Combustion Processes in Propulsion - Control, Noise, and Pulse Detonation

US5353588A - Rotary valve multiple combustor pulse detonation engine - Google Patents

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Combustion Processes in Propulsion - 1st Edition

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Three air nozzles in the front of the Argus As were connected to an external high pressure source to start the engine. The fuel used for ignition was acetylene , with the technicians having to place a baffle of wood or cardboard in the exhaust pipe to stop the acetylene diffusing before complete ignition. Once the engine ignited and minimum operating temperature was attained, external hoses and connectors were removed. The V-1, being a cruise missile, lacked landing gear, instead the Argus As was launched on an inclined ramp powered by a piston -driven steam catapult.

Steam power to fire the piston was generated by the violent exothermic chemical reaction created when hydrogen peroxide and potassium permanganate termed T-Stoff and Z-Stoff are combined.

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The principal military use of the pulsejet engine, with the volume production of the Argus As unit the first pulsejet engine ever in volume production , was for use with the V-1 flying bomb. The engine's characteristic droning noise earned it the nicknames "buzz bomb" or "doodlebug". Pulsejet engines, being cheap and easy to construct, were the obvious choice for the V-1's designers, given the Germans' materials shortages and overstretched industry at that stage of the war.

Designers of modern cruise missiles do not choose pulsejet engines for propulsion, preferring turbojets or rocket engines. Wright Field technical personnel reverse-engineered the V-1 from the remains of one that had failed to detonate in Britain.

Combustion Processes in Propulsion

Pulsejet engines are characterized by simplicity, low cost of construction, and high noise levels. While the thrust-to-weight ratio is excellent, thrust specific fuel consumption is very poor. The pulsejet uses the Lenoir cycle , which, lacking an external compressive driver such as the Otto cycle 's piston, or the Brayton cycle 's compression turbine, drives compression with acoustic resonance in a tube.

This limits the maximum pre-combustion pressure ratio, to around 1. The high noise levels usually make them impractical for other than military and other similarly restricted applications. Pulsejets have been used to power experimental helicopters, the engines being attached to the ends of the rotor blades.

In providing power to helicopter rotors, pulsejets have the advantage over turbine or piston engines of not producing torque upon the fuselage since they don't apply force to the shaft, but push the tips. A helicopter may then be built without a tail rotor and its associated transmission and drive shaft, simplifying the aircraft cyclic and collective control of the main rotor is still necessary. This concept was being considered as early as when the American Helicopter Company started work on its XA-5 Top Sergeant helicopter prototype powered by pulsejet engines at the rotor tips.

Also in Hiller Helicopters built and tested the Hiller Powerblade, the world's first hot-cycle pressure-jet rotor. Hiller switched to tip mounted ramjets but American Helicopter went on to develop the XA-8 under a U. Army contract. It first flew in and was known as the XH Jet Jeep. It used XPJ49 pulsejets mounted at the rotor tips. The XH met all its main design objectives but the Army cancelled the project because of the unacceptable level of noise of the pulsejets and the fact that the drag of the pulsejets at the rotor tips made autorotation landings very problematic.

Pulsejets have also been used in both control-line and radio-controlled model aircraft. A free-flying radio-controlled pulsejet is limited by the engine's intake design. Variable intake geometry lets the engine produce full power at most speeds by optimizing for whatever speed at which the air enters the pulsejet.

Valveless designs are not as negatively affected by ram air pressure as other designs, as they were never intended to stop the flow out of the intake, and can significantly increase in power at speed. Another feature of pulsejet engines is that their thrust can be increased by a specially shaped duct placed behind the engine. The duct acts as an annular wing , which evens out the pulsating thrust, by harnessing aerodynamic forces in the pulsejet exhaust.

The duct, typically called an augmentor, can significantly increase the thrust of a pulsejet with no additional fuel consumption.

However, the larger the augmenter duct, the more drag it produces, and it is only effective within specific speed ranges. The combustion cycle comprises five or six phases depending on the engine: Induction, Compression, optional Fuel Injection, Ignition, Combustion, and Exhaust. Starting with ignition within the combustion chamber, a high pressure is raised by the combustion of the fuel-air mixture. The pressurized gas from combustion cannot exit forward through the one-way intake valve and so exits only to the rear through the exhaust tube. The inertial reaction of this gas flow causes the engine to provide thrust, this force being used to propel an airframe or a rotor blade.

The inertia of the traveling exhaust gas causes a low pressure in the combustion chamber. This pressure is less than the inlet pressure upstream of the one-way valve , and so the induction phase of the cycle begins. In the simplest of pulsejet engines this intake is through a venturi , which causes fuel to be drawn from a fuel supply. This action might not be possible to undo.

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Combustion Processes in Propulsion: Control, Noise, and Pulse Detonation

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