WO2012058758A1 - Turboréacteur à modes multiples - Google Patents

Turboréacteur à modes multiples Download PDF

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Publication number
WO2012058758A1
WO2012058758A1 PCT/CA2011/001219 CA2011001219W WO2012058758A1 WO 2012058758 A1 WO2012058758 A1 WO 2012058758A1 CA 2011001219 W CA2011001219 W CA 2011001219W WO 2012058758 A1 WO2012058758 A1 WO 2012058758A1
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WO
WIPO (PCT)
Prior art keywords
intake system
air
stage tube
engine
inlet
Prior art date
Application number
PCT/CA2011/001219
Other languages
English (en)
Inventor
Vladimir Mravcak
Luc Laforest
Original Assignee
Atantis Research Labs Inc.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Atantis Research Labs Inc. filed Critical Atantis Research Labs Inc.
Publication of WO2012058758A1 publication Critical patent/WO2012058758A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02K—JET-PROPULSION PLANTS
    • F02K7/00—Plants in which the working fluid is used in a jet only, i.e. the plants not having a turbine or other engine driving a compressor or a ducted fan; Control thereof
    • F02K7/10—Plants in which the working fluid is used in a jet only, i.e. the plants not having a turbine or other engine driving a compressor or a ducted fan; Control thereof characterised by having ram-action compression, i.e. aero-thermo-dynamic-ducts or ram-jet engines
    • F02K7/14—Plants in which the working fluid is used in a jet only, i.e. the plants not having a turbine or other engine driving a compressor or a ducted fan; Control thereof characterised by having ram-action compression, i.e. aero-thermo-dynamic-ducts or ram-jet engines with external combustion, e.g. scram-jet engines

Definitions

  • the improvements relates to the field of jet engines, and more particularly to ramjet and scramjet engines.
  • Ramjets and scramjets have been known for many years. They work on the principle that a load of mixed fuel and air enters a combustion chamber where it is ignited, therefore producing a combustion that is then converted into a propulsion force.
  • Ramjets engines are typically adapted and used for subsonic and supersonic propulsion, where scramjets are adapted or typically used for high velocity supersonic propulsion or also referred to as hypersonic.
  • ramjets and scramjets incorporates no moving parts inside these engines and the engine's air flow through the intake, combustion and jet propulsion is achieved by moving these engines through the air using another jet engine or rocket engine, since ramjets are know not to operate while static or not moving forward, while scramjets requires supersonic air velocity through their intake to operate and generate propulsion thrust.
  • ramjets and scramjets require supersonic air velocity through their intake to operate and generate propulsion thrust.
  • an engine has a ramjet engine core and a dynamic intake system.
  • the ramjet engine core having, an air inlet, an air compressing area; a combustion chamber; and an exhaust nozzle.
  • the dynamic intake system having a first end and a second end, the intake system positioned extending through the air inlet so that the first end is positioned in front of the air inlet and the second end is positioned within the ramjet engine core.
  • the intake system having an injection nozzle positioned at the first end of the dynamic intake system, a first stage tube having an open inlet end and an outlet end, the injection nozzle extending into the inlet end of the first stage rube and forming an inlet opening between the injection nozzle and the inlet end of the first stage tube, the injecting nozzle positioned extending into the inlet end of the first stage tube so that air is drawn into the first stage tube through the inlet opening when a gas supply is injected into the first stage tube using the injector nozzle and a second stage tube having an open inlet end and an outlet end, the outlet end of the first stage tube extending into the inlet end of the second stage tube and forming an inlet opening between the first stage tube and the inlet end of the second stage tube, the first stage tube positioned extending into the inlet end of the second stage tube so that air is drawn into the second stage tube through the inlet opening when a gas stream passes from the first stage tube to the second stage tube.
  • the first stage tube and the second stage tube are acoustically coupled to enhance the flow of a gas stream passing through the dynamic intake system.
  • the dynamic intake system also has a third stage tube having an open inlet end and an outlet end, the outlet end of the second stage tube extending into the inlet end of the third stage tube and forming an inlet opening between the second stage tube and the inlet end of the third stage tube and a discharge end directed into the air compressing area of the ramjet engine core.
  • the second stage tube and the third stage tube are acoustically coupled to enhance the flow of a gas stream passing through the dynamic intake system.
  • the engine has a scramjet engine core attached to the ramjet engine core.
  • a method of operating a ramjet when the ramjet is static comprises providing a ramjet engine core having an air inlet; an air compressing area; a combustion chamber; and an exhaust nozzle, providing a dynamic intake system having a first end and a second end, the intake system positioned extending through the air inlet of the ramjet engine core so that the first end is positioned in front of the air inlet, the dynamic intake system having an injection nozzle at the first end of the dynamic intake system, using the injection nozzle to inject a gas supply into the dynamic intake system, using the venture effect and acoustic tuning to enhance a flow of the gas supply as the gas supply passes through the dynamic intake system, ejecting the gas supply from the second end of the dynamic intake system and into the ramjet engine core and combusting the gas supply to create thrust from the ramjet engine core.
  • Fig. 1 is a perspective view of the jet engine in with an aspect of the invention
  • Fig. 2 is a schematic illustration of the jet engine of Fig. 1 ;
  • Fig. 3A is a schematic illustration of an intake system for use with the jet engine of Fig. l ;
  • Fig. 3B is a schematic illustration of the intake system of Fig. 3A showing the flow of fluid through the intake system
  • Fig. 4 is a schematic illustration of a ramjet engine core using the intake system of Fig. 3A;
  • Fig. 5 is a schematic illustration of the jet engine of Fig. 1 illustrating the operation of a scramjet engine core;
  • Fig. 6 is a perspective view of a twin engine configuration
  • Fig. 7A is a schematic illustration of an alternate jet engine
  • Fig. 7B is a perspective view of the alternate jet engine of Fig. 7A; and Fig. 8a-8e illustrate supportive acoustic waves and non-supportive acoustic waves.
  • Figs. 1 and 2 illustrates a jet engine 1 that can operate and deliver thrust through multiple conditions including when the jet engine 1 is static, subsonic, supersonic and, if a scramjet engine core is used, hypersonic.
  • the jet engine 1 can be used as a propulsion engine to generate thrust. Typically, when used as a jet engine, it will be mounted to a displaceable vehicle.
  • the jet engine 1 can have a ramjet engine core 3 and a scramjet engine core 4 formed and manufactured in a single body.
  • a dynamic intake system 2 can be provided to supply enough airflow to the ramjet engine core 3.
  • the jet engine 1 shown in the Figures has a configuration referred to herein as "square configuration" the jet engine 1 could also have a square, rectangular or round geometry.
  • the ramjet engine core 3 along with a dynamic intake system 2 can be used to provide thrust while the jet engine 1 is static.
  • the ram jet core 3 can include an air inlet 301, an air inlet area 302, an air inlet diffuser area 303, an air compressing area 304 with a fixed air compressor 305, a combustion chamber 307 with a flame holder 306 and an exhaust nozzle 308 including an exhaust area 309.
  • Air can enter the ramjet engine core 3 through an air inlet 301 located at one end of the ramjet engine core 3.
  • the forward air inlet 301 can be angled, as shown in Figs. 1 and 2, for Shockwaves control when subjected to supersonic velocities.
  • an air inlet area 302 Downstream from the air inlet 301, an air inlet area 302 is provided.
  • the air inlet area 302 can be sized according to specific ramjet performances requirements.
  • an air inlet diffuser area 303 Downstream from the air inlet area 302, an air inlet diffuser area 303 is provided. This air inlet diffuser area 303 must be adequately modelled so it alters the velocity of the air flowing through the ramjet engine core 3 as desired for the combustion chamber 307 that follows.
  • An air compressing area 304 with a fixed air compressor 305 is provided to operate in conjunction, with a compression factor of the air entering the compressing area 304 being determined by the geometry of the fixed air compressor 305 provided in the air compressing area 304.
  • the geometry of the fixed air compressor 305 is established for the desired ramjet engine core 3 operation.
  • the combustion chamber 307 is provided downstream from the compressing area 304 so that air that has been compressed in the compressing area 304 will then enter the combustion chamber 307.
  • a flame holder 306 is provided inside the combustion chamber 307 to shield the flame in the combustion chamber 307 from blowing out while the ramjet engine core 3 is in use.
  • a gaseous fuel or a liquid fuel can be used as long as they serves this improvement's purpose and when selecting a fuel, one must consider the flame propagation speed relatively to the ramjet engine core 3 geometry's intended dynamic velocity and performances required.
  • a combustion product can exit the ramjet engine core 3 through an exhaust area 309 where the combustion product passes through an exhaust nozzle 308.
  • the ejecting of the combustion product from the ramjet engine core 3 through the exhaust area 309 and the exhaust nozzle 308 generates the thrust and propulsion of the ramjet engine core 3.
  • the geometry of the exhaust nozzle 308 can be chosen based on the desired operation characters of the ramjet engine core 3.
  • Two heat exchangers 310 are provided in the exhaust area 309 of the ramjet engine core 3. These heat exchangers 310 are provided in a hollow cavity formed by the exhaust nozzle 308 so that the heat exchangers 310 are positioned adjacent to the exhaust nozzle 308. These heat exchangers 310 are used to transfer heat from the hot exhaust gases exiting the ramjet engine core 3 to air or fuel supplied to the dynamic intake system 2. Air or fuel passes through the heat exchangers 310 and out outlet ports 31 1 to the dynamic intake system 2. The lower temperatures of the air or fuel passing through the heat exchangers 310 is used to cool down the exhaust nozzle 308 to avoid damage from high heat.
  • a dynamic intake system 2 is provided passing through the air inlet 301 of the ramjet engine core 3.
  • the dynamic system 2 having a first end 22 and a second end 24 with the first end 22 of the dynamic intake system 2 positioned ahead of the air inlet 301 and the second end 24 of the dynamic intake system 2 positioned within the air compression area 304 of the ramjet engine core 3.
  • the second end 24 of the dynamic intake system 2 can be positioned so that air entering the dynamic intake system 2 is discharged from the second end 24 of the dynamic intake system 2 at the fixed air compressor 305.
  • the cross-sectional area of the dynamic intake system 2 is sized so that the intake area of the air inlet 301 is greater than the cross-sectional area of the dynamic intake system 2 forming inlet sections 320 that allows air to enter the air inlet 301 around the dynamic intake system 2 and enter into the air inlet area 302.
  • the dynamic intake system 2 includes: a supersonic air or fuel injector nozzle 201 positioned at the first end 22 of the dynamic intake system, a first stage resonant tube 202 dynamically positioned, acoustically tuned and coupled to the supersonic air or fuel injection nozzle 201 so that the injector nozzle 201 and the first stage tube 202 are acoustically supportive, a second stage resonant tube 203 dynamically positioned, acoustically tuned and coupled to the first stage resonant tube 202 so that first stage tube 202 and the second stage tube 203 are acoustically supportive, and a third stage diffuser tube 204 dynamically positioned and coupled to the second stage resonant tube 203 so that second stage tube 203 and the third stage tube 204 are acoustically supportive.
  • the third stage diffuser tube 204 incorporates a mounting bracket 205 for attaching the intake system 2 to the fixed air compressor 305 in the ramjet engine core 3.
  • the injector nozzle 201 is also a high frequency, high amplitude noise generator.
  • the first stage tube 202 has an inlet end 222 and an outlet end 223.
  • the inlet end 222 of the first stage tube 202 can extend past the injection nozzle 201 and can be open to the atmosphere forming an inlet opening 207A allowing air from outside the intake system 2 to pass into the first stage tube 202.
  • the second stage tube 203 has an inlet end 224 that is open and an outlet end 225.
  • the outlet end 223 of the first stage tube 202 extends into the second stage tube 203 through the inlet end 224 of the second stage tube 203.
  • the inlet end 224 of the second stage tube 203 forms an opening 207B through which air from outside the air intake 2 passes into the second stage tube 203.
  • the first stage tube 202 and the second stage tube 203 are coupled together and the dimensions of the first stage tube 202 and the second stage tube 203 are chosen so that the first stage tube 202 and the second stage tube 203 have resonant frequencies that cause the first stage tube 202 and the second stage tube 203 to be acoustically supportive.
  • the third stage diffuser tube 204 has an inlet end 226 and a discharge end 227.
  • the outlet end 225 of the second stage tube 203 extends into the inlet end 226 of the third stage diffuser tube 204 forming an opening 207C between the second stage tube 203 and the inlet end 226 of the third stage diffuser tube 204.
  • the second stage tube 203 and the third stage diffuser tube 204 are coupled together and the dimensions of the second stage tube 203 and the third stage diffuser rube 204 are chosen so that the second stage tube 203 and the second stage rube 204 have resonant frequencies that cause the second stage tube 203 and the third stage diffuser tube 204 to be acoustically supportive.
  • a gas stream exiting the intake system 2 is ejected out of the discharge end 227 of the third stage diffuser tube 204 and out of the dynamic intake system 2.
  • the dynamic intake system 2 is positioned in the same direction as a direction of air flowing into and through the ramjet engine core 3.
  • the dynamic intake system 2 is supplied with fuel or air using a supply tube 103 which is fed using an adaptor 102 that collects a fluid supply from the a heat exchanger 310 of the jet engine 1 through two tubes 101.
  • This fluid supply can be either fuel or air.
  • the fluid supply is directed through an elbow 104 to an injector nozzle 201 located in the intake system 2.
  • the dynamic intake system 2 is used to supply air or an air/fuel mixture to the air compressing area 304 when the air or air/fuel mixture flowing through the air inlet 301 is insufficient to allow the ramjet engine core 3 to operate because the jet engine 1 is not moving or is not moving fast enough to have the necessary air or air/fuel mixture flow passing through the ramjet engine core 3.
  • a gas supply 208 being heated air or fuel is provided to the fuel injector nozzle 201. This gas supply 208 comes under high pressure from the ramjet engine core 3 heat exchangers 31 1 through the air or fuel supply tubes 101 , the adaptor 102, through the tube 103 and elbow 104 into the supersonic air or fuel injector nozzle 201.
  • the gas supply 208 is injected by the injector nozzle 201 into the first stage tube 202 at supersonic speeds where it will travel through the first stage tube 202, the second stage tube 203 and the third stage diffuser tube 204 before being discharged into the air compressing area 304 of the ramjet engine core 3.
  • an air flow 209A is drawn into the first stage tube 202 through the inlet opening 207A formed between the injector nozzle 201 and the inlet end 222 of the first stage rube 202 to mix with the gas supply 208 to create a fuel/air stream 2010 that passes through the first stage tube 202.
  • the air induction and mixing of the air flow 209A with the fuel/air stream 201 is created by the dynamic ejection effect also known as "venruri effect".
  • the hot fluid molecules injected and travelling through the first stage tube 202 under high velocity creates a vacuum at the inlet end 222 of the first stage tube 202 causing air outside of the inlet end 222 of the first stage tube 202 to be sucked into the first stage tube 202 through inlet opening 207 A formed between the injector nozzle 201 and the inlet end 222 and mix with the air/gas stream 210.
  • a vacuum will be created at the inlet end 224 of the second stage tube 203 causing a second air flow 209B to be drawn into the second stage tube 203 through the inlet opening 207B and mix with the air/gas stream 210.
  • a third air flow 209C will also be drawn into the third stage diffuser tube 204 in the same manner as the air/gas stream 210 passes into the third stage diffuser tube 204, by creating a vacuum effect at the inlet end 226 of the third stage diffuser tube 204.
  • an outflow fluid stream 21 1 exiting the discharge end 227 of the dynamic intake system 2 from the third stage diffuser tube 204 can have mass and velocity conditions that are sufficient for the ramjet engine core 3 to operate normally as a ramjet, allowing the ramjet engine core 3 to deliver thrust while the ramjet engine core 3 is not in motion.
  • the dynamic intake system 2 is "dynamic" by using both the venturi effect to draw air from outside the dynamic intake system 2 through the inlet ends 222, 224 and 226, of the tubes 202, 203 and 204 and using the positioning and sizing of the tubes 202, 203 and 204 for supportive acoustic coupling to enhance the fluid dynamics and pumping.
  • Figs. 8a-8e illustrates a supportive acoustic tuning rather than a cancelling acoustic tuning.
  • an acoustic wave 801 of a given frequency and having a starting node 803, an ascending or pressure slope 804, an antinode point 805 at the height of the amplitude, a descending or negative pressure slope 806, a mid node point 807 and an end node point 808 is shown.
  • Fig. 8a illustrates a full wave length.
  • Fig. 8b another acoustic wave 802 of different frequency and amplitude then 801 is shown.
  • acoustic wave 802 will be defined as having a fundamental frequency three times the acoustic wave 801 frequency, therefore, acoustic wave 802 fundamental frequency is an harmonic frequency of acoustic wave 801.
  • acoustic wave 802 has starting node 803, an ascending or positive pressure slope 804, an antinode point 805 at the height of the amplitude, a descending or negative pressure slope 806, a mid node point 807 and an end node point 808.
  • Fig. 8b also illustrates a full wave length, but at a different frequency and amplitude.
  • acoustic waves 801 and 802 are shown that demonstrate two different resonant tubes acoustically working together or in tune to enhance fluid pumping. It will be noted in Fig. 8c that acoustic waves 801 and 802 have the same starting node point 803, although of different amplitude.
  • Acoustic waves 801 and 802 have a well matched ascending or positive pressure slope 804, both acoustic waves 801 and 802 also have a well matched descending or negative pressure slope 806 and a same mid node point 807 and also have the same end node point 808, and therefore, acoustic waves 801 and 802 also representing resonant tubes, are well dynamically positioned, acoustically tuned and coupled so they are acoustically supportive to each other pumping fluid in a most efficient manner.
  • acoustic wave 801 and 802 shown in Fig. 8a and 8b are shown demonstrating two different resonant tubes, but for this example, although acoustic wave 802 still has a fundamental frequency being an harmonic of acoustic wave 801 fundamental frequency, acoustic waves 801 and 802 are not working together or not acoustically supportive together although acoustic waves 801 and 802 have the same starting node point 803, acoustic wave 802 has a descending or negative pressure slope 806 opposing acoustic wave 801 ascending or positive pressure slope 804.
  • acoustic waves 801 and 802 have the same mid node point 807 and end node point 808, acoustic waves 801 and 802 that can also be resonant tubes, are considered not dynamically positioned, not acoustically coupled and not acoustically supportive or canceling, although they are considered acoustically tuned since acoustic waves 801 and 802 fundamentals and harmonics frequencies are synchronized.
  • waves 801 and 809 are shown to further detail resonant tubes acoustic tuning and coupling. Waves 801 and 809 are two totally acoustically mismatching frequencies that can also be interpreted as acoustically desynchronized mismatched resonant tubes. As waves 801 and 809 do not share the same fundamental frequencies and/ or harmonics since it can be noted that acoustic waves 801 and 809 although sharing a same starting node point 803 and a similar positive pressure slope 804, acoustic waves 801 and 809 have a totally unsynchronized mid node point 807 and end node point 808.
  • the injector nozzle 201 can include a sharp point 206 for the purpose of positioning the bow shockwave 503 shown in Fig. 4, created in supersonic flight, away from the air inlet 301 of the ramjet engine core 3 while not affecting the normal operation of the ramjet engine core 3 when the engine is not in supersonic flight. Additionally, the inlet end 222 of the first stage tube 202, the inlet end 224 of the second stage rube 203 and the inlet end 226 of the third stage diffuser tube 204 can also be angled for the same supersonic shockwave control purposes.
  • the scramjet engine core 4 of the jet engine 1 is attached to the ramjet engine core 3 used when the jet engine 1 is travelling at supersonic velocities.
  • the scramjet engine core 4 will operate in a manner similar to a conventional scramjet engine and can have a forward air inlet 401 , an air inlet area 402, an isolator area 403, a combustion chamber 404 and an exhaust nozzle area 406 having an exhaust nozzle 405.
  • Air entering the scramjet engine core 4 enters through the air inlet 401.
  • the air inlet 401 must be angled at a preferred angle for better shockwave control when subjected to supersonic velocity.
  • the air passing through the scramjet engine core 4 passes into the air inlet area 402, through the isolator 403 and into the combustion chamber 404.
  • the combustion products pass through the exhaust nozzle area 406 where it can be ejected from the scramjet engine core 4 through the exhaust nozzle 405 to create thrust from the scramjet engine core 4.
  • the jet engine 1 can operate in a static mode with the jet engine 1 being stationary. In the static mode, air is not entering the air inlet 301 in any substantial amount because the jet engine 1 is not moving. To operate in this static mode, the dynamic intake system 2 is used to allow the ramjet engine core 3 to operate.
  • the outflow fluid stream 21 1 can be used to supply the necessary air to the ramjet engine core 3 to produce thrust from the ramjet engine core 3.
  • the injection nozzle 201 is used for injecting a gas supply 208 into the dynamic intake system 2.
  • This gas supply 208 draws in air flows 209A, 209B and 209C as it passes through the dynamic intake system 2 creating air/gas stream 210 and exiting the intake system 2 as gas stream 21 1.
  • this gas stream 21 1 that is ejected from the dynamic intake system 2 is injected into the ramjet engine core 3.
  • ambient air 501 can be entrained by the gas stream 21 1 being ejected from the intake system 2 by the same ejection effect principles used by the dynamic intake system 2. This entrained ambient air 501 mixes with the gas stream 21 ldischarged from the dynamic intake system 2. The gas stream 21 1 and the entrained ambient air 501 then enter the air compressing area 304 where they will be compressed before entering the combustion area 307 of the ramjet engine core 3 where they will be combusted.
  • the ramjet engine core 3 When the gas stream 21 1 and the entrained ambient air 501 reaches sufficient mass and velocity for the ramjet engine core 3 to begin operating, the ramjet engine core 3 will start to produce thrust even though the jet engine 1 is motionless or stationary. After the ramjet engine core 3 starts producing thrust from the exhausting gases exiting the exhaust area 309, the ramjet engine core 3 can start moving the vehicle the jet engine 1 is attached to. However, a conventional ramjet engine will not be operational until the conventional ramjet engine is moving at a sufficient velocity creating a sufficient volume of air to be flowing into the ramjet engine.
  • the dynamic intake system 2 can be used to accelerate a vehicle attached to the jet engine 1 and allow the jet engine 1 to operate at conditions below what a conventional ramjet would be able to operate at.
  • the dynamic intake system 2 can continue to supply a gas stream 21 1 to the air compression area 304 of the ramjet engine core 3, or in another case, the dynamic intake system 2 operation can be interrupted when the ramjet engine core 3 reaches the conventional ramjet engine's known velocities.
  • the forward motion of the jet engine 1 will cause an additional dynamic ambient air flow 502 to enter the ramjet engine core 3 through the air inlet 301 and the air inlet area 302.
  • the air will pass through the inlet sections 320 of the air inlet 310 formed around the intake system 2.
  • This dynamic ambient air flow 502 travels through the ramjet engine core 3 to mix with both the dynamic intake system 2 ejected gas stream 21 1 and the entrained ambient air 501 to generate a greater fluid mass and velocity in the ramjet engine core 3 for greater performances conditions.
  • the dynamic intake system 2 being a series of open ended tubes, is also subjected to the increased air speeds of the incoming dynamic air flow 502 conditions, thus, enhancing the performance of the dynamic intake system 2 and the amount of air/fuel mixture being discharged from the dynamic intake system 2 as the gas stream 21 1.
  • the jet engine 1 (and a vehicle the jet engine 1 is attached to) increases in speed. This will further increase the speed of the air flow 502 entering the ramjet engine core 3 through the inlet sections 320 of the air inlet 301. Eventually, the air flow 502 alone can sustain the operation of the ramjet engine core 3 and the gas stream 21 1 being discharged from the intake system 2 is no longer needed to sustain the operation of the ramjet engine core 3. At this point, the ramjet engine core 3 will operate in a manner similar to a conventional ramjet engine.
  • the point 206 on the first end 22 of the dynamic intake system 2 begins its intended function and purpose as the speed of the jet engine 1 travelling through the air increases and the jet engine 1 begins travelling through the air at velocities greater than the speed of sound (supersonic).
  • the point 206 has a conical geometry which generates and moves a bow Shockwave 503 in front of and away from the air inlet 301 ramjet engine core 3 so that "shocking" in the ramjet engine core 3 is avoided and normal ramjet engine core 3 operations or performance is not compromised.
  • Fig. 5 illustrates the operation of the jet engine 1 when the jet engine 1 has accelerated beyond supersonic and it is possible for the scramjet engine core 4 to operate.
  • Supersonic air flow 502 entering the scramjet engine core 4 is used to generate thrust from the scramjet engine core 4.
  • the scramjet engine core 4 and the ramjet engine core 3 will operate in combination.
  • Fig. 5 also illustrates the sharp point 206 on the dynamic intake system 2 generating a bow Shockwave 503 to assist and required for the operation of the scramjet engine core 4.
  • Fig. 6 illustrates a configuration of a dual jet engine 600 where two jet engines 1 are provided side by side.
  • Each jet engine 1 can include its own dynamic intake system 2 , ramjet engine core 3 and scramjet engine core 4 combination.
  • Each jet engine 1 can be assembled top over top to form what is referred too as a twin or dual engine configuration.
  • the dual jet engine 600 lends itself to be mounted under aircrafts structures or wings.
  • gas inlets 105 are used to provide fuel and/ or air to the jet engines 1. These gas inlets 105 can be used with self vaporizing fuel, such as liquid propane fed into the fuel inlets 105 or operated simply using compressed air fed into inlet ports 105. If compressed air alone is fed into the gas ports 105, these gas ports 105 simply become air supply inlet ports and a separate fuel injection system or nozzle is required to inject the fuel directly inside the engine 1 combustion chamber as known for a conventional ramjet engine, especially if a fuel such as kerosene or other jet fuel is used.
  • self vaporizing fuel such as liquid propane fed into the fuel inlets 105 or operated simply using compressed air fed into inlet ports 105. If compressed air alone is fed into the gas ports 105, these gas ports 105 simply become air supply inlet ports and a separate fuel injection system or nozzle is required to inject the fuel directly inside the engine 1 combustion chamber as known for a conventional ramjet engine, especially if a fuel such as kerosene or other jet fuel is used.
  • Figs. 7A and 7B illustrate another embodiment of a jet engine 700 where a round or cylindrical configuration is used for the jet engine 700.
  • the jet engine 700 also has a dynamic intake system 702 similar to dynamic intake system 2, a ramjet engine core 703 and a scramjet engine core 704.
  • Inlet port 705 can be provided where it is appropriate to inject air or fuel is injected into the jet engine 700.
  • a self vaporizing fuel such as liquid propane can be fed into fuel inlet port 705 directly. Alternatively, compressed air could simply be fed into inlet ports 705.
  • the inlet ports 705 simply become air supply inlet ports and a separate fuel injection system or nozzle is required to inject fuel directly inside the jet engine 700 combustion chamber as is known in the art for conventional ramjet engines, especially if using other fuels like kerosene or other jet fuels.
  • the heat exchanger 710 can be a simple tube in the form of a coil inserted into the ramjet engine core 703 combustion area 707 and can operate in a similar manner to heat exchanger 310 as described for jet engine 1.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

L'invention concerne un turboréacteur capable de fonctionner en multimode. Le réacteur comporte un noyau central de statoréacteur, un système d'admission dynamique et, facultativement, un noyau central de statoréacteur à combustion supersonique. Le système d'admission dynamique est disposé pour traverser une entrée du noyau central de statoréacteur et permet au noyau central de statoréacteur de fonctionner dans des états statique et dynamique.
PCT/CA2011/001219 2010-11-02 2011-11-02 Turboréacteur à modes multiples WO2012058758A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CA 2720007 CA2720007A1 (fr) 2010-11-02 2010-11-02 Moteur a reaction tetramode
CA2720007 2010-11-02

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WO2012058758A1 true WO2012058758A1 (fr) 2012-05-10

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CN103726954A (zh) * 2013-12-23 2014-04-16 西北工业大学 一种火箭基组合动力循环发动机引射火箭t型布局
CN104675561A (zh) * 2015-01-04 2015-06-03 杜善骥 吸气火箭的工作方法
GB2595744A (en) * 2020-06-01 2021-12-08 Desmond Lewis Stephen Reduced velocity ramjet
GB2607638A (en) * 2021-06-09 2022-12-14 Desmond Stephen Lewis Propulsion for aerospace applications

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CN116677498B (zh) * 2023-08-03 2023-10-17 中国航发四川燃气涡轮研究院 基于氢能的新型高超声速组合发动机

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CN103726954A (zh) * 2013-12-23 2014-04-16 西北工业大学 一种火箭基组合动力循环发动机引射火箭t型布局
CN104675561A (zh) * 2015-01-04 2015-06-03 杜善骥 吸气火箭的工作方法
GB2595744A (en) * 2020-06-01 2021-12-08 Desmond Lewis Stephen Reduced velocity ramjet
GB2595744B (en) * 2020-06-01 2022-11-16 Desmond Lewis Stephen Reduced velocity ramjet
GB2607638A (en) * 2021-06-09 2022-12-14 Desmond Stephen Lewis Propulsion for aerospace applications

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