AVIOGO-layered pulsating jet engine. Pulsing detonation engine. Chinese design, Russian assembly

Pulse jet engine. I offer for the readers of the readers of the magazine "Samizdat" another possible engine for spacecraft, successfully buried VNIIGPE at the end of 1980. We are talking about the application No. 2867253/06 on the "Method of obtaining a pulsed reactive thrust using shock waves." Inventors different countries Suggested a number of methods for creating jet engines with a pulsed jet burden. In the combustion chambers and at the buffer plates of these engines, detonation was suggested to burn different types Fuel, right up to the explosions of atomic bombs. My offer made it possible to create a kind of engine internal combustion With the highest possible use of the kinetic energy of the working fluid. Of course, the exhaust gases of the proposed engine would be much like an exhaust car motor. They would not like the powerful jets of flames, drowning from the nozzles of modern missiles. To the reader can get an idea of \u200b\u200bthe proposed method of obtaining a pulse reactive traction, and about the desperate struggle of the author for their own and not born by the brainchild, the lower is the almost literal description and the application formula, (but, alas, without drawings), as well as one of the objections of the applicant for the next refusal decision of VNIIGPE. ME Even that short descriptionDespite the fact that about 30 years have passed, perceived as a detective, in which the Killer-VNIIGPE is coldly spreads with a not yet born baby.

The method of obtaining a pulsed reactor thrust

With the help of shock waves. The invention relates to the field of reactive engine construction and can be used in space, rocket and aircraft technology. There is a method of obtaining a constant or pulsating reactive thrust by converting different types of energy into the kinetic energy of the movement of a continuous or pulsating jet of the working fluid, which is ejected into the environment in the opposite direction of the resulting reactive traction. To do this, widely apply chemical sources Energy, simultaneously being a working body. In this case, the transformation of the energy source into the kinetic energy of the movement of a continuous or pulsating stream of the working fluid in one or more combustion chambers with a critical (reduced) outlet, turning into an expanding conical or profiled nozzle (see, for example, V.E. Alemasov: "Theory Rocket engines ", p. 32; M.V. Dobrovolsky:" Liquid rocket engines ", p. 5; V. F. Razumyev, B. K. Kovalev:" Basics of designing missiles on solid fuel ", p. 13). The most common characteristic reflecting the economy of obtaining reactive thrust is used, which is obtained by the attitude of thrust to the second fuel consumption (see, for example, V.E. Alemasov: "Theory of Rocket Engines", p. 40). The higher the specific thrust, the less fuel is required to obtain the same traction. In jet engines using a known method for obtaining reactive thrust using liquid fuels, this value reaches the values \u200b\u200bof more than 3000 NHSEK / kg, and using solid fuels - does not exceed 2800 NHHSEK / kg (see M. V. Dobrovolsky: "Liquid rocket engines , p.257; V. F. Razmeyev, B.K. Kovalev: "Basics of designing ballistic missiles on solid fuel", p. 55, Table 33). The existing method for obtaining reactive thrust is not economized. The starting mass of modern missiles, like cosmic, So and the ballistic, 90% and more consists of a mass of fuel. Therefore, any methods for producing reactive thrust that increase the specific craving deserve attention. A method is known for obtaining a pulsed jet thrust using shock waves by consecutive explosions directly in the combustion chamber or near a special buffer plate. The method using buffer slabs is implemented, for example, in the USA in the experimental device, which flew due to the energy Three waves obtained with consecutive explosions of trinitrotoloole charges. The device was developed for experimental verification of the Orion project. The above method for obtaining pulsed reactive traction did not get distribution, as it turned out to be not economical. The averaged specific traction, according to the literary source, did not exceed 1100 NHSEK / kg. This is due to the fact that more than half of the energy of the explosive in this case immediately goes together with shock waves, without participating in obtaining a pulsed jet thrust. In addition, a significant part of the energy of shock waves drowning on the buffer plate was spent on destruction and to evaporate an abnorming coating, the pairs of which were supposed to be used as an additional working body. In addition, the buffer stove is significantly inferior to combustion chambers with a critical cross section and with an expanding nozzle. In the event of the creation of shock waves directly in such chambers, a pulsating thrust is formed, the principle of obtaining which is not different from the principle of obtaining a known constant reactive thrust. In addition, the direct effect of shock waves on the walls of the combustion chamber or on the buffer plate requires their excessive gain and special protection. (See "Knowledge" n 6, 1976, p. 49, Series Cosmonautics and Astronomy). The purpose of this invention is to eliminate the specified shortcomings by more full use Energy of shock waves and a significant decrease in shock loads on the walls of the combustion chamber. The goal is achieved by the fact that the transformation of the source of energy and the working fluid into serial shock waves occurs in small detonation chambers. Then, the shock waves of combustion products are tangentially fed into the vortex chamber near the end (front) wall and tightened at high speed by the inner cylindrical wall relative to the axis of this chamber. Arriving with huge centrifugal forces, enhance the compression of the shock wave of combustion products. The total pressure of these powerful forces is transmitted to the end (front) wall of the vortex chamber. Under the influence of this total pressure, the shock wave of combustion products is unfolding along the screw line, with an increasing step, rushes towards the nozzle. All this is repeated when you enter each other shock wave into the vortex chamber. So the main component of the pulse thrust is formed. For an even greater increase in the total pressure forming the main component of the pulse thrust, the tangential input of the shock wave into the vortex chamber is administered at some angle to its end (front) wall. In order to obtain an additional component of the pulsed thrust in the profiled nozzle, the pressure of the shock wave of combustion products, reinforced by centrifugal forces of the promotion, is also used. In order to fully use the kinetic energy promotion of the shock waves, as well as to eliminate the torque of the vortex chamber relative to its axis, which appears as a result of a tangential feed, promoted shock waves of combustion products before exit of the nozzle are fed to profiled blades that direct them in a straight line along The axis of the vortex chamber and nozzles. The proposed method for obtaining pulsed reactive thrust using twisted shock waves and centrifugal forces of the promotion was tested in preliminary experiments. As a working fluid in these experiments, shock waves of powder gases obtained during detonation 5 - 6 g of smoke fishing powder N 3. Powder was placed in a tube muted from one end. The inner diameter of the tube was 13 mm. It was covered with its open end in a tangential threaded hole in the cylindrical wall of the vortex chamber. The inner cavity of the vortex chamber had a diameter of 60 mm and a height of 40 mm. The open end of the vortex chamber was alternately embarrassed by replaceable nozzle nozzles: a conic suspending, conical expanding and cylindrical with an inner diameter of equal to the inner diameter of the vortex chamber. Nozzle nozzles were without profiled blades at the exit. The vortex chamber, with one of the nozzle nozzles listed above, was installed on a special dynamometer nozzle upward. Dynamometer measurement limits from 2 to 200 kg. Since the jet pulse was very raw (about 0.001 seconds), the reactive impulse itself was recorded, and the force of the shock from the total mass of the vortex chamber, the nozzle and the movable part of the dynamometer itself. This total mass was about 5 kg. In the charging tube, which carried out in our experiment, the role of the detonation chamber was stuck about 27 g of gunpowder. After the ignition of the powder from the open end of the tube (from the inner cavity side of the vortex chamber), the uniform calm combustion process took place. Powder gases, tangentially entering the inner cavity of the vortex chamber, twisted in it and, rotating, with a whistle went up through the nozzle nozzle. At this point, the dynamometer did not record any jolts, but the powder gases, rotating at high speed, the impact of the centrifugal forces were pressed on the inner cylindrical wall of the vortex chamber and overlapped the entrance to it. In the tube, where the combustion process continued, there were standing waves of pressure. When the powder in the tube remained no more than 0.2 of the initial number, that is, 5-6 g, his detonation took place. The shock wave arising, through the tangential hole, overcoming the centrifugal pressure of the primary powder gases, was drove into the inner cavity of the vortex chamber, twisted in it, reflected from the front wall and, continuing to rotate, along the screw trajectory with an increasing step, rushed into a nozzle nozzle from where it departed out with a sharp and strong sound like a cannon shoot. At the moment of reflection of the shock wave from the front wall of the vortex chamber, the dynamometer spring fixed the push, the greatest value of which (50-60 kg) was using the nozzle with an expanding cone. With control burnings 27 g of powder in the charging tube without a vortex chamber, as well as in the vortex chamber without a charging tube (the tangential hole was muffled) with cylindrical and with a conical expanding nozzle, the shock wave occurred, since at this moment the constant reactive traction was less The limit of the sensitivity of the dynamometer, and it did not fix it. When burning the same amount of gunpowder in a vortex chamber with a conical tousing nozzle (narrowing 4: 1), a constant reactive traction 8 --10 kg was recorded. The proposed method for obtaining a pulsed reactive thrust, even in the pre-experiment described above, (with inefficient fishing powder as fuel, without a profiled nozzle and without guide blades at the output) allows us to obtain averaged specific craving of about 3300 NHSEK / kg, which exceeds the value this parameter At the best rocket engines working on liquid fuel. When comparing with the above prototype, the proposed method also allows to significantly reduce the weight of the combustion chamber and nozzles, and, consequently, the weight of the entire reactive engine. For complete and more accurate detection of all advantages of the proposed method for obtaining a pulsed reactive thrust, it is necessary to clarify the optimal relationship between the size of the detonation chambers and the vortex chamber, it is necessary to clarify the optimal angle between the direction of the tangential feed and the front wall of the vortex chamber, etc., that is, further Experiments with the allocation of relevant funds and with the involvement of various specialists. CLAIM. 1. The method of obtaining pulsed reactive thrust using shock waves, including the use of a vortex chamber with an expanding profiled nozzle, converting the energy source into the kinetic energy of the working fluid movement, the tangential supply of the working fluid into the vortex chamber, the working fluid emission in the opposite direction of the resulting The reactive thrust, characterized in that in order to more complete the energy of the shock waves, the transformation of the energy source and the working fluid into serial shock waves are produced in one or more detonation chambers, then shock waves by means of a tangential feed in the vortex chamber relative to its axis, reflect in The swirling form from the front wall and thereby form a pulsed pressure drop between the front wall of the chamber and the nozzle, which creates the main component of the pulse jet thrust in the proposed method and directs the shock waves along the screw trajectory with increasing Msya step towards the nozzle. 2. The method of obtaining pulsed reactive thrust using shock waves according to claim 1 characterized in that in order to increase the pulse pressure drop between the front wall of the vortex chamber and the nozzle, the tangential flow of the shock waves is carried out at some angle towards the front wall. 3. The method of obtaining a pulsed reactive thrust using shock waves according to claim 1 characterized in that, to obtain an additional pulsed reactive thrust, in the vortex chamber and in an expanding profiled nozzle, the pressure of the centrifugal forces arising from the prompt wave promotion is used. 4. The method of obtaining a pulsed reactive thrust using shock waves according to claim 1 characterized in that in order to complete the use of kinetic energy, the promotion of shock waves to obtain an additional pulsed reactive traction, as well as eliminating the torque of the vortex chamber relative to its axis arising during tangential feed The shock waves replicated before leaving the nozzle are fed to profiled blades that direct them in a straight line along the total axis of the vortex chamber and nozzles. To the State Committee of the USSR for the Affairs of Inventions and discoveries, VNIIGPE. Objection to the refusal decision of 16.10.80 on request N 2867253/06 on "The method of obtaining a pulsed reactive thrust using shock waves." Having studied a refusal decision of 10/16/80, the applicant came to the conclusion that the examination motivates his refusal to issue a copyright certificate for the proposed method of obtaining reactive traction. The absence of novelty (is opposed to UK Patent N 296108, CL. F 11,1972), lack of calculation of traction, absence A positive effect compared with the known method of obtaining reactive traction due to increasing friction losses at the turn of the working fluid and due to the reduction of the energy characteristics of the engine as a result of the use of solid fuel. The applicant's foregoing considers it necessary to answer the following: 1. In the absence of novelty, the examination refers for the first time and contradicts himself, since in the same refusal decision it is noted that the proposed method differs from those known because the shock waves are tightened along the axis of the vortex chamber .... The applicant's absolute novelty and does not pretend to be proved by the prototype given in the application. (See the second application list). In the opposed British patent N 296108, CL. F 11, 1972, judging by the given data of the expertise itself, combustion products are thrown out of the combustion chamber through the nozzle along the direct channel, that is, there is no shock waves. Consequently, in the specified British patent, the method of obtaining reactive traction in principle does not differ from the known method of obtaining constant thrust and cannot oppose the proposed method. 2. The examination claims that the magnitude of the thrust in the proposed method can be calculated and refers to the book of the book G. N. Abramovich "Applied Gas Dynamics", Moscow, Science, 1969, p. 109 - 136. In the specified section of applied gas dynamics are given Methods for calculating direct and oblique jumps of the seal at the front of the shock wave. Direct jumps of the seal are called if their front is a straight-angle with the direction of distribution. If the front of the jump jump is located under some angle "A" to the direction of distribution, then such races are called oblique. Crossing the front of the oblique jump of the seal, the gas flow changes its direction to some angle "w". The values \u200b\u200bof the angles "A" and "W" depend mainly on the number of Mach "M" and on the shape of the streamlined body (for example, from the angle of the wedge-shaped wing of the aircraft), that is, "a" and "w" in each case are permanent values . In the proposed method for obtaining the reactive thrust of the seal jump at the front of the shock wave, especially in the initial period of its stay in the vortex chamber, when the impulse of the reactive force is created by the impact on the front wall, are variable oblique jumps. That is, the front of the shock wave and gas streams at the time of creating a jet pulse of thrust continuously change their angles "a" and "w" in relation to the cylindrical, and to the front walls of the vortex chamber. In addition, the picture is complicated by the presence of powerful centrifugal pressure forces, which at the initial moment also affect the cylindrical, and on the front wall. Therefore, the specified examination method of calculation is not suitable for calculating the forces of pulsed reactive thrust in the proposed method. It is possible that the method of calculating the compaction jumps, listed in the applied gas dynamics of N. Abramovich, will serve as a starting basis for creating the theory of calculating the impulse forces in the proposed method, but, according to the provision of the inventions, the applicant's responsibilities are not yet included , as not included in the obligation of the applicant and the construction of the operating engine. 3. Approve on the comparative inefficiency of the proposed method of obtaining reactive traction, the examination ignores the results obtained by the applicant in its preliminary experiments, and after all, these results were obtained with such inefficient fuel as a fifth gunpowder (see the fifth application list). Speaking of big friction losses and on the turn of the working body of the examination misses that the main component of the pulsed reactive thrust in the proposed method occurs almost immediately at the moment when the shock wave bursts into the vortex chamber, because the inlet tangential hole is located near its front wall (Look in the application FIG. 2), that is, at this point the movement time and the path of the compaction jumps is relatively small. Consequently, both friction losses in the proposed method cannot be large. Speaking about ruin losses, the examination misses out of sight, it is precisely with a relatively powerful centrifugal forces that, with a pressure of the seal, which, by pressing the pressure in the compaction, appear in the direction of the cylindrical wall, and relative to the front wall in the direction of the vortex chamber; traction in the proposed method. 4. It should also be noted that neither in the application formula, nor in its description, the applicant does not limit the receipt of impulse reactive traction only due to solid fuels. Solid fuel (powder) The applicant used only when conducting its preliminary experiments. Based on all of the above, the applicant asks VNIIGPE again to reconsider its decision and send the application for conclusion to the appropriate organization with a proposal to conduct verification experiments and only after that decide whether to receive or reject the proposed method for obtaining a pulsed reactive traction. ATTENTION! The author of everyone who wishes for a fee will send via e-mail of the test photographs described above, experimental installation of a pulse jet engine. Order should be done at: e-mail: [Email Protected] At the same time, do not forget to report your email address. Photos will be sent to your email address immediately, as soon as you send the postal transfer to 100 rubles Matveyev Nikolai Ivanovich to the Rybinsk branch of Sberbank of Russia N 1576, Sberbank of Russia N 1576/090, on the front account No. 42306810477191417033/34. Matveyev, 11/1180

The invention relates to the engine of the engine and can be used to create thrust on aircraft. Throbbing detonation engine Contains a housing, a fuel and oxidant tool to the reactor, a ring nozzle and a gas-dynamic resonator, and the resonator in the form of a smaller diameter pipe is placed in the reactor pipe so that the yield of the ring nozzle of the Hartman was directed to the inner cavity of the resonator, the concave bottom of the resonator is made of two parts. , separated by buffer, the inner part is made of a material withsting high pulse mechanical loads, and the outer - from the block of piezoelectric elements connected electrically parallel to, together with the resonant contour of the piezogenerator. The invention allows to increase the efficiency of converting the chemical energy of fuel into the mechanical and electrical energy of the engine, to ensure the simplification of the structure, the improvement of the mass-barber and operational parameters, increase the specific traction characteristics of the pulsating detonation engine. 4 Z.P. F-ls, 3 yl.

Figures for the Patent of the Russian Federation 2435059

The invention relates to the engine of the engine and can be used to create thrust on aircraft.

Creating a detonation engine is a new direction in the development of aircraft engagement. Compared to existing aviation gas turbine engines, pulsating detonation engines will ensure a significant improvement in the traction and economic and overall indicators, simplifying the design and reduced their value (air fleet Bulletin, July-August 2003, p.72-76). Theoretically and experimentally proved that such engines can ensure an increase in the thermal efficiency of 1.3 1.5 times.

The construction of pulsating detonation engines is carried out in the following schemes (pulse detonation engines / ed. S.M.Frolova, M.: Tour Press, 2006):

Classical "weapon";

Scheme for direct-flow air-reactive motor;

The burning scheme of the mixture using a stationary rotating detonation wave.

In addition, an "inverted" scheme is actively developing (w. Engine, 2003, No. 1 (25), p.14-17; flight, 2006, No. 11, page 7-15, 2007, No. 5, p. 22-30, 2008, № 12, p.18-26).

The pulsating detonation engine, built according to the "weapon" scheme (US patent No. 6484492), is a straight line of a certain length, which is open from the rear end and has a valve device at the front end. When the engine is running, the fuel-air mixture is supplied to the pipe through the valve, which is then closed.

The detonation of the fuel and air mixture is initiated by the migrator located in the pipe, and the shock waves arising from detonation are "down" along the pipe, increasing the temperature and pressure of the resulting combustion products. These products are displaced from the open rear end, creating a pulse of jet strength, directed forward. After the drum wave is out, there is a wave of pouring, which provides the supply to the pipe through the valve of the new portion of the fuel and air mixture, and the cycle is repeated.

The method of managing detonation in such an engine is described in US Pat. No. 6751943. The shock wave and the front of the detonation combustion appear in ignition will strive to spread in both longitudinal directions. The ignition is initiated at the front end of the pipe, so that the waves will spread in a stream to an open output end. The valve is necessary in order to prevent the shock wave out of the front side of the pipe and, more importantly, to prevent the passage of the front of the detonation combustion into the fuel and air intake system. For the pulsating detonation cycle, the valve worked in extremely high temperaturesah and pressures, and in addition, it should work at very large frequencies to get the magnitude of the force of thrust. These conditions significantly reduce the reliability of mechanical valve systems due to multi-cycle fatigue.

For a pulsating detonation engine built on the "gun" scheme, the control options for the electric "valve are proposed in Patent of the Russian Federation No. 2287713.

Such an engine includes a pipe having an open front end and an open rear end; Fuel and air input, made in the pipe at the front end; The igniter, located in the pipe in a place between the front end and the rear end, as well as the system of magnetohydrodynamic flow control system located between the igniter and the fuel and air inlet. There are three options for magnetohydrodynamic flow control.

The first version of the magnetohydrodynamic flow control system includes a winding of the excitation of an electric field, wound around the pipe in a place between the ignite and the fuel and air inlet, and a pair of permanent magnets located on the opposite sides of the pipe to create a magnetic field in it perpendicular to the longitudinal axis of the pipe. The detonation of the fuel and air mixture in the pipe will lead to leakage through the magnetic field of electrically conductive ionized combustion products, as a result there is an electric current in the excitation winding that creates an electric field.

The interaction of magnetic and electric fields leads to the emergence of the force of Lorentz, directed against the movement of the shock and detonation waves. At the time of its action, the direct front of the combustion will dissipate and will not pass through the open end end of the pipe. In addition, the electric field excitation winding is connected to the power mode control system, providing the flow at the appropriate points of the current pulse time on the ignition.

The second variant of the magnetohydrodynamic flow control system includes the winding of the magnetic field, wound around the pipe in the place located between the ignite and the fuel and air inlet. A source of energy is connected to the winding through the control device, which ensures the flow of electrical current and thereby creating a magnetic field. In the winding area, an ionized fuel and air mixture at the entrance of the pipe under the action of a magnetic field is divided into a zone enriched with fuel, surrounded by a depleted air zone. When detonation, a direct wave of pressure and a straight front of the combustion, spreading to the pipe input, faced with separated fuel and air zones. As a result, the process of burning the front zone of detonation is disturbed, causing scattering the direct combustion front. As soon as the straight front of the flame is dispelled, the power supply to the winding stops.

The third embodiment of the magnetohydrodynamic flow control system combines the first and second options that ensure the selection of energy and separation of the fuel and air mixture. It contains a magnetic field excitation winding and an excitation winding of the electric field, wound outside the pipe on the site between the ignite and the fuel and air inlet, a pair of permanent magnets located from the opposite sides of the pipe near the electric field excitation winding, to create a magnetic field in it perpendicular to the longitudinal axis of the pipe.

The proposed variants of the magnetohydrodynamic flow control replace the mechanical valve "electric", providing the prevention of the outlet of the detonation burning front into the fuel intake system. However, at the same time, the detonation engine is significantly complicated, its mass-size characteristics increase.

There is a method and a device for producing traction (RF Patent 2215890). Engine based on this method It consists of a fuel and oxidizer supply unit, a housing placed in the housing to form a ring channel of the combustion chamber, zones of resonant activation of a fuel and oxidant, which placed activation tools in the form of spark arresters connected to the outputs of the control unit. A power supply output is connected to the control unit input. At the output of the combustion chamber, the reflector and the optically associated centrally located profile screen, made with a concave surface for focusing the reflected detonation wave, are placed. The reflector and the screen are made of material with high magnetic permeability, they can move relative to each other and are designed to remove electrical energy from their surface when the ionized gas flow is shown.

However, the ionized gas stream when a collision with a screen loses part of the charges due to their attraction and spreading over the surface of the cone-shaped reflector. As a result, the degree of ionization and the rate of reflected gas stream decreases.

The double reflection of the detonation wave in opposite directions from the screen and the reflector creates a thrust equal to the difference of the forces of mechanical effects, which will lead to their ratio or to a very small value of the thrust, or to zero crack or even change the direction of the thrust. Therefore, such a device cannot be used as an engine.

In the ring combustion chamber, the resulting detonation wave is distributed in both longitudinal directions. However, the engine design does not have devices that prevent the passage of the front of the detonation burning into the activation zone of the oxidizing agent and fuel, which can cause detonation in these zones.

In addition, in such a device, the electrical impulses are formed on the screen and reflector and removed from their surfaces when the ionized gas flow is shocked. To ensure high flow ionization values, you need to use additional measures, for example, the introduction into fuel of the easily ionized additives. Such a device is less efficient than the converter built on the conversion of shock effects into electrical pulses using ferroelectrics.

Known the chamber of the pulsating detonation combustion engine constructed by an inverted scheme (patent No. 2084675), containing a supersonic nozzle located in the housing and coaxially with it, the gothman resonator in the form of a tube closed from one end and open from the other end. They are located in such a way that there is a cavity that is a mixing chamber between the inner surface of the housing and the outer surface of the nozzle, the output part of which represents a critical section with a further transition to a supersonic nozzle extension with a truncated central body.

Such a pulsating engine camera does not have pre-preparation of fuel to detonation combustion, and therefore its efficiency is low.

Pulsating detonation engine, built according to an inverted scheme (USSR Patent No. 1672933 dated 04.22.1991, Patent of the Russian Federation No. 2034996 from 10.05.1995, Chemical Physics, 2001, Vol 20, No. 6, P.90-98) consists of a reactor and a resonator interconnected through an annular nozzle. Compressed air and fuel are fed to the reactor, and it is pre-prepared fuel to detonation combustion by decomposing the components of the fuel and air mixture into chemically active components, for which the fuel pyrolysis is carried out in the reactor before obtaining the working mixture.

The prepared mixture through a ring nozzle in the form of radial supersonic jets is supplied to the resonator, as a result, a shock waves appear on the basis of the well-known effect of the Hartman-Shprenger, which, when moving towards the bottom, compress and heat the combustible mixture. Reflecting from the bottom surface of the resonator having a concave shape, the shock waves focus in a narrow region, where a further increase in temperature and pressure occurs, based on the well-known effect of the Gatman-Shprenger, contributing to the detonation of the combustible mixture. The resulting detonation wave moves along the fuel and air mixture with a supersonic speed in both longitudinal directions, while there is almost instant (explosive) combustion of fuel, accompanied by a significant increase in temperature and pressure of combustion products. The detonation wave, meeting with a supersonic flow of the working mixture, forms a "gas shutter", which blocks the path to the supersonic flow of the working mixture into the resonator. After reflection from the bottom wall, the detonation wave turns into a reflected shock wave, which moves along the burned mixture towards the output and carries out combustion products by throwing them into the atmosphere with supersonic speed. The impact of the detonation wave on the inner bottom surface of the resonator creates a traction. Behind the reflected shock wave should be a wave of pouring, which passing by the annular nozzle and having a pressure of less atmospheric at the front, provides the opening of the "gas lock" and absorb the new portion of the working mixture. Next, the process is repeated.

The disadvantages of such a pulsating detonation engine are:

Reduced kp.d. the engine due to the consumption of part of the fuel in the pyrolysis of fuel in the reactor for decomposing the fuel and air mixture into chemically active components;

The Gatman gas-dynamic valve does not completely eliminate the penetration of the detonation combustion front through the annular nozzle into the reactor;

There is no transformation of the kinetic energy of reflected shock and detonation waves from the bottom surface of the resonator into electrical pulse energy.

According to the highest number of similar signs, this technical solution is chosen as a prototype.

The purpose of creating the proposed pulsating detonation engine is to simplify the design, the improvement of the mass engine and operational parameters, an increase in the specific traction characteristics.

The proposed pulsating detonation engine includes two main nodes: reactor and resonator.

In the reactor, a mixture of oxidizing agent and fuel is pre-prepared for improving combustion efficiency. In the resonator, as a result of the intersections of the jets of the mixture coming out of the annular nozzle with supersonic speed, the combustion process automatically occurs and shock and detonation waves are formed.

The combustion as an elementary chemical reaction can occur only in the volume, where the collision of fuel and oxidant molecules occurs.

Preparation of this volume is to form the contact surface of the oxidant and fuel flows. Increase the contact surface area can be generated by vortex flows in fuel and oxidizer streams. In the perturbed turbulent flow area of \u200b\u200bthe contact surface of the two environments, it is raised over time according to the exponential law. An increase in the area of \u200b\u200bthe contact surface contributes to the intensification of the mixing process of the combustion and oxidizing agent.

The main level of preliminary preparation of the oxidizing agent and fuel mixture is the activation of the mixture molecules by upgrading their electronic nuclear structure. The total energy of bonds in the activated molecule is significantly less than in the same molecule in the free basic state. In the activated molecule, the interstitial distances are increased so that, when accomplishing the chemical burning reaction, completely leave each other and become parts of new end molecules. Activation is a decrease in the energy barrier of the mixture molecules caused by the effect on its molecules with electromagnetic radiation or other types of influences.

Thus, to ensure the preliminary preparation of the mixture in the reactor in order to increase the efficiency of burning in the resonator, it is necessary:

Create a vortex mixing of the oxidizing agent and fuel;

Activate the mixture molecules by exposing them to electromagnetic radiation or a stream of various elementary particles.

The vortex mixture can be carried out by tangential administration into the volume of the fuel reactor and the longitudinal administration of the oxidant, under which their jets are mutually intersect. The activation of the mixture molecules can be ensured when exposed to electromagnetic radiation.

In the proposed application, the technical implementation of the preliminary preparation of the mixture of the oxidant and fuel is carried out by installing in the reactor of the input fuel pipes, tangentially directed along the inner cavity of the reactor, and a longitudinally directed oxidizing agent. When the oxidizing agent and fuel in the reactor are in the reactor, a vortex flux twist occurs that provides intense circular mixing. To activate the mixture in the reactor, an electromagnetic effect on the oxidizing agent molecules and fuel is used by means of supply to the electrodes of current pulses. In the presence of a magnetic field in the area of \u200b\u200belectrodes, the secondary vortex flows of the mixture flow occur, generated by the interaction of the electric discharge current with the magnetic field (Clementyev I.B. et al. "The interaction of an electric discharge with a gas environment in an external magnetic field and the influence of this interaction on the stream structure and mixing, "the thermal physics of high temperatures, 2010, No. 1).

Since the lifetime of the activated states of molecules of molecules is small, activation is carried out immediately before the supply of the mixture into the resonator, so the constant magnet and electrodes are placed on the critical section of the annular nozzle. Activation is carried out for the durations of current pulses supplied to electrodes. The required power of such pulses is small, since the oxidizing agent and fuel are already mixed, and the activation is undergoing a small amount of a mixture in the space of the critical cross section of the nozzle. At the same time, the power of the pulses should be low even so that when the activation does not arise the process of ignition of the mixture.

The means of impulse activation of the oxidant and fuel mixture are electrodes placed in the reactor at the outputs of the ring nozzle of the Hartmann, which are connected to the electrical output of the piezogenerator.

The resonator is made of non-magnetic material in the form of a pipe of a smaller diameter and placed in the reactor pipe so that the yield of the ring nozzle of the Hartman was directed to the internal cavity of the resonator.

A concave bottom of the resonator is made of two parts separated by a buffer, the inner part is made of a material withstanding high pulse mechanical loads, and the outer - from the block of piezoelectric elements connected electrically parallel to the resonant contour of the piezogenerator.

The mechanical shock effects of detonation and shock waves due to the drum depolarization of the ferroelectric transformed into a pulsed electrical energy. The piezogenerator consists of a block of piezoelectric elements connected in parallel and a resonant circuit.

In the resonator in the interaction of supersonic jets of the activated mixture overlooking the ring nozzle, the chemical reaction of the smelting of the mixture and the shock wave is initiated, which, after reflection from the concave bottom of the resonator, focuses and, creating a high temperature and pressure at the focus place, ensures the occurrence of detonation burning and distribution of the detonation wave In both longitudinal directions. After the release of combustion products with a supersonic speed in the atmosphere, a vacuum wave occurs, which provides suction of the new portion of the activated mixture, and the process is repeated.

The first version of the pulsating detonation engine consists of:

Hull;

Fuel and oxidizing agents in the reactor;

The reactor in the form of a pipe, which in front of the fuel and air mixture enters, and its rear end will be bent inward and forms an annular nozzle of the Hartman;

Means of impulse activation of the fuel-air mixture placed in the reactor at the outputs of the Hartman ring nozzle;

The resonator from the non-magnetic material in the form of a pipe of a smaller diameter placed in the reactor pipe. The front end of the resonator pipe has a concave bottom, and the rear is connected to the output of the annular nozzle;

On the inner surface of the resonator there is roughness in the form of cutting, two are installed on the outer surface of the resonator permanent magnetcreating a magnetic field inside the resonator, directed perpendicular to its longitudinal axis;

A concave bottom of the resonator consists of two parts separated by a buffer that reduces the strength of the impact. The inner part is made of a material withsting high pulsed mechanical loads, and the outer - from the block of piezoelectric elements connected in parallel, which ensures the conversion of the kinetic energy of the shock wave into electrical energy;

The electrical output of the piezogenerator is connected to the inputs of the pulse activation of the fuel and air mixture.

The second version of the device differs from the first the fact that:

The intersection point of the jets of the ionized fuel-air mixture flowing from the Hartmann nozzle is combined with a point of focusing the reflected shock wave. Such combination improves the conditions for the occurrence of the detonation wave;

The output of the resonator is made in the form of an expanding reactive nozzle providing additional gas-dynamic acceleration of the working fluorescence (ionized gas flow);

On the outer surface of the reactive nozzle, two permanent magnets, creating a magnetic field inside the nozzle, directed perpendicular to its longitudinal axis are placed;

On the inner surface of the resonator there is no roughness in the form of cutting.

New essential features of both devices are:

Placing the resonator in the form of a pipe of a smaller diameter in the reactor pipe so that the yield of the ring nozzle is directed to the internal cavity of the resonator;

Installation on the outer surface of the resonator or the reactive nozzle of two permanent magnets, creating a magnetic field inside the resonator or nozzle, directed perpendicular to their longitudinal axis;

Making a concave bottom of the resonator of two parts separated by a buffer that reduces shock loads. The inner part of the bottom is made of a material withsting high pulse effects of detonation waves, and the outer - from the block of piezoelectric elements connected in parallel, forming a piezogenerator;

The output of the pulse current source is connected in series with the inputs of the pulse activation tools located in the reactor at the outputs of the Hartmann ring nozzle.

The technical result that can be obtained when implementing the set of features is as follows:

Preliminary preparation of the mixture due to its vortex mixing and activation, as well as constructive features The resonator and the reactor ensure an increase in the efficiency of burning and power of detonation waves that increase the force of thrust and the specific traction characteristics of the engine;

The kinetic energy of the shock waves about the resonator's bottom was previously used only to create thrust, in the proposed device it is still converted into electrical energy, which is used to activate the oxidant and fuel mixture. Such a technical solution leads to a decrease in the mass engine characteristics of the engine and simplifies its design.

The invention is illustrated by the drawings, where figure 1 shows the first variant of the device, in FIG. 3 is a second variant of the device, and in FIG. 2 is a circuit of a pulsed source of current and its connection with activation tools.

Devices contain a housing 1, reactor 2, filled with an oxidizer and flammable block 11, into which the illegal additives are introduced, a pulse means of activation of the fuel-air mixture 3, an annular nozzle 4, permanent magnets 5, a reactive nozzle 7 or roughness in the form of cutting 7 on The inner surface of the resonator 6 for the turbulization of the gas stream. The bottom of the resonator consists of three parts. The inner part of the bottom 8 is made of high-strength material, the intermediate part is buffer 9 to reduce the power of the shock effect on piezoelectric elements, the outer - in the form of a piezogenerator 10 with a resonant circuit 13. To enhance the design, the reactor and the resonator are connected by a ring-rack 12, through the holes in which passing Wires that successively connect the output of the piezogenerator 10 with electrodes of activation means.

The operation of the pulsating detonation engine begins with the filling of the reactor 2 by the reactor under pressure under pressure and flammable through tangential and longitudinally directional pipes. The jet of fuel, rotating, intersect with a jet of the oxidant, forming a vortex mixing.

From external source The launching series of pulses on the fuel activation means 3 is supplied, which ensure the decomposition of the fuel-air mixture at the outlet of the Hartman nozzle into chemically active components. The ionized fuel and air mixture follows with a supersonic velocity of the nozzle in the form of radial jets directed to the inner cavity of the resonator 6.

In their collision and mixing, a chemical fuel ignition reaction is initiated and a shock wave occurs, moving towards the bottom of the resonator 6.

The roughness of the inner walls 7 of the resonator 6 provides a high intensity of turbulent mixing in shear layers due to vortex movements in the area of \u200b\u200bobstacles and by generating transverse shock waves.

Between the accelerating zone of turbulent burning and the head shock wave arise "hot spots" due to the inhomogeneity of the flow on contact surfacesFormed by roughness 7. Detonation originates in such local exothermic centers.

In addition, the head shock wave after reflected from the concave bottom of the resonator focuses and, creating a high temperature and pressure in this place, ensures the occurrence of detonation combustion and the spread of the detonation wave in both longitudinal directions. In the second embodiment of the device, when combining the intersection point of the jets with the point of focusing the reflected shock wave, the need for the roughness of the inner surface of the resonator disappears.

The following detonation waves are strongly ionized gas streams, passing through the magnetic field, cause the occurrence of forces acting on them in the direction of movement. As a result, the speed of movement of flows moving both towards the resonator's bottom and in the opposite side to exit the resonator is increasing.

After reflection from the bottom, the detonation wave becomes a reflected shock wave and together with an ionized gas stream, passing through the magnetic field, increases the gas flow rate in the direction of exit from the resonator. The output of the resonator 6 is made in the form of an expanding reactive nozzle, which ensures further increase in the speed of expiring gases.

During the mechanical effects of the detonation wave at the bottom of the resonator, depolarization of elements of ferroelectrics, made in the form of a block of several identical plates connected electrically parallel and located relative to each other, as shown in figure 2. Such a piezogenerator creates current pulses, the amplitude of which increases when adjusting the circuit 13 to the resonance. Pulses with a frequency of detonation processes are fed to the input of fuel activation devices, ensuring the decomposition of the fuel and air mixture into chemically active components.

After the release of combustion products with supersonic speed in the atmosphere, the wave of pouring occurs. The reduced pressure in the cavity of the resonator ensures that the new portion of the activated mixture is absorbed and the process is repeated.

The implementation of the declared technical solution is no doubt, since it will be used by the well-known technologies for the organization of detonation processes and the transformation of the detonation wave energy into electrical energy (electrical phenomena in shock waves / edited by V.A. Borisenka and others - Sarov: RFNYTS VNIIEF, 2005).

It was shown that explosive piezogenerators possess optimal characteristics As generators of current pulses, the power of which reaches several megawatts, energy is dozens of joule, so they will ensure the effective work of pulsed activation.

CLAIM

1. A pulsing detonation engine containing a housing, a fuel and oxidant tool to the reactor, an annular nozzle and a gas-dynamic resonator, characterized in that the resonator in the form of a smaller diameter pipe is placed in the reactor pipe so that the yield of the ring nozzle of the Gatman was sent to the inner cavity The resonator, and the concave bottom of the resonator is made of two parts separated by a buffer, the inner part is made of a material withsting high pulsed mechanical loads, and the outer - from the block of piezoelectric elements connected electrically parallel to the resonant contour of the piezogenerator.

2. The pulsating detonation engine according to claim 1, characterized in that two permanent magnets, creating a magnetic field inside the resonator, directed perpendicular to their longitudinal axis are installed on the outer surface of the resonator or reactive nozzle.

3. The pulsating detonation motor according to claim 1, characterized in that the output of the piezogenerator is connected to the inputs of the pulse activation.

4. The pulsating detonation engine according to claim 1, characterized in that the constructive resonator is designed so that the point of intersection of the jets of the fuel-air mixture arising from the annular nozzle and the focus point of the reflected shock wave is combined.

5. The pulsating detonation engine according to claim 1, characterized in that the means of impulse activation is placed on the outputs of the head nozzle of the Hartman.

Chapter Fifth

Pulsing Air Jet Engine

At first glance, the possibility of significant simplification of the engine during the transition to high flight speeds seems strange, perhaps even incredible. The entire history of aviation is still talking about the opposite: the struggle for increasing the flight speed led to the complication of the engine. So it was with piston engines: powerful high-speed aircraft engines of the period of World War II are much more complicated by those engines that were installed on aircraft in the first period of aviation development. The same happens now with turbojet engines: it is enough to remember the complex problem of increasing the temperature of the gases before the turbine.

And suddenly such a principled simplification of the engine, as a complete elimination of the gas turbine. Is it possible? How will the engine compressor needed to be rotated to compress air, because without such compression, the turbojet engine cannot work?

But is it necessary a compressor? Is it possible to do without a compressor and somehow otherwise ensure the necessary air compression?

It turns out that such an opportunity exists. Not only: this can be achieved not even in one way. Air-jet engineswhich uses one such method of uncomfortary. Air compression, found even practical application in aviation. It was still in the period of World War II.

In June 1944, residents of London first met the new weapons of the Germans. On the opposite side of the Strait, from the shores of France, the London rushed small planes of a strange form with a loud tahn engine (Fig. 39). Each such a plane was a flying bomb - it was about a ton of explosive. The pilots on these "robot aircraft" was not; They were managed by automatic devices and also automatically, blindly divened to London, sow death and destruction. These were jet shells.

The reactive engines of the shell aircraft did not have a compressor, but nevertheless developed the thrust necessary for flight at high speed. How do these so-called pulsating air-jet engines work?

It should be noted that in 1906 the Russian Inventor Engineer V. V. Kararadin proposed, and in 1908 built and experienced a pulsating engine similar to modern engines of this type.

Fig. 39. Jet aircraft-projectile. Over 8,000 such "robot aircraft" was issued by Nazis during World War II for London's Bombardment

To get acquainted with the device of the pulsating engine, enter the placement of the plant's test station manufacturing such engines. By the way, one of the engines is already installed on the test machine, the tests will soon begin.

Outside, this engine is simple - it consists of two thin-walled pipes, in front - short, greater diameter, rear - long, smaller diameter. Both pipes are connected by a conical transitional part. And in front, and behind the end openings of the engine are open. This is understandable - air is sued through the front hole in the engine, through the rear - hot gases flow into the atmosphere. But how is the enhanced pressure required in the engine required for its work?

Look into the engine through its inlet (Fig. 40). It turns out inside, immediately behind the inlet, is the brass engine grille. If we look inside the engine through the outlet, we will see the same lattice away away. It turns out anything else inside the engine, no. Consequently, this lattice replaces the compressor and the turbine of the turbojet engine? What is this "almighty" lattice?

But we are signaled through the observation cabin window - you need to leave boxing (so usually referred to as the test installation), there will now begin testing. We will take place at the control panel next to the engineer leading the test. Here is the engineer presses the start button. In the combustion chamber of the engine through the nozzles, fuel is beginning to flow - gasoline, which immediately flammped with electrical sparks, and from the outlet of the engine, the tangle of hot gases is broken. Another tangle, one more - and now there are already separate cotton in a deafening cavity, heard even in the cabin, despite the good sound insulation.

We will enter the box again. A sharp rumble fell on us as soon as we open the door. The engine strongly vibrates and, it seems, is about to come off the machine under the action of the thrust developed by them. A jet of hot gases is pulled out of the outlet, asking the suction device to the funnel. The engine quickly warmed up. Caution, do not put your hand on his body - burn it!

The arrow on the large dial of the instrument measurement - a dynamometer installed in the room so that its testimony can be read through the windows of the observation cabin, it fluctuates about the number 250. So the engine develops a craving equal to 250 kg. But to understand how the engine works and why he develops cravings, we still fail. There is no compressor in the engine, and gases are broken from it at high speed, creating cravings; So the pressure inside the engine is increased. But how? What shrinks air?

Fig. 40. Pulsering air jet engine:

but - Schematic diagram; b.- Deflector installation scheme 1 and input grille 2 (in the picture on the right, the inlet grille is removed); in - front of the engine; g. - Device lattice

At this time, even the green air ocean would not help, with which we previously observed the operation of the screw and the turbojet engine. If we placed a working pulsating engine with transparent walls in such an ocean, then we would appear such a picture. Front to the outlet of the engine rushes the air suspiced to them - a funnel familiar to us appears before this hole, which is turned to the engine with its narrow and darker end. From the outlet, a jet has a dark green color, indicating that the velocity of gases in the jet. Inside the engine, the air color as it moves to the outlet gradually darkens, then the air movement speed increases. But why this happens, what role does the grill play inside the engine? We still can't answer this question.

Not many would help us and another air ocean - red, to which we resorted when studying the work of the turbojet engine. We would only be convinced that immediately at the grille, the air color in the engine becomes griming, it means that in this place its temperature increases sharply. This is easily explained, since here, obviously, fuel combustion. A reactive jet arising from the engine has a decorated color, is hot gases. But why these gases arise with such a high speed from the engine, we never learned.

Maybe the riddle can be explained if you use such an artificial ocean, which would show us how the air pressure changes? Let it be, for example, the blue air ocean, and such that its color becomes all the more drinker, the more air pressure. We will try with the help of this ocean to find out where and how the engine is born inside the engine, which causes the gases from it at such a high speed. But alas, and this blue ocean would not bring us great benefit. Having placed the engine in such an anecous ocean, we will see that the air is immediately blue at the bars, it means it is compressed and its pressure rises sharply. But how does this happen? We still do not get an answer to this question. Then, in a long output tube, the air is pale again, therefore, it expands in it; Due to this expansion, the expiration rate of gases from the engine is so large.

What is the secret of the "mysterious" air compression lies in the pulsating engine?

This secret, it turns out, can be solved if applied to study the phenomena in the engine filming "magnifying glass". If a transparent working engine is photographed in the blue ocean, making thousands of pictures per second, and then show the resulting movie with a regular frequency of 24 frames per second, then the processes rapidly occur in the engine slowly unfolded on the screen. Then it would be easy to understand why it is not possible to consider these processes on the engine running, - they follow so quickly one after another, that the eyes under normal conditions do not have time to follow them and records only any averaged phenomena. "Magnifying time" allows you to "slow down" these processes and makes it possible to study.

Here, in the combustion chamber of the engine behind the bars, an outbreak occurred - injected fuel ignited and the pressure sharply increased (Fig. 41). This strong increase in pressure would not have happened, of course, if the combustion chamber behind the bars was directly communicated with the atmosphere. But it is connected to it a long, relatively narrow pipe: the air in this pipe serves as if the piston; While there is an overclocking of this "piston", the pressure in the chamber rises. The pressure would increase even stronger if there was some valve closed at the outlet of the chamber. But this valve would be very unreliable - after all, it would be washed by hot gases.

Fig. 41. So the pulsating air jet engine works:

but - an outbreak of fuel occurred, the lattice valve is closed; b.- in the combustion chamber was created a vacuum, the valve was opened; in - air enters the chamber through the grille and through the exhaust pipe; M - so changes in time pressure in the combustion chamber of the operating engine

Under the action of increased pressure in the combustion chamber, combustion products and still continuing to burn gases rushed at high speed outwards, to the atmosphere. We see that the tangle of hot gases rushes along a long tube to the outlet. But what is it? In the combustion chamber behind this club, the pressure dropped the same as it happens, for example, for the piston moving in the cylinder; The air there became a light. Here it is all brightened and, finally, it becomes a lighter-surrounding engine of the blue ocean. This means that there was a vacuum in the chamber. The immediate petals of steel lamellar valves of grilles serving to close the holes in it are rejected under the pressure of atmospheric air. The holes in the lattice are opened, and fresh air bursts inside the engine. It is clear that if the engine's inlet is close, as the artist depicted on a comic figure (Fig. 42), the engine will not be able to work. It should be noted that similar to the thin blade of the safe razor steel valves of the grilles, which are the only moving parts of the pulsating engine, usually limit the service life - they fail in order after a few dozen minutes of work.

Fig. 42. If you stop the access of air into a pulsating air-jet engine, it will instantly stall (you can "fight" with projectile aircraft and so. Comic drawing placed in one of the English magazines in connection with the use of landing aircraft for bombing of London)

The dosine "piston" of hot gases along the long tube to the outlet, more and more fresh air goes through the grille in the engine. But gases broke out from the pipe out. We hardly could see the tangles of hot gases in the jet when they were in the test box, they followed one after another. At night, in flight, the pulsating engine reserves a distinctly prominent glowing dotter formed by balls of hot gases (Fig. 43).

Fig. 43. Such a glowing dotted is reserves a flyer flying with a pulsating air jet engine at night

Once the gases escaped from the engine exhaust pipe, it rushed into it through the outlet of the fresh air from the atmosphere. Now the engine is racing two hurricane to each other, two air flows - one of them entered through the inlet and the grid, the other - through the engine outlet. An moment, and the pressure inside the engine rose, the air color in it became the same blue as in the surrounding atmosphere. Valve petals slammed, stopping this air inlet through the grille.

But the air arrived through the outlet of the engine continues to move along the inertia through the pipe inside the engine, and all new air portions are sucked from the atmosphere. A long air column moving through a pipe like a piston compresses air located in the combustion chamber at the lattice; Its color becomes more blue than in the atmosphere.

This is what it turns out, replaces the compressor in this engine. But the air pressure in the pulsating engine is significantly lower than in the turbojet engine. This, in particular, is explained by the fact that the pulsing engine is less economical. It consumes much more fuel per kilogram of thrust than the turbojet engine. After all, the more pressure in the air-reactive engine, the greater useful work It performs with the same fuel consumption.

In compressed air, gasoline is again injected, the flash - and everything is repeated first with a frequency of tens of times per second. In some pulsing engines, the frequency of working cycles reaches hundred and more cycles per second. This means that the entire workflow process of the engine: suction of fresh air, its compression, flash, expansion and expiration of gases - lasts about 1/100 seconds. Therefore, there is nothing surprising that without a "magnifying time" we could not figure out how the pulsing engine works.

Such frequency of engine operation and allows you to do without a compressor. Hence the engine name itself originated - pulsating. As you can see, the secret of the engine operation is associated with the lattice at the entrance to the engine.

But it turns out that the pulsing engine can work without a lattice. At first glance, it seems incredible - after all, if the inlet does not close the lattice, then when the gas is flashing, we will flow in both sides, and not only back, through the outlet. However, if we suzim the inlet, i.e., we reduce the cross section, then it can be achieved that the bulk of gases will flow through the outlet. In this case, the engine will still develop cravings, the truth is lower in size than the engine with the grille. Such pulsating engines without a lattice (Fig. 44, but)not only are investigated in laboratories, but also installed on some experimental aircraft, as shown in Fig. 44, b. The other engines of the same type are investigated - both holes and the inlet and output are turned back, against the direction of flight (see Fig. 44, in); Such engines are obtained more compact.

Pulsating air jet engines are much easier than turbojet and piston engines. They do not have moving parts, except for the lattice lamellar valves, without which, as mentioned above, you can also do.

Fig. 44. A pulsing engine that does not have lattice at the entrance:

but - general view (the figure shows the approximate size of one of such engines); b. - Lightweight aircraft with four pulsating engines similar to the engine shown above; in - one of the variants of the engine device without the entrance grille

Due to the simplicity of design, low-cost and low weight, pulsating engines are used in such a disposable weapon, such as shell aircraft. They can inform them the speed of 700-900 km / hand ensure the range of flight a few hundred kilometers. For such an appointment, pulsating air-jet engines are suitable better than any other aviation engines. If, for example, on the plane described above, instead of a pulsating engine, would solve the usual piston aircraft engine, then to obtain the same flight speed (approximately 650 km / h) It would take a power engine about 750 l. from. It would spend about 7 times less than fuel, but it would be at least 10 times harder and immeasurably more expensive. Therefore, with an increase in the range of flight, pulsating engines become disadvantageous, since the increase in fuel consumption is not compensated for saving in weight. Pulsating air-jet engines can be used in light motor aircraft, on helicopters, etc.

Simple pulsating engines are of great interest and to install them at aircraft model. Make a small pulsating air jet engine for aircodeli under the power of any aircraft model. In 1950, when in the building of the Academy of Sciences in Moscow, in Kharitiyevsky Lane, representatives of the scientific and technical community of the capital were gathered for the evening, dedicated to the founder of the founder of the reactive technique Konstantin Eduardovich Tsiolkovsky, the attention of those present attracted a tiny pulsating engine. This engine for aircode has been strengthened on a small wooden stand. When in the break between the sessions "Designer" of the engine, which kept the stand in his hands, launched it, then all the angles of an old building filled the loud sharp tartrage. The engine quickly disappeared to the red crown was uncontaminated with the stand, clearly demonstrating the force underlying the entire modern reactive technology.

Pulsating air-jet engines are so simple that they can be called flying fighters with full right. In fact, the pipe is installed on the plane, burns in this pipe fuel, and it develops a craving that makes you fly at high speed aircraft.

However, the engines of another type, so-called direct-flow air jet engines can be called flying fireflies. If the pulsating air-jet engines can only calculate on relatively limited use, the broadest perspectives are revealed before direct-flow air-reactive engines; They are engines of the future in aviation. This is explained by the fact that with increasing flight speed above 900-1000 km / h Pulsating engines are becoming less profitable, as they develop less traction and consume more fuel. Direction engines, on the contrary, are most beneficial precisely with supersonic flight speeds. When the flight speed is 3-4 times greater than the speed of sound, the direct-flow motors exceed any other well-known aviation engines, under these conditions they have no equal.

The straight-time engine is similar to the pulsating. It also represents an uncompressive air-jet engine, but differs from the pulsating fundamentally, that it does not work periodically. Through it continuously flows the established, constant air flow, as well as through the turbojet engine. How is the compression air compression in the direct-flow air-reactive engine, if it does not have a compressor, as in a turbojet engine, nor periodic flashes, as in the engine pulsating?

It turns out that the secret of such compression is associated with the impact on the operation of the engine, which has a rapidly increasing flight speed on it. This effect plays a huge role in all speed aviation and will play an increasingly role as a further increase in flight speed.