Methods of combining a series of more efficient aircraft engines into a unit, or modular units

A unit or modular units of unique aircraft engines for producing propulsive thrust. These combinations and conformations are comprised of a unique and (optional) reversible and counter-gyration turbine fan-jet engine that house a unique centrally located oxygen charged and detonation driven free piston engine, co-operating and supplementing the turbine fan-jet engine driving a centrifugal supercharging impeller fan driven air pump. Which act in sequence or unison to supply ambient inducted supercharged high-pressure air (oxidant) mixed with fuel, ignited, combusted and forcefully expanded convergent toward the lower pressure zones of air and the products of combustion and detonation producing motive propulsive force and then exhausted. These propulsive driving forces are all created within the finitely varying detonation zone/zones of the unique turbine;

• free piston engines of this invention including the unique Ramjet type propulsive engines or Ramjet engine conformations or alternative transformation configurations of apex or vortex J-tube propulsive engines. Convergence and compression of the working gaseous fluid medium propelling the unit's engines begin expansion processes only after the moment and location these basic compressive and convergent parameters are realized and only then, fuel injection, ignition and all other expansion processes begin.
• The unique turbine fan-jet engine driven supercharging oxidant (air) centrifugal pump compressor may be referred to as a supercharging engine component. (FIGS. 1, 2, 3, 8 and 10). A unit modular component constituting two integrated engines. Contained within housings composed of the free piston and supercharging turbine fan-jet engine and a Ramjet engine conformation (FIGS. 1 and 3), or (apex-vortex) J-tube Ramjet engine and/or reversible engine configurations (FIGS. 1, 2, 3 and 10-81, 82, 83) and containing the means of sequencing and operating them. Fuel and pure oxidant containment vessels and electrical supply and storage and means of connecting and operating them.
• The free piston/turbine fan-jet engine combination (FIG. 2) is made to operate through a different category of engine cycles (“combustion-detonation”) and therefore can be referred to as a “combined-cycle engine.” The unit combination of engines acting as a combination of differently functioning engine categories, and conformations functioning co-operatively. (FIGS. 1, 2, 3, 8, and 10) That each engine and engine conformation represents improvements in performance perimeters over other engine types and conformations of these classifications and that any of these improved engines or engine conformations satisfy the unit combined-cycle engine and Ramjet engine and engine conformation requirements.
• The Ramjet engine or Ramjet engine conformation may constitute a permanent component or conformation of the unit. Or may be made to eject, or otherwise be launched;
• utilizing other components of the unit, or adjuncts such as rockets and therein acting much as a launching platform for the ramjet and/or rocket components. The modular unit propelled by the combined-cycle fan-jet engine component until it reaches the transition operating velocity of the Ramjet engine component or configuration (approximately 3 hundred miles an hour, or lower when augmented by supercharging). The Ramjet engine or Ramjet configuration engine component is activated and then each component or configuration may be operated together or separately.
• Dependent claim (1) The Ramjet engine or Ramjet engine conformation, Includes a combustor inlet, a combustor centerbody assembly, a plurality of groups of fuel injectors and igniters, combustion tubes and zones and exhaust ports. An inlet housing being coupled to the combustor inlet and defining a hollow interior volume. (FIGS. 1 and 3-4, 5, 12, 24, 25, 35, 38, 47, 52, 61, 62, 65, 86, 88 and 89) The inlet housing also defining a tangent by-pass conduit cowling conducting the oxidant mass-flow from the supercharging oxidant (air) pump combined-cycle engine assembly into an apex or vortex convergent vestibule-partitioning zone. Prior to entering the Venturi conformation type combustion tube or zone of the Ramjet engine, injecting fuel into the oxidizer flow and igniting within the combustor. The Ramjet air inlet housing port may have an expander (diffuser) cone shaped cowling (FIG. 1-1 dotted lines). Made to convert into a compressor (collector) convergent funnel shaped cowling (FIG. 1-35) to maintain an adequate supply of oxidant and airflow mass to the Ramjet engine combustor tube or Ramjet conformation engine combustion zone. The use of a forward-situated diffuser geometry to prevent an excess of ram effected in-rushing cool ambient air from over-running the ability of the combustor to adequately heat it. Quenching the combustion processes and seriously effecting the engines performance.
• A separate annular bypass duct and partition convergent means of collecting and converging ambient air into an air-stream and the auxiliary engine for supercharge compressing the convergent air stream. Intercepted by a bypass jut-positioned conduit annular vestibule partitioned pre-chamber and recirculation zone to further maintain an adequate oxidant (air) mass flow supply. (FIG. 1- 52, 52[a], 60, 61)
• Venturi combustor tube inlet/inlets, steps, slots, vanes and voids forming a vestibule section or partition, may be made to act as flow directing ports, slots, tubes or steps for both of the Venturi conformation's periphery air streams and the central combustor air column. Convergent toward an apex or vortex zone. Centered convergent into and around or aft of the central Venturi tube's stratified core air-stream or around the constricting core combined-cycle supercharging turbine-jet engine apex convergent into the combustor section of the Ramjet configuration engine. (FIGS. 1 and 3-2, 4, 5, 38, 52, 52[a], 59, 60, 61, 62, 64, 65) A means of bringing about fuel injection ignition (FIGS. 1, 2, 3, 7, 8 and 9-24, 25, 66). A convergent zone, a combustion and expansion zone and an exhaust port and nozzle, allowing the exhaust of combustion gases. (FIGS. 1, 3 and 10-1, 61, 62) A means of creating a greater internal to external pressure differential by having “interchangeable” variable geometry designed into the configuration. Thereby having the forward diffusion cone made so that it may become a funnel shaped convergent compressor and also being convertible and thereby becoming capable of performing as the exhaust nozzle, and vise versa. (FIGS. 1 and 10-81, 82, 83, 88, 89) (created by a basic fore and aft geometric symmetry) Allowing not only higher altitude operation and overall added performance, but a reverse direction airflow mass thrust and pressure differential which can be created by the reciprocal changing (transposed and reversible conversion) of this geometry. Whereby through a co-ordinate unit reversing and transposing process it becomes possible to bring about reverse or backward impetus and propulsion to the Ramjet engine's mode of operation.
• At very high altitudes with cold very rarified air, an adequate air supply must be collected. Even at great velocities the available air isn't adequate to meet the needs of the combustor and certainly not enough to over-run and quench the combustion processes. But conversely an adequate supply must be made available precluding the need for a diffuser configuration and requiring a convergent means of capturing scarce air. By convergent compression the rarified cold air need not be “slowed” as it is ambient and not in relative motion locally. But produces a velocity of interaction with the aircraft produced by the velocity of the aircraft ramming into the ambient air and forcing the air to move with the aircraft. While the air, do to inertia, still “attempts” to remain at relative rest with the external ambient environment producing the compression components.
• Further this rarified cold ambient air is heated by convergent compression, bringing about an elevated temperature of compressive internal interaction high enough to reach and maintain the ignition and kindling temperature of the air/fuel directly relative to the rate of the inertial velocity increase, relative to external velocity. Cold air volumetric over-run velocities are stop checked by the down stream explosive shock processes. The self regulating vortex creating Venturi phenomena and counter harmonic supersonic lateral perpendicular shock wave back-scattering compression and internalized convection heating produced by the combustion processes further down stream in the combustion chamber does not allow any cold air volumetric over run to quince the ignition and combustion processes.
• Funneling this cool air/fuel mixture by convergent geometry into the Ramjet combustor where it is fuel injected and preheated by radiant heat of combustion just before ignition. Further providing a method of boosting and supplementing the available air by means of the oxygen boosted supercharging engine and the direct injection of oxygen or hydrogen proxide into the Ramjet combustor by well-known means. It is necessary to produce by such oxygen injection generating oblique to perpendicular shock waves and by combustion chamber tuning to enhance pre-combustion and combustion heating of the high velocity air stream. Producing the even higher exhaust velocities necessary to produce aircraft velocities that compete with the 8 to 12 Mach velocities obtainable by Brayton cycle engine propelled vehicles and those proposed by Okamato et al. 2005001657. (The Okamato combined cycle engine is a rocket boosted ram/scram jet engine hybrid and therefore represents a qualified comparison) This backward directed exhaust velocity is required to produce the forward velocity drive of the engine, but subtracted from it to produce (ideally) through expansion processes a near zero exhaust velocity. Relative to the external environs and thereby represents a baseline defining means of measuring the optimum efficiency of the thrust driven “Jet-propelled” engine. The rocket propelled or rocket boosted hybrid engines do not come remotely close to ending up with a nearly zero velocity contrail but can travel into space. By injecting liquid oxygen or hydrogen peroxide into the Ram jet component of the unit the Ramjet becomes an effective Rocket engine that functions well in space. (FIG. 7 A) Preferred fuels range according to uses by their specific impulse ratings Hydrazine and hydrogen peroxide produce extraordinary response velocities, kerosene is a very stable basic all around fuel and hydrogen has the highest specific impulse and burns the cleanest.
• The bypass intake housing from the supercharging turbine engine ducting, acting as a supporting brace conduit or cowling opening into the central tubular construct making up the interior volume of the Ramjet or jet tube engine and containing an air flow restricting valve. (FIG. 1-5, 52, 52[a], 61). A variable geometry of both entry and exit ports to the Ramjet engine or Ramjet engine conformation housing. May be produced through the employment of moveable steps, flaps, cowling, sliding surfaces or partitions, and used to alter the enclosed air column from being diffusive to being compressive and visa versa at the exhaust port. (FIGS. 1, 2, 3, 8 and 10-1, 47, 81, 82, 83 doted lines) The unit-Module of engines comprised of the Jet tube engine or Ramjet engine conformation or the apex and/or vortex stratified Ramjet engine or Ramjet engine conformation (FIGS. 1, 2, 3 10). The novel “counter-gyration” turbine fan-jet engine, novel combined detonation cycle free piston engine. The incorporation of the modulus housing, in conjunction with specifically designed aircraft or levitation, elevation or ground effect vehicles. The Modula of engines, propelling specifically designed aircraft, or levitation vehicles, included rocketry and payload, acting in concert and performing as a prescribed unit. (FIG. 12).
• Dependent claim (2) The novel “Gyroscopic/counter-gyration” effect created by the counter rotation of the driving and centrifugal super-charging elements of the turbine engine. Consisting of a rotating and counter-rotating, series of turbine radial vane type centrifugal compressors, separate freely driven combustion driven mediating hub. The drive impeller and compressor fans fitted with jut positioned dihedral angled vanes, effecting dihedral angles of attack to the fluid flow and oppositely transposed relative to each other.
• The commonly attached compressor/compressors and drive impeller/impellers consisting of vanes or blades extending radically from supporting hubs or rotor disks making up the compressor and drive impellers acting in tandem upon the centrally located drive shaft constitute one integral moving part.
• The combustion-mediating hub is disposed to be driven in an opposing direction to the rotation of the compressor and drive impeller. Free to maintain a differentially determined driven velocity and thereby counter-balance the gyroscopic torque produced by the rotation of the compressor and drive impellers. Positioned on a sliding carriage arraignment, disposed symmetrically upon a common cylindrical drive shaft and placed forward on this shaft is a hub and radial vane centrifugal air pump “supercharger”. (FIGS. 1, 2, 3, 4 and 5-6, 20, 26, 27, 41) Situated on this shaft so as to allow it to become (if desired) nearly instantly reversible (FIGS. 1 and 3). This is achieved through the selective positioning of the combustion-mediating hub's carriage arraignment's position relative to the “top dead” center of rotational symmetry of the impeller elements and thereby positioning the combustion mediating hub's rim to it's nearest proximity relative to the electrode points of ignition. Thereby the mediating hub and carriage arrangement being selectively positioned axially, longitudinally “forward or aft” on the drive shaft. Causing combustion to occur on the forward or backward side of the combustion mediation hub and by selectively moving the combustion mediating hub aft of “Center”. Bringing about the reversing of the rotation of the impeller drive mechanism do to the opposite set of the angles of the drive and compressor impeller vanes. “Center” occurs when the mediating hub is in its nearest proximity to the ignition electrode points and injector jets. (FIGS. 1, 2-20, 25, 26, 27)
• The gyroscopic, counter-gyrating effect is inherently self-regulating. As the thrust load is increased, the equal and opposite driving forces acting upon the working surfaces of the counter rotating interfacing, centrifugal torsion and torque producing inertial counter-balancing elements, counter-rotational velocities increase accordingly until dynamic equilibrium is reached. During this time, counter-balancing inertial effects do to the counter rotating, counter balancing elements act to equalize and cancel extraneous gyroscopic torque, gyration and vibration. There is a differential relationship that exists between the momentum and velocities shared between the combustion mediating hub and the drive impeller. As a load is applied to the drive shaft impeller slowing it down an equal and opposite response is registered as an equally distributed increase in the gas drive upon the combustion mediating hub's driving vanes increasing the hubs opposite rotational velocity, proportionally and differentially preserving the conservation of momentum. The roller bearings and journals for the combustion mediating hub acting also as an equal and opposite rotating planetary friction drive mechanism between the hub and the drive shaft. The space between the interfacing surfaces of the combustion mediating hub and the dive impeller is maintained by the high pressure differential that exists there with assistance from surface modification or maintained simply with a spacer disk. A spacer disk is placed between the compressor disk surface and the mediating hub surface.
• A tubular central drive shaft-cylinder, which contains (housed) within the enclosed defined, drive shaft-cylinder volume, a reciprocating-rotary “free” piston driven “detonation” engine (FIGS. 1, 2 and 4). The driving detonation being brought about through the use of compressed, or chemically combined, pure oxidant and fuel and when injected under the proper conditions of temperature and pressure ignite, bringing about a detonation explosion which then drives it's cycle. These two (detonation and combustion) combined engine cycle classifications, also being called the combined-cycle turbine fan-jet engine. (FIGS. 1 and 3-3, 41) The incorporation of these types of basic engine classifications into one engine unit gaining advantages not found in the standard state of the art aircraft engines.
• The gyroscopic aspect could be utilized to greatly add to aircraft and airframe stability. Likewise the control of airframe gyration can be controlled in such a manner as to selectively gyroscopically stabilize or destabilize the aircraft's airframe. To selectively send the aircraft off in power controlled evasive maneuvers and careful power-controlled gyrations that may be necessary to quickly control and correct these gyration maneuvers to destabilize and then stabilize the aircraft's attitude. This new dimension in gyroscopic controlled stability or deliberate power controlled gyrations adds tremendously to develop never before conceived attitudes toward a comprehensive understanding of the forces and counter forces upon an aircraft engine and airframe torque and torsion effects adding maneuverability and stability to helicopter and hovercraft. This selective power control of the gyroscopic effects is an inherent controllable and at once self-limiting aspect of the engine's torque and torsion attributes, aspects that are particularly attractive to ground vehicles that depend upon gyroscopic incidence to maintain vehicular status and stability, such as motorcycles and the like.
• Independent claim number [2] The “free” piston of the combined-cycle turbine-jet engine, being made of an opposing set of interconnected oppositely turned (left to right, right to left or clockwise;
• counter-clockwise) spiral shaped fluted two-way transposed screw or drill bit like arrangement (FIGS. 1, 2 and 4-3). The reacting, responding surface of the bit like piston face is cut to produce a critical angle to the percussive forces driving the piston and thereby producing a wedging radial annular component turning the piston into a helical driving moment. That, being disposed in this manner, within the cylinder-drive shaft, as to rebound (bounce) back and forth, reciprocating and rotationally screw driving the alternating displaced piston (FIG. 1-3, 41). Being so set within the drive shaft-cylinder, as to not allow the reciprocating piston the freedom to revolve within the cylinder without revolving the cylinder as well, thereby adding rotational thrust to the cylinder-drive shaft and always in the same rotational direction. The central reciprocating co-operating aspect of the piston shank section, being so constructed as to have a polyhedron or oval shaped cross-section section or being slotted or grooved, of the otherwise cylindrical piston arrangement (FIGS. 2, 4 and 6-3, 8, 71). Specific for fitting the piston configuration, into a cylinder, with a matching polyhedron or oval cross-section and being made long enough (reciprocation range) to allow proper reciprocation tolerances and all other clearance tolerances. Or otherwise designed to allow the reciprocating piston to revolve and thereby causing the cylinder/drive shaft to revolve, such as retention slots and pegs, keepers, key ways, spline carriage, tongue, slots and grooved sections of the piston-cylinder walls, etc. (FIGS. 2, 4, 9-3, 8, 71).
• The piston arrangement, being so placed within the cylinder shaft, as to be displaced and so arraigned as to add rotational torque to the displacement alternating and reciprocation driving process, always revolving in the same rotational direction, driven by the detonation of the injected fuel and pure oxidant mixture. Thereby driving the piston back and forth between the opposing detonation chambers. (FIG. 9) Where the fuel and the pure oxidant, being injected may be in either liquid, gaseous, paste plastic, or powder form. The fuel being of a preferred class of fuels consisting of either a carbohydrate or a hydrocarbon, hydrogen or the fuel and oxidant reactants being otherwise hypergolic in nature. When the preferred fuel is a powered carbohydrate, the preferred oxidants should be liquefied oxygen, hydrogen peroxide, or simply water with a minuet quantity of electrolyte added, to physically adhere to the surfaces of the power granules by surface tension. Maintaining the dissolved or held in suspension fuel and oxidizer at molecular distances or otherwise suspended as a slurry. The surface tension bonding of the fuel components is a compelling reason to utilize liquefied oxidants whenever possible to maintain the compressed fuel distances needed to maximize the detonation reaction. (1, 2 and 9-7, 11),
• The detonation reaction explosion brings about a like exponential response in the reciprocal rebounding and revolving of the (oppositely positioned transposed spiral configuration) helical screw shaped piston assembly. (FIG. 6). The helical or spiral grooved screw shaped piston conformation, having been fabricated in such a manner that the venting of the detonation pressurized expanding gasses produce rebounding and rotational torque. (FIG. 1-48 and FIG. 13) As the pressurized gasses of detonation are channeled through the helical screw shaped piston and exhaust porting arrangements and thereby (do to the oppositely arranged [transposed] screw spiral piston geometry) (FIG. 6-71, 72) the resultant rotational torque is always maintained in the same direction. Adding impetus to the rotating turbine shared cylinder-drive shaft. (This built-in torque directing aspect of the engine operation is not reversible) Rebounding and rotating the screw piston arrangement, back in the opposite direction, maintaining the same rotational direction, toward the opposite detonation chamber. Where fuel and pure oxidant, have been inserted, mixed and await the compression of the returning piston to produce the “carry over” inertia to produce ignition, detonation, rebound (“bounce”) and rotation torsion and torque and so continue the cycle. (FIGS. 9-7, 11) Transmitting the reciprocal motion of the rotating piston assembly into the rotary motion required of the turbine's attached impeller fan vanes. The repercussive response (detonation) is relieved, channeled through the spaces (grooves-channels) created between the spinning flukes of the reverse transposing (clockwise/counter-clockwise)(counter-clockwise/clockwise) screw thread (slot-lands) channels of the piston and exits (exhausts) external of the engine. Through the exhaust ports cut into the walls of the cylinder. (FIGS. 1, 2 and 9-48, 63 and 72) The reactant motion of these transposable reciprocation processes is realized as a rotating helix motion and is utilized to supplement the rotary operation of the turbine engine. Being capable of starting the turbine engine component's operation and otherwise supplementing its operation during high altitude flights or when operating under overload.
• The detonation (explosive chemical reaction) occurs in two hundred billionths of a second and the response requires the careful timing and injection of the reactants. The injectors (“shuttles”) may be “differential plungers” actuated by the detonation charge of the engine that react in nanoseconds. In the form of a catering shuttle (FIG. 9-28, 44, 45) that is explosively driven past the fuel and oxidant inlet ports, opening up the ports and thereby receiving the mixing charge. A means of connecting electricity, hydraulics, solenoid, pneumatic, mechanical linkages or springs, inter-linked (FIG. 9-28, 44, 45) to deliver the oxidizer and fuel separately to the injector metering, mixing and catering and ignition devices. The shuttles may be cut away at the reactant delivery end (FIG. 9-28, 44, 45) in such a manner as to allow an unequal dispersion of the imparted detonation drive. To laterally force the metering shuttles back in the opposite direction to reload and receive another fuel and oxidant charge or positioned by other appropriate means. Then the injector carriages being forced back by other means (springs, solenoid, hydraulic, pneumatic, mechanical or translated as a response to detonation) closing the ports, plunging (injecting) the mixing charge into the detonation chamber (FIG. 9-28, 44, 45, 49, 73). Or indirectly utilizing the force of the detonation reaction, in the opposite detonation chamber to aid in bringing about injection into the detonation chamber and time the ignition. Or by other appropriate means to indirectly inject the charge into the detonation chamber or indirectly into the other opposing detonation chamber. This can be done in the hundredths of a second time range at around 2,000 pounds or more of fuel-oxidant injection pressure do to the differential relationship that can be produced through the design of injector conformation. But these reaction procedures need not to be so forceful or so fast, to be quick and powerful enough to activate an appropriate explosive charge driven fuel injector response or activate the electric spark or glow plug or other appropriate igniter.
• The timing of these “catering” aspects of the engines function, control the speed of engine's operation. The spark ignition can utilize electric capacitance discharge systems that are capable of producing 100,000 volts and/or high-speed lasers or glow plugs. Depending upon the ignitable qualities of the fuels to be used, velocity of operation and the fact that the ignition may be needed only for start up warming procedures. Allowing the engine to auto-ignite (detonate). Although once in operation by electrical spark or other appropriately timed and sequenced ignition means, desirable spontaneous detonation reactions may be made to occur, without the aid of external activated ignition. If an appropriate, (under the proper conditions of pressure and temperature) mixture of the appropriate fast acting high velocity fuel and oxidant accelerator combination are used. Or through a separate means of injection whereby hypergolic reactants are injected separately into the reaction detonation chambers. This injection procedure must be carefully controlled and monitored as the velocities of this type of explosion reach 21,000 feet per second in unconfined spaces. The reactants quench or dampen and otherwise control the velocity of the reaction. In order to reach great heights and carry heavier loads and maintain cleaner exhaust emissions, engines with the potential to utilize a self-contained oxidant as well as hydrogen or other gaseous fuel containment means and the injectors are designed to handle both fuel and oxidant (FIG. 9-44, 45).
• Terms defining some of the design criteria relevant to detonation reaction type engines. Detonation reactions, obey an inverse power law “force is distributed inversely proportional to the square of the intervening distance from the center of reaction and reactant processes”. (The fuel and oxidizer are surface tension bonded or chemically combined to molecular distance). Making the displacement requirements of true detonation type engines small (because a disproportionate amount of the energy of formation is liberated in two one hundred billionths of a second). Engines that require the use of air containing 80 percent relatively inert nitrogen which intercedes accordingly in the energy, time and space required to mix the fuel and oxidant producing total reaction responses measured in thousands to, at best, millionths of a second. Leaving spatial distribution separation (even after physical compression measures) of the oxidant and fuel left at distances measuring in the millions of magnitudes greater then the chemically combined or surface tension bonded distances of the reactants utilized by this type “detonation” engine invention. Reducing by an exponential inverse relation the usable energy distribution.
• Timing, becomes of the essence because detonation reactions are so fast and powerful (but expressed at exponentially short range). Therefore such engines must be made fast reacting and strong with very small displacements to take advantage of these traits but this means that work can be done fast and efficiently. Supplanted with the injection of water and a miniscule amount of electrolytes that may be utilized to dissolve, adhere to and physically or chemically bind the fuel and oxidant. Such attributes, made obtainable by this invention, allow for and encourage the research into new materials. (Nanotube carbon matrix and carbonized epoxy laminates or tungsten carbide complex materials with diamonized or graphite ceramic high heat and impact surfaces or “metallic-glass” constructs or iron, nickel, chrome, titanium refractory alloys.)
• Independent claim number [3] The turbine engine aspect of the combined-cycle turbine fan-jet engine, providing for the conversion of the high temperature and pressure of the combustion of fuel and oxidant into rotary motion and jet propulsion. Having an ambient air oxidizer annular inlet housing adjoining the turbine compressor fan and annular centrifugal supercharging air pump housing and defining a cylindrically conformed hollow interior volume. The ring shaped cylindrical hollow interior volume defining an annular central low pressure and high pressure partitioning arraignment for the centrifugal vane type compressor and drive impeller hubs. (FIGS. 1 and 3)
• The central pressure partition means being provided by the unique pressure directing, freely revolving, oppositely rotating combustion mediating hub, all set axially and symmetrically disposed upon a drive shaft and anchored upon an axially aligned positioning carriage. With vanes set radial at critical angles into these hubs which are both anchored and free revolving and being so disposed upon the positioning carriage and the engine drive shaft so as to centrifugal compress cool intake air, mediate combustion, and furnish drive. Providing thereby the ideal point location to inject fuel, intermix with compressed air, ignite and bring about combustion. Producing explosive high pressure superheated gasses. Venting the heated expanding combustion gases directly into the vanes of the interceding free-wheeling, opposite rotating combustion mediating hub and those of the drive impeller vane elements and thereby drive the centrifugal supercharging air pump (FIGS. 4-20, 26 and 27). Simotaniously driving the centrifugal compressor impeller and centrifugal supercharging air pump, compressing the induced ambient air oxidizing medium, bringing about the conditions for combustion, actuating and maintaining the driving process.
• A means of containing fuel, water and compressed oxygen and the means for over-boost injection and the means of distribution. Water injection should be reserved for use with the combined cycle engines.
• Dependent claim (3) These auto-synchronizing processes are possible do to the fact that the compressing centrifugal impeller hub and the drive impeller hub are anchored to a common drive shaft, by means of the positioning carriage. Alternatively the whole drive shaft may be moved, moving the fixed impeller elements relative to the ignition points. The compressor and drive impeller elements may be anchored directly to the drive shaft and positioned relative to their proximity to the ignition points by moving the shaft axially backward and forward. Thereby mitigating the relative selective positioning of the combustion mediation hub relative to the ignition points, transposing the combustion zone driving the drive impeller to driving the compressor impeller in a reverse rotational direction providing engine reversal.
• The compressor and drive impeller elements being separated from one another by an interfacing, oppositely rotating, free revolving combustion mediating hub. Whereupon they act in accordance with each other to heat and compress cool inlet air, mix with injected fuel, ignite and explosively expanding the gases of combustion out and around the circumference of the freely revolving counter rotating combustion mediating hub. (FIGS. 4-20, 26, 27 and 41). The superheated burning, explosively expanding gases act upon the uniquely arraigned and disposed vanes (offset, parallel and jut positioned, inset, transposed, mirror image symmetry) of the combustion mediating hub (FIG. 5-26). To rotate the free turning interfacing combustion mediating hub in the required opposite direction to the drive of the drive and compressor impellers. While the combustion mediating hub intercedes and forcefully selectively checks, dictates and assists the airflow and pressure direction to maintaining the required pressure differential between the compression and combustion zones. This superheated compressed gas ignites and expands explosively between the interior engine wall and against the drive impeller vanes of both the free turning oppositely rotating combustion mediating hub impeller and those of the drive impeller. The high velocity fluid gaseous drive differently compensates for the slower impeller drive element receiving the load by increasing the velocity of the oppositely rotating impeller of the combustion-mediating hub. (differential compensation) Which is a separate free turning (wheeling) oppositely rotating compressor and driving impeller stage of the engine and is free to differentially increase in velocity automatically adjusting to maintain operational performance. The drive impeller vanes being set (disposed) at approximate 45-degree dihedral, axismetric, acute and optimal oblique angles (to deflect the gas drive in both right and left-hand rotational directions) to that of the longitudinal drive shaft and gas flow direction. While the driving and compressor vanes of the combustion-mediating hub are set radial at 45 and 90 degrees, oppositely transposed mirror image and perpendicular to the gas driving flow and the combustion-mediating hub. (FIGS. 1, 3 and 4-4, 20, 26, 27, 38) Reacting to equalize the pressure differential producing gaseous inertial drive (moment). Driving the interacting combustion mediation hub impeller and the drive impeller, thereby driving the compressor impeller vanes set at 45 degree acute and optional oblique dihedral angles, angled facing into the gas flow, perpendicular and radial to the gas flow. Centrifugal compressing the intake oxidant (air) medium into the confining combustion zone between the combustion mediation hub rim and the interior of the engine housing wall. Where fuel is injected onto the combustion mediating hub, much like a splatter wheel and thereby being forcefully centrifugal mixed into the compressed, heated, confined, highly turbulent air bringing about ignition and continuing the combustion propulsion processes. Then the residual expanding gasses of combustion are exhausted. Driving the centrifugal supercharging air pump of claim 1 (FIGS. 1, 2, 3, 4, 8 and 10-6, 38, 75, 84) anchored to the common drive shaft, directing supplementary air convergent to the ramjet engines and engine conformations of claims 1 and 2. Furnishing cool air to cool the engines and furnishing heated air to operate the engines and all the engine afterburners.
• Dependent claim (4) At full operational velocity the veritable geometry cowling convergent compressed ambient intake air (the oxidant and propulsion medium) is efficiently “ram” supplied to the centrifugal compressor pump impeller, aiding in the efficiency of supplying and compressing and thereby heating the cool intake oxidizing air medium. Over and around the interceding, interfacing, oppositely rotating free turning combustion hub and vanes and where compressed oxygen may be injected along with the fuel injection, insuring the initiating of ignition and the continuance of combustion. Driving the drive elements of the engine and maintaining the combustion cycle selectively adjusting the stoichiometry chemistry of combustion under adverse operation or engine start-up conditions.
• Dependent claim (5) The combined-cycle engines and Ramjet engines of claim 1, wherein the engines are incorporated into a unit or units that act together or separately. The unit of claim 1, consisting of reversible (optional) supercharging combined-cycle turbine engine, reversible (optional) Ramjet conformation engines (FIGS. 1, 3 and 10-81,82, 83). All adapted to furnish the Ramjet, Ramjet conformation engines of claims 1 and 2. With an over-boost (supercharge) of compressed ambient air and also injected oxygen and/or hydrogen peroxide with the fuel (FIG. 7) to insure ignition. Whereby they all act in sequence finally to impart the momentum required to run the Ramjet, Ramjet conformation engines. Bringing about improved interior fluid gaseous flow dynamics.
• Dependent claim (6) The Ramjets of claim 1 lend themselves to designs using a set of mathematical indices. * Which are;
• the equation of energy, momentum, theorem of continuity relation, and equation of state, variation of specific heat and adiabatic exponents in respect to temperature, air mixture composition as well as actual cross section of the jet tube or Ramjet conformation engine. In particular there is the relationship between F1 (frontal cross-section) and F2 (frontal cross-section) which create the diffusion zone of past art. All the equations are listed * with F2/F1>infinity and F4/F2>one, coefficient of velocity CV, or coefficient of propulsion, approaches the limit value CV=one.
• *[National advisory committee for aeronautics technical memorandum # 1106, 10 Dec. 1945. “A Ram-Jet engine for fighters” by E. Sanger and I. Eredt N. A. C. A. Washington. Langley Field Va.]
• F1 [- - - F2] - - - F3] - - - F4] frontal cross-sections. Extreme cases being stipulated, the other notable extreme occurs when the impute energy between sections F2 and F3 is exactly so great that pressure P at F3 and P at F4 is P3=P4=P1, and F4=F3=F2. Propulsion coefficients are CV=0.266 at sea level to CV=0.79 for F1/F2=0.232 at a 12 kilometer altitude. That these proportions are made variable with the use of variable geometry and that they vary accordingly but improve in overall performance over fixed geometry engines. (Example:
• engines without an exhaust nozzle [what is referred to now as the scram jet engine variant form] cannot be computed against experimental models with or without nozzles where F1/F2=0.165 at Mach. 0.9 at sea level and F1/F2=0.190 at Mach. and an altitude of 12 kilometers) [Relevant to this experimental data from the early fifties]. Even more evident is the reality that at very high altitudes standard jet tube (Ramjet) engines and in fact all other air aspirated non-oxygen supercharged engines stop functioning when ambient air, acting as the only oxidizing and propulsive medium, is thin (reduced) enough. That all such “fixed” ratio ramjet engines therefore have a self limiting narrow optimum range (window) of operation and become impeded and in fact are seen to slow down in operation and stop functioning at very high stratospheric altitude.
• Dependent claim (7) Add the supplementary oxygen boosted combined-cycle turbine-jet engine driven supercharging air pressure to P in the differential equation term of dependent claim 6). Where P′ represents the greater supply of oxidant pressure in the form of “supercharged” P and P now represents the “convergent compressed” collected central core air mass inertial “Ram” pressure differential. Include then the concomitant increase in internal and external differential air pressure to the increased central core airflow velocity and the co-dependent increase in the Venturi zone efficiency and effectiveness. Allowing the supercharged J. tube, Ramjet or Ramjet conformation engines combustor Venturi convergent apex or vortex-stratified zone to become more efficient. Becoming capable of being designed with a relatively shorter length to width ratio than that of conventional Ramjet engine's combustion chamber and operating cooler and more efficiently and effectively per pound of forward thrust.
• The shock induced perpendicular hypersonic waves propagating within these combustion Ramjet's chambers are capable of being fine-tuned to effect standing waves that can remain in a stationary position suspended within the chamber. Or move with velocities reminiscent of the detonation produced harmonic frequencies within the combustion (or detonation) chambers of rocket engines which have a naturally resolved resonance that hovers within Hertzian frequency ranges measured in the general range of thousands of a second. It is these shock produced harmonic responses reminiscent of rocket induced thrust impulses that surge forward adding (with great thermal dynamic efficiency) to the forward velocities achieved by these impulse Ramjet engines.
• Dependent claim (8) In response to the increase in the velocity of the total inertial mass thrust there is experienced an increased concomitant equal and opposite forward directed thrust to the engine configuration. Thereby the J. tube's Ramjet or Ramjet conformation engine diffuser cowling can be made to exceed the 6 to 10 degrees negative angle of the fixed angle of the ramjet's diffusion cowling. To a 20 degrees positive fixed angle (FIGS. 1, 2, 3 and 8-1, 22, 35 and 37 doted lines) in approximation. Varying from a cone shaped diffuser cowling into a funnel shaped convergent compressor extended culling. Then placing these elements, forward of the combustion portion of the J-tubes, Ramjet or Ramjet conformation engines. Thereby producing a convergent funneling, channeling means and method of collecting and concentrating the ambient external airflow mass. Thereby furnishing and ramming at velocity a concentrated compressed airflow mass stream efficiently to the Ramjet, Ramjet conformation engine combustion tube or zone (FIGS. 1, 2, 3, 8 and 10-61, 62, 75-85).
• Dependent claim (9) Further then by supercharge supplementing an additional airflow mass into the ramjet engines with the combined-cycle turbine engine-supercharging configuration. The Ramjet or Ramjet conformation engines are made to maintain an adequate ambient oxidant supply over an extended operational range. By maintaining the necessary external to internal pressure differential and the concomitant adequate internal airflow and combustion gas velocity and mass flow rate, giving an equal and opposite forward mass propulsive push per pound of backward thrust, improving overall engine performance and range of operation. This performance and range parameter may be extended through the use of hydrazine and oxidant injection such as hydrogen peroxide (FIG. 7-1, 2) Thereby allowing the combined unit of engines of claim 1, to remain functional over greater varying velocities, increased loading capacity and at higher altitudes. (with further assistance from oxygen/hydrogen peroxide injected boosting and from the oxygen boosted detonation cycle free-piston engine) (FIGS. 2, 3 and 9-39, 45) That this procedure is reversible and thereby the variable geometry cowling arrangement, may be made to act as the variable geometry exhaust nozzle and the variable geometry exhaust nozzle may act as the variable geometry forward culling (arrangements) and visa-versa (FIG. 10-81, 82, 83). Illustrated herein are some schematic stylized drawings of the preferred embodiments of examples of symmetric mirror image, transposable and reversible design variations of this claim. (FIGS. 10-3, 4 and 5).
• Dependent claim (10) The J-tube, Ramjet or Ramjet conformation engines of claims 1 and 2, having a combustion chamber section whose length to diameter ratio is about 1 to 1. This refers to the classical “square” dimension but may go up to 2 to 1 and having an entrance apex or vortex stratified convergent zone and an exit exhaust divergent zone (FIG. 10-76, 82, 83). The J-tube engine, Ramjet engine or Ramjet conformation engine with a variable extended cone shaped diffuser cowling converting then into a variable funnel shaped compressor cowling. Placed forward of the combustion chamber of the J. tube, Ramjet or Ramjet conformation engine and is not less than 6 degrees negative included angle of the diffuser cowling (FIGS. 1, 2, 3, 8 and 10-22, 35, 75-84 dotted lines). Thereby producing a negative pressure laminant gradient relative to the external pressure within the variable extended diffuser cowling. Thereby maintaining the Venturi produced effective negative stratified air and fuel injection zone while raising the over all mean average standing pressure within the combustion tube section of the apex/vortex stratified zone during very high altitude or low altitude, low velocity operation.
• The J-tube, Ramjet or Ramjet conformation engine (FIGS. 1, 2, and 8-35) having a variable extended forward cowling. So devised that it is variable from the negative included angle to one of a positive 20 degrees included angle and acts as a convergent compressor accumulator, or “collector ram” of oncoming conducted, inducted air. Thereby producing a positive pressure gradient within the extended cowling selectively maintaining and increasing the airflow mass and velocity and maintaining and even increasing the negative differential pressure convergent efficiency potential of the Venturi tube or zone. Amplifying and enhancing the negative amplitude of the stratified air and fuel injection static pressure gradient zone of the Venturi effect within the J-tube, Ramjet or Ramjet conformation engines combustion tube section or zone. The J-tube, Ramjet or Ramjet conformation engines being constructed of a combustion chamber section only. One constructed with a Venturi apex zone and one constructed with a Venturi vestibule vortex zone and one with a recirculation vestibule zone completely surrounding the ramjet engine combustion tube and being mirror image transposable. (FIGS. 1, 2, 3, 8 and 10-61, 62, 75, 84, 100).
• J-tube, Ramjet or Ramjet conformation engines being integrated into clusters of the same engines or units of a verity of engines consisting of different numbers and combinations of combined-cycle supercharging turbo-fan jet engines and rocket engines (FIGS. 1, 2, 3, 8, 10 and 12). J-tube, Ramjet or Ramjet conformation engines comprising at least one forward and one stern (aft) moveable elements (nozzle) making up the variable geometry components for tuning the fluid flow dynamics of the module conformation.
• Along with sliding tubular combustor sections for tuning the vestibule reverberation and recirculation apex and vortex focusing convergent Venturi combustor cambers and zones. (FIGS. 1, 2, 3, 8 and 10-1, 22, 35 and 75-84) Ramjet engine or Ramjet conformation engine comprising forward and stern (aft) nozzle variable elements and Venturi vestibule apex pre-chambers and combustion chambers that have been set into position symmetrically, to allow transposition and allow the reversing of engine function and the direction of propulsion. (FIG. 10-78, 79, 80)
• Dependent claim (11) The elimination of standard static combustor or rotating combustion chambers in the turbo-jet engine is achieved by ejecting the explosive force directly upon and rotating the combustion mediating hub vanes directly by deflection without any intervening combustion chambers. Simotaniously directing the explosion upon the oppositely retreating drive impeller vanes allowing both sets of vanes to avoid confronting the explosion by “turning directly into the explosion” but always retreating and turning by being driven by deflection away from the explosion.
• Therefore the vanes or blades are designed relatively flat, more like paddles than airfoils. Eliminating the need to shape them into more fragile airfoil or constant camber aerodynamic constructs as is standard in the state of the art turbine or turbofan aircraft engines but rather representing more robust reflecting rebounding angled deflecting platforms. The design of the vanes (the term vane implies a meaning reminiscent of weather vanes, which could be misleading) concerns forces that are more like those that effect the designs of paddle wheels or Pelton water turbine cup like conformations or light reflective surfaces. Because shock effects behave more like a fluid with the density of water and follow molecular statistical and ballistics effects. Shock terms involve impacting forces that can be many times those experienced in standard engine combustion processes.
• Further symmetry of both sides of the vane designs is a requirement in versions of the reversible engine designs. The high velocity gas molecules rebound (ricochet) off the surfaces of the impeller vanes at angles of incident and angles of reflection producing a positive driving pressure, dependent upon the specific impulse of the fuel. (Density Functional Theory) Directed from the compressor by the spinning counter rotation of the combustion mediating hub and the offset set position of the ignition points. Exploding upon the exposed drive vane angled surface, while being directed by deflection and inertial impetus away from the adjacent drive impeller vane and into the receding, divergent reduced pressurized space of the oppositely rotating set of drive impeller vanes.
• Creating a low-pressure gradient on the reverse, anterior or “shadow” side of the adjacent impeller vane and a relatively high pressure on the retreating exposed angled surface of the down stream set of the oppositely-rotating drive vanes. By this deflection, lines of least resistance are effected and the driving gasses follow these lines of least resistance, producing equal and opposite thrust. The energy of deflection remaining as kinetic energy residing in the inertial rotational drive of the impeller drive system. The series or sets of drive impeller vanes are opening or being driven apart by the explosion and one half of the explosion is deflected by the first set of mediating hub driven vanes and focused into the vanes of the retreating driven impeller vanes. Preventing the explosion from directly confronting the oncoming vanes by deflection, nullifying the retreating interacting supersonic shock modes. Through subtractive cancellation produced by the divergent super-imposition of the pecks and troughs of the reflected hypersonic waveform interference produced by the reflection from the adjacent impeller vane, thereby creating further lines of least resistance. Directing and focusing the remaining residual energy terms and the other unengaged half of the explosion along these lines of least resistance directly into the direction of opposite rotation of the oppositely retreating set of driven impeller drive vanes.
• These drive impeller vanes are set to receive and rebound (ricochet) the gas stream perpendicularly (at dihedral right angles) off 45-degree dihedral angled opposing vane surfaces. Rebounding and deflecting the explosive energy out of the way of the oncoming impeller vane directly striking the next series of drive vanes rotating in the opposite direction of rotation.
• Resolved by the drive train into a single direction of rotation. Produced by straightforward driving processes greatly overriding other less forceful and indirect driving processes. With each rebound directly gaining one half the energy inherent in the gas mass inertial velocity, this exchange rate is exponentially and algorithmically established relative to the velocity of the impinging gas stream. The rebounding molecules disrupt the molecules forming the shock wave front and the energy is absorbed and converted to heating the remaining unburned air/gas mixture, quickly completing combustion.
• The design ratio of the width to length dimensions of the driven vanes should be keep at as high an aspect (shortened vane width, relative to length) as possible. To prevent too much rebound interference from the negative or shadow (anterior) adjacent surfaces of the vanes as well as eliminating drag on the driven vain. The number of vanes and distance between the vanes for both compressor and driver impellers depend on square area and the number of revolutions per minute the impellers are designed to operate at and are a result of matching the work load requirements to the specific impulse of the fuel. There are benefits to dynamically shaping the vanes to reduce friction, gain strength, reduce weight and extract the greatest amount and efficiency of drive. (FIG. 20)
• Where a high-pressure turbine is standardly placed immediately after the static combustor nozzles and is designed to extract energy from the hot high-pressure nozzle constricted gas stream by producing a positive pressure differential upon the convex positive pressure side of the airfoil vane-like turbine blade. While producing a negative pressure differential on the concave side of the blade causing the blades to be pushed or forced from the high pressure zones into the low pressure zones thereby bringing about propulsion drive.
• It has been the standardized mode apriori to extract the drive of turbine engines by circomspious means. “Each airfoil includes opposite pressure and suction sides and extends in cord between leading and trailing edges. Each platform has a scalloped flow surface including a bulge adjoining the pressure side adjacent the leading edge, and bowl adjoining the suction side aft of the leading edge.” Tam et al. (Suction is a pressure differential usually associated with ambient air pressure. Which is set at around 15 pounds per square inch between the negative to positive pressure gradients. While the differential pressure gradients that are routinely created by explosive combustion events within these engines are measured in the thousands of pound range per square inch. We can assume that the suction gradients being referred to are in the later category)
• This indirect and convoluted method of extracting energy requires a relatively non-turbulent gas flow stream running more or less parallel “axismetric” and longitudinal with the vane and the angle of attack is reduced to a minimum. Limiting the use of the very high velocity explosive power directing and shock related combustion events. The effective creation and maintenance of unperturbed negative and positive pressure zones represents the determinant parameters defining the limits of the functioning drive capabilities of these
• One claim of the turbine-jet engine embodiments of this invention is the utilization of two 45 degree opposite reflected angles. That adds up to a 90-degree angle which represents the angles of incidence and reflection of the driving forces being transmitted in both directions. One directly transmitting the energy of incident to the drive shaft and the other indirectly by mediating the responding obtainable drive potential through the mediating hub. To culminate into the rotational direction of the engines drive shaft evenly dividing the load and drive actuating and controlling differential components thereby automatically adjusting them one to the other.
• In aerodynamic terms critical angle applies to the angle of attack at which there is a sudden change in the airflow around an airfoil with subsequent decrease in lift and increase in drag until stall is produced. With the realization in the late 1950's of the “supercritical” airfoil phenomena, came the realization that at very high velocities the aerodynamic effects on an airfoil (wing) were reduced to two basic relevant factors, structural integrity and angle of attack. The reduction of friction drag by reducing the cross-section dynamics to as thin a wing as possible and that this is achieved primarily through constant camber surface construction. At supersonic velocities the “lifting” camber was moved further back, the wing thickness was reduced to a minimum and the lifting effect was primarily a result of the angle of attack. For the airfoil asymmetrical camber-lifting construction relying upon suction etc., these “lifting” effects become irrelevant at very slow stall speeds, too a high angle of attack or very high “supersonic” velocities at which the negative and positive pressure zones dissolve.
• The re-entry angle of attack of a lifting body from space into the upper atmosphere is 40 degrees and gives a rough approximation to the established use of an appropriate critical angle used with gas flow velocities in the range of 25 Mach, in rarefied atmospheres. The percussion and shock velocities inside a combustion turbine engine revolve around the speed of sound in compressed dense atmospheres and become greater in detonation related supersonic and hypersonic reaction velocities. All of which derive their very high reaction velocities directly from those of electrons being exchanged in chemical reactions and giving up their momentum directly and indirectly to atoms and molecules through perfectly elastic responses that are measured in billionths of a second.
• The response of a foil to the very rapid and highly fluctuating events that occur in these explosive atmospheres is relatively slow (an average resolved in thousands of a second) and yet depends on and derives the maximum working response directly at the molecular level. Deriving the angle of incidence or reflected angle of response primarily from terms that are a result of direct molecular interaction between the driving gases and the vane surface along with aerodynamic effects that act upon the vane. The effective creation and maintenance of unperturbed negative and positive pressure zones represents the determinant parameters defining the limits of the functioning drive capabilities of turbine engines that reportedly gain their dynamics solely from aerodynamic foil effects.
• The highly efficient detonation like combustion processes obtained in variant embodiments of this invention are not as detrimentally effected by hypersonic percussion combustion processes and are designed to produce them, taking full advantage of these high speed phenomena. These very same shock or hypersonic phenomena can become so disruptive they destroy the separation of the delicately arranged negative and positive pressure zones of airfoil type vane designs. The percussive processes driving the vanes or foils, which are set at 45-degree dihedral angles to the opposing 45-degree, oppositely rotating driving impeller vanes, and are delivered directly to their surfaces. There are no other influencing effects that can be produced to seriously impact or disrupt these overwhelmingly forceful and straightforward percussive driving processes.
• Airfoil like vane designs may be utilized to scavenge the gas flow energy in more stabilized and/or less turbulent gas flow stages further down stream of the first stage explosive percussion driving events to derive added efficiency and drive from the engines. The claim of the application of driving force directly upon the surface of the driving vanes set at a 45-degree inclined dihedral angle of attack to the gas flow stream and is a dominant driving phenomena of the turbine engine component as embodied in this invention. But not the only one. Varying the angles of attack of the drive vane is a preferred method to obtain over-all optimum drive performance.
• In state of the art turbine engine vain or blade design the negative and positive pressure zones intercommunicate so vigorously between these segregated air-foil produced pressure zones. That (if these differentials are the only pressure differentials driving the turbines) hyper or supersonic turbulent events bring about dynamic equilibrium and propulsion stall, ending these engines ability to function. In the engines of this invention the action of the explosive combustion force upon the drive impeller vanes is transposed directly though the commonly shared drive shaft. Through the flow directing action of the oppositely rotating combustion-mediating hub a subsequent doubling of the apparent closing velocity of the resulting two opposing and convergent eclipsing compressor vane arraignment results. Producing an apparent closing and wedging compressing velocity greater than the average compressed air flow velocity. Which moves outward diagonally and laterally to the direction of the counter rotation of the impeller vanes squeezed between the converging vanes and the interior engine housing wall and through the pressure dividing combustion mediating hub's clearance dimension represented by the combustion mediating hub's proximity to the fuel metering ports. Effectively reducing the interceding restricted and confined fluid flow rate rapidly toward zero. Which is then accelerated by combustion and strikes the vane surface of the drive vane impeller.
• The performance of the vanes involves many varied and diverse functions which together influence vane design. The flow directing combustion mediating hub separating the compressor zone from the drive zone focuses these fluid flow force vectors into fluid compression fields. Efficiently compressing, and building up the internalized air pre-heating processes. Increasing the intermixing chemical reaction rate, capability and capacity potential, decreasing the chemical reaction time, decreasing any excess pre-heat required to maintain the kindling or ignition temperature of the air/fuel mixtures. Producing an ideal, stable and localized fuel injection and ignition zone. Increasing the achievable peak overall post-combustion expansion and cooling processes and thereby increasing the achievable rate and velocity of the combustion reaction and thereby increasing the propulsive potential of the engines.
• Further the impinging back pressure exerted by the back scattering oppositely (forward) directed explosive shock wave created by the combustion front, completely counters (checks) the backward incoming compressed air flow. Counteracting the disruptive attributes of these shock waves and converting them into very effective compression heat producing and fluid flow checking and directing force vectors. Further reducing the overall volume of the compressed air charge within [between] the flow directing vanes, converted by these means of shock wave compression into heated compression field points. Producing the ignition “points” where the pressure and temperature become ideal for efficient ignition and combustion expansion driving processes. Creating a localized zone where oxygen and fuel reach stoichiometry and the flame temperature approaches adiabatic flame temperature. Thereby increasing the efficiency of the combustion process by reducing the time required of these processes and gaining localized flame retention stability, a cooler overall operating temperature, with concomitant flame out prevention capability.
• Ignition does not occur until fuel/air mixing, pressure and temperature reach the point and position that first reaches the mixtures ignition temperature. Any delay simply automatically produce combustion down stream further into the combustion-mediating zone of the rotating combustor vane or into the drive impeller zone driving the cycle unless ignition does not occur at all. The total lateral fluid flow rate approximates zero as the two counter rotating set of opposing compressor vanes squeeze and compress the induced air fuel inter-mixing liquid and gaseous fluid complex into a space convergent toward zero (the ideal ignition point). Where fuel injection orifices and ignition points are located. This highly compressed superheated air is “spun out” in the direction of rotation into the oncoming oppositely rotating drive vanes, tortured to a near stop. Fuel is injected and ignited within the constricted space created by the compressor impeller and the combustion-mediating hub impeller rim, the combustor vanes and the interior wall of the engine housing.
• The engine-housing interior wall acting as an efficient effective cooling surface maintaining easy cooling excess to the exterior of the engine. Further reflecting the energy of the explosive back to aid in driving the drive impellers and produces gaseous flow stop and go accelerations. In the turbine engine of this invention, a localized and stabilized zone of ignition is maintained in the relative stopped position, while maintaining an over all superior velocity match of the impellers momentum to the hypersonic velocities obtainable in the combustion, detonation processes of the fuels.
• The highly efficient detonation like combustion processes obtained in variant embodiments of this invention are not as detrimentally effected by hypersonic percussion combustion processes as the standard state of the art turbo-jet and turbine engines. That are built with static or rotating confining and restricting combustion reaction chambers that are very sensitive to shock events. With the turbine-jet engine of this invention there are no static confining and inclosing combustion chambers to retain and hold back the reactions. The reactions explode directly upon the driving impeller vanes designed to respond to these high velocity detonation reactions by moving with the forces rather then restricting, restraining and being disrupted or destroyed by them.
• In the driving of the impeller the apparent closing or scissoring of the interacting vanes are “seen” from the relative point of view of the propelling gas steam as being pushed apart and separating on divergent retreating platforms. Making their relative velocities subtractive rather than additive. Reducing their proclivity toward the interference induced production of disruptive shock wave events and the production of shock waves at the closing, indexing apex of the vanes convergent angles, as well as at the vane tips, as is the case with the compressor vanes. Thereby greatly increasing the building up of the convergent compressive elements within the flow conducting and directing space allotted between the counter rotating vanes as well as the interior engine housing. The compressed, confined air/fuel therein being counter checked, turbulently intermixed, super-compressed, pre-heated, by the shock wave and the radiant heat of the combustion occurring just “down stream” of the fuel injection and ignition sites. Further combustion and expansion processes occur producing equal and opposite propulsion and motor response to the revolving combustor hub and vanes. Acting thereby directly upon the drive vanes of the drive impeller and expanding outward exhausting through the engine's exit port.
• In Otto cycle engines the fuel is introduced and mixed with ambient air in the manifold prior to (upstream of) the intake valve and has a time interval during the compression phase to become well mixed. The time involved in completing the fuel and air oxidant combustion processes can be measured in thousands to millionths of seconds. Determined by the volatility and specific impulse of the fuel and the close proximity of the molecular reactants. Internal combustion, positive displacement Otto cycle procedure has some parameters of operation that require careful considerations. The explosive air/fuel pre-mixture is sensitive to pre-detonation during the compression phase of the Otto cycle engine operation involving the kindling temperature and volatility of the fuel, that is measured as an octane number.
• Detonation or pre-ignition of the explosive air/fuel mixture during compression is very detrimental to the Otto cycle internal combustion engine and restricts such operating design parameters as the limited range of compression ratios and the necessity of resorting to a fuel octane rating. In positive displacement engines the piston is brought to a complete stop at top dead center on each stroke, thereby presenting a localized, stabilized zone of ignition. For the stopped piston to build up velocity relative to the speed of detonation reactions is relatively slow and the reaction tends to accelerate the piston beyond it's ability to accelerate even with the accelerating impetus added by the fly-wheel. Where as the turbine is in rotary motion at around its operational velocity. These often destructive shock events do not occur, as readily when the vanes are imbedded in a driving fluid medium that is already moving near the speed of sound (the drive impeller vanes rather than the compressor vanes). The driving flow velocity can exceed the velocity of sound by many times, approaching 14 Mach or more depending upon the fuels and oxidants used and achieving 50 Mach in rocket exhaust velocity into unconfined space. The velocity of the driven vane is always less than the velocity of the driving fluid velocity and the impinging positive flow mass pressure is exerted on the upstream or positive side of the driven vanes.
• The shock waves are produced in-between as well as on the negative, after or shadow side of the wave propagating surfaces. Shock waves do not exceed the speed of sound on their own for any extended time and fall behind. The disruptive energy represented by the shock wave events is constantly redistributed between the positive and negative pressure zones of the vane's interacting and airflow interconnected and inter-communicating surfaces. While exchanging negative to positive pressure zones that effectively cancel out the oppositely disposed pressure zones produced by the oppositely rotating converging vanes, thereby becoming equalized. These very same shock or hypersonic phenomena can become so disruptive they destroy the separation of the delicately arranged negative and positive pressure zones of airfoil type vane designs.
• The apparent closing velocity of the opposite opposed interfacing and converging sets of driving impeller vanes that represent variant embodiments of the invention. In the driving impeller the apparent closing or scissoring of the interacting vanes are “seen” from the relative point of view of the propelling gas steam as being pushed apart and separating on divergent retreating platforms. Making their relative velocities subtractive rather than additive. Reducing their proclivity toward the interference induced production of disruptive shock wave events and the production of shock waves at the closing, indexing apex of the vanes convergent angles, as well as at the vane tips, as is the case with the compressor vanes.
• The straightforward and forceful drive produced by the hypersonic velocities of gas flow realized by the percussive explosions of the fuel, air and/or pure oxidant. Are optimally realized when reflected from a vane or foil surface set at a 45-degree dihedral angle of attack to the gas stream. But may be reduced to 30 degrees or less depending on the velocities the engines are designed to run at or the number of drive turbine impellers that are to be implemented. The length to width high aspect or ratio of the vane dimension should be kept to a minimum width to keep back-scattering interference to a minimum by allowing the expanding gasses to be deflected clear into driving the main oppositely rotating drive vane.
• Airfoil like vane designs may be utilized to scavenge the gas flow energy in more stabilized and/or less turbulent gas flow stages further down stream of the first stage explosive percussion driving events to derive added efficiency and drive from the engines. The claim of the application of driving force directly upon the surface of the driving vanes set at a 45 degree angle of attack to the gas flow stream. Plus the equal and opposite deflected driving thrust produced thereby is the dominant driving phenomena of the turbine engine component as embodied in this invention. Varying the angles of attack of the drive vane is a preferred means and method to obtain overall optimum drive performance.
• The negative and positive pressure zones intercommunicate so vigorously between the segregated airfoil produced pressure zones that (if these differentials are the only pressure differentials driving the turbines) hyper or supersonic turbulent events bring about dynamic equilibrium and propulsion stall. Ending these vanes or turbine blade aerodynamic constructs ability to function and they do not define the reflected symmetry that allows them to produce the same functioning driving processes that cover the full range of operation and then still function as well in reverse.
• Dependent claim (12) In a variant embodiment of the invention not only are the drive impeller vanes set at a 45-degree angle to the lateral rotation direction of the impeller disk and the longitudinal axial gas flow direction. (FIG. 13) But are also set inclined, tilted at a 45 degree cant (oblique, acute tangent angle) nearly tangent to the rim of the drive impeller disk while maintaining the 45 degree twisted or turned, oblique inclined angle. (Not shown) Whereby this “cant” oblique tangent angle not only adds 45 degrees of cant or skew to the 45 degree driving gas deflection angle of the vanes. But causes the flow force to be transferred (“tilted”) skewed forward of the center of effort and revolution of the driven impeller disks and drive shafts.
• This 45 degree offset, inclined tilt to the dihedral angle of the driving vanes causes the driving force to be expressed forward of the driven impeller's rotational center of throw, do in part to the lapse of time delay in the explosive combustion detonation processes. Effectively keeping the driving force pushing the drive vanes away from the points of dynamic equilibrium and the point of stall, and tilting (tripped) skewed into the direction of rotation. (FIG. 13) Preserving the conservation of momentum and gaining drive advantage over vanes set only at the singular 45 degree fixed dihedral angle to the longitudinal gas flow direction. Trapping drive gases in the apex of the wedge produced by the complex acute tangent dihedral angle to the impeller drum rim. Reflecting and focusing them back unto the incoming shock waves driving the vanes, braking up the waves and redistributing them as less distressing events and adding to the heating of the combusting fluid medium. The straight 45-degree dihedral angle drive vane has very appropriate applications dependent upon fuel and load considerations.
• The engines turn in independent and oppositely directed rotation and build up momentum, this is referred to as “carry over” and defined as the “Conservation of Momentum”. Once in motion the gas driving momentum is translated, by means of the vanes into the rotational motion of the impellers, following the lines of least resistance and must be able to produce “carry over” inertia. This may seem almost trivial but under situations of near stall, this tilt added to the vane angle turns the tables, so to speak, to keep the engines turning over.
• Dependent claim (13) Ramjet engine or Ramjet conformation engine (FIGS. 1, 2, 3, 8 and 10-2, 38, 52, 52[a], 60, 61), having an element of the forward cowling including some portion surrounding the combustion chamber. Partitioned and ported with selectively adjustable tubular elements or tubular combustor ducts to form a tunable Venturi apex or vortex vestibule and recirculation and preheating zone. Attached by adjustable means of ducting, to the auxiliary centrifugal impeller fan supercharging air pump of the incorporated combined-cycle turbine engine. Partitioned to selectively divert a first portion of the airflow into a bypass duct or a series of tubular ducts or combustor ducts. Ramjet engines or Ramjet conformations (FIGS. 1, 2, 3, 7, 8, 9, 10, 11 and 12), including a plurality of air, oxygen and fuel injection and igniter means. To be mixed with a second portion of the airflow peripheral to the central core air stream and the central primary combustor (FIGS. 1, 2, 3, 7 and 9-12, 57, 61, 62).
• Ducted into and through the tubular combustor ports or dump step and quarl (where the mixture may or may not be ignited) into the low-pressure primary (apex) zone of the Ramjet apex engine or Ramjet conformation engine. Co-operatively acting to supply the oxidant, fuel and mass airflow rate required supplementing the drive of the Ramjet engines or Ramjet conformation engines of claims 1 and 2. Thereby maintaining the stoichiometeric conditions and air mass velocity required for maintaining the proper functioning of the Ramjet and Ramjet confrontation or apex or vortex J-tube engines.
• Dependent claim (14) Ramjet or Ramjet conformation engine or J-tube apex or vortex engines. (FIGS. 1, 2, 3 and 10) Having ducting from the auxiliary supercharging air pump of claim 1 with impeller vanes set perpendicular to the air column and/or partially angled as required to supercharge the Ramjet engine and to supercharge the turbine engine component. Furnishing both cooling and oxidant air mass to the turbine-jet or turbine-jet conformant engine supercharger compartment. Constructed with stationary or moveable vanes or partitions perforated with tubular combustor ports or dump step and quarl conformation, convergent to the after section (vestibule zone) of the combustion chamber tube compartment (apex, vortex zone) of the Ramjet engines or Ramjet conformation engine. Ducting being gated or otherwise diverted, by-passed or bled from the auxiliary air pump supercharger engine component of the unit's distribution ducting. To converge or otherwise conduct auxiliary air or other oxidant into the low-pressure apex or vortex vestibule zone of the peripheral Ramjet engine/engines (FIGS. 1, 2, and 3-38, 47, 52, 52[a], 61, 62, 64) or Ramjet conformation engine or J. tube engine combustion tube or section. Forming a zone of recirculation and radiant preheating of the induced air, divergent focusing and preparing it for ram injection into the combustion zones of the Ramjet engines and combustion in the afterburner combustion zones of the engines (FIGS. 1, 2, 3, 7, 8, 10).
• This ducting forming a forward element comprising the bypass oxidant ducting partitioned recirculation and preheating zone. To divert the convergent Ram charged first portion of the oxidizer flow to the apex or vortex convergent focusing and Venturi amplifying vestibule or tube combustion zone of the Ramjet or Ramjet conformation engine or apex or vortex J-tube engine. Producing a second interceding cooler and lower velocity peripheral stratum of recirculation and inducted air adjacent to the combustor wall to aid in reducing combustor thermal loss and friction inefficiencies. Improving the internal to external differential pressure gradient associated with the convergent ram-charged air and auxiliary supercharged air induction by the Venturi type combustion tube configuration of this invention. Thereby being convergent converted efficiently into increasing the Venturi combustion tube's central air column's mass flow velocity.
• The overall average cross-sectional airflow velocity is somewhat reduced after being completely stopped and checked by the explosive discharge produced within the combustor. The lost airflow velocity is quickly is quickly and efficiently made up with the aid of induced supercharging producing the mass flow intermixing rate amplification methods inherent in these designs. (FIGS. 1, 2, 3, 7, 8,10-1, 52, 52[a], 61, 62, 64, 75-85).
• Dependent claim (15) The Ramjet or Ramjet conformation engines, being auxiliary supplemented by the free-piston actuated component of the combined-cycle turbine engine. Further providing the required internal self-contained pressurized pure oxidant separate containment and distribution means (FIG. 9), to supply the additional pressurized pure oxidant supplement required. The free-piston detonation cycle engine providing thereby a means, to adequately preheat and maintain the ambient airflow mass rates necessary for the adequate propulsion and combustion required for the ambient air combustion engines of the unit. (Except any included rockets) Thereby producing the means to supplement the oxygen and air-mass necessary for the optimum performance and operation of the ramjet engine as well as the unit of the supercharging auxiliary engines of claim 1 at low velocities, heavy work loads and high altitudes, as well as maximum obtainable functional velocity. Being capable of improved operation with an otherwise inadequate supply of ambient airflow to furnish the required amount of propulsive medium and containing the required available oxidant. (not shown)
• The combined-cycle turbine engines having bypass air-cooling arrangement. Whereby the bypass ducting also acts to supercharge convergent conducted air into the Venturi vortex vestibule combustor tube and zone of a Ramjet engine conformation embodiment (FIG. 3) or the apex and/or vortex J-tube engines. Whereby this air cooling arrangement is also capable of utilizing cooling air to furnish the required heated oxidant flow to operate afterburner configurations. Including peripheral dump step and quart fuel injector arrangements, with the combined-cycle turbine engine to supercharge additional air into the dump step low- pressure zone. Prior to (presiding) the exhaust nozzles of the J-tube and apex or vortex stratified J-tube engines, Ramjet engines or Ramjet conformation engine, acting thereby as the afterburner combustor (FIGS. 1, 3, and 10-52, 53, 62, 64, 65, 75-84). Further oppositely directed air columns, at times, being required to offset the jut position of the auxiliary centrifugal airflow. Both the exhaust outlets of the Ramjet or Ramjet conformation engine and apex or vortex stratified J-Tube engine and of the combined-cycle turbine-jet engine of claim 1. Being capable of being partially closed by the variable geometry cowling, producing an afterburner combustor zone and exhaust port nozzle effect. (FIGS. 1, 2, 3, 8 and 10-1, 47, 75-84) The combined-cycle turbine-jet engines and the J-tube and apex or vortex stratified J-Tube engines Ramjet and Ramjet conformation engine (components of the units). Having a surface of the stern (aft) movable element, (FIGS. 1 and 3-1, 47, 62, 64, 65) being made to move into a selected position partially closing the exhaust nozzle conduit of the engines bringing about a greater pressure differential within the volumetric confines of the engines. (The nozzle effect)
• The Ramjet engines or Ramjet conformation engine of claim 1, wherein the variable areas geometry cross-section ratio exhaust expansion zone and nozzle and likewise the variable area geometry of the forward diffuser and/or compressor movable cowling assembly act co-operatively. To insure a negative internal pressure to external pressure differential gradient while maintaining overall forward thrust. Including a plurality of throat closure elements that are movable between a first position and a second position. The variable area air intake cowling, having a first smaller then larger inlet area, when the throat inlet elements are set in the first inlet position. The cowling then has a larger to smaller throat area when they are set in the second inlet outlet position. Finally they have a second exhaust outlet area that in turn is first a larger to smaller cross-section area for the exhaust nozzle outlet than that of the exhaust inlet and visa versa controlling the exhaust pressure within the confines of the expansion zone. That they are selectively synchronized to maintain and intensify this vital inverse differential pressure and fluid mass flow relationship. (FIGS. 1, 3, 8 and 10)
• The elements may be constructed similar enough to be made to act in an opposite series of configuration changes that act to transpose and reverse the whole pressure gradient operation of the J-tube engine. Thereby reversing the operation of the J-tube engine as depicted (FIGS. 10-78, 79, and 80) accordingly. Herein is an illustrated schematic view of another preferred variation of an apex or vortex stratified J-tube engine Ramjet engines and Ramjet conformation engine, depicting an open vestibule Venturi apex and/or vortex recirculation combustion zone (FIG. 10). Wherein sliding or hinged elements, are employed in such a like transposed manner as to allow them to be reversed (FIG. 10-81, 82, 83).
• Dependent claim (16) The unit assemblies of claim 1, supplying fuel and oxidants and ignition to maintain operation of the engines (Tanks, pumps, tubes, ducts, wires, batteries, generators and the like)(not shown). The combustor (combustion tube zone) assemblies of the J-tube engines of claims 1 and 2, being connected within the units by tubes leading from pumps attached to fuel tanks. These in turn have attached an array of nozzles circumferentially or cross-section perpendicular and laterally “screen” spaced apart from one another. Radial or laterally positioned outward from each other or otherwise positioned apart from one another and at the positions of intersection of the bypass inlet conduits and that of the J-tube engine's combustor intake ports or dump step configurations. (FIGS. 1, 3, 7 and 8-12, 57, 70). Wires of claims 8, 15 from batteries to coils leading from timing devices, bringing high voltage electricity to spark generated ignition and combustion, down stream of the spark generators. (Catering systems)
• That such appropriate electrical elements are furnished throughout the units to meet all other required needs. (not shown) To furnish electricity to all other engines, motors, pumps, lights, instruments, switches, etc. Wherein the series of combined engines are arranged such that they're longitudinal axes are aligned in a common plain. That the common plain is generally parallel to a longitudinal axis of the unit and it's contained engines (all Figs.) although a pivotal or hinged arraignment between engines may be warranted. Further containing the arraignments for furnishing the required compressed oxidant for use when the combined series of engines making up the unit have a velocity that is less than a predetermined Ramjet or Ramjet conformation engine transitional velocity presently set at approximately 3 to 4 Mach. Or are otherwise operated under overloaded and/or engine starting conditions or while operating in the thin atmospheres of high altitude and to operate the core detonation driven free piston engine.
• Dependent claim (17) There are other types of suitable detonation cycle engines and combustion cycle engines that may be located secured to or within the unit. Placed in such a manner, as to act as supercharging engines and take off assist devices or as the main boosters when the unit enters the outer reaches of the atmosphere, acting to supply the required velocity to the payload booster rocket. (FIG. 12) The units, being made up of a particular type of combined-cycle turbine fan-jet engine, or other appropriate engine and at least one Ramjet or Ramjet conformation engine. One preferred variant turbine fan-jet engine, designed to operate in one direction only, is referenced in an embodiment as represented in the transparent view (FIG. 13). Distinguished basically by the change in the design of the driven impeller by the addition of a 45-degree cant or skewed angle to the dihedral 45 degrees of the drive vanes. Each Ramjet or Ramjet conformation engine including a combustor inlet bypass conduit interconnecting the combustor to the combined-cycle turbine-jet engine or other appropriate engines supercharging pump housing and may act as part of the units configuration. (FIG. 1-5, 52, 53, 59, 60, 62, 64, 65)