WO2020065473A1 - Moteur à réaction amélioré - Google Patents

Moteur à réaction amélioré Download PDF

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Publication number
WO2020065473A1
WO2020065473A1 PCT/IB2019/057957 IB2019057957W WO2020065473A1 WO 2020065473 A1 WO2020065473 A1 WO 2020065473A1 IB 2019057957 W IB2019057957 W IB 2019057957W WO 2020065473 A1 WO2020065473 A1 WO 2020065473A1
Authority
WO
WIPO (PCT)
Prior art keywords
inner chamber
chamber
outer chamber
jet engine
nozzle
Prior art date
Application number
PCT/IB2019/057957
Other languages
English (en)
Inventor
Sosale CHANDRASEKHAR
Original Assignee
Chandrasekhar Sosale
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 Chandrasekhar Sosale filed Critical Chandrasekhar Sosale
Publication of WO2020065473A1 publication Critical patent/WO2020065473A1/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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/60—Efficient propulsion technologies, e.g. for aircraft

Definitions

  • the present disclosure relates to the field of jet engines.
  • the present disclosure relates to a jet engine that incorporates an improved layout of the combustion chamber.
  • the present disclosure relates to the field of jet engines.
  • the present disclosure relates to a jet engine that incorporates an improved layout of the combustion chamber.
  • An aspect of the present disclosure pertains to a jet engine, the jet engine may comprising: an outer chamber provided with a nozzle at a rear end of the outer chamber; an inner chamber configured inside the outer chamber such that a space may be present between the outer chamber and the inner chamber, wherein the inner chamber may comprise a first opening at a front end of the inner chamber; an inlet system fluidically coupled to the inner chamber, the inlet system may be configured to supply one or more combustion components to the inner chamber; and an electrically operated ignition system positioned inside the inner chamber, wherein the electrically operated ignition system may be configured to receive the one or more combustion components from the inlet system and initiate combustion of the one or more combustion components to produce combustion gases inside the inner chamber; and wherein the first opening of the inner chamber may be configured to allow the combustion gases to expand along the length of the inner chamber and impinge on a closed front end of the outer chamber such that the combustion gases impinged on the closed front end of the outer chamber may flow through the space between the inner chamber and the outer chamber and may be finally discharge
  • the inner chamber may comprise a second opening at a rear end of the inner chamber, adjacent to the nozzle of the outer chamber.
  • the inner chamber may allow the combustion gases to partly discharge through the second opening and finally discharge out through the nozzle, and the remaining combustion gases to impinge on the closed front end of the outer chamber such that the remaining combustion gases impinging on the closed front end of the outer chamber may subsequently flow through the space between the inner chamber and the outer chamber and may be finally discharged out through the nozzle.
  • the inner chamber may be positioned concentrically inside the outer chamber.
  • the inlet system may comprise one or more inlet pipes fluidically coupled to the inner chamber, the one or more inlet pipes may be configured to pass through the outer chamber and the space between the outer chamber and the inner chamber.
  • the inner chamber may be attached to the inner walls of the outer chamber by a plurality of support members.
  • the plurality of support members, inner chamber and the outer chamber may be made from a high temperature withstanding material comprising any or a combination of a metal, an alloy, and a non-metallic synthetic composite.
  • the one or more combustion components may comprise a jet or rocket fuel, and any or a combination of air, oxygen and a chemical oxidant.
  • the inner wall of closed front end of the outer chamber may have a curved profile to facilitate flow of the impinged combustion gases towards the nozzle of the outer chamber through the space between the inner chamber and the outer chamber.
  • the fuel inlet system and the electrically operated ignition system may be positioned at a rear end of the inner chamber.
  • FIG. 1 illustrates an exemplary representation of the proposed jet engine, in accordance with embodiments of the present disclosure.
  • the numbers expressing quantities of ingredients, properties such as concentration, reaction conditions, and so forth, used to describe and claim certain embodiments of the invention are to be understood as being modified in some instances by the term“about.” Accordingly, in some embodiments, the numerical parameters set forth in the written description and attached claims are approximations that can vary depending upon the desired properties sought to be obtained by a particular embodiment. In some embodiments, the numerical parameters should be construed in light of the number of reported significant digits and by applying ordinary rounding techniques. Notwithstanding that the numerical ranges and parameters setting forth the broad scope of some embodiments of the invention are approximations, the numerical values set forth in the specific examples are reported as precisely as practicable. The numerical values presented in some embodiments of the invention may contain certain errors necessarily resulting from the standard deviation found in their respective testing measurements.
  • the present disclosure relates to jet engines.
  • it relates to the configuration of the combustion chamber in jet engines that allows smooth flow of combustion gases towards the nozzle of the jet engine.
  • flow of the combustion gases from the parts that are farther removed from the nozzle end of the combustion chamber, towards the nozzle is not significantly impeded by the subsequently produced expanding combustion gases.
  • jet engine defined herein also refers to rocket engines and their variants such as missiles, and generally any and all engines that employ the principles of jet propulsion.
  • the present disclosure elaborates upon a jet engine, the jet engine including: an outer chamber provided with a nozzle at a rear end of the outer chamber; an inner chamber configured inside the outer chamber such that a space can be present between the outer chamber and the inner chamber, wherein the inner chamber can include a first opening at a front end of the inner chamber; an inlet system fluidically coupled to the inner chamber, so that the inlet system can be configured to supply one or more combustion components to the inner chamber; and an electrically operated ignition system positioned inside the inner chamber, wherein the electrically operated ignition system can be configured to receive the one or more combustion components from the inlet system and initiate combustion of the one or more combustion components to produce combustion gases inside the inner chamber; and wherein the first opening of the inner chamber can be configured to allow the combustion gases to expand along the length of the inner chamber and impinge on a closed front end of the outer chamber such that the combustion gases impinged on the closed front end of the outer chamber can flow through the space between the inner chamber and the outer chamber and can finally
  • the inner chamber can include a second opening at a rear end of the inner chamber, adjacent to the nozzle of the outer chamber.
  • the inner chamber can allow the combustion gases to partly discharge through the second opening and finally discharge out through the nozzle, and the remaining combustion gases to impinge on the closed front end of the outer chamber such that the remaining combustion gases impinged on the closed front end of the outer chamber can flow through the space between the inner chamber and the outer chamber and can finally be discharged out through the nozzle.
  • the inner chamber can be positioned concentrically inside the outer chamber.
  • the inlet system can include one or more inlet pipes fluidically coupled to the inner chamber, the one or more inlet pipes can be configured to pass through the outer chamber and the space between the outer chamber and the inner chamber.
  • the inner chamber can be attached to the inner walls of the outer chamber by a plurality of support members, but not excluding involvement of the outer wall of the outer chamber.
  • the one or more combustion components can include a jet or rocket fuel and any or a combination of air, oxygen and a chemical oxidant.
  • the inner wall of the closed front end of the outer chamber can have a curved profile to facilitate flow of the impinged combustion gases towards the nozzle of the outer chamber through the space between the inner chamber and the outer chamber.
  • the electrically operated ignition system can be positioned at a rear end of the inner chamber.
  • the plurality of support members, inner chamber and outer chamber, as also the pipes or tubes encasing the fuel inlet and electrical wiring systems can be made from a high temperature withstanding material including any or a combination of a metal, an alloy, and a non-metallic synthetic composite, although not necessarily the same in each case.
  • FIG. 1 illustrates an exemplary representation of the proposed jet engine, in accordance with embodiments of the present disclosure.
  • the jet engine 100 can include an inner chamber 102 (also referred to as a combustion chamber, herein) that is enclosed within an outer chamber 104 (also referred to as a main outer body or main body or body, herein) of the engine 100.
  • the inner chamber 102 can be concentrically located within the body 104 to provide optimal but not necessarily equal space 118 (referred to as concentric space, herein) on all sides around the inner chamber 102.
  • the inner chamber 102 can be attached to the inner walls of the main body 104 with a plurality of supports (106-1, 106-2, 106-3 etc) (collectively referred to as supports 106, herein).
  • the quantity and locations of the plurality of supports 106 can be decided based on the stability of the whole structure.
  • the jet engine can include an inlet system 108 fluidically coupled to the inner chamber 102.
  • the inlet system 108 can feed jet or rocket fuel and any or a combination of air, oxygen, and a chemical oxidant to the inner chamber 102 from external sources (not shown).
  • the inlet system can include one or more inlet pipes 108 (also referred to as inlet pipes 108, herein) being led in via the concentric space 118 between the chamber 102 and the main body 104.
  • the supports 106 can be metallic, made of a material that can withstand high temperatures and loads transferred between the inner chamber 102 and the body 104, and can be configured to minimize resistance to flow of gases through the concentric space 118 and yet provide structural stability to the arrangement of the inner chamber 102 and the body 104.
  • the inner chamber 102 and the body 104 can be made of a material that can withstand high temperature.
  • the inner chamber 102 can be open at both ends to have a first opening 112 (also referred to as a front opening, herein), and a second opening 110 (also referred to as a rear opening, herein).
  • the inner chamber 102 can traverse lengthwise along the inside of the body 104.
  • the rear opening 110 of the inner chamber 102 can be adjacent to a nozzle 114 of the jet engine 100, which is located at the rear end of the main body 104.
  • the front opening 112 of the chamber 102 can be located adjacent to a closed front end 116 of the body 104.
  • the jet engine 100 can include an electrically operated ignition system (not shown) installed within the inner chamber 102, to initiate combustion of the jet fuel led in via the inlet pipes 108.
  • the ignition system can be connected to an electrical power source that is external to the inner chamber 102 or the outer body 104, via a cables or wires that are encased in tubes or pipes made of a high temperature withstanding material including any or a combination of a metal, an alloy, and a non-metallic synthetic composites.
  • the ignition system can be located such that combustion gases resulting from the combustion expand along the length of the inner chamber 102, partly exiting from the inner chamber 102 via the rear opening 110 to finally exit from the nozzle 114, and remaining combustion gases exiting the chamber 102 from the front opening 112 to impinge on the closed end 116 of the main body 104. This results in the creation of a differential thrust as indicated by arrow 120, because of the transfer of momentum from the gases to the main body 104 at 116.
  • the combustion gases after impinging on the closed end 116 can then diffuse via the concentric space 118 between the chamber 102 and the body 104, to finally exit the jet engine 100 from the nozzle 114.
  • the combustion gases in the regions of inner chamber 102 that are relatively remote from the rear end 110 do not significantly impede the expansion of subsequently combusted fuel towards the front end 112 of chamber 102. This would result in a significantly enhanced thrust, as compared to a conventional jet engine, in which the thrust is believed to result from Newton’s third law of motion.
  • the rear end of the inner chamber 102 can be closed rather than being open, i.e. there is no rear opening 110 in the inner chamber 102. All the combusted gases can expand along the length of the inner chamber 102 and impinge on a closed front end 116 of the body 104 such that the combustion gases impinging on the closed front end 116 of the body 104 subsequently flow through the concentric space 118 and are finally discharged out of the engine 100 through the nozzle 114, leading to enhancements in the thrust.
  • the closed front end 116 of the body 104 can have a curved profile to facilitate flow of the impinged combusted gases towards the nozzle 114 of the engine 100, through the concentric space 118.
  • the inlet system 108 and the ignition system can be positioned optimally (including the distance between them) along the length of the inner chamber 102, so as to lead to optimal forward thrust (cf. 120), regardless of the presence or absence of the rear opening 110 therein.
  • the inlet system and the ignition system can be configured at the closed rear end of the inner chamber 102.
  • the chamber 102 can be of appropriate shape and size, and attached to the body 104 in a requisite manner, for the production of optimal forward thrust (cf. arrow 120).
  • the thrust 120 results from the transfer of momentum from the expanding gases at the closed front end 116 of the outer body 104.
  • a wiring connecting the ignition system to an outside electrical source can be encased in a high temperature withstanding metallic (including any alloy or involving a non-metallic synthetic composite) tube or pipe.
  • This tube or pipe can itself be included, concentrically or otherwise, as part of the fuel inlet system, in such a manner that the wiring is isolated from the fuel materials.
  • the improved design proposed herein is based on the view that jet propulsion is the result of a differential thrust between the front and rear (nozzle) ends in any jet engine.
  • This layout is based on the idea that jet propulsion is derived from the net transfer of momentum of expanding combustion gases to the front of a jet engine, leading to the observed forward thrust.
  • the present invention provides an improved jet engine.
  • the present invention provides a jet engine with improved thrust production via the transfer of momentum from the expanding gaseous combustion products to the front end of the jet engine. [0065]
  • the present invention provides a jet engine which facilitates controlled flow and discharge of combustion gases.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

La présente invention concerne un moteur à réaction amélioré. Le moteur comprend une chambre interne 102 qui est renfermée dans une chambre externe 104 du moteur 100. Un système d'entrée 108 alimente la chambre interne 102 en carburéacteur et en air/oxygène/oxydant chimique. La chambre 102 est dotée d'une ouverture arrière 110 située adjacente à une buse 114 du moteur à réaction 100, et d'une ouverture avant 112 située adjacente à une extrémité avant fermée 116 de la chambre externe 104. Des gaz de combustion se dilatent dans le sens de la longueur de la chambre interne 102, sortent en partie par l'intermédiaire de l'ouverture arrière 110 et enfin par l'intermédiaire de la buse 114, et le reste de l'ouverture avant 112 pour atteindre l'extrémité fermée 116 du corps 104. Une poussée différentielle est créée par transfert de moment cinétique à l'extrémité fermée 116. Des gaz, par la suite, se diffusent par l'intermédiaire de l'espace concentrique 118 pour finalement sortir du moteur 100 par la buse 114.
PCT/IB2019/057957 2018-09-27 2019-09-20 Moteur à réaction amélioré WO2020065473A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IN201841036584 2018-09-27
IN201841036584 2018-09-27

Publications (1)

Publication Number Publication Date
WO2020065473A1 true WO2020065473A1 (fr) 2020-04-02

Family

ID=69949606

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/IB2019/057957 WO2020065473A1 (fr) 2018-09-27 2019-09-20 Moteur à réaction amélioré

Country Status (1)

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WO (1) WO2020065473A1 (fr)

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20110146286A1 (en) * 2007-12-05 2011-06-23 Sharpe Thomas H Self-starting turbineless jet engine
WO2013045787A1 (fr) * 2011-09-29 2013-04-04 Aircelle Portes d'inverseur de poussée à ouvertures latérales

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20110146286A1 (en) * 2007-12-05 2011-06-23 Sharpe Thomas H Self-starting turbineless jet engine
WO2013045787A1 (fr) * 2011-09-29 2013-04-04 Aircelle Portes d'inverseur de poussée à ouvertures latérales

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