[특허]Rotary ejector enhanced pulsed detonation system and method

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Rotary ejector enhanced pulsed detonation system and method

특허상세정보
국가/구분	United States(US) Patent 등록
국제특허분류(IPC7판)	F02C-00302
미국특허분류(USC)	060/776; 060/039.45
출원번호	US-0188938 (2002-07-03)
발명자 / 주소	Nalim, Mohamed Razi
대리인 / 주소	Dann, Dorfman, Herrell &
인용정보	피인용 횟수 : 13 인용 특허 : 25

초록
▼

A rotary ejector enhanced wave rotor pulsed detonation (WRPDE) engine and method are provided. The rotary-ejector-WRPDE includes a housing, one or more inlet ports in the housing, and a rotor mounted within the housing. The rotor includes a plurality of shrouded forward combustion passages in which detonative combustion occurs. Each forward combustion passage has an inlet end for communication with the inlet port. The rotor also includes a plurality of rear combustion passages which are in gaseous communication with the forward combustion passages. The r...

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1. A rotary ejector enhanced pulse detonation engine, comprising:a housing having at least one inlet port and at least one exhaust port; and a rotor mounted within the housing and adapted to support on-rotor combustion, comprising: i) a plurality of forward combustion passages adapted to support combustion of a detonable mixture therein, the forward combustion passages having an inlet end for gaseous communication with the inlet port for receiving a detonable mixture from the inlet port; ii) a plurality of rear combustion passages disposed in gaseous communication with the forward combustion passages, the rear combustion passages having an outlet end for expelling combustion products; and iii) a plurality of transitional combustion passages joining the forward combustion passages to the rear combustion passages in gaseous communication, the transitional combustion passages adapted to communicate with a source of bypass gas to provide a rotary ejector. 2. The engine according to claim 1 wherein the rear combustion passages have a radial height different from the radial height of the forward combustion passages.3. The engine according to claim 2 wherein the transitional combustion passages have a radial height at a first end equal to the radial height of the adjoining forward combustion passages and have a radial height at a second end equal to the radial height of the adjoining rear combustion passages.4. The engine according to claim 3 wherein the radial height at the second end of the transitional combustion passages is greater than the radial height at the first end of the transitional combustion passages.5. The engine according to claim 1 wherein two or more selected forward combustion passages gaseously communicate with a single selected rear combustion passage.6. The engine according to claim 1 wherein two or more selected forward combustion passages gaseously communicate with a single selected transitional combustion passage.7. The engine according to claim 1 wherein the length of the forward combustion passage is 20 percent of the sum of the lengths of the forward combustion passage, transitional combustion passage, and rear combustion passage.8. The engine according to claim 1 wherein the length of the rear combustion passage is 50 percent of the sum of the lengths of the forward combustion passage, the transitional combustion passage, and the rear combustion passage.9. The engine according to claim 1 wherein the transitional combustion passages have a radial height that increases in a linear fashion along at least a portion of the length of the transitional combustion passage.10. The engine according to claim 1 wherein the transitional combustion passages have a radial height that varies in a non-linear fashion along at least a portion of the length of the transitional combustion passage.11. The engine according to claim 1 wherein the transitional combustion passages are partially unshrouded.12. The engine according to claim 1 wherein the transitional combustion passages are unshrouded.13. The engine according to claim 1 wherein the rear combustion passages are unshrouded.14. The engine according to claim 1 comprising a bypass port for supplying the source of bypass gas, the bypass port located at a position such that none of the transitional combustion passages are in simultaneous gaseous communication with the bypass port and the inlet port.15. The engine according to claim 1 wherein the inlet port comprises a plurality of inlet zones disposed at the inlet port at differing angular positions to provide for successive communication between the inlet zones and the forward combustion passages as the rotor rotates, thereby providing for stratification of combustible materials within the forward combustion passages.16. The engine according to claim 15 wherein the plurality of inlet zones comprises a first inlet zone having a fuel injector.17. The engine according to claim 16 wherein the plurality of inlet zones comprises a second inlet zone being solely an inlet for a noncombustible gas without a fuel injector.18. The engine according to claim 17 wherein the second inlet zone is disposed within the inlet port at a location such that at the start of a combustion cycle the forward combustion passages rotate into communication with the second inlet zone prior to rotating into communication with any other inlet zone.19. The engine of claim 17 wherein opening of the outlet end of the rear combustion passage produces an expansion wave traveling towards the inlet end of the forward combustion passage, and wherein the pulse detonation engine comprises a timing means for rotating the rotor such that the expansion wave arrives at the inlet end of the forward combustion passage as the inlet end rotates into communication with the second inlet zone.20. The engine of claim 17 wherein opening of the outlet end of the rear combustion passage produces an expansion wave traveling towards the inlet end of the forward combustion passage, and wherein the pulse detonation engine comprises a timing means for rotating the rotor such that the expansion wave arrives at the transitional combustion passage as the transitional combustion passage rotates into communication with the source of bypass gas.21. The engine according to claim 17 wherein the plurality of inlet zones comprises a third inlet zone intermediate to the first and second inlet zones, the third inlet zone having a fuel injector.22. The engine according to claim 17 wherein the first inlet zone comprises an enhancement injector for delivering a combustion enhancer into a selected passage in gaseous communication with the first inlet zone.23. The engine according to claim 22 wherein the first inlet zone is disposed within the inlet port at a location such that for each combustion cycle the forward combustion passages rotate into communication with the first inlet zone after rotating into communication with the other inlet zones.24. The engine according to claim 1 wherein the at least one inlet port has a first circumferential width and the at least one exhaust port has a second circumferential width, the first circumferential width and the second circumferential width being substantially equal.25. The engine according to claim 1 wherein about ½ of the forward combustion passages are in simultaneous gaseous communication with the at least one inlet port.26. The engine according to claim 1 wherein about ½ of the rear combustion passages are in simultaneous gaseous communication with the at least one exhaust port.27. The engine according to claim 1 wherein about ¼ of the forward combustion passages and associated rear combustion passages communicating therewith are simultaneously in communication with both the at least one exhaust port and the at least one inlet port.28. The engine according to claim 1 wherein all of the rear combustion passages are disposed in simultaneous gaseous communication with the at least one exhaust port.29. The engine according to claim 1 wherein the at least one inlet port subtends a circumferential width of about 180 degrees.30. The engine according to claim 1 wherein the at least one exhaust port subtends a circumferential width of about 180 degrees.31. The engine according to claim 1 wherein the at least one inlet port subtends a first circumferential width and the at least one exhaust port subtends a second circumferential width, the first circumferential width and the second circumferential width subtending a region of circumferential overlap of about 90 degrees.32. The engine according to claim 1 wherein the at least one inlet port subtends a first circumferential width and the at least one exhaust port subtends a second circumferential width, the first circumferential width and the second circumferential width subtending a region of circumferential overlap of about ½ the first circumferential width.33. The engine according to claim 32 wherein the first circumferential width is defined by a first leading-edge and a first trailing edge and the second circumferential width is defined by a second leading-edge and a second trailing edge, and wherein the region of overlap is disposed between the first leading-edge and the second trailing edge.34. The engine according to claim 1 wherein the at least one inlet port subtends a circumferential width of about 90 degrees.35. The engine according to claim 1 wherein the at least one exhaust port subtends a circumferential width of about 90 degrees.36. The engine according to claim 1 wherein the number of inlet ports equals the number of exhaust ports.37. The engine according to claim 1 having one inlet port and one exhaust port.38. The engine according to claim 1 having a first and a second inlet port and a first and a second exhaust port.39. The engine according to claim 38 wherein each inlet port and each exhaust port subtends a circumferential width of about 90 degrees.40. The engine according to claim 38 wherein the first inlet port and the first exhaust port subtend a region of circumferential overlap of about 45 degrees and the second inlet port and the second exhaust port subtend a region of circumferential overlap of about 45 degrees.41. The engine according to claim 1 comprising at least one igniter, each igniter disposed proximate a respective inlet port such that each igniter communicates with the forward combustion passages just after the forward combustion passages have rotated past the respective inlet port.42. The engine according to claim 41 wherein the number of igniters equals the number of exhaust ports.43. The engine according to claim 42 wherein each igniter is disposed proximate a respective exhaust port such that each igniter communicates with the rear combustion passages just after the rear combustion passages have rotated past the respective exhaust port.44. The engine of claim 41 wherein firing of the igniter produces a detonative shock wave traveling towards the outlet end of the rear combustion passage, and wherein the pulse detonation engine comprises a timing means for rotating the rotor such that the shock wave arrives at the outlet end of the rear combustion passage as the outlet end rotates into communication with the at least one exhaust port.45. The engine of claim 1 wherein closure of the outlet end of the rear combustion passage produces a compression wave traveling towards the inlet end of the forward combustion passage, and wherein the pulse detonation engine comprises a timing means for rotating the rotor such that the compression wave arrives proximate a first wall of the housing at which the inlet port is disposed immediately after firing of the igniter.46. A rotary ejector enhanced pulse detonation engine, comprising:at least one inlet port; a rotor mounted within the housing and adapted to support on-rotor combustion, comprising: i) a plurality of forward combustion passages adapted to support combustion of a detonable mixture therein, the forward combustion passages having an inlet end for gaseous communication with the inlet port for receiving a detonable mixture from the inlet port, and ii) a plurality of rear combustion passages disposed in gaseous communication with the forward combustion passages, the rear combustion passages having an outlet end for expelling combustion products, the rear combustion passages having a radial height different from the radial height of the forward combustion passages; and a rotary ejector comprising a plurality of transitional combustion passages joining the forward combustion passages to the rear combustion passages in gaseous communication. 47. The engine according to claim 46 wherein the transitional combustion passages have a radial height at a first end equal to the radial height of the adjoining forward combustion passages and have a radial height at a second end equal to the radial height of the adjoining rear combustion passages.48. The engine according to claim 47 wherein the radial height at the second end of the transitional combustion passages is greater than the radial height at the first end of the transitional combustion passages.49. The engine according to claim 46 wherein two or more selected forward combustion passages gaseously communicate with a single selected rear combustion passage.50. The engine according to claim 46 wherein two or more selected forward combustion passages gaseously communicate with a single selected transitional combustion passage.51. The engine according to claim 46 wherein the length of the forward combustion passage is 20 percent of the sum of the lengths of the forward combustion passage, transitional combustion passage, and rear combustion passage.52. The engine according to claim 46 wherein the length of the rear combustion passage is 50 percent of the sum of the lengths of the forward combustion passage, the transitional combustion passage, and the rear combustion passage.53. The engine according to claim 46 wherein the transitional combustion passages have a radial height that increases in a linear fashion along at least a portion of the length of the ejector.54. The engine according to claim 46 wherein the transitional combustion passages have a radial height that varies in a non-linear fashion along at least a portion of the length of the transitional combustion passage.55. The engine according to claim 46 wherein the transitional combustion passages are partially unshrouded.56. The engine according to claim 46 wherein the transitional combustion passages are unshrouded.57. The engine according to claim 46 wherein the rear combustion passages are unshrouded.58. The engine according to claim 46 wherein the inlet port comprises a plurality of inlet zones disposed at the inlet port at differing angular positions to provide for successive communication between the inlet zones and the forward combustion passages as the rotor rotates, thereby providing for stratification of combustible materials within the forward combustion passages.59. A rotary ejector enhanced pulse detonation engine, comprising:at least one inlet port within a housing; a rotor mounted within the housing and adapted to support on-rotor combustion; a plurality of passageways extending through the rotor, each passageway comprising: i) a forward combustion passage at the inlet end of the passageway, the forward combustion passage adapted to support combustion of a detonable mixture therein and having an inlet end for gaseous communication with the inlet port for receiving a detonable mixture from the inlet port; ii) a rear combustion passage disposed in gaseous communication with the forward combustion passage, the rear combustion passage having an outlet end for expelling combustion products; and iii) a transitional combustion passage joining the forward combustion passage to the rear combustion passage in gaseous communication, the transitional combustion passage adapted to communicate with a source of bypass gas to provide a rotary ejector. 60. The engine according to claim 59 wherein the rear combustion passage has a radial height different from the radial height of the forward combustion passage.61. The engine according to claim 59 wherein the transitional combustion passage has a radial height at a first end equal to the radial height of the adjoining forward combustion passage and has a radial height at a second end equal to the radial height of the adjoining rear combustion passage.62. The engine according to claim 61 wherein the radial height at the second end of the transitional combustion passage is greater than the radial height at the first end of the transitional combustion passage.63. The engine according to claim 59 wherein two or more selected forward combustion passages gaseously communicate with a single selected rear combustion passage.64. The engine according to claim 59 wherein two or more selected forward combustion passages gaseously communicate with a single selected transitional combustion passage.65. The engine according to claim 59 wherein the length of the forward combustion passage is 20 percent of the length of the passageway.66. The engine according to claim 59 wherein the length of the rear combustion passage is 50 percent of the length of the passageway.67. The engine according to claim 59 wherein the passageway has a radial height that increases in a linear fashion along at least a portion of the length of the passageway.68. The engine according to claim 59 wherein the passageway has a radial height that varies in a non-linear fashion along at least a portion of the length of the passageway.69. The engine according to claim 59 wherein the transitional combustion passage is partially unshrouded.70. The engine according to claim 59 wherein the transitional combustion passage is unshrouded.71. The engine according to claim 59 wherein the rear combustion passage is unshrouded.72. The engine according to claim 59 wherein the inlet port comprises a plurality of inlet zones disposed at the inlet port at differing angular positions to provide for successive communication between the inlet zones and the passageways as the rotor rotates, thereby providing for stratification of combustible materials within the passageways.73. The engine according to claim 59 wherein the rotor comprises a cylindrical outer shroud defining an outer surface of the rotor, a cylindrical hub, and rotor vanes extending from the cylindrical hub to the outer shroud whereby the passageways are formed.74. The engine of claim 73 wherein the rotor vanes lie along the radial direction of the rotor.75. The engine of claim 73 wherein the rotor vanes are straight.76. The engine of claim 73 wherein the rotor vanes are curved in a plane perpendicular to a longitudinal axis of the rotor.77. The engine of claim 59 wherein the combustion passageways are helically disposed about a longitudinal axis of the rotor.78. The engine according to claim 59 wherein the passageways have a substantially rectangular cross section in a plane containing a longitudinal axis of the rotor.79. The engine according to claim 59 wherein the passageways have a substantially rectangular cross section in a plane perpendicular to a longitudinal axis of the rotor.80. The engine according to claim 59 wherein the passageways have a substantially circular cross section in a plane perpendicular to a longitudinal axis of the rotor.81. An ejector wave rotor for use in a rotary ejector enhanced pulse detonation engine, comprising:a plurality of passageways extending through the rotor, each passageway comprising: i) a forward combustion passage at the inlet end of the passageway, the forward combustion passage adapted to support combustion of a detonable mixture therein and having an inlet end for receiving a detonable mixture; ii) a rear combustion passage disposed in gaseous communication with the forward combustion passage, the rear combustion passage having an outlet end for expelling combustion products; and iii) a transitional combustion passage joining the forward combustion passage to the rear combustion passage in gaseous communication, the transitional combustion passage adapted to communicate with a source of bypass gas to provide a rotary ejector. 82. The rotor according to claim 81 wherein the rear combustion passage has a radial height different from the radial height of the forward combustion passage.83. The rotor according to claim 82 wherein the rear combustion passage has a radial height greater than the radial height of the forward combustion passage.84. The rotor according to claim 81 wherein the transitional combustion passage has a radial height at a first end equal to the radial height of the adjoining forward combustion passage and has a radial height at a second end equal to the radial height of the adjoining rear combustion passage.85. The rotor according to claim 84 wherein the radial height at the second end of the transitional combustion passage is greater than the radial height at the first end of the transitional combustion passage.86. The rotor according to claim 81 wherein two or more selected forward combustion passages gaseously communicate with a single selected rear combustion passage.87. The rotor according to claim 81 wherein two or more selected forward combustion passages gaseously communicate with a single selected transitional combustion passage.88. The rotor according to claim 81 wherein the length of the forward combustion passage is 20 percent of the length of the passageway.89. The rotor according to claim 81 wherein the length of the rear combustion passage is 50 percent of the length of the passageway.90. The rotor according to claim 81 wherein the passageway has a radial height that increases in a linear fashion along at least a portion of the length of the passageway.91. The rotor according to claim 81 wherein the passageway has a radial height that varies in a non-linear fashion along at least a portion of the length of the passageway.92. The rotor according to claim 81 wherein the transitional combustion passage is partially unshrouded.93. The rotor according to claim 81 wherein the transitional combustion passage is unshrouded.94. The rotor according to claim 81 wherein the rear combustion passage is unshrouded.95. The rotor according to claim 81 wherein the rotor comprises a cylindrical outer shroud defining an outer surface of the rotor, a cylindrical hub, and rotor vanes extending from the cylindrical hub to the outer shroud whereby the passageways are formed.96. The rotor of claim 95 wherein the rotor vanes lie along the radial direction of the rotor.97. The rotor of claim 95 wherein the rotor vanes are straight.98. The rotor of claim 95 wherein the rotor vanes are curved in a plane perpendicular to a longitudinal axis of the rotor.99. The rotor of claim 81 wherein the combustion passageways are helically disposed about a longitudinal axis of the rotor.100. The rotor according to claim 59 wherein the passageways have a substantially rectangular cross section in a plane containing a longitudinal axis of the rotor.101. The rotor according to claim 59 wherein the passageways have a substantially rectangular cross section in a plane perpendicular to a longitudinal axis of the rotor.102. The rotor according to claim 59 wherein the passageways have a substantially circular cross section in a plane perpendicular to a longitudinal axis of the rotor.103. A method for creating detonative combustion in a wave rotor detonation engine comprising:a) rotating a rotor comprising a plurality of combustion passages disposed therein so that an inlet of a selected combustion passage is in gaseous communication with a first inlet zone of an inlet port; b) drawing air into the inlet from the first inlet zone, the air forming a buffer layer to inhibit combustion by any hot gases present within the selected combustion passage; c) rotating the rotor so that the inlet is in gaseous communication with a second inlet zone of the inlet port; d) introducing fuel into the second inlet zone to provide a first combustible fuel mixture, and drawing the fuel mixture into the inlet from the second inlet zone; e) rotating the rotor so that the inlet is substantially gaseously sealed against a first wall of the engine housing whereby the inlet is in communication with an igniter mounted at the first wall; f) igniting the combustible mixture within the selected combustion passage to cause detonative combustion whereby a shock wave is generated traveling from the inlet towards an outlet of the combustion passage; g) rotating the rotor so that the outlet is in gaseous communication with an exhaust port as the shock wave reaches the outlet, whereby an expansion wave is generated traveling from the outlet towards the inlet of the combustion passage; and h) rotating the rotor so that an unshrouded intermediate portion of the combustion passage is in gaseous communication with a source of bypass air as the expansion wave reaches the source of bypass air, whereby bypass air is drawn into the combustion passage. 104. The method for creating detonative combustion of claim 103 wherein the combustible mixture is formulated to enhance initiation of detonative combustion.105. The method for creating detonative combustion of claim 103 comprising rotating the rotor so that the inlet is in gaseous communication with a third inlet zone of the inlet port, introducing a second combustible fuel mixture into the third inlet zone, and drawing the second combustible mixture into the inlet.106. The method for creating detonative combustion of claim 103 wherein the steps are repeated sequentially for succeeding combustion passages.

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Rotary ejector enhanced pulsed detonation system and method

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