QUADRUPLE MODE JET ENGINE

MOTEUR A REACTION TETRAMODE

Description

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QUADRUPLE MODE JET ENGINE

The improvements relates to the field of jet engines, and more particularly to
ramjets and
scramjets engines.

BACKGROUND
Ramjets and seramjets have been known for many years. They work on the
principle that
a load of mixed heel and air enters a combustion chamber where it is ignited,
therefore
producing a combustion that is then converted into a propulsion force. Ramjets
engines
are typically adapted and used for subsonic and supersonic propulsion, where
scramjets
are adapted or typically used for high velocity supersonic propulsion or also
referred to as

hypersonic. Typically, ramjets and seramjets incorporates no parts inside
these engines
and engine's air flow through the intake, combustion and jet propulsion is
achieved by
moving these engines through the air using another jet engine or rocket motor,
since
ramjets are know not to operate while static or not moving forward, while
scramjets
requires supersonic air velocity through their intake to operate and generate
propulsion

thrust. There is a general need in the field of ramjets and scramjets to
resolve this
problem and eliminate the use of multiple engines for ramjets and scramjets to
operate.
SUMMARY OF THE INVENTION

In accordance with one aspect, the improvement provides a new quadruple mode
jet
engine comprising: a dynamic air intake and fuel mixing system capable to
generate a
high velocity air stream; a ramjet core engine capable of subsonic and
supersonic


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operations; and a scramjet core engine capable of supersonic and hypersonic
operations.
In accordance with an other aspect, the improvements provide an ejector or
dynamic
intake system having a first resonant tube having a first fundamental
resonance frequency
and including an inlet and an outlet, a second resonant tube wider than the
first resonant

tube having a second fundamental resonance frequency, an inlet coupled to the
outlet of
the first resonant tube, and an outlet, and a supersonic fluid nozzle
aerodynamically
coupled to the inlet of the first resonant tube, the supersonic fluid nozzle
having an
acoustic injection frequency and amplitude suitable to acoustically excite the
first and the
second resonant tubes, the ejector system being the first resonance frequency
is a
harmonic of the second resonance frequency.

In accordance with an other aspect, the improvements provide an intake system
for a
ramjet combustor, the intake system comprising : a supersonic injection air or
fuel nozzle
having an acoustic injection frequency and amplitude; a first resonant tube
having an
inlet coupled to the nozzle for receiving the injected air or fuel and ambient
air entrained

by the injected fuel, and an outlet for ejecting the fuel and the air, the
first resonant tube
having a first fundamental resonance frequency excitable by the air or fuel
nozzle; a
second resonant tube having an inlet coupled to the outlet of the first
resonant tube for
receiving the ejected fuel and air and additional ambient air entrained by the
ejected fuel
and air, and an outlet, the second resonant tube having a second fundamental
resonance

frequency being a sub-harmonic of the first fundamental resonance frequency;
and a
resonant intake tube having an inlet coupled to the outlet of the second
resonant tube for


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receiving the fluids ejected from the second resonant tube outlet and
additional ambient
fluid entrained by these ejected fluids, and an outlet connected to a third
diffuser tube
inlet, this third diffuser tube's outlet adequately positioned at the ramjet
engine's inlet.

In accordance with an other aspect, the improvements provide a method of
ejecting fluid,
the method comprising : making high frequency noise by injecting one of an
over-
expanded and under-expanded supersonic flow of fluid into a first resonant
tube at a
speed sufficient for the fluid momentum to entrain ambient fluid through the
first tube,
and for the fluid exiting the first tube to entrain further air particles
through a second
tube; and driving the first tube into resonance using the high frequency
noise, and driving
the second tube into resonance using the resonance of the first tube.

In some cases, the ejected fluid is fuel and the ambient fluid is air.

In all cases, this intake system must be properly dimensioned and position so
it suits the
selected ramjet engine's operations criteria's.

In accordance with an other aspect, the improvements provide a ramjet engine
core
comprising: an air inlet area; a fix air compressor past the air inlet; a
combustion chamber
cavity; one or more fuel injector nozzle; a flame holder device; and an
exhaust nozzle
outlet, these forming was is known to be the ramjet core engine.

In all cases for this improvement, the dynamic intake system is coupled with
the ramjet
engine core and where the intake system third diffuser tube's outlet is
located and
positioned inside and before the ramjet engine core's air inlet.


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In accordance with an other aspect, the improvements also provide a scramjet
engine core
comprising: a forward internal air inlet; an isolator cavity, a combustion
chamber cavity;
a first fuel injector nozzle; a second fuel injector nozzle; an internal
exhaust nozzle; and
an aflbody exhaust nozzle.

In all cases for this improvement, the ramjet and scramjet engine cores are
coupled
together and one over the other but not limited too.

In all cases for this improvement, the new improved quadruple mode jet engine
proposed,
incorporates no internal mechanical moving parts.

In some cases for this improvement, the ramjet and scramjet engine cores can
be
incorporated one into the other and operating together with more complex
mechanisms.
In accordance with an other aspect, a method and mean of construction
providing from a
combination of three distinct devices, the creation of a new jet engine
capable of static,
subsonic, supersonic and hypersonic propulsion.

DESCRIPTION OF THE DRAWINGS

A preferred embodiment of the present invention is described below with
reference to the
accompanying drawings, in which:

Fig. 1 is a perspective view of the quadruple mode jet engine in accordance
with the
improvements;


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Fig. 2 is a cross-sectional view of the quadruple mode jet engine of Fig. I
showing the
structural elements thereof;

Fig. 3 is a cross-sectional view of the dynamic intake system of Fig. 1
showing the
dynamic flow elements thereof,

Fig. 4 is a cross-sectional view illustrating only the dynamic intake system
and the ramjet
core engine including dynamic flow elements in ram mode operation;

Fig. 5 is a cross-sectional view of the quadruple mode jet engine of Fig. 1
and showing
scramjet core engine flow elements in scram mode operation;

Fig. 6 is a perspective view of the improvement in another twin engine
configuration.

io Fig. 7 is a cress-sectional and perspective view of the improvement in a
round engine
configuration.

DETAILED DESCRIPTION OF THE ILLUSTRATED EMBODIMENTS

Referring to the drawings, and more particularly to Fig. 1, an example of a
quadruple
mode jet engine 1 having a configuration referred to herein as "Square
configuration" is
shown. The quadruple jet engine 1 can be used as a propulsion engine to
generate thrust.

Typically, when used as a jet engine, it will be mounted to a displaceable
vehicle. The
quadruple mode jet engine 1 is a ramjet engine core and a scramjet engine core
formed
and manufactured in one single body 1 and an intake system 2. The body 1 can
either be
of a square, rectangular or round geometry. In the example, the body I has a
rectangular


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shape. The intake system 2 will be recognized by those skilled in the art to
be supplied
with fuel or air using a fuel or air supply tube 103 which is fed using an
adaptor 102 that
collects hot air or fuel coming from the engine's 1 heat exchanger 310 further
detailed in
Fig. 2 through two tubes 101. The hot air or fuel is then used to feed the
intake system 2
fuel nozzle 201 further detailed in Fig. 3 through the elbow tube 104.

Although this specification has no intentions in defining already known
dynamic intake
systems 2, ramjets 3 or scramjets 4, this specification will permit best
improvement's I
understanding in referring now to Fig. 2, where it is seen that the body 1
includes three
portions or major components one being : a dynamic intake system 2 and further
detailed,

a ramjet core engine 3 and a scramjct core engine 4, all three major
components further
detailed here and after.

Still referring to Fig. 2, this specification wish to generally describe known
ramjets and as
they for most of the cases, includes a forward air inlet 301, here illustrated
with a
preferred angle for better shock-wave control when subjected to supersonic
velocity, but

not limited too, an air inlet area 302 defined according to specific ramjet
performances
requirements, an air inlet diffuser area 303 adequately modeled to inlet air
velocity and
increase pressure as known, an air compressing area 304 which compression
factor is
established by the geometry of the fix air compressor 305, which geometry is
also
established for best ramjet's operation as already known, a flame holder 306
device

positioned inside the ramjet engine core's 3 combustion chamber 307 so
combustion
flame front is not blown out, an exhaust nozzle 308 which forms a specific
exhaust


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nozzle area 309 establish for best ramjet operation and as already known, and
an exhaust
area 312 where the combustion product is ejected to generate thrust and
propulsion.
Specifically to this improvement and as illustrated in Fig. 2, are two heat
exchanger 3 10
which are created by the exhaust nozzle 308 hollow cavity and used to transfer
heat from

.5 hot exhaust gases to air or fuel supplied to the intake system 2 injector
nozzle 201
through the heat exchanger 310 outlet ports 311, and where air or fuel lower
temperature
is also used to cool down the exhaust nozzle 308 to avoid damages from high
heat.

Still referring to Fig. 2, this specification wish to generally describe known
scramjets and
as they for most of the cases, includes a forward air inlet 401, here
illustrated with a
preferred angle for better shockwave control when subjected to supersonic
velocity, but

not limited too, an air inlet area 402 defined according to specific scramjet
performances
requirements, an isolator 403 area which is also a combustion chamber 404 area
further
downward, an exhaust nozzle 405 and which also serves as an exhaust nozzle
area 406,
all three major components being the intake system 2, the ramjet engine core 3
and the

scramjet engine core 4 and as detailed in Fig. 2 forming this improvement in
the form of
one quadruple mode jet engine l as shown.

Although this specification has no intentions in defining and teaching on
already known
dynamic intake systems 2 well described in US Patent no. 3,093,962 to
Gluhareff and
Canada Patent no. 2,583,466 to Conception GLC inc., it wishes permits better

understanding of the present improvement in detailing the intake system
general
operation in referring to Fig. 3, where the intake system 2 comprises: a
supersonic air or


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fuel injector nozzle 201, a first stage resonant tube 202 dynamically
positioned,
acoustically tuned and coupled to the supersonic air or fuel injection nozzle
201, a second
stage resonant tube 203 dynamically positioned, acoustically tuned and coupled
to the
first stage resonant tube 202, and a third stage diffuser tube 204 dynamically
positioned

and coupled to the second stage resonant tube 203 and where this third stage
diffuser tube
204 incorporate a mounting bracket 205 that can be of any form as long as it
suit this
improvement purpose in assembling and supporting the intake system 2 to the
ramjet
engine core 3 fix compressor 305.

Also illustrated in Fig. 3 shows the supersonic fuel injector nozzle 201
incorporating a
sharp point 206 and for the purpose of positioning the bow shockwave created
in
supersonic flight, away and not interfering with the ramjet engine core 3
inlet 301 normal
operation and as known to do so if wrongly positioned, and as also each
resonant tubes
incorporate an angled inlet 207 for each tube and for the same supersonic
shockwave
control purposes.

Also illustrated in Fig. 3 of this improvement, shows the intake system 2
dynamic air
induction operation for better understanding and where item 208 represent the
hot air or
fuel coming under high pressure from the ramjet engine core 3 heat exchangers
311
through the air or fuel supply tubes 101, the adaptor 102, through the air or
fuel tube 103
and elbow 104 into the supersonic air or fuel injector nozzle 201 and where
the hot air or

fuel 208 is injected into the first stage tube 202 and travel through the
second stage tube
203 and the third stage diffuser tube 204 and where supersonic nozzle high
velocity gas


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flow is shown under 210. Item 209 is shown for demonstration purposes and
where 209
demonstrate ambient air induction and mixing is created by dynamic ejection
effect, also
known as "Venturi effect" when the intake system 2 is subjected to high
velocity hot fluid
is injected into the tubes by the supersonic air or fuel injector 201. The hot
fluid

molecules injected and travelling through the tubes 202, 203 and 204 under
high velocity
creates an ambient air 209 inside the tubes, thus creating a vacuum in each
tube's inlet
area and ambient air 209 is then sucked in and mixed with the hot fluid air or
gas stream
210. This ambient air 209 entrainment and mixing with hot air or gases stream
210
results in an adequate fluid condition 211 at the outlet of the intake system
2 third stage

diffuser tube 204 and the generated air or fluid 211 mass and velocity
conditions are
equal or similar to the minimum fluid mass and velocity required by the ramjet
engine
core 3 to operate normally as a ramjet and delivering thrust while motionless
and why
this specification bears no specific intake system 2 dimensions, since such
dimensions are
subject to changes to best suit the ramjet engine core 3 specific size,
dimensions and

performances desired and as long as the intake system 2 dimensions provides a
device
best fluid 211 mass and velocity for the intended ramjet engine core 3
selected.

Now referring to Fig. 4, which is intended here to demonstrate the relation
and operation
correlation between the intake system 2 and the ramjet engine core 3 and where
it is
possible to view the intake system 2 resulting air or fuel 211 mass and
velocity as

described in Fig. 3 and being injected into the ramjet engine core 3. Further
demonstrated in Fig. 4 shows a stream of ambient air 501 being entrained by
the intake
system 2 fluid mixture 211 high velocity and mass under the same ejection
effect


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principals described and demonstrated in Fig. 3 and where entrained ambient
air 501
mixes with the intake system 2 ejected fluid 211 and where this combined and
mixed
fluid enters the ramjet engine core 3 compression area 304 to be compressed
before
entering the ramjet engine core 3 combustion area 307 for combustion and
ramjet engine
core 3 operation while the quadruple mode engine l is motionless or
stationary.

Further detailed with Fig. 4, demonstrate a second mode of operation and
described here
as the ram mode operation which become apparent when the quadruple mode engine
I
become dynamic with a forward motion in air and as it would become apparent
when this
improvement 1 provides thrust and a vehicle such as an aircraft in example,
and where

and additional dynamic ambient air flow hereby referred to as 502 enters the
ramjet
engine core 3 air inlet area 302, travels through the ramjet engine core 3 to
mix with both
the intake system 2 ejected fluid 211 mass and velocity and the entrained
ambient air 501
to generate a greater fluid mass into the ramjet engine core 3 for greater
performances
conditions. It shall be noted that the intake system 2 being a series of open
ended tubes, it

is too subjected to the ram mode operation incoming air 502 conditions, thus,
enhancing
the intake system 2 performances.

Fig. 4 also intend to demonstrate one specific feature of this improvement and
where as
described in Fig. 3 and hereby demonstrated, shows the intake system 2 air or
fuel
injector nozzle 201 having a conical geometry or point 206 and which purpose
become

apparent when the quadruple mode jet engine 1 travels through air at
velocities greater
then the speed of sound or supersonic and where this conical shape or point
206 has the


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purpose of generating and moving what is known to be a bow shockwave 503 in
front
and away from the ramjet engine core 3 air inlet 301 so the ramjet engine core
3
"Shocking" is avoided and normal ramjet engine core 3 operations or
performance is not
compromised.

Now referring to Fig. 5, which is intended to further detail this improvement
I in its third
operation mode which will be referred to as the scram mode operation and where
it
becomes apparent when the quadruple mode jet engine 1 accelerates beyond
supersonic
velocity where it is then possible to use and operate this improvement l
scramjet engine
core 4. Although this improvement bears no intention in defining or detailing
already

known scramjets and their operations, Fig. 5 is intended to demonstrate this
improvement
l in one single embodiment and where both this improvement 1 ramjet engine
core 3 and
scramjet engine core 4 are present along with the intake system 2 and
operating in
combination and becomes more apparent.

Fig. 5 also demonstrate one further aspect of the proposed improvement 1
combination
and where the intake system 2 bears an important aspect with the intake system
2 air or
fuel injector 201 conical geometry 206, again located and used so it generates
the same
bow shockwave 503 as described in Fig. 4 and where this bow shockwave 503 is a
crucial element in already known scramjet operations, ambient supersonic air
entering the
scramjet engine core 4 inlet area 402 being illustrated here as 502.

Now referring to Fig. 6, which as the purpose of illustrating another
configuration for the
present improvement l and where it is possible to observe two quadruple mode
jet engine


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1 each including its own intake system 2 and ramjet engine core 3 and scramjet
engine
core 4 combination, each quadruple mode jet engine I being assembled top over
top to
form what is referred too as a twin or dual engine configuration, also best
suited for
multiple engine configuration to be mounted under aircrafis structures or
wings but not

limited to. Fig. 6 also illustrate air or fuel inlets 105, air or fuel here
being expressed for
this improvement 1 can either be operated using self vaporizing fuel such as
propane gas
fed into fuel inlet port 105 directly, or operated simply using compressed air
also fed into
inlet ports 105, for in this case inlet ports 105 simply becomes air supply
inlet ports and a
separate fuel injection system or nozzle is required and especially if using
other fuels like
kerosene or other jet fuels but not limited too.

Fig. 7 of this specification shows another configuration for the present
improvement 1
and where a round or cylindrical embodiment is proposed for the present
improvement 1
and still including one intake system 2 and one ramjet engine core 3 and one
scramjet
engine core 4 combination and air or fuel inlet ports 105, again air or fuel
here being

expressed for this improvement 1 under this different configuration capable of
either be
operated using self vaporizing fuel such as propane gas fed into fuel inlet
port 105
directly, or operated simply using compressed air also fed into inlet ports
105, for in this
case inlet ports 105 simply becomes air supply inlet ports and a separate fuel
injection
system or nozzle is required and especially if using other fuels like kerosene
or other jet

fuels but not limited too. In this example, the evaporator 310 as described in
Fig. 2 is a
simple tube in the form of a coil inserted into the ramjet engine core 3
combustion area
307 and bears the same purpose previously described.


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In the tests, this improvement embodiment was fabricated using steel. However,
other
materials can be used as well. One consideration is that the materials used
have sufficient
resistance to heat, especially for the combustion chamber and exhaust pipe.

It is to be understood that although similar in geometry and operation to US
Patent no.
3,093,962 to Gluhareff and Canada Patent no. 2,583,466 to Conception GLC inc.,
this
improvement as described above bears no use of thermo acoustic as described in
these
arts, but exclusively steady state subsonic and supersonic combustion.

It is also to be understood this improvement bears no intentions of defining
ramjets and
scramjets and their inherent components or operations for these arts are
already known.

It is also to be understood this specification bears no intention in defining
intake system
and as already described in US Patent no. 3,093,962 to Gluhareff and Canada
Patent no.
2,583,466 to Conception GLC inc., for this improvement soul intention is use
of this prior
art in the present improvement novel combination.

It is also to be understood that a gaseous fuel or a liquid fuel can be used
as long as they
serves this improvement's purpose and when selecting a fuel, one must consider
the flame
propagation speed relatively to the geometry, intended dynamic velocity and
performances required.

It is also to be understood that when using a fuel known not to be self
evaporating like
liquid propane, the example here being kerosene or jet fuel, a separate fuel
supply and
injection is required and as this art is also already known.


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It is also to be understood that a combustion start-up an ignitor or spark
electrode is
required.

The foregoing is considered as illustrative only of the principles of the
invention.
Further, since numerous changes and modifications will readily occur to those
skilled in
the art, it is not desired to limit the invention to the exact construction
and operation

shown and described, and accordingly, all such suitable changes or
modifications in
structure or operation which may be resorted to are intended to fall within
the scope of
the claimed invention.