combustible mixture in the firing chamber when said piston completes its movement toward said cylinder head and is brought into a close position to said valve.
  • the moving valve Will remove said plug from said outlet to permit the exploding mixture to flow through said outlet and out from the jet nozzle to deliver a moving force on the engine for urging it in a direction opposite to that in which said jet nozzle faces.
  • said valve acting as a moving partition to prevent any flow of exhaust gases from said firing chamber and back into the cylinder space lying between said valve and adjacent end of said piston, the said cylinder space containing the next combustible mixture that is to be delivered to said firing chamber and keeping it from mixing with any exhaust gases until said plug closes said outlet and said valve uncovers said bypass that places said cylinder space in communication with said firing chamber.
  • (j) means for stopping communication between said delay and compression chambers during the next novement of said piston toward said cylinder head; the gases in said compress-ion chamber moving said valve in advance of said moving piston toward said cylinder head;
  • a bypass for conveying gases from said compression chamber into said firing chamber and being placed in communication with said compression chamber when said valve is at the end of its movement toward the cylinder head;
  • said fiiring chamber having an outlet communicating with a jet nozzle
  • valve when in temporary stopped position having its plug closing the outlet to said jet nozzle
  • (p) means for igniting the compressed gases in the firing chamber when said piston completes its movement toward said cylinder head and is brought into a close position to said valve.
  • a piston slidably mounted in said cylinder and having a delay chamber formed therein; the portion of the cylinder lying between said piston and the int ke port constituting an intake chamber;
  • a cylinder head closing the end of said cylinder that is opposite to said intake port end and having a firing chamber with an outlet communicating with a jet nozzle;
  • said disc valve having a plug adapted to close the outlet between said firing chamber and said jet nozzle when said disc valve is atone end of its stroke;
  • said cylinder having a bypass for convey ng gases from said compression chamber into said firing chamber only when said disc valve is in a position where its plug Will close the outlet between said firing chamber and said jet nozzle;
  • (1:) means for firing the compressed gases in said firing chamber when said piston moves adjacent to said disc valve while the plug of the latter closes said outlet leading to said jet nozzle.
  • said cylinder having an annular delay chamber provided at one end and communicating with said intake port and. with said first annular row of opening in said sleeve;
  • said cylinder having a bypass communicating with said firing chamber and with said second annular row of openings in said sleeve;
  • said disc valve carrying a plug adapted to close the outlet communicating with said jet nozzle when said valve is in a position Where its periphery is in registration with said second annular row of openings in said sleeve; the openings in said second row being long enough to communicate with the sleeve interior lying on one side of said disc valve when the plug on said valve closes said outlet, said second row of openings also being long enough to communicate with said fining chamber when said disc valve remains in the same position;
  • (1') means for moving the piston toward the disc valve for transferring the combustible gases from, a position between the disc valve and the piston into said firing chamber, the gases flowing through said bypass in said cylinder and being compressed in the firing chamber;
  • (j) means for firing the compressed gases in said firing chamber for moving said disc valve away from said chamber for freeing said plug from said outlet for permitting the exploding gases to issue from said jet nozzle and deliver a thrust on said cylinder in a direction which is opposite to the flow of gases from said jet nozzle.

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Description

Dec. 29, 1964 J. P. REILLY RECIPROCATINGPISTON PULSE JET ENGINE 5 Sheets-Sheet 1 Filed April 22, 1963 JOSEPH P. REILLY INVENTOR.
Dec. 29, 1964 J. P. REILLY 3,163,001
RECIPROCATING PISTON PULSE JET ENGINE Filed April 22, 963 s Sheets-Sheet 2 Joseph P. Reilly INVENTOR.
' BY 44 TTOBNEY Dec. 29, 1964 J. P. REILLY RECIPROCATING PISTON PULSE JET ENGINE Filed April 22, 1963 5 Sheets-Sheet 5 JOSEPH F? REILLY INVENTOR.
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ATTORNEY Dec. 29, 1964 J. P. REILLY RECIPROCATING PISTON PULSE JET ENGINE 5 Sheets-Sheet 4 Filed April 22, 1963 m OE m mm mm mm N2 N1 mm E E ow 0 mx wx m 8 H mm 5 v. vm w on H K 2 o. w T mh mw mm 1 H vh 3 mm J o 6 No S mm .8 5 vw v mo JOSEPH P. REILLY INVENTOR.
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A T TOBNEY Dec. 29, 1964 J. P. REILLY RECIPROCATING PISTON PULSE JET ENGINE 5 Sheets-Sheet 5 Filed April 22, 1963 JOSEPH F? REILLY INVEN TOR.
14 T TOBNEY United States Patent 6 3,163,001 REQIPROCATING PISTGN PULSE JET ENGINE Joseph P. Reilly, 300 Elmhurst St., Apt. 2, Hayward, (.alif. Filed Apr. 22, 1963, Ser. N 274,542 7 Claims. (Cl. 60-456) The present invention relates to improvements in prime movers of the type employing a reaction jet to produce motion, particularly those refered to as pulse jet engines, and it consists in the construction and arrangement of parts as hereinafter described and claimed. Pulse jet engines known as resonant duct pulse jet engines would be replaced by my invention. This new engine will also serve in many new applications for which jet engines of the present type could not be usefully or economically applied.
An object of my invention is to provide a reciprocating piston pulse jet engine in which the air intake into the intake chamber of the engine is uniform in volume, permitting qualitative governing of the air-fuel mixture in conjunction with carburetion. Therefore uniform pressures are secured at the time of ignition. The intake of the air-fuel mixture is used for internally cooling the engine and also the preheating of the fuel-air mixture.
A further object of my invention is to provide a device of the type described in which a delay chamber is used and the air-fuel mixture is transferred to this chamber where the mixing and vaporization of the mixture is continued. Greater quantities of heat from the main cylinder, piston and valve rod are absorbed by the fuel mixture to further preheat it and this heat is initially derived from the firing chamber. This arrangement establishes the reciprocating piston pulse jet engine as a regenerative motor.
In the pulse jet engine of my invention, the firing chamber is closed when the fuel-air mixture is introduced, and it is closed during compression and ignition. It remains closed until combustion is well under way and rising pressure forces the valve rod and piston upward. My engine provides controlled combustion at high pressure and after a thorough mixing and preheating of the air-fuel mixture. This assures fuel efficiency and also high jet velocity.
The reciprocating piston pulse jet engine in all forms can be readily started and may be stopped instantaneously by opening the igntion circuit as with internal combustion engines, or by fuel cut-off. This ease of starting characteristic of my new jet engine greatly expands the field of application for jet engines.
In the preferred form of my invention I make use of a crankshaft and a flywheel. The employment of the crankshaft and the flywheel permits the piston assembly to be reduced to the lowest mass practicable, commensurate with providing a durable structure. The use of a flywheel also introduces torque and if the engine is used in airborne installations, it would require a trim tab device on an airfoil section or the use of paired engine installations with contra-rotating flywheels. In the case of plural engine applications employing three or more cylinders, the flywheels could be reduced to a very low mass for smoother operation as the firing rate of the cylinders would assure continuous operation.
In a modified form of my invention I use coil springs for moving the piston in one direction rather than relying upon a crankshaft and a flywheel.
A second modified form of my invention is also described in this applicaiton. The operation of this form is fundamentally the same as my preferred form, but it is accomplished without the use of a transfer valve or a check valve. The functions of these two valves are performed by a piston of a different design, a sleeve liner placed between the piston periphery and the wall of the cylinder, and the provision of a delay chamber in the form of an annular cavity in the cylinder wall and communicating with the interior of the cylinder through ports provided in the sleeve liner.
Other objects and advantages will appear as the specification continues. The novel features of the invention will be set forth in the appended claims.
Drawings For a better understanding of my invention, reference should be made to the accompanying drawings, forming part of this specification, in which:
FIGURE 1 is a longitudinal section through my reciprocating piston pulse type engine and shows the various moving parts at the moment of ignition.
FIGURE 2 is a schematic showing of my engine with the moving parts in the same position as they are in FIG- URE 1.
FIGURE 3 is a schematic showing of my engine and the moving parts are in a position where the exploding gases are being expelled from the jet nozzle.
FIGURE 4 is a schematic showing of my engine and the moving parts are in a position where a fresh charge of a combustible mixture is being delivered to the intake chamber.
FIGURE 5 is a schematic showing of my engine and the moving parts are in a position where the piston is compressing the combustible mixture into. the firing chamber.
FIGURE 6 is a vertical section through a modified form of my engine showing the parts in a position where the combustible gases are being transferred from the delay chamber in the piston into the portion of the cylinder disposed directly below the piston and above the disc valve.
FIGURE 7 is a vertical section of the modified form of the engine in which the moving parts are in a position for transferring the combustible gases into the firing chamher, and flap valve is closing to prevent the return of the gases to the delay chamber.
FIGURE 8 is a vertical section of the modified" form where the moving engine parts are in firing position, and the jet pulse is being released as the plug is raised.
FIGURE 9 is a vertical section of the modified form with the moving parts in a position where the combustible gases in the intake chamber have been almost entirely transferred to the delay chamber.
FIGURE 10 is a vertical section through a second modified form of my engine where the delay chamber is provided as an annular recess in the cylinder and is separated from the cylinder by a liner sleeve that has ports acting as passages between the delay chamber and the interior of the cylinder.
FIGURES 11 to 14 inclusive are diagrammatic views of the engine shown in FIGURE 10 and illustrate the moving parts of the engine in various positions during the operation of the engine.
While I have shown only the preferred forms of my invention, it should be understood that various changes, or modifications, may be made within the scope of the annexed claims without departing from the spirit thereof.
Detailed Description In carrying out my invention I provide a reciprocating piston pulse jet type of engine which comprises a casing indicated generally at A. Thiscasing has a cylinder B in which a piston C is slidably mounted. In FIGURE 1, when the piston C is at the lower end of its stroke, the upper portion of the cylinder is regarded as an intake chamber. The piston C is hollow and it has a delay chamber'D within its interior. I will describe how a combustible mixture is received in the upper portion of the cylinder B when looking at FIGURE 1 as the piston moves downwardly in the cylinder and will further explain how the combustible mixture is transferred from the cylinder B into the delay chamber D by passing through passages 1 in the piston. The delay chamber is smaller in capacity than the cylinder B and therefore the combustible mixture will be compressed when it is forced into the delay chamher as the piston C moves upwardly in the cylinder.
The piston C has a rigid piston rod C1 extending therefrom and the outer surface of the piston rod is cylindrical and is slidably received in a bearing 2 that is carried by the casing A. A connecting rod E is pivotally connected to the rigid piston rod Cl at 3 and has its other end pivotally connected at t with a crank shaft F. A rotation of the crank shaft will cause the connecting rod E to reciprocate the piston C Within the cylinder B.
' Before describing the operation of the engine it is best to state that the cylinder B has an intake port Bit and a self-closing poppet valve 5 is placed in the intake port and permits a combustible mixture to enter the cylinder B, but closes and prevents any back flow of the combustible mixture from the cylinder B into the intake port Bl, A coil spring 6 yieldingly urges the poppet valve into closed position.
The rigid piston rod C1 has a longitudinally extending bore 7 therein for slidably receiving a rod 8 that carries a disc valve G at its outer end. FIGURE 1 shows the rod 3 extending through the delay chamber D and further shows the disc valve G as having a tlart surface 59 that is designed to bear against the underside of the piston C. The disc valve G also has a central enlarged portion ll that is designed to enter a recess ll. formed in the bottom of the piston C. Adjacent to the central portion it on rod 8 are smfl by-pass flats 23 which permits the Wall pressure gases entrapped by piston C between flap valve 61 and disc valve G to return to the delay charnoer. The piston has a central opening 12 that places the delay chamber D in communication with the lower portion of the cylinder B when the piston C is moved upwardly in the cylinde A flap valve G1 is slidably mounted on the rod 8 and has a disc-shaped portion having a diameter equal'to the diameter of the central enlarged portion to of the disc valve G. The flap valve Gil has L-shaped fin ers 13 that limit the opening of the flap valve when the disc valve G is moved away from the piston C during a portion of the stroke as will be hereinafter described. A coil spring 14 is mounted on the rod 8 and has one end bearing against a shoulder 15 in the rigid piston rod C1 and has its other end bearing against a nut and washer 16 that is m tinted on the upper threaded end of the rod 8. V
A flap valve C2 'is slidably mounted on a cylindrical portion of the piston C that extends into the delay chamber D. A coil spring 17 urges the flap valve C2 into closed position for closing the passages or ports 1 in the piston C.
The cylinder B is enlarged at B2, see FEGURE 1, and this enlarged portion of the cylinder communicates with a firing chemist-31:18 provided in the head 19 for the casing A. Spark plugs 2% are carried by the head 19 and have their terminals projecting into the firing chamber 18. The casing A may have air cooling fins 21 and the head i? also has air cooling fins 21a integral therewith. The firing chamber 18 connects with a jet outlet nozzle indicated generally atH. The crank shaft F may be provided with a fly wheel 22.
Operation From the foregoing description of the various parts of the device, the operation thereof may be readily understood. In FIGURES 2, 3,4-and 5, I show in a diagram- The parts are shown by single lines and corresponding parts of the device shown in FIGURES 2 to 5 inclusive are given the same reference numerals and letters as are used in FIGURE 1. FIGURE 2 corresponds to FIGURE 1 in the position of the various parts. The piston C has completed its down stroke in the cylinder B and the combustible mixture in the cylinder which is below the piston as the piston starts its down stroke will all be compressed into the firing chamber 38. At this instant the spark plugs 26 will ignite the compressed combustible mixture in the firing chamber. The disc valve G has a plug G2 and this plug is shown black in FEGURE 2 and in both FIGURES 1 and 2 the plug closes the orifice into the jet outlet nozzle H. Therefore the initial firing of the gases in the firing chamber 18 will move the disc valve G upwardly in the cylinder B as shown in FIGURE 3 and the plug G2 of the disc valve will be removed from the entrance opening in the jet outlet nozzle H. The explodgases will not only drive the piston C upwardly in the cylinder, but will also escape through the jet outlet nozzle H and exert a forward thrust on the engine and on the vehicle or airplane on which the engine is mounted. The crank shaft F is indicated in FIGURES 2 and 3 as rotating in a counter-clockwise direction.
FIGURE 3 shows that as the piston C is moved upwardly during the firing of the combustible mixture in the lower portion of the cylinder, the new combustible mixture that has been drawn into the upper portion of the cylinder B by the former downward movement of the piston C, will be trapped in the upper cylindrical portion because the poppet valve 5 is closed. Therefore the trapped gases in the upper cylindrical portion will flow through the passage 1 in the piston C and will open the liap valve C2 and enter the delay chamber D. The arrows in FIGURE 3 show this movement of the combustiole mixture from the upper portion of the cylinder B into tie delay chamber D. The opening 12 in the piston C is kept closed by the flap valve G1 which in turn is kept closed by the disc valve G being forced against the bottom of the piston C during the firing of the combustible mirture in the lower portion of the cylinder B and driving the disc valve G and piston C upwardly.
FIGURE 4 shows the crank arm of the crank shaft F starting on its downwardly movement. The connecting arm E will move the rigid piston rod Cl downwardly and this will move the piston C downwardly. The downward movement of the piston C will create a vacuum in the upper end of the cylinder 3 and this will cause the poppet valve 5 to open and permit a new combustible mixture to enter the upper part of the cylinder '13. The inlet portion B1 is in connection with a carburetor, not shown, and this will cause the combustible mixture to be fed through the inlet port B1 and into the upper portion of the cylinder B during the downward movement of the piston C.
FIGURE also shows that during the downward movement of the piston C, the partially comp essed combustible mixture in the delay chamber D will force the flap valve G1 into open position and permit the partially compressed gases to move from the delay chamber D into the portion of the cylinder B disposed below the piston C. These gases will move the disc valve G downwardly to force the remainder of the gases in the cylinder and below the disc valve, out through the jet outlet nozzle H as in dicated by the stippled portion in FIGURE 4.
in FIGURE 5 the crank shaft F has moved still farther in a counter clockwise direction and will force the piston C near to the bottom of its stroke. The new combustible mixture is still being drawn into the upper portion of the cylinder B and now the flap valve G1 in the piston C has closed the plug G2 of the disc valve G has closed the entrance to the jet outlet nozzle H. The reason for the flap valve Git closing is that the pressure of the gases between the bottom of the piston C and the top of the disc valve G will exceed the pressure of the gases in the delay chamber D and this is sufficient to close the flap valve. As the piston C descends still farther, the combustible mixture below the piston will be compressed and then will be forced past the enlargement B2 as'shown by the arrows in FIGURE 5 and will enter the firing chamber 13.
The cycle is completed when the piston C moves entirely to its lowermost position as shown in FIGURE 2 and contacts the disc valve G and forces all of the combustible mixture into the firing chamber 18, except for the small portion of the gas entrapped below the flap valve 61 which is returned to the delay chamber D by way of the small by-pass flats 23. The parts are now ready for the firing of the combustible gases in the firing chamber and the cycle will be completed.
First Modified Form of Engine I disclose a modified form of the invention in FIG- URES 6, 7, 8 and 9. In this form a heavy coil spring has been substituted for the crank shaft and fly wheel. In all other respects this form operates on the same general principle as the form shown in FIGURES 1 to 5 inclusive. I show a cylinder indicated generally at I, see FIGURE 6. A piston K is slidably mounted within the cylinder 1. The upper end of the cylinder is closed by means of a header L and this header has a depending cylindrical portion 50 that enters the top of the cylinder I. The outer diameter of the depending cylindrical portion 56 is less than the inner diameter of the cylinder I and this leaves an annular space for receiving the upper end of a heavy coil spring M. The lower end of the coil spring bears against the top of the piston K.
The piston has a rigid piston rod K1 and this piston rod extends upwardly through a cylindrical central bore provided in the header L and in the cylindrical projection 58. The piston K has a delay chamber K2 provided therein and a disc valve N normally closes the lowe-ropen end of the delay chamber K2,. The disc valve N has a rigid rod N1 that extends upwardly from the valve and is slidably received in a central bore 51 that is formed in the piston K and in the rigid piston rod K1. The rigid rod N1 projects above the "top of the piston rod K1 and extends through a housing L1 that is integral with the header L. The rod N1 also projects through the top of the housing L1 and it is provided with a collar 52 at its upper end.
The piston K has passages 53 therein that permit a combustible mixture received in the upper portion of the cylinder I when the piston is at the lower end of its stroke to pass through the passages 53 and to enter the delay chamber K2 where the combustible mixture. is compressed. The delay chamber K2 is smaller in capacity than the capacity of the upper end of the cylinder I when the piston K is at the lower end of its stroke. FIGURE 6 shows the piston K at the upper end of its stroke and at this point all of the combustible gases in the upper portion of the cylinder have been transferred to the delay chamber K2 by means of the passages 53.
The cylinder I is provided with an inlet port J1 and this port is normally closed by a spring-biased poppet valve indicated at 54. The rod N1 has a flap valve K3 that is adapted to close the lower ends of the passages 53. A coil spring 55 is mounted on the rod N1 and has its upper end bearing against the flap valve K3 and its lower end bearing on a washer which in turn is supported by a shoulder provided on the rod N1. The flap valve K3 will open to permit the combustible mixture to flow from the upper end of the cylinder 1 into the delay chamber K2 during the upward movement of the piston K.
As soon as the pressure of the combustible gases within the delay chamber K2 exceeds the pressure of the gases in the upper portion of the cylinder I, the coil spring 55 will close the flap valve K3.
' The disc valve N has an outer diameter equal to the inner diameter of the cylinder J. However, the cylinder 6 has an annular recess 56, see FIGURE 9, that is disposed at the bottom of the cylinder and this recess permits the combustible mixture to flow from a point above the disc valve N and pass into a firing chamber 12 when the disc valve is in the position shown in FIGURE 7. The firing chamber J 2 is formed in a lower header 57 and this header carries a jet outlet nozzle P. The disc valve N has a plug N2 that closes the orifice to the jet outlet nozzle P when the disc valve is in its lowermost position as shown in FIG- URE 7. Spark plugs 59 are carried by the lower header 57 and are designed to ignite the compressed gases in the firing chamber J2 at the proper moment.
A floating valve Q is slidably mounted on the rigid rod N1 and this valve may move from a position where it will close the lower end of the delay chamber K2, see FIGURE 8, into a position where it will be spaced away from the lower end of the piston K and will open the lower end of the delay chamber K2. A coil spring 60 is mounted on the rod N1 and has its lower end bearing against the top of the disc valve N and has its upper end bearing against the floating or flap valve Q.
In the first form of my invention I show a crank shaft and crank arm for imparting motion to the piston. In the modified form shown in FIGURES 6 to 9 inclusive, I can make use of any means desired for initially lifting the rod N1 from the full line position shown in FIGURE 8 into the dotted line position shown in the same figure. I will describe one mechanism for lifting the rod N1 but I do not wish to be confined to this particular construction.
In FIGURE 8, a motor 61 is operatively connected to a drum 62. A cable 63 has one end secured to the drum and a portion of the cable is passed over an idler 64. The free end of the cable is connected to a carriage 65 that has rollers 66 receivable in a guide slot 6'7 provided in a casing 68 that houses the drum 62. The reciprocating rod N1 is provided with the collar 52 at its top and a spring-biased pin 69 is supported by the carriage 65, and the pin may be manually depressed for moving the free end of the pin under the collar 52.
When the pin 69 is moved into a position under the collar 52, an electric switch, not shown, will be closed and will connect the motor 61 to a source of current. The motor will rotate the drum 62 to Wind the cable 63 thereon and move the carriage 65 upwardly. This will cause the depressed pin to lift the collar 52 and the rod N1 into the dot-dash line position of FIGURE 8. At this point the curve in the slot 67 will move the carriage 65 and pin 69, away from the collar 52 and will permit the coil spring M which has been compressed, to move the piston K, downwardly in the cylinder 1.
As soon as the pin 69 is freed from the collar 52, it will be returned to inoperative position by its spring and will open the switch, not shown, and disconnect the motor 61 from its current source. A coil spring 70 has its upper end connected to the carriage 65 and its lower end connected to the engine casing at 71. This spring 70 will return the carriage to its starting position. I have described only one mechanism for starting the operation of the engine by way of example. Other starting devices could be used.
Operation of Modified F arm of Engine The downward movement of the piston K, caused by the coil spring M in FIGURE 8, will draw into the upper end of the cylinder 1, a combustible mixture through the intake I1 and past the poppet valve 54. If there is no combustible mixture in the firing chamber being compressed by the disc valve N as it moves downwardly with the piston, then the firing of the spark plugs 59 will have no effect and the rod N1 and the piston K will have to be lifted a second time by the operator again depressing the starting button 69.
During the second movement of the piston K in an upward direction in the cylinder J, caused by the operation of the starting mechanism, the combustiie mixture in the intake chamber Will be forced through the piston passages 53 and into the delay chamber K2; because the poppet valve 54 will remain closed. The gases will pass the temporarily opened fiap valve K3 on entering the delay chamber. The end of this upward movement of the piston K in the cylinder J is shown in FIGURE 9.
The disc valve N has been kept closed during the second upward stroke of the rod N1 and the combustible gases will be retained in the delay chamber K2 and com pressed because this chamber is of far less capacity than the intake compartment when the latter is at its greatest capacity as shown in FIGURE 8. The piston drive spring M will again move the piston K, downwardly as soon as the pin 69 has been moved clear of the starter cap or collar 52, aided by any remaining compressed gas in the now greatly reduced intake chamber which has not been transferred to the delay chamber. The flap valve K3 will be closed by the pressure of gas in the delay chamber and by the coil spring 55.
Also the compressed gases in the delay chamber K2 will force the floating valve Q into open position and will force the disc valve N ahead of the descending piston K as the gases vent out into the cylinder space I bounded by the bottom of the piston and the top of the disc valve. FIGURE 6 illustrates the piston K at the start of its downward stroke with both the floating valve Q and the disc valve N moved away from the bottom of the piston. When the disc valve N reaches the bottom or its stroke as shown in FIGURE 7, the plug tip N2 will close the opening to'the jet outlet nozzle P. When this occurs, the peripheryof the disc valve N will be received in the recess 56, provided at the bottom of the cylinder 3. The
' combustible gases will therefore be forced into the firing chamber 12 by the descending piston as the latter finally moves at the end of its stroke into contact with the disc valve N. During this downward movement of the piston, a new charge of a combustible mixture has been drawn into the upper portion of the cylinder or into the intake compartment. The flap valve K3 remains closed.
The engine is timed so that the spark plugs 55 will exploded the compressed gases in the firing chamber 32 when the piston K reaches the bottom of its stroke. This will instantly move the disc valve N and piston K upwardly as shown in FIGURES 8 and 9. The plug NZ will uncover the opening 58 to the jet outlet nozzle P, and the exploding gases will issue from the nozzle and will force the engine in a direction opposite to the exhausting gases. This is the driving or jet impulse force and constitutes the work done by the engine. Whatever the engine is attached to will be driven by the impulse delivered by the engine.
The cycle repeats itself as the upwardly moving piston K will force the gases in the intake chamber into the delay chamber through the passages 53. Part of the timing mechanism for causing the spark plugs 59 to fire when the piston K reaches the bottom of its stroke is shown at 72 in FIGURE 7. A roller '73 rides on the outer surface of the hollow piston rod K1 and when the piston K reaches the bottom of its stroke, the roller will ride off the end of the hollow piston rod and will actuate the electric circuit to the spark plugs 59, see FIGURE 8, firing them and exploding the compressed gases in the firing chamber.
A shock absorbing mechanism may be used to limit the final upward movement of the piston K and after the spring M'has been compressed to the point generally indicated in FIGURE 6. The shock absorbing mechanism may consist of a'large rubber disc 74, placed within the header L, and secured to the inner top surface of the header. A protective disc 75, may be secured to the underside of the rubber disc '74 and the hollow piston rod Kl will have its upper end strike the disc 74 and permit the rubber disc '73 to absorb the shock before the turret the piston K Will strike the bottom of the cylindrical portion 50 that projects into the top of the cylinder 1'. The shock absorbing mechanism is intended for shock protection during initial tune-up and when changing fuels. The carburetor jets would be adjusted to limit fuel supply during normal operation so that piston travel would be slightly short of the shock absorber mechanism.
The flap or check valve Q slides on the rigid rod N1 and is urged in an upward direction by the spring 60. The check valve Q has a limited travel and its purpose is to close the discharge end of the delay chamber K2 after the compressed combustible mixture has moved from the delay chamber into the portion of the cylinder J, disposed between the bottom of the piston K and the top of the disc valve N. The closing of the discharge end or mouth of the delay chamber K2 by the check valve Q will prevent the combustible gases in the cylinder 3' from re-entering the delay chamber as the downwardly moving piston K forces the gases past the disc valve N, when the latter is in the position shown in FIGURE 7, and into the firing chamber J2.
Second Modified Form of Engine The second modified form of the reciprocating piston pulse jet engine is illustrated in FIGURES it) to 14 inclusive. FIGURE 10 is a vertical section through the engine and FKGURES ii to 14 are schematic views illustrating how the different moving parts function during the operation of the engine. The operation of this form of engine is fundamentally the same as the preferred form illustrated in FEGURES l to 5 inclusive, but it is accomplished by providing the delay chamber in an annular recess in the cylinder wall instead of in the piston and by providing a sleeve liner for the cylinder that has ports for placing the delay chamber recess in communication with the interior of the cylinder. It is also not necessary to use a transfer valve such as C2,, or a check valve similar to the flap valve G in FIGURE 1, because the delay chamber is not formed within the piston as is true in the preferred form of my invention.
It is best now to describe the construction of the engine illustrated in FIGURE 10. A cylinder R has a cylindrical sleeve liner S, mounted therein and a piston T reciprocatcs within the liner. The piston has a hollow rigid piston rod T1 connected thereto and a disc valve U reciprocates within the sleeve liner S, and it has a rigid rod U1 that is slidably received within a bore rec, provided in the hollow rigid piston rod Tl. The bore Hid is enlarged at 1% to receive a coil spring 1532 and the top of the rod U1 is threaded to receive a nut Hi3. The top of the coil spring 192 bears against the underside of the nut 1 .33 and the bottom of the spring bears against a shoulder provided at the juncture of the enlarged bore portion I01 with the bore Ililil.
A crank arm liltis pivotally connected at one end to the upper end of the hollow rigid piston rod T1 and it has its other end pivotally connected to a crank shaft I35. The crank shaft carrier counterweights res for balancing purposes. A rotation of the crank shaft 195 will cause the piston T to reciprocate in the sleeve liner 3. The cylinder R has a closed end that is provided with a central bore for receiving the piston rod Tl. A bearing 1%? is mounted in the bore and slidably receives the piston rod T 1.
The cylinder R has an annular recess Rl that will function as a delay chamber in a manner which will be explained when describing the operation of the engine. The cylinder sleeve liner S has ports M28 near its upper end that place the annular recess or delay chamber R1 in communication with the interior of the cylinder. An inlet passage Hi9 communicates with the delay chamber R1 and with the inlet compartment when the piston T uncovers the liner ports 2%. A. spring-biascd poppet valve llll closes the inlet passage ltih during the upstroke of the piston T and opens the passage when the downstroke of the piston creates a vacuum in the inlet chamher. When the latter event occurs, the pressure of the 9 atmospheric air will force air through a carburetor, not shown, and this air will mix with a fuel to form a combustible mixture which in turn will flow through the inlet passage and past the inlet valve 110 to enter the delay chamber R1 and move on into the intake chamber portion of the cylinder R.
The cylinder R is also provided with a second annular recess R2 at its lower end which is not as large as the recess R1. The second annular recess R2 is for the purpose of providing a bypass for the combustible mixture received in the cylinder R and confined between the bottom of the piston T and the top of the disc valve U. As the piston T moves downwardly, the disc valve U will also be moved downwardly until its plug-shaped tip U2 closes the orifice to the jet outlet V. When this occurs, the periphery of the piston U will register with a plurality of lower ports 111 provided in the lower end of the liner S. The ports 111 communicate with the lower recess R2 and they are long enough to extend above the top of the disc valve U when it is in its lowermost position and to also extend below the bottom of the disc valve so as to communicate with a firing chamber W1 provided in the cylinder head W. The downward moving piston T will therefore force the combustible mixture from a point above the disc valve U into a point below the disc valve and will compress the combustible mixture into the firing chamber preparatory to firing.
The cylinder head W carries spark plugs 112 that have their electrodes projecting into the firing chamber W1 so that a firing of the spark plugs at the proper time, by a mechanism, not shown, will explode the compressed combustible mixture in the firing chamber and will initially start the disc valve U and the piston T, moving upwardly in the cylinder R. As soon as the plug tip U2 uncovers the orifice to the jet outlet V, the exploding combustible mixture will issue from the jet outlet to drive the engine in a direction opposite to the moving force of the exploding gases.
Operation of Second Modified Form of Engine The operation of the second modified form of my engine is illustrated in the schematic views shown in FIGURES 11 to 14 inclusive. Wall thicknesses of the engine parts shown in the figures are indicated by a single line and only essential parts of the engine are illustrated. FIGURE corresponds with FIGURE 13 in indicating the relative position of the parts at a particular moment in the engine cycle.
If it has been assumed that the engine has been running, then the cycle of operation can be understood by first referring to the schematic showing of the engine in FIGURE 11. This figure illustrates the engine at the moment of ignition. The spring-biased intake valve 110 is closed and the intake chamber R3 and the interconnected delay chamber R1 are charged with a combustible fuelair mixture. Also the combustible mixture which has been previously delivered to the firing chamber W1 is under high compression.
As the compressed combustible mixture in the firing chamber is ignited by the spark plugs 112 the disc valve U and the piston T will be driven rapidly in an upward direction and will impart energy and rotation to the flywheel 113, see FIGURES 10 and 11. The disc valve U in moving upwardly will lift the plug U2 from the opening to the jet nozzle V. This will permit the now thoroughly burning gases to escape from the jet nozzle V in a high velocity jet which will give a forward thrust to the engine.
The rising piston T compresses the fuel-air combustible mixture above it, and forces this mixture under high pressure into the annular delay chamber R1, the gases passing through the upper row of ports 108 provided in the cylindrical sleeve liner S. FIGURE 10 shows the periphery of the piston T provided with inwardly and downwardly inclined openings 114. When the disc valve U and piston T are forced into their top positions by the exploding gas in the firing chamber, the outer ends of the inclined openings 114 in the periphery of the piston T, will communicate with the delay chamber R1 through the ports 108 in the top of the cylindrical liner S. The compressed gas in the delay chamber R1 will now flow through the inclined openings or vents 114 in the piston T. Since the inner ends of the vents 114 permit the gases to move between the bottom of the piston T and the top of the disc valve U, the disc valve will be moved downwardly and away from the piston T as clearly shown in the schematic view of FIGURE 12, permitting the bulk of the gases to pass through the lower sections of ports 198 and to enter the increasing space between piston T and disc valve U. A sufficient quantity of the exploding gases below the disc valve U, will have issued from the jet nozzle V, to drop the pressure in the firing chamber to a lower point than the pressure being exerted on top of the disc valve U. Therefore the disc valve U will move below the bottom of the piston T when receiving the combustible mixture from the delay chamber R1. The tendency of the coil spring 102 to move the disc valve U into contact with the bottom of the piston T will also be overcome.
The rotating crank shaft 1&5 through the connecting rod 104 will cause the piston T to start on its downward movement. FIGURE 13 shows the piston moving downwardly to a point where the by-pass vents 114- will have their outer ends in the piston periphery moved out of communication with the delay chamber R1. This will prevent the fuel mixture in the central chamber space bounded by the sleeve S and the piston T and the disc valve U, from returning back into the delay chamber R1 through the bypass vents 114. Also the downwardly moving disc valve U will push the burned gases from the lower end of the cylinder and these gases will exhaust through the jet nozzle V.
FIGURES 13 and 14 illustrate the opening of the intake valve under atmospheric pressure and against spring as the descending piston T decreases the pressure in the intake chamber R3 and delay chamber R1, below atmospheric pressure. The fuel charge received in the cylinder and below the piston T, while the latter is at the top of its stroke is retained in the cylinder space bounded by the bottom of the piston and the top of the disc valve U. This fuel charge has been partially compressed and is carried downwardly toward the firing chamber while the remaining exhaust gases below the disc valve are purged through the jet nozzle V.
In FIGURE 14, the intake chamber R3 and the delay chamber R1 are being filled with a new combustible mixture during the downward movement of the piston T. The disc valve U has reached its extreme downward position and its plug-shaped tip U2 has closed the opening to the jet nozzle V. Also the elongated lower ports 111 in the sleeve liner S will extend above the top of the disc valve U and below the bottom of the same valve. Therefore the partially compressed gases in the cylinder portion disposed just above the top of the disc valve U, will be forced into the firing chamber W1, disposed below the disc valve. The downwardly moving piston will force the gases from a point above the disc valve to a point below or into the firing chamber.
As the piston T reaches the bottom of its stroke as shown in the schematic view of FIGURE 11, the springbiased intake valve 116 will close and ignition will occur in the firing chamber by the spark plugs 112 being tem porarily connected to a source of high voltage electricity. The engine cycle is now repeated.
I claim:
1. In a jet pulse engine:
(a) acylinder;
(b) a piston slidably mounted in said cylinder;
(c) a cylinder head for said cylinder and having a firing compartment therein with an outlet communicating with a jet nozzle;
(d) a disc valve slidable in said cylinder and disposed between said piston and said cylinder head;
(e) said disc valve having a plug adapted to close the Outlet between said firing compartment and said jet nozzle when said disc valve is at one end of its stroke;
(f) means for feeding a combustible mixture into the cylinder and between said piston and said disc valve for moving said valve in advance of said piston while said piston is moving toward said cylinder head;
(g) means for moving said piston toward said cylinder head;
(h) a bypass for conveying the combustible mixture from said cylinder into said firing chamber;
(i) said disc valve cooperating with said cylinder and piston for retaining the combustible mixture in said cylinder and between said piston and said valve during the movement of said piston and valve toward the firing chamber and until said plug closes the outlet to said jet nozzle and said valve is temporarily brought to a stop;
(j) said valve when in temporary stopped position and said plug closing said outlet, uncovering said bypass and permitting the further movement of said piston toward said cylinder head to compress the combustible mixture and force it from the cylinder, through the bypass, and into the firing chamber; and
(k) means for igniting the compressed combustible mixture in the firing chamber when said piston completes its movement toward said cylinder head and is brought into a close position to said valve.
2. The combination as set forth in claim 1: and in which (a) said disc valve and said piston are moved away from said cylinder head by the exploding combustible mixture; and
(b) the moving valve Will remove said plug from said outlet to permit the exploding mixture to flow through said outlet and out from the jet nozzle to deliver a moving force on the engine for urging it in a direction opposite to that in which said jet nozzle faces.
3 The combination as set forth in claim 1: and in which (a) any exhaust gases remaining in the firing chamber at the start of said piston and said disc valve moving toward said cylinder head, being forced out through said outlet and said jet nozzle before the plug on said valve closes said outlet; and
(b) said valve acting as a moving partition to prevent any flow of exhaust gases from said firing chamber and back into the cylinder space lying between said valve and adjacent end of said piston, the said cylinder space containing the next combustible mixture that is to be delivered to said firing chamber and keeping it from mixing with any exhaust gases until said plug closes said outlet and said valve uncovers said bypass that places said cylinder space in communication with said firing chamber.
4. In a jet pulse engine:
(a) a cylinder having a valve closed intake port at one end;
(12) a cylinder head closing the end of said cylinder that is opposite to said intake port end;
(c) "a'piston slidably mounted in said cylinder; the por- 2 of a combustible mixture past said spring-biased intake valve;
(g) a gas-receiving delay chamber in communication with said intake chamber;
(it) said piston when moving toward the intake port end of said cylinder, moving the gas from said intake chamber into said delay chamber and initially compressing the gas therein, the gas aiding the spring-biased intake valve into closed position;
(i) the delay chamber communicating with said comression chamber for delivering the initially compressed gas into said compression chamber;
(j) means for stopping communication between said delay and compression chambers during the next novement of said piston toward said cylinder head; the gases in said compress-ion chamber moving said valve in advance of said moving piston toward said cylinder head;
(k) said cylinder head having a firing chamber therein;
(1) a bypass for conveying gases from said compression chamber into said firing chamber and being placed in communication with said compression chamber when said valve is at the end of its movement toward the cylinder head;
(In) said fiiring chamber having an outlet communicating with a jet nozzle;
(12) said valve when in temporary stopped position having its plug closing the outlet to said jet nozzle;
(0) the movement of said piston toward said cylinder head forcing the gases from said compression chamber. through said bypass and into said firing chamher for urther compression; and
(p) means for igniting the compressed gases in the firing chamber when said piston completes its movement toward said cylinder head and is brought into a close position to said valve.
5. In a reciprocating piston pulse jet engine:
(a) a cylinder having an intake port at one end with a spring-biased intake valve therein;
(5) a piston slidably mounted in said cylinder and having a delay chamber formed therein; the portion of the cylinder lying between said piston and the int ke port constituting an intake chamber;
{0) said piston having gas passages placing said delay chamber in communication with said intake chamber;
(d) a spring-biased intake flap valve for said gas passages for permitting gas to ilow only into said delay chamber from said intake chamber;
(e) a cylinder head closing the end of said cylinder that is opposite to said intake port end and having a firing chamber with an outlet communicating with a jet nozzle;
(f) a disc valve slidable in said cylinder and disposed between said piston and said cylinder head; the portion of the cylinder lying between said valve and said piston constiuting a gas compressing charnber;
(g) said disc valve having a plug adapted to close the outlet between said firing chamber and said jet nozzle when said disc valve is atone end of its stroke;
(h) said piston having an opening placing said delay chamber in communication with said compression chamber;
(1') an exit flap valve for said piston opening and only permitting gas to flow from said delay chamber into said compression chamber;
(j) said cylinder having a bypass for convey ng gases from said compression chamber into said firing chamber only when said disc valve is in a position where its plug Will close the outlet between said firing chamber and said jet nozzle; and
(1:) means for firing the compressed gases in said firing chamber when said piston moves adjacent to said disc valve while the plug of the latter closes said outlet leading to said jet nozzle.
6. The combination as set forth in claim and in which (a) a coil spring is used for urging said piston toward the end of said cylinder lying adajcent to said cylinder head.
7. In a reciprocating piston pulse jet engine:
(a) a cylinder having an intake port at one end with a spring-biased intake valve therein;
(b) a liner sleeve mounted in said cylinder and having a first annular row of Openings disposed adjacent to one end of said cylinder and a second annular row of openings disposed adjacent to the other end of said cylinder;
(0) said cylinder having an annular delay chamber provided at one end and communicating with said intake port and. with said first annular row of opening in said sleeve;
((1) a cylinder head closing the end of said cylinder disposed opposite to said intake port and having a firing chamber with an outlet communicating with a jet nozzle;
(2) said cylinder having a bypass communicating with said firing chamber and with said second annular row of openings in said sleeve;
(f) a piston slidably mounted in said sleeve and having inclined gas passages communicating with said first annular row of openings when said piston is at the cylinder end disposed adjacent to said inlet port; the inclined passages feeding gases from said delay chamber into the portion of said sleeve interior lying between said piston and said firing chamber;
(g) a disc valve slidable in said sleeve and received between said piston and the cylinder end lying adjacent to said cylinder head;
([1) said disc valve carrying a plug adapted to close the outlet communicating with said jet nozzle when said valve is in a position Where its periphery is in registration with said second annular row of openings in said sleeve; the openings in said second row being long enough to communicate with the sleeve interior lying on one side of said disc valve when the plug on said valve closes said outlet, said second row of openings also being long enough to communicate with said fining chamber when said disc valve remains in the same position;
(1') means for moving the piston toward the disc valve for transferring the combustible gases from, a position between the disc valve and the piston into said firing chamber, the gases flowing through said bypass in said cylinder and being compressed in the firing chamber; and
(j) means for firing the compressed gases in said firing chamber for moving said disc valve away from said chamber for freeing said plug from said outlet for permitting the exploding gases to issue from said jet nozzle and deliver a thrust on said cylinder in a direction which is opposite to the flow of gases from said jet nozzle.
References Cited by the Examiner UNITED STATES PATENTS 2,920,444 1/60 Jorgensen 35.6
CARLTON R. CROYIE, Primary Examiner.
SAMUEL LEVINE, Examiner.

Claims (1)

1. IN A JET PULSE ENGINE: (A) A CYLINDER; (B) A PISTON SLIDABLY MOUNTED IN SAID CYLINDER; (C) A CYLINDER HEAD FOR SAID CYLINDER AND HAVING A FIRING COMPARTMENT THEREIN WITH AN OUTLET COMMUNICATING WITH A JET NOZZLE; (D) A DISC VALVE SLIDABLE IN SAID CYLINDER AND DISPOSED BETWEEN SAID PISTON AND SAID CYLINDER HEAD; (E) SAID DISC VALVE HAVING A PLUG ADAPTED TO CLOSE THE OUTLET BETWEEN SAID FIRING COMPARTMENT AND SAID JET NOZZLE WHEN SAID DISC VALVE IS AT ONE END OF ITS STROKE; (F) MEANS FOR FEEDING A COMBUSTIBLE MIXTURE INTO THE CYLINDER AND BETWEEN SAID PISTON AND SAID DISC VALVE FOR MOVING SAID VALVE IN ADVANCE OF SAID PISTON WHILE SAID PISTON IS MOVING TOWARD SAID CYLINDER HEAD; (G) MEANS FOR MOVING SAID PISTON TOWARD SAID CYLINDER HEAD; (H) A BYPASS FOR CONVEYING THE COMBUSTIBLE MIXTURE FROM SAID CYLINDER INTO SAID FIRING CHAMBER; (I) SAID DISC VALVE COOPERATING WITH SAID CYLINDER AND PISTON FOR RETAINING THE COMBUSTIBLE MIXTURE IN SAID CYLINDER AND BETWEEN SAID PISTON AND SAID VALVE DURING THE MOVEMENT OF SAID PISTON AND VALVE TOWARD THE FIRING CHAMBER AND UNTIL SAID PLUG CLOSES THE OUT-
US274542A 1963-04-22 1963-04-22 Reciprocating piston pulse jet engine Expired - Lifetime US3163001A (en)

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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5361581A (en) * 1993-04-21 1994-11-08 Clark Barre A M Pulsed piston-compressor jet engine
US20130177456A1 (en) * 2010-06-21 2013-07-11 Frederick Philp Selwyn Fluid pressure amplifier
CN103527291A (en) * 2013-03-04 2014-01-22 黄声会 Orthostichous piston type engine utilizing waste gas energy
US20140109550A1 (en) * 2009-08-10 2014-04-24 Leonard D. Barry Jet exhaust piston engine
US10174718B2 (en) 2016-09-10 2019-01-08 James Peter Strasser Combustion operated impulse drive unit

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2920444A (en) * 1956-06-05 1960-01-12 Walter T Jorgensen Pulse reaction combustion engine

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2920444A (en) * 1956-06-05 1960-01-12 Walter T Jorgensen Pulse reaction combustion engine

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5361581A (en) * 1993-04-21 1994-11-08 Clark Barre A M Pulsed piston-compressor jet engine
USRE35172E (en) * 1993-04-21 1996-03-12 Clark; Barre A. M. Pulsed piston-compressor jet engine
US20140109550A1 (en) * 2009-08-10 2014-04-24 Leonard D. Barry Jet exhaust piston engine
US20130177456A1 (en) * 2010-06-21 2013-07-11 Frederick Philp Selwyn Fluid pressure amplifier
US9494146B2 (en) * 2010-06-21 2016-11-15 Wate Powered Technologies Limited Fluid pressure amplifier
CN103527291A (en) * 2013-03-04 2014-01-22 黄声会 Orthostichous piston type engine utilizing waste gas energy
US10174718B2 (en) 2016-09-10 2019-01-08 James Peter Strasser Combustion operated impulse drive unit

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