DE10302041B4 - Injector Centrifuge Turbine Engine and Injector Centrifuge Air Jet Engine - Google Patents

Abstract

Injector Centrifuge Turbine Engine and
Injector centrifugal air jet thruster
with the following features:
1) the injector centrifuge turbine engine / injector centrifugal air jet engine (common abbreviation: IZT / L engine) is an internal combustion engine which operates with a continuously flowing gaseous working medium, eg air,
2) the Injector Centrifugal Turbine Engine (abbreviated to individual: IZT Engine) is a rotary propulsion engine for all types of vehicles and stationary work machines,
3) the Injector Centrifuge Air Jet Engine (single abbreviation: IZL Engine) is an air jet propulsion engine for aircraft of all types,
4) the IZT / L engine has continuous combustion with high temperatures,
5) the IZT / L engine has a high pressure ratio,
6) the IZT / L engine has a high efficiency,
7) the IZT / L engine has a high energy density;
THAT CHARACTERIZED THAT
8) the IZT / L engine consists of a compressed gas generator according to the invention and various compressed gas recyclers modified according to the invention,
9) the compressed gas generator according to the invention consists of a supersonic gas injector (1), a gas centrifuge (26; 17; 20; 19; 43), a feedback circuit (29), at least one pipeline, with additional Compressor (45) and auxiliary machine set (44), at least one combustion chamber (2) and at least one ...

Description

The Invention engine is a novel high energy density engine that comes with a continuously flowing gaseous Working medium, eg. As air, works and continuous combustion having. The engine is for high pressure conditions, 30 bar and more, and high temperatures, over 2000 ° K provided before the work not cooled down which requires high efficiencies and in the smallest Room high achievements can be achieved. These are joined by good ones Emission values, a favorable Consumption and the multi-fuel capability.

The Engine consists of a compressed gas generator according to the invention and various Pressure gas recyclers. The compressed gas generator according to the invention consists from a supersonic gas injector, which is the first compression stage of the engine, a gas centrifuge, a Feedback circuit as an engine sub-tract, with an additional compressor, which the second compression stage of the engine, and a combustion chamber with supersonic nozzle. The Combustion gases create a supersonic fast jet in the nozzle. the above-mentioned supersonic gas injector applied, whereby the Rüchkopplungs cycle is closed.

The Compressed gas recyclers are located in the engine main section. It's either an inventive modili ed power turbine, if it is an injector-centrifuge turbine engine (IZT engine) for the rotational drive of e.g. Motor vehicles is, or alternatively an inventive modified aerodynamic exhaust nozzle, when it's an injector centrifugal jet engine (IZL engine) for the air jet propulsion of e.g. Airplanes is, or still alternative an afterburner with an innovative modified aerodynamic exhaust nozzle when it an injector centrifuge afterburner air jet engine (IZNL engine) for a strong air jet propulsion from e.g. Airplanes is.

Of the innovative focus is the special use of supersonic speed and in particular in the use of the physically given increase the speed of sound with increasing temperature.

The supersonic gas injector consists of a shock wave compressor and a subsonic diffuser, and he works in a erfindungsge MAESSEN combination with the gas centrifuge together so that the turbulently mixed in the injector combustion gases and sucked air in the gas centrifuge be largely unmixed again. The result is an oxygen-enriched and carbon dioxide and nitrogen-depleted gas fraction, which is influenced in relation to the oxygen content and with which the combustion process can be selectively controlled; whereby the engine according to the invention (presumably) is a first internal combustion engine with treatment device for the combustion air. The oxygen-enriched gas fraction is collected by an annular oxygen collector and fed through the feedback circuit with intercooler to the auxiliary compressor, eg centrifugal compressor. The auxiliary compressor increases the pressure in the combustion chamber for increased efficiency and serves as a starting compressor for the entire engine according to the invention. Thereafter, the oxygen-enriched gas fraction flows into the combustion chamber, where it burns with fuel. The nitrogen emaciation ensures the limitation of NO _x compounds. The combustion gases generate the above-mentioned supersonic gas jet in a novel combination adjustment nozzle. The hot gas jet hits the cold intake air directly.

At the engine according to the invention may instead of air as the working medium, e.g. in closed circuits, too another gas or gas mixture can be used instead of in place the combustion of any other kind of heat also the purpose of the Invention satisfied.

The engine according to the invention can be built in all sizes be, from very small to very large.

All small for the drive of passenger cars, lorries, motorcycles, etc., because a supersonic gas injector even in small and smallest execution already the ability has, with high pressures and Efficiencies to work. This creates an attractive and potential propulsion engine for Motor vehicles that had not been possible until now, because the previous turbocharged engines for Motor vehicles were based only on rotary compressors. As known, the small construction requires very high speeds at the also required high temperatures were not controllable.

This Handicap overcomes the engine according to the invention in a simple way with the help of the supersonic gas injector in Combination with the gas centrifuge. And that opens up an opportunity for the automotive industry completely new development perspective.

The engine according to the invention but can also like .o.a. very big built, as an ITZ engine for the Propulsion of ships, locomotives, power generators, all-terrain vehicles, Construction vehicles, etc., and as IZL engines for the propulsion of aircraft, Space transport systems etc.

Especially with airplanes the possibility arises a substantial increase flight safety, because in the current turbine aircraft engines, as is known, a latent fatigue hazard of highly loaded rotor blades consists. When a rotor blade breaks, it causes an avalanche-like breakage also the other engine blades that cover the interior of the engine to destroy. The kinetic energy and the resulting imbalances of the massive ones Rotors tear the engines mostly from the anchorages. Similar effects have the so-called bird strike.

The can occur at any time and the pilot has no possibility at all for one Countermeasure. So The passengers of the flight play a certain "Russian Roulette" when entering a jet!

• – Werden, wie geplant, noch gigantischere Flugzeuge gebaut, drohen bei urplötzlich berstenden Triebwerken noch schrecklichere Abstürze mit allen Passagieren!

Also, one has obviously already forgotten that turbine engines were originally intended only for fighter aircraft: and because of these engines and the ejection seat was introduced. - In contrast, today's jet passengers have no ejection seats!
Here are some examples from the past: - Amsterdam: Two engines (of 4) broken off and into one Apartment block garast; - Taiwan: Airplane over the sea broken in the air; - New York: (Shortly after the WTC attack). Engines and Tail in the air canceled; - Paris: Concorde crash: bursted tire parts into Engine sucked in; Previously, - Paris: Russian supersonic plane Tu 144 crash a flight demonstration. In the quiet horizontal flight: Firelight, aircraft parts fell off. etc

• - If, as planned, even more gigantic airplanes are built, more terrible crashes with all passengers threaten with suddenly bursting engines!

These both dangers: fatigue break and bird strikes are completely eliminated by the IZL engine according to the invention, because it is not endangered in the main section of the engine Shovels and no massive engine rotors anymore. In its place is a high-tech aerodynamics with ultra-fast internal engine gas movements, which replaces the work of the previous rotor blades. The ultrafast Gas movements occur in o.a. Supersonic injector and in the Gas centrifuge. Also, the engine of the invention is a spontaneous Performance development when "Giving" off, because no massive rotors are more to accelerate. That can be for the go-around maneuver of Aircraft are vital.

The IZT engine according to the invention can also be added with a steam cycle, e.g. for power stations, or even ships, locomotives, etc. be supplemented. This will also still a substantial part of the residual heat used and the total efficiency even further increased.

From technological importance is further that the engine according to the invention Turbine and compressor runners can be obtained from metallic superalloys. This possibility arises because of the temperatures in difficult points the engine by cooling down, such as. before the additional compressor, to a considerable extent predetermined can.

For the remaining interior parts of the engine and the lining of the engine casing is technical ceramics in common qualities intended. The engine case is made of scale-resistant metal.

The The invention will be explained in more detail with reference to the accompanying drawings.

1 shows a longitudinal section of the entire engine according to the invention in the embodiment as an injector-centrifuge turbine engine (IZT engine), with the illustrated 2-stage working turbine 82 is provided for the rotational drive of eg motor vehicles. The power turbine is on a (semi-canceled shown) reduction gearbox 84 assembled.

The engine is shown graphically shortened in the longitudinal dimensions in relation to the transverse dimensions, which in particular the intake manifold and air inlet 25 , Shock wave compressor 10 , Diffuser 16 and the segregation chamber 19 concerns. The drawing shortening was required in order to show the complete engine on a DIN-A4 sheet (for the patent drawing). The real engine is then about twice as long as shown.

2 shows the pressure curve and temperature profile throughout the engine. Two superimposed plots are shown to also show the gas feedback sub-tract 29 through the auxiliary machine set 44 display. Also, horizontal lines are plotted for the temperature resistance of metallic and ceramic materials to illustrate their potential uses for the individual engine parts.

3 shows a longitudinal section of the entire engine according to the invention in the embodiment as an injector-centrifuge air jet engine (IZL engine), using the illustrated supersonic exhaust nozzle 85 can serve for direct air jet propulsion of eg aircraft and space transport systems. The exhaust nozzle is a combination supersonic adjustment, which consists of a Ringhalsdüse and coaxially arranged in her Laval nozzle. The actuating ring 87 The exhaust nozzle also serves as an aerodynamic thrust amplifier according to the ejector principle. The engine is graphically in the longitudinal dimensions in relation to the transverse dimensions, as in 1 , shortened.

4 shows an afterburner 115 for the engine 3 what results in the injector centrifuge afterburner air jet engine (IZNL engine). The afterburner consists of the housing and the insert 96 with additional fuel vaporization and uses the remaining oxygen, which is tight outside and tight inside the oxygen collector 43 flows past. The housing and the combustion chamber of the afterburner are larger in diameter than the housing of the engine; and also the combination supersonic exhaust nozzle 85 is larger in diameter than the combination supersonic exhaust nozzle of the engine without afterburner.

5 shows the pressure curve and the temperature profile in the afterburner 4 ,

6 shows a schematic diagram of the injector centrifugal turbine engine according to the invention (IZT engine), which is supplemented for an electricity power plant by an additional water vapor cycle. The steam cycle uses a large part of the residual heat of the IZT engine and optimizes the efficiency of the entire system. The combination of the injector-centrifuge turbine engine with a steam cycle is also suitable for other drive purposes, such as ships, locomotives, ev. Propeller aircraft, etc. and is provided for this purpose.

7 to 18 illustrate the flow conditions in the shock wave compressor 10 ,

7 shows a tester with a supersonic nozzle 3 and a supersonic gas jet 8th which is directed into a short in-convergent tube. The gas jet creates oblique compression shock waves in the pipe 12 and a pressure increase in the flow, which flows out at the outlet end of the tube at supersonic speed and expands.

8th shows an analogous experimental device as 7 , also with the configuration of nozzle and tube, but with a longer inside convergent tube. The oblique compression shockwaves 12 , which appear at the pipe entrance with the Mach angle α, are due to the repeated reflections, at the opposite pipe walls, always steeper, angle γ, which indicates a supersonic speed reduction and pressure increase. At the outlet end of the tube, there is still a slight supersonic speed which, after flowing out into the open, expands again to a higher supersonic speed.

9 shows the same experimental device as 8th with the same configuration of nozzle and tube, but with an even longer convergent tube. The oblique compression shock waves are so steep by the still increasing wall reflections that the angle γ finally reaches 90 °. This causes a strong straight compression shock 121 , which is leaps and bounds 114 hurries upstream, and finally before the Pipe inlet comes to a stop as a straight compression joint.

10 is based on the configuration of nozzle and convergent pipe according to 8th from, but at the end of the tube adjoins an internally expanding second tube. This creates a neck cross-section in which there is still a slight supersonic speed. The slight supersonic velocity expands in the expanding second tube and increases again as supersonic velocity.

11 shows as a diagram the pressure curve (eg the mean streamline) in the convergent-divergent pipe according to 10 ,

12 shows the convergent-divergent pipe after 10 with two side end throttle valves. The throttle valves cause a direct compression shock when the outflow is throttled 73 which is essentially stationary. Upon further gradual throttling of the outflow, the straight compression shock shifts gradually upstream into position 74 ,

13 shows the diagram as a diagram 12 analog pressure curve (eg the middle streamline). The pressure jump 73a corresponds to the compression shock 73 , and the pressure jump 74a corresponds to the compression shock in position 74 ,

14 shows the convergent-divergent tube, now the shockwave compressor 10 with so far throttled outflow, that the just compression shock 14 just behind the neck cross section 13 comes to a stop. After the straight compression shock 14 prevails in the diffuser 16 Subsonic speed, which also results in an increase in pressure.

15 shows the diagram as a diagram 14 analog pressure curve (eg the middle streamline).

16 shows the flow in the shockwave compressor 10 and diffuser 16 to 14 and 15 when the optimal outflow throttling is exceeded. Then the straight compression shock rushes 14 volatile 114 upstream to the inlet of the shock wave compressor; he becomes very strong and gives a similar flow pattern as after 9 , This condition represents a collapse of the oblique shock compression and is useless for the engine according to the invention.

17 shows in enlargement the detail "A" of 14 , with the most emphasized details of the neck cross section 13 , the compression shock 14 and the flow configuration.

18 shows the diagram as a diagram 17 analog pressure curve (eg the middle streamline) in section "A" of the 15 , also with highlighted details.

19 shows in longitudinal section the segregation chamber 19 of the engine with the gas segregation, as an effect of the gas centrifuge effect. Due to the intense swirling motion in the flow, annular enrichment or. Slimming zones of individual gases, according to their specific weights. These zones are shown as line diagrams, which form rotationally symmetrical about the longitudinal axis xx of the segregation chamber and the engine. It should be noted that the O ₂ enrichment zone 40 , between the heavy gases CO ₂ zone 41 at the periphery and the lighter gases: N ₂ ; CO; NO ... zone 42 in the center, is located.

20 shows the map of the additional compressor 45 , as an aerodynamic centrifugal compressor. The control line 77 of the IZT / L engine according to the invention is transverse to the optimum efficiency range of the centrifugal compressor and substantially "parallel" to the surge line 106 placed, and by the first steering group 55 held in the nearer area of this line automatically.

21 shows as a magnified section of a fragment 1 respectively. 3 with the turbulent mixing zone of the nozzle 3 in the area of the intake manifold 25 as well as the boundary layer in the shock wave compressor 10 , The boundary layer is two-layered and consists of a subsonic boundary layer 128 , on the housing wall, and a supersonic boundary layer 129 , overlying. Behind each shock wave front creates a stagnation point, starting from the one direction (and against the flow direction in the shock wave diffuser) a backflow 127 takes place, while in the other direction (that is in the direction of the general flow in the shock wave compressor), the above-mentioned two-layer boundary layer forms again and again.

The backflow can be done with the help of sawtooth grooves 130 (around the engine case), which act like a labyrinth seal, hindering.

22 Shows a perspective view of a (shallow) supersonic jet entering a supersonic cantilever wave compressor, here as convergent lateral boundary lines 10 represented, opens. The pressure curve is shown as a vertically hatched area. The lateral boundaries accumulate the jet and generate the pressure increase. It is an analogous image of a round gas jet, but shown here as a supersonic jet of water at free water surface. In gas flows with a circular jet, the axisymmetric shock wave compression, as in the invention, round. In this case, the diamond shapes of the shock waves shown here occur as a spatial cone impact system, which is analogous in terms of effect, but which can not be clearly represented in a flat drawing.

• – Ich schlage vor, das dargestellte Rauten-Strömungsbild als "Wellenstraße" zu bezeichnen, in Analogie zu der bekannten Kármánschen Wirbelstraße.

23 shows as an alternative to 22 a perspective view of a (flat) free supersonic beam. The pressure curve is shown as a vertically hatched area. Since the jet has no lateral boundaries, ie retaining walls, the jet flows laterally apart and there is no pressure increase. The pressure only fluctuates up and down by the level of the external pressure. It is an analogous image of a round gas jet, but shown here as a supernatant water jet with free water surface. In the case of gas flows with a circular jet, the diamond shapes of the shock waves shown here also occur as a spatial cone-and-pinion system. Example: Jet of a combat jet (eg "Tornado") with afterburner, and with fiery-glowing diamond pattern.

• - I propose to designate the illustrated rhombic flow pattern as a "wave road" in analogy to the well-known Kármán vortex street.

24 shows the constructive determination of the length of the shock wave compressor 10 ,

25 shows the thermodynamic cycle of the engine according to the invention in the T, s, diagram. The compression line of the shockwave compressor 10 and the diffuser 16 is strongly inclined towards higher entropy to match the entropy increase in oblique compression shockwaves.

The area F ₁ is the work per kg of gas done in the nozzle 3 (vertically hatched).

The area F ₂ is the work per kg of gas performed in the power turbine 82 ; 83 , or in the exhaust nozzle 85 (horizontally hatched), which counts thermo dynamically twice: once as F ₁ , and the second time as F ₂ . The surface F ₃ , ie the acute incision in the surface F ₁ , is a deduction surface of F ₁ , due to the shock wave compression. However, it is compensated by the area F ₂ , and even overcompensated! So that as a result, the shock wave compression not only causes no losses, but on the contrary, even brings a small thermodynamic gain!

The intercooler line closes at the shockwave compression line 39 which deviates downward from the isobar because of the internal cooler pressure loss.

The expansion lines 3 ; 85 ; 123 are bulged in the direction of higher entropy, because the currents in the nozzles heat is supplied 122 , The heat is supplied via the hot inlet funnel 5 ; 70 the nozzles, for example, consist of the heat-conducting SiC and are internally and externally washed by the expanding exhaust gases.

Because the work of the nozzle 3 and the power turbine 82 ; 83 , or the exhaust nozzle 85 are the same, you can determine from the area ratio F ₁ / F ₂ (mapped) the target mass flow ratio of the engine main tract to the engine sub-tract, which in the present engine example about 5/1 is. The same mass flow ratio then exists between the aspirated air mass fractions and the mass flow of the nozzle 3 ,

• – Der Kreisprozess des Simplex-Injektor-Zentrifugen-Turbinen- Triebwerkes (SIZT-Triebwerkes) ist mit punktierter Linie 123 dargestellt (....).

With the assistance of an afterburner 115 In the main section of the IZL engine, the mass flow of the main section remains unchanged. The thrust of the engine but still grows because the jet speed increases by the heat in the afterburner. The associated cycle is shown by the dashed line (- - -). And the area enclosed by the dashed curve plus the area F ₂ is then the work done per kg of gas, with the help of the afterburner.

• - The cycle of the Simplex Injector Centrifuge Turbine Engine (SIZT engine) is dotted line 123 represented (....).

1

Supersonic gas injector, preferably with circular cross-section, as

first Compression stage of the engine;

2

combustion chamber, with circular cross-section and lined with

technical ceramics;

3

Supersonic nozzle of the combustion chamber 2 , preferably as a combination over

Sound-adjusting nozzle, consisting from a ring neck nozzle and one

in their coaxial Laval nozzle;

4

Adjustable slider of the combination supersonic nozzle 3 , star-shaped

arranged, radially outward pointing and a spin

generating Support struts;

5

Inlet funnel of the nozzle 3 , preferably of thermally conductive technis

ceramics, e.g. made of SiC;

6

Adjustment mechanism of the adjustment slide 4 , consisting of

Threaded spindles, Mother pinions, a star-shaped roller chains

train, which connects the pinions and servomotor;

7

Pressure gradient in the supersonic nozzle 3 ;

7a

Temperature gradient in the nozzle 3 ;

8th

Supersonic nozzle the gas jet;

9

border the turbulent mixing zone of the gas jet;

10

Supersonic shock wave compressor;

11

Supersonic flow in the shock wave compressor 10 ;

12

Sloping compression shock waves;

13

Neck section the shock wave compressor;

14

Local stabilized straight compression shock at End of the push

waves compressor 10 ;

14a

Downstream straight compression shock 14 ;

14b

Upstream straight compression shock 14 ;

15

Distance between neck cross section 13 and straight compression

shock 14 = Election farameter;

16

Subsonic diffuser;

17

Turbulence rectifier in the form of swirl vanes at the end

the shock wave compressor 10 ;

18

Subsonic swirl flow in the diffuser 16 ;

19

Demixing chamber the gas centrifuge;

20

Twist booster blades at the end of the diffuser 16 ;

21

Intense swirling movement in the flow of the segregation chamber 19 .

to Achievement of the gas centrifuge effect;

22

Swirling motion in the combustion chamber 2 , for a burn in the

Potential vortex;

23

Fuel injection nozzle in the combustion chamber 2 ;

24

Ignition device in the combustion chamber 2 , eg spark plug;

25

intake and air intake of the engine;

26

Swirl vanes in the intake manifold 25 ;

27 and 28

Pressure sampling points for the second control group 30 .

for local stabilization of the straight compression shock 14 :

27 for the restraint, 28 for the pre-displacement of ge

raden Shock wave;

29

 Feedback circuit of the engine and gas feeder to the

Additional compressors 45 , forms the engine sub-tract;

30

Second Steering group of the engine, in the simplest version,

consisting from pressure measuring boxes with switching contacts;

31

Pressure Load Cell for the Enlarge the Neck cross sections of the

Nozzle ring 83 , or the neck cross-section of the nozzle 85 ;

32

Pressure Load Cell for the Reduction of the throat cross sections of the

Nozzle ring 83 , or the neck cross-section of the nozzle 85 ;

33 and 34

Control pressure lines of the second control group 30 ;

35

Reference pressure line;

36

Cooling fins on the outside of the shockwave compressor 10 ,

A jacket of the cooling fins 36 can eg for heating purposes

used become;

37

Inner heat insulation of the diffuser 16 and the demixing chamber 19 .

e.g. by lining with technical ceramics;

38

Inner thermal insulation by lining with technical ceramics,

for all the other hot gases Components of the engine;

39

Intercooler in the feedback circuit 29 ;

- at electric power plants as steam superheater used;

40

Annular O ₂ - (oxygen) enrichment gas fraction of

Gas centrifuge around the longitudinal axis of the segregation chamber 19

and between the outer wall and the core area of segregation

chamber, which simultaneously contains a CO ₂ and N ₂ lean-burn gas fraction

is;

41

Annular CO ₂ enrichment gas fraction of the gas centrifuge,

around the longitudinal axis of the segregation chamber 19 and on the outside

wall the demixing chamber lying;

42

Central N ₂ -; CO-; NO; H ₂ O and H ₂ enrichment gas frac

tion, in the longitudinal axis of the segregation chamber 19 ;

43

Oxygen collector, body of revolution around the longitudinal axis of

Engine, with front annular Slit and with

radial External hollow columns for the discharge of the oxygen-ange

enriched gas fraction 40 ;

44

Auxiliary machine set;

45

Additional compressors (e.g., centrifugal compressor), second

compression stage of the engine, with runner preferred

metallic Superalloy.-Also serves as start-up compressor

of Engine;

46

Auxiliary engine drive turbine for 44 and 45 , preferred with runner

out metallic superalloy;

47; 48; 49

Pressure points for the first control group 55 ;

50

starter motor for the Total engine, e.g. Electric motor;

51

Transmission for the auxiliary machine set 44 ;

52

Auxiliary machines, e.g. Dynamo, hydraulic pumps, power

material pump etc.;

53

Fuel pump;

54

Throttle;

55

First Steering group of the engine, in the simplest version,

consisting from pressure measuring boxes with switching contacts;

56

Pressure test cell for the initial pressure of the auxiliary compressor 45 ;

57

Pressure test cell for the final pressure of the additional compressor 45 ;

58

Pressure test cell for the initial pressure of the pipe 29 ;

59

Pressure test cell for the final pressure of the pipe 29 ;

60

Actuation ring of the combination adjustment nozzle 3 to which the radial

Support struts of the adjustment slide 4 attack, subsonic

aerodynamically educated;

61

Control elements of the first control group 55 ;

62

Switch contacts of the first control group 55 , for the controller

of the adjustment slide 4 the supersonic nozzle 3 ;

63

Hot spot "cooling gas outlet" in the combustion chamber 2 ;

64

Shielding cone for the hot-spot "cooling" 63 , eg from

technical ceramics;

65

Compressed gas line to the combustion chamber 2 , for the oxygenangerei

-assured and high density gas fraction;

66

Tangential inlets from the compressed gas line 65 into the combustion chamber 2 ;

67

Compressed gas line to the auxiliary machine drive turbine 46 ;

68

Exhaust pipe of auxiliary machine drive turbine 46 ;

69

Adjustable Slider of the Combination Ultrasonic Thruster 85 , with star

arranged in a shape radially outward pointing support struts;

70

Inlet funnel of the exhaust nozzle 85 , preferably of SiC;

71

Pressure gradient in the intercooler 39 ;

71a

To 71 analog temperature gradient;

72

Temperature increase in the combustion chamber 2 ;

73

initial straight compression shock (e.g. in a test device),

due to the drainage throttling 117 ;

73a

To 73 analog pressure increase;

74

Upstream shifted straight compression shock (e.g. in one

Experimental device), due to an increased outflow restriction 118 ;

74a

To 74 analog pressure increase (The intensity of the compression shock

is reduced compared to 73a ;

75

Pressure Boost Levels in the Supersonic Shock Wave Compressor 10 .

in time with the oblique compression impacts 12 ;

75a

To 75 analogue temperature increases;

76

Pressure increase in the additional compressor 45 ;

76a

To 76 analogue temperature increase;

77

Control line of (centrifugal) auxiliary compressor 45 , she will

across the optimal efficiency range of the additional compressor

and essentially "parallel" to the surge line;

78

course an assumed control action, e.g. power

Increase ("gas giving");

79

rotary shutter with cover circle segments for the change of the

Nozzle flow cross sections of the nozzle ring 83 ;

80

Turbulence-wave pattern, around the jet outlet opening of the

combustion chamber 2 : produces a longitudinally furrowed on its outer shell

Supersonic jet;

81

Dry ball bearings or dry roller bearings of the rotary shutter 79 ;

82

power turbine with runners e.g. made of metallic superalloy;

83

Nozzle ring of power turbine 82 , with between the nozzles-show

fills full circle segments, corresponding to the circle segments of 79 ;

84

transmission the power turbine;

85

Supersonic exhaust nozzle for one Air jet drive, preferably as

Combination supersonic adjustment nozzle and existing from a ring neck

nozzle and one in this coaxial Laval nozzle;

86

Locally drawn outer contour of the adjusting slide 4 , each

on both sides the struts, according to the so-called area rule of the

Gas dynamics;

87

Operating ring of the combi-thruster 85 to which the radial support

Strut of the adjusting slide 69 attack. Serves as well

aerodynamic augmentor according to the ejector principle;

88

Adjustment mechanism of the adjustment slide 69 the exhaust nozzle 85 .

consisting from several parallel roll spits, skewer drive

pinions an annular Cardan shaft train, the pinion

combines, and servomotor;

89

Pressure gradient in the power turbine 82 , or in the exhaust nozzle 85 ;

89a

To 89 analog temperature gradient;

90

Locally drawn outer contour of the adjusting slide 69 , each

on both sides the struts, according to the so-called area rule of the

Gas dynamics;

91

electrical Battery;

92

Key Contact: Engine run / stop engine;

93

Starter contact;

94

Fuel valve;

95

Fuel supply;

96

commitment of the afterburner with additional Fuel evaporation

for air jet drives;

97

Feedwater preheater at Power plants;

98

Steam generators at power plants. The intercooler 39 serves at

power plants as a steam superheater;

99

Gas Turbine at power plants;

100

first Generator in power plants;

101

Steam turbine at power plants;

102

second Generator in power plants;

103

capacitor at power plants;

104

Steam jet condenser;

 105

Steam jet vacuum cleaner;

106

Pump limit of the (centrifugal) additional compressor 45 ;

107

Delay device for the Nozzle throttling;

108

Adjusting mechanism of the rotary shutter 79 ;

109

Exhaust of the gas turbine 99 at power plants;

110

Target pressure curve at medium desired position of the straight compression shock 14 ;

111

Increased pressure curve at upstream 14b Moved

straight compression shock 14 ;

112

Lowered pressure curve with downstream shifted 14a

shock wave 14 ;

113

Highest pressure curve at extremely upstream and into the throat

cross-section 13 shifted straight compression shock 14 , short

in front the collapse of the oblique-impact compaction;

114

collapse the oblique shock compression with leaps and bounds in the

enema the shock wave compressor hurrying straight compression shock;

115

afterburner in air jet engines;

116

feed pump at power plants;

 117

Enddrosselklappen with strangled outflow;

118

Further strangled outflow;

119

Supersonic flow;

120

Subsonic flow;

121

straight Shock wave;

122

Heat supply through the inlet funnel 5 ; 70 the supersonic jets 3 ; 85 ;

123

cycle Simplex Injector Centrifuge Turbine Engine

(Sizt-engine);

124

separating flange between compressed gas generator and compressed gas recycler;

125

Vacuum;

126

Congestion points;

127

Return flows;

128

Subsonic boundary layer;

129

Supersonic boundary layer;

130

Grooves groups;

131

Supersonic flow line;

132

adiabatic Temperature increase;

133

distance between 14 and 121 = choice parameters;

P ₂ / P ₁

Pressure ratio;

F ₁ / F ₂

Mass flow ratio;

Kg / s

Quantity of gas;

R

Radial coordinate of the segregation chamber 19 the gas centrifuge;

α

do shear Angle;

β

Convergence wall angle to the longitudinal axis;

γ

Shock-reflection angle;

F ₁

per kg of gas done work in the supersonic nozzle 3 ;

F ₂

per kg of gas done work in the power turbine 82 or in the

Supersonic nozzle 85 ;

F ₃

Flue surface of F ₁ , due to shock wave compression;

a

 → sound speed;

x-x

Longitudinal axis of the engine and the segregation chamber 19 ;

 o-o

Steam cycle at power plants.

The compressed gas generator according to the invention consists, as stated above, of a supersonic injector and a gas centrifuge, which are combined with one another and interact closely. The supersonic injector consists of a shock wave compressor 10 and a subsonic diffuser 16 ,

The flow processes in the supersonic injector are shown below, the large Similarities with the flow processes in so-called multi-jet inlet diffusers of supersonic aircraft and ramjet engines have.

From the supersonic flow technique it is known that when a plane plate with a small angle of attack obliquely projects into the beam at the edge of a supersonic jet, an oblique compression shock wave with Machschem angle α is triggered on the plate approach. The size of Mach's angle depends on the beam speed; the flow abruptly buckles in the direction of the compression in the compression shock wave and a pressure increase occurs in the flow along the plate. Although a second plate projecting into the supersonic beam at the opposite beam edge mirror image, a second mirror image oblique compression shock wave is triggered there, with the two compression shock waves intersect in the beam center. A similar process also takes place in a round supersonic beam, which is directed into a round and slightly inside, with wall angle β, convergent ring, 7 , In this case, the two oblique compression shock waves combine to form an annular shock wave and intersect in the center of the beam as a conical compression shock waves. (Literature I, at the end of the description). This also applies if, before entering the convergent ring, the jet is free a short distance 25 and can suck in the ambient air. The compression shock waves 12 set with the Mach angle α, reach the opposite ring walls and are reflected there. The shock waves also increase the pressure in the convergent ring and the pressure expands at the ring end.

If you extend the convergent ring, 8th , so that the ring becomes an internally convergent tube, the conical compression shock waves reach the respective opposite tube walls several times, intersect several times in the center of the tube and are repeatedly reflected at the tube walls with angles γ. As a result of the convergence of the pipe walls with angle β, the angles γ increase, in each case by twice the rough wall angle β. γ = α + 2β. n. Z; <90 ° where "n" is the number of reflections. "Z" is a correction factor that takes into account the influence of the boundary layer and is still to be determined experimentally.

The boundary layer consists of two layers: the near-wall subsonic boundary layer 128 and the farther supersonic boundary layer 129 , Shock wave fronts can only exist in the supersonic boundary layer and act as a pressure barrier. As a result, the subsonic barrier wall close to the wall can only act as a low resistance passage gate, which has the shape of an annular gap through which a local backflow prevails 127 is possible! The backflow arises in particular because the high pressure behind each shock front, through the "annular gap" and around the respective shock front end around, can flow back into the area of lower pressure in front of the shock front, 21 , This creates a stagnation point just behind each shockwave front 126 with zero flow velocity against the wall, and in the form of a stagnation point ring, around the wall of the convergent tube. From this stagnation point ring, the working medium then flows away in both directions. One of these directions of flow is the above-mentioned local backflow 127 while the other flow direction, in the same direction with the main flow direction in the convergent tube, but especially in the analog built shock wave compressor 10 of the engine according to the invention, the boundary layer 128 ; 129 after each stagnation point ring and shock wave front forms new, which can reach on the short distance to the next shock wave front only a moderate thickness.

at this flow configuration Apparently there is an analogy to runners of axial compressors, at which also backflow around the blade ends exist.

In order to keep losses due to the described backflows in the engine according to the invention within limits, has the shock wave compressor 10 on the inner walls several groups of small helical-toothed grooves 130 around the inner wall; with the groove groups lying in the areas where the oblique shockwave fronts 12 hit the inner wall. The purpose of the grooves is to arrest the backflow around the ends of the shockwave fronts, much like labyrinth seals, and to limit the amount of fluid flowing back. The cross-sectional profile of the helical grooves drops steeply on the compressor inlet side and rises again towards the compressor discharge side with an inclined ramp and rounded ramp edge.

sweep But we, because of the simpler presentation, again to convergent tube from before back.

The multiply reflected in the convergent tube shock waves are getting steeper and their mutual distances smaller and smaller, the gas pressure increases accordingly, until the oblique compression shock waves at γ = 90 ° to a violent straight compression shock 121 , with highest gas pressure, unite, 9 , This represents a borderline case that is unstable: after which the straight compression bump leaps and bounds 114 hurries upstream and results in a fixed straight and very violent compression shock before the inlet of the tube. The pressure in the pipe drops rapidly, and this flow configuration is not useful for the engine according to the invention!

To a gas compression using oblique compression shock waves for the engine according to the invention 75 To be able to use, must the internally convergent tube just before reaching the straight compression shock 121 , so just before the angle γ becomes 90 °, be canceled, 10 ,

If you continue the so shortened end of the internally convergent tube by an internally expanding pipe section, the sound velocity increases again in the expanding pipe section and the pressure decreases again, because in the resulting neck cross-section 13 still a slight supersonic speed prevailed. This configuration is suitable for a pressure increase according to the invention, but only by means of an artificially generated straight compression shock 73 , 12 , For this you can eg End throttle valves 117 , hinged at the end of the extended pipe, use; the artificially created straight compression shock 73 trigger. If you continue to throttle the outflow now, 118 , shifts the straight compression shock 73 in the position 74 , Here are the positions 73 and 74 Stationary and only dependent on the degree of outflow throttling. The 13 shows the corresponding pressure curve. It is noteworthy that in this case the intensity of the straight compression shock steadily decreases with its displacement upstream.

Now you can increase the outflow throttling so far that the straight compression shock even further upstream to the position 14 with distance 15 , just behind the neck cross section 13 is postponed, 14 , That's the optimal outflow throttling. It provides the greatest possible stable supersonic compression and it is based on the engine according to the invention.

The convergent pipe section with a short divergent pipe section becomes a shock wave compressor 10 , and the subsequent divergent pipe section to the subsonic diffuser 16 , The subsonic diffuser 16 then also delivers a further subsonic pressure increase. The 15 shows the associated pressure curve. (Literature II, at the end of the description).

The straight compression stroke 14 So, by throttling the outflow of the diffuser 16 caused, the local situation of the straight compression shock 14 behind the neck cross section 13 is determined by the magnitude of throttling, and both, the magnitude of throttling and the location of the straight compression shock 14 be through the second control group 30 constantly controlled.

From the 14 and 15 the fragments "A" are picked out and named as 17 and 18 shown enlarged.

The following are explained 17 and 18 , With the desired throttling of the diffuser outflow, the straight compression joint is located at the end of the shock wave compressor 10 in the middle nominal position 14 , and the target final pressure in the shockwave compressor at the level 110 , Will the outflow throttling of the diffuser 16 slightly reduced, the straight compression stroke shifts into position downstream 14a and the shockwave compressor discharge pressure drops to the level 112 , Will the outflow throttling of the diffuser 16 on the other hand, slightly increased, the straight compression shock shifts into position upstream 14b and the shockwave compressor discharge pressure rises to the level 111 , The shockwave compressor end pressures are each the initial pressures in the diffuser 16 ,

Will the outflow throttling of the diffuser 16 increased even further, the straight compression shock shifts further upstream to the throat cross-section 13 and the shockwave compressor discharge pressure rises to the level 113 , This again results in an unstable flow situation in the entire shock wave compressor 10 , with a sudden upward rushing compression shock 114 that extends up to the inlet of the shockwave compressor 10 as violently straight compression shock sets, 16 , It's a similar situation as in 9 , The pressure drops throughout the shockwave compressor 10 and in the diffuser 16 rapidly, and this flow situation is not useful for the engine according to the invention. (Again Literature III at the end of the description).

The described details of the flow processes and the cited findings the shock wave compression were obtained in detailed experiments in water channels, which, as is known (Literature IV, at the end of the description), a direct analogy to have supersonic currents.

What the above-described control of the local situation of the straight compression shock yet In other words, it works in the same way as the controller the compression shock in so-called multi-stroke inlet diffusers of supersonic aircraft and ramjet engines (Again, Literature II and Literature III, and literature V).

One The only difference is that in supersonic aircraft and ramjet engines the engine case be moved against a stationary air mass, while the engine according to the invention a moving air mass (the jet) against a standing housing is moved. However, the same shock waves result in both cases and effects, because of that only a relative movement of a supersonic fast gas flow are required against fixed engine elements.

The can be reproduced experimentally at any time, either inexpensively Water channel with free water surface, or more expensive with gas flows (again Literature IV, at the end of the description). In doing so result the flow tests in the water channel qualitatively correct flow patterns. Do you want too? have quantitative results, gas flow tests are required; especially in a constructive development of a functioning Engine.

The supersonic gas injector, and in particular its shockwave compressor 10 with subsonic diffuser 16 are combined with the gas centrifuge according to the invention in such a way that the turbulently mixed in the injector combustion gases and intake air in the gas centrifuge are again largely separated.

• 1. eine Wandablösung der Strömung nach dem geraden Verdichtungsstoß 14 unterdrücken;
• 2. die Turbulenz nach dem geraden Verdichtungsstoß z.T. glätten und gleichrichten und
• 3. zugunsten der Gas-Zentrifuge den Drall in der Strömung intensivieren.

The gas-centrifuge effect is generated by an intensive swirling motion of the entire gas column in the engine according to the invention. The twisting movement begins in the combustion chamber 2 with a combustion in the potential vortex. Next, the intake air through tangentially Asked swirl blades 26 in the intake manifold 25 set in rotation. Farther the swirling motion by stationary swirl blades is fanned 17 , and further enhanced by fixed swirl booster blades 20 , Both swirl scoop types 17 and 20 are attached to the outside of the engine case, protrude inwards and have no hub. In particular, the swirl blades have 17 . 17 a triple function by:

• 1. a wall separation of the flow after the straight compression shock 14 suppress;
• 2. partially smooth and rectify the turbulence after the straight compression stroke and
• 3. intensify the swirl in the flow in favor of the gas centrifuge.

The swirl generated so intensely causes due to the centrifugal forces the stratification and segregation of the supersonic injector turbulently mixed combustion gases and the intake air in coaxial ring zones according to the specific weights of the gases, according to 19 , This FIG. shows in the left half caused by the centrifugal effect coaxial annular zones of the gas-fraction profiles in longitudinal section, along the axis of the engine according to the invention.

The heavy gas fraction 41 , mainly from CO ₂ ; NO _x ... existing, accumulates on the periphery, ie on the outer wall of the engine housing. The medium-heavy gas fraction 40 consisting of O ₂ and lean N ₂ content, collects as an annular zone between the outer wall of the engine casing and the longitudinal axis of the engine, and may also contain more than 21% oxygen as combustion air. And the light gas fraction 42 consisting predominantly of N ₂ ; CO; NO; H ₂ O; H ₂ ... collects as a round core in the longitudinal axis of the engine housing.

Accordingly, the oxygen collector is 43 . 1 ; 3 ; 19 configured, which has the shape of an annular collecting body and is arranged coaxially with the longitudinal axis of the engine. The oxygen collector is a longitudinal section, along the engine axis, in the right half of the 19 shown.

The oxygen collector has an annular collection slot for the O ₂ -enriched and N ₂ -degraded gas fraction which is directed against the gas flow direction (in FIG 1 ; 3 ; 19 to the left), and is closed at the rear, on the gas outflow side. It is attached to the engine casing with radial hollow struts through which the trapped O ₂ -enriched and N ₂ -degassed gas fraction is directed to the engine casing in an annular collecting duct. From the collection channel, the O ₂ -enriched gas fraction flows into the feedback sub-tract 29 of the engine according to the invention.

The annular oxygen collector 43 since it is connected to the engine casing by means of the radial hollow struts, an annular passageway slot is formed between its catcher body and the engine casing, through which the heavy gas fraction 41 Passing the Oxygen Collector into the engine rear part. At the same time, the oxygen collector in the middle of its collecting body has a free passage opening, through which the light gas fraction 42 , past the oxygen collector, also flows into the engine rear. There, behind the oxygen collector, the heavy and light gas fractions mix again and pressurize the gas recyclers, such as the power turbine 82 if it is the inventive IZ turbine engine, or alternatively, for example, the exhaust nozzle 85 if it is the inventive IZ air jet engine. The compressed gas generator extends to the dividing flange 124 , behind which the compressed gas recyclers are arranged. The through the oxygen collector 43 trapped O ₂ -riched and N ₂ -reduced gas fraction 40 is through the feedback sub-tract 29 to an intercooler 39 passed and cooled down continues to the additional compressor 45 , The then highly compressed O ₂ -riched gas fraction finally enters the combustion chamber 2 where it burns the fuel supplied, and wherein the N ₂ -Abmagerung provides for the reduction of NO _x compounds.

In the combustion chamber 2 the fuel is burned in a potential vortex. For the O ₂ -enriched gas fraction using the compressed gas line 65 introduced tangentially. The combustion chamber is lined with high-fire technical ceramics because the temperature in the combustion chamber is above 2000 ° K. The lining has an annular channel around the combustion chamber into which the compressed gas line 65 opens tangentially. From the annular channel open several tangential openings around the combustion chamber in the chamber, whereby the potential vortex is fanned.

In the longitudinal axis of the combustion chamber and the potential vortex forms a very hot vortex core, because the hot and lighter gases accumulate in the axis. One end of the hot vortex core opens into the supersonic nozzle 3 , The other end of the hot vortex core, opposite the nozzle, would create a very hot spot (hot spot) in the combustion chamber wall which could not sustain the inner wall lining in the long run. To avoid this, located in the wall lining of the combustion chamber, opposite the nozzle outlet, a "cooling gas outlet" 63 , which pushes back the hot vortex core from this wall. The "cooling gas outlet 63 is located in the middle of a shielding cone 64 , wherein there is a cone gap between the Abschirmkegel and the combustion chamber lining, which also by the compressed gas line 65 is fed. The gas flow from the "cooling gas outlet 63 is generated by the fact that in the hot vortex core, a slight negative pressure relative to the periphery of the combustion chamber prevails.

The supersonic nozzle 3 applied as above, the supersonic gas injector 1 of the engine according to the invention. Since the power of the engine is adjustable, that is changeable, the nozzle must be geometrically variable and variable in Ausflußquerschnitt. This is a special and the inventive content of the engine belonging combination supersonic Verstelldüse 3 , which consists of a ring neck nozzle and a coaxial Laval nozzle. The Laval nozzle has a constant flow area designed to maintain engine idling. As the engine power increases, the ring neck nozzle also opens its ring neck, increasing the outflow area.

The combination ultrasonic supersonic adjustment nozzle according to the invention 3 consists of an adjusting slide 4 , an inlet funnel arranged on the combustion chamber side 5 , made of high-temperature-resistant technical ceramics, which should also be heat-conducting, an actuating ring 60 and the adjustment mechanism 6 , The heat conduction of the inlet funnel 5 has the task of reheating adiabatic combustion gases in the nozzle to increase the thermal efficiency of the engine. The inlet funnel 5 has a central passageway with the throat cross-section of the Laval nozzle. The outer edge of the inlet funnel is turned outwards and forms a lip of the ring neck cross section of the ring neck nozzle; while the second lip of the ring neck cross-section results in the inwardly drawn outlet opening of the combustion chamber. Between these two lips, the ring neck cross-section is created.

At the inner circumference of the exit opening of the combustion chamber is a triangle-wave pattern 80 incorporated, which generates a longitudinally furrowed jet on its lateral surface. The furrowed jet intensifies the turbulent mixing of the jet with the intake air.

The adjusting slide 4 is by means of streamlined and radially star-shaped outwardly facing support struts on the actuating ring 60 attached. The support struts are on the tubular adjustment slide 4 obliquely to the longitudinal axis of the slider, di helically, positioned to initiate the gas twisting movement. The adjusting slide 4 and its radial support struts may consist of a metallic superalloy, because in its area the outflowing nozzle gases are already adiabatically expanded and cooled down, and also part of the support struts and the actuating ring 60 already in the cold intake stream of the engine. The adjusting slide is also retracted on both sides of each attachment point of the support struts on its outer contour after the so-called. "Area rule" of the gas dynamics 86 to suppress the resulting oblique supersonic shock waves.

For Ausflußquerschnitts adjustment of supersonic adjustment 3 , ie in particular for adjusting the inlet funnel 5 with the nozzle-ring neck cross-section, and the actuating ring 60 in the longitudinal direction of the engine is the adjustment mechanism 6 , which consists of at least three adjustment spindles with nut sprockets, which are interconnected by means of a star-shaped roller chain train. The nut pinions are driven by a servomotor in both directions of rotation with only a few turns. The nozzle outflow cross-section adjustment is required to match the operating point of the auxiliary compressor 45 which is, for example, a centrifugal compressor, always on, or near, the control line 77 to keep that roughly "parallel" to the surge line 106 the additional compressor is placed 20 ,

For the control of the servomotor of the supersonic nozzle 3 serves the first steering group 55 , It consists of four pressure measuring boxes 56 ; 57 ; 58 ; 59 1 and 3 which receive the control signals from four measuring points of the engine. The signals for the pressure ratio of the additional compressor 45 : this is for the Y axis of the compressor map, 20 , get two pressure measuring boxes 56 and 57 from the measuring points 48 before and 49 behind the auxiliary compressor 45 , The sig nals for the mass flow of the additional compressor 45 , that is for the X-axis of the compressor map, 20 , get the pressure measuring boxes 58 and 59 from the measuring points 47 before and 48 behind the feedback sub-tract 29 in the intermediate cooler 39 is inserted. In this case, as the mass flow increases, the pressure difference between the two measuring points increases 47 and 48 due to the radiator flow resistance and correspondingly decreases with decreasing mass flow.

The signals of the first control group 55 are the movements of the performance lever 54 superimposed on the engine, in his rod one, eg hydraulic, deceleration device 107 is inserted in order to adjust the decreasing compressor speed at "gas take-back" the smaller air requirement of the combustion chamber.

The first steering group 55 with pressure measuring boxes is only the simplest embodiment of the control group to be replaced in further development of the engine according to the invention by, for example, piezoelectric pressure transducer and electronic circuits.

The faster electronic signal transmission should have the advantage of the deviations of the operating points of the additional compressor 45 from the control line 77 in the compressor map, 20 to keep as small as possible.

The additional compressor 45 Also serves as a start-up compressor for the whole invention engine. It generates the initial pressure in the combustion chamber 2 and sets the start jet 8th the shock wave compressor 10 in progress. This also increases the pressure in the suction line of the additional compressor 29 , which again produces a higher pressure. This reciprocal pressure boosting game levels each other up until the engine reaches the idle pressure level.

The additional compressor 45 may have a moderate to medium pressure ratio and is for example a centrifugal compressor. During the operation of the engine according to the invention, the compressor is driven by an auxiliary machine drive turbine 46 permanently powered.

The total pressure ratio of the engine according to the invention is, however, much higher. When the supersonic gas injector 1 has a pressure ratio of 12: 1 and the auxiliary compressor 45 Once again has a pressure ratio of 3: 1, this results in a pressure ratio of:
12 x 3: 1 = 36: 1;

If, however, the supersonic gas injector 1 has a pressure ratio of 15: 1 and the pressure ratio of the auxiliary compressor 45 4: 1 again, this results in a total pressure ratio of:
15 × 4: 1 = 60: 1, etc

The auxiliary compressor is powered by the electric starter motor 50 driven during the starting process. Once the supersonic injector 1 increases the gas pressure in the engine to idle level, takes over the auxiliary machine drive turbine 46 the drive of the additional compressor. At the same time, the auxiliary machine drive turbine drives over the transmission 51 also the other auxiliary machines 52 and the fuel pump 53 at. Because of the relatively small pressure ratio of the additional compressor 45 can the electric starter motor 50 have a moderate performance.

Of the runner the additional compressor is expediently designed to fly on his hot Page no bearing needed.

The supersonic jet from nozzle 3 passes through the intake manifold and air inlet 25 the engine according to the invention, between the combustion chamber 2 and the supersonic shock wave compressor 10 is arranged so that the hot supersonic gas jet 8th from the nozzle 3 directly on the cold intake air. In this area there is negative pressure 125 in relation to the outside atmosphere, or also negative pressure to a base pressure in engines with closed circuit. The Unterdruk and, as mentioned above, on its outer shell longitudinally-furrowed supersonic jet 8th give an optimal turbulent mixing zone between jet and intake air. The intake manifold has substantially a conical and inwardly converging air duct, wherein the outer inlet into the intake, for example radially 25 . 1 and 3 can be, but also around the combustion chamber 2 may be axial, for example if it is an air jet engine.

The engine according to the invention also has a second control group 30 Related to the flow-rate control of the power turbine 82 or alternatively the thrust nozzle 85 serves.

From the above with respect to the supersonic injector 1 shows that the flow cross-sections of the power turbine or the exhaust nozzle must be variable to the distance 15 of Straight Compaction Bump 14 in the end of the shock wave compressor 10 to stabilize locally. This is done by two pressure measuring points 27 and 28 in the walls of the shock wave compressor, close in front of and behind the target location of the straight compression shock 14 (Literature V, at the end of the description). The pressure sampling points transmitted via the lines 33 and 34 Pressure control pulses to two pressure measuring cells 31 and 32 They convert them into electrical control impulses, the flow cross-section of the turbine nozzle ring 83 the power turbine 82 change if it's an IZ turbine engine, 1 ; or the flow cross-section of the exhaust nozzle 85 change if it's an IZ air jet engine, 3 ,

The exhaust nozzle 85 is also a combination supersonic adjustment, it has the same basic structure as the combination supersonic adjustment nozzle 3 the combustion chamber and also consists of a Ringhalsdüse and coaxially arranged in her Laval nozzle, wherein the Ringhalsdüse is geometrically variable. The nozzle has an adjustment slide 69 in tubular form with a radially arranged on its outer side radially outwardly facing support struts, wherein the outer contour of the slider is retracted on both sides of the struts according to the so-called. Area rule of the gas dynamics 90 , an inlet funnel 70 made of technical ceramics, which is resistant to high temperatures and heat, so that heat is released into the gases that relax in the nozzle 122 as in the cycle, 25 shown, an actuating ring 87 , to which the above support struts of the adjustment slide 69 are attached and an adjustment mechanism 88 ,

The adjustment of the flow cross-section of the exhaust nozzle 85 is also done by back and forth longitudinal displacement of the adjusting slide 69 , the inlet funnel 70 and the actuating ring 87 , which alters the nozzle ring neck cross section. The actuation ring is connected to at least three roll spits of the adjustment mechanism 88 attached and drive pinion of the skewers are interconnected by a star-shaped cardan shaft train. The adjustment mechanism 88 has a servomotor that controls the displacement of the pressure cells 31 and 32 into tax movements.

The operating principle of the second control group 30 based on the fact that in forward migration of the straight compression shock 14 in the position 14b in the shockwave compressor 10 , in the exhaust nozzle 85 the flow cross-section is slightly increased, what the straight compression shock 14 shifted back again, while in reverse migration of the straight compression shock 14 in the position 14a in the shockwave compressor 10 , in the exhaust nozzle 85 the flow cross-section is slightly reduced, what the straight compression shock 14 relocated again.

In the IZ turbine engine, 1 , the control of the straight compression shock takes place 14 in the shockwave compressor 10 also by changing the flow cross-section, but here the nozzle ring 83 the power turbine 82 ,

The power turbine 82 is eg two-stage, 1 , and has a nozzle wreath 83 having at the periphery a plurality of evenly distributed full circle segments between the nozzle vanes. In front of the nozzle ring is a rotary shutter 79 also arranged with full cover circle segments whose respective widths and distribution on the circumference correspond to the full segments of the nozzle ring. When the cover circle segments of the rotary shutter 79 right in front of the full segments of the nozzle ring 83 lie, the nozzle ring has the largest flow cross-section. If the rotary shutter is rotated slightly around the longitudinal axis of the engine, this reduces the flow cross-section of the nozzle ring. The rotary shutter is on its periphery in a double dry ball bearing or roller bearing 81 stored, which allows rotational control movements of the rotary shutter after both directions of rotation. For the rotational movements of the rotary aperture is an adjusting mechanism 108 with servomotor, which receives its control signals from the second control group 30 via the pressure measuring boxes 31 and 32 . 1 , receives.

The functional principle of the control group 30 in this case is based on the same manner as in the above supersonic exhaust nozzle 85 , In forward migration of the straight compression shock 14 in the position 14b in the shockwave compressor 10 , becomes the nozzle crown flow cross-section of the power turbine 82 slightly increased what the straight compression shock 14 shifted back again; while in backward migration of the straight compression shock 14 in position 14a in the shockwave compressor 10 , The power turbine nozzle flow cross-section 82 something is reduced, 17 and 18 what the straight compression shock 14 again vorverlagert (again literature V, at the end of the description).

The second control group 30 with pressure measuring boxes is only the simplest embodiment of the control group to be replaced in further development of the engine according to the invention by, for example, piezoelectric pressure transducer and electronic circuits. The electronic signal transmission should have the advantage of a shorter response time, bringing the distance 15 between the straight compression shock 14 and the neck cross section 13 the shock wave compressor 10 could keep even smaller. This could be the pressure at the end of the diffuser 16 and in the segregation chamber 19 to increase something else, 1 ; 3 ; 18 , and the efficiency of the engine to improve something.

• – Außerdem ist eine vereinfachte Ausführungsform des erfindungsgemäßen Injektor-Zentrifugen-Turbinen/Luftstrahl-Triebwerkes mit der Bezeichnung Simplex-Triebwerk vorgesehen.

For electricity works, but also for other large drives, eg ships, locomotives etc, it might be advantageous for the engine according to the invention also a steam cycle, 6 to add. This can be the heat of the shock wave compressor 10 for feedwater preheating 97 , the exhaust channel 109 for steam generation 98 and the intercooler 39 be used for steam overheating. The steam cycle would also use the residual heat that would otherwise be released into the air and further optimize the overall efficiency of the engine.

• - In addition, a simplified embodiment of the injector centrifugal turbine / air jet engine according to the invention with the name simplex engine is provided.

The Simplex Injector Centrifugal Turbine Engine as well as the Simplex Injector Centrifuge Air Jet Engine has no co-acting and permanently driven auxiliary compressor 45 and no intermediate cooler 39 , The additional compressor 45 serves only as a starting fan for the entire engine, for which he is from the electric starter motor 50 is driven periodically. As soon as the engine starts, the el. Starter motor is switched off. This also stops the additional compressor and then flows in the supersonic injector 1 compressed oxygen-enriched gas fraction through the housing of the stopped additional compressor directly into the combustion chamber 2 , Alternatively, the starting process of the simplex IZT / L engine is also provided with the aid of a pyrotechnic cartridge. This can either, as known from aviation technology, take place by means of a small turbine, which is acted upon by the pyrotechnic cartridge or the starting process of the engine according to the invention is initiated directly by the flow impulse of the pyrotechnic cartridge on the flow process in the engine.

The Simplex Injector Centrifuge Turbine / Air Jet Engine has a smaller total compression and a smaller but still respectable efficiency. The associated cycle in the T, s diagram is in 25 with dotted line 123 shown. Explained is the T, s diagram in the description 25 ,

The Simplex engine also has special significance as an emergency engine.

Should the erfindungegemäßen IZ air jet engine as aircraft propulsion, for example in an Atlantic crossing, the additional compressor 45 - due to bearing damage or other reasons - fail, ver the engine according to the invention changes automatically, ie without the intervention of the pilot, into a simplex IZ air jet engine and can continue to drive the aircraft without interruption! Because of the reduced compression and the reduced efficiency, the pilot must give more "gas" if he wants to maintain the previous performance approximately. This increases the consumption.

At the same time, T's diagram shifts in the cycle 25 , the heat input from the isobaric of the auxiliary compressor 45 (2) automatically to the (in the middle shown) isobars of the shock wave compressor 10 ,

These automatic transformation also applies to the injector centrifugal turbine engine according to the invention (IZT engine).

The previous description and present the drawings preferred embodiments of Invention. But there are also aggregates and parts of rocket engines, of systems for Electricity works as well as aggregates and parts for including non-motor purposes of general engineering, also the sense and conception of the present invention correspond.

LITERATURE - NOTES from I to V.

LITERATURE I

Explanation:

In a parallel flow with supersonic speed from an oblong rectangular mouth in an overpressure area, arise at the mouth edges flat angle Compression waves.

Literature Text:

• 1). "When Rays coming out of circular openings come, are the circumstances because of the conical crossings the waves that change them a great deal less easy". Source: Prof.Dr.L.Prandtl: "Guide through The Fluid Mechanics "1944, page 257, Lines 8 to 15.
• 2). ** The aforementioned Analysis applies to a rectangular diffuser inlet. The same basic rule applies for one Spit and a double skewer for the release of bevel conical shockwaves, before the sucked air ... ** Source: Oswatitsch: "The Efficiency of Shock Diffusers, NACA Tech Memo 1140, 1947. Consequently: arise for rays from circular openings Tapered compression waves.

LITERATURE II

• An analog aviation flow configuration.
  
  Fig.11-16 ** Spit and diffuser inlet for high pressure conditions at supersonic speeds ** Source: K. Oswatitsch, The Efficiency of Shock Diffusers, NACA Tech. Memo. 1140, 1947.
  
  Fig.11-20 ** Supersonic Aircraft Air Intake System with Fixed Inlet Cross Section and Engine Bypass System for Excess Air **. Source: LM Randall, Designing Air Induction Systems for Supersonic Aircraft, SAE Journal, 70:61 (November, 1962).

LITERATURE III

• An analogous flow behavior from aviation.
  
  Fig.3 ** Supersonic inlet system illustrating the operation of the central body and the bypass flaps **.
  
  Fig.5 ** Jumped condition, shows the straight compression shock, which is slightly downstream of the throat cross-section. The task of the controller is to hold it there **.
  
  Fig.6 ** Not jumped condition, shows the straight compression shock, which now stands in front of the hood lip. The flow is discontinuous, the pressure recovery low **.

Text:

• ** If the straight compression stroke is slightly downstream of the Neck cross-section is working, the air inlet with the highest efficiency. The reduction of the bypass flow shifts the straight compression joint closer to the throat cross section, with improvement of pressure recovery.
• Automatic control is in use to achieve this condition. The controller measures the channel pressure and positions the bypass flaps so that the shock is maintained downstream of the throat cross-section without expelling it. 5 shows the flow pattern and streamlines when the inlet works this way **. Source: SAE Journal, October 1967, Volume 75, Number 10.

LITERATURE IV

• Text: "The similarity the flow through a nozzle with the operations when overflowing Water over one Weir is unmistakable. In fact, the fundamental wave speed is playing there same role as here the speed of sound ".
• Prof. Dr. L. Prandtl, "Leader through Fluid Mechanics ", 1944, page 250.
• Cover: Zurich Dissertation by E. Freiswerk, in Communications from the Institute for aerodynamics at E.T.H. Zurich, Issue 7 (1938).

LITERATURE V

• An analogous arrangement of the pressure measuring points and an analogue operation of the positional stabilization of the even shock wave from aviation.
• ** measuring probes are mounted in the area of the direct compression shock to the on the Shock wave movements to react along the canal **.

Fig.8 ** Angenommenes SST(Überschall-Verkehrsflugzeug) Einlauf-Steuerungs-System, das die Primär-und Nebensteuerung zeigt **. Quell: SAE Journal, October 1967, Volume 75, Number 10.

Fig.8 ** Assumed SST (supersonic airliner) intake control system showing primary and secondary control **. Source: SAE Journal, October 1967, Volume 75, Number 10.

Claims (19)

Injector Centrifugal Turbine Engine and Injector Centrifugal Air Jet Engine Having the Following Characteristics: 1) Injector Centrifugal Turbine Engine / Injector Centrifugal Air Jet Engine (Common Abbreviation: IZT / L Engine) is an internal combustion engine; 2) the Injector Centrifugal Turbine Engine (single abbreviation: IZT Engine) is a rotary drive motor for all types of vehicles and stationary work machines, 3) the Injector Centrifuges Air jet engine (single short name: IZL engine) is an air jet propulsion engine for aircraft of all types; 4) the IZT / L engine has continuous high temperature combustion; 5) the IZT / L engine has a high pressure ratio , 6) the IZT / L engine has a high efficiency, 7) the IZT / L engine has a high energy density; 8) that the IZT / L engine consists of a compressed gas generator according to the invention and various compressed gas recyclers modified according to the invention, 9) the compressed gas generator according to the invention from a supersonic gas injector ( US Pat . 1 ), a gas centrifuge ( 26 ; 17 ; 20 ; 19 ; 43 ), a feedback loop ( 29 ), from at least one pipeline, with additional compressor ( 45 ) and auxiliary machine set ( 44 ), at least one combustion chamber ( 2 ) and at least one supersonic nozzle ( 3 10) the supersonic gas injector consists of a supersonic shock wave compressor ( 10 ) and a subsonic diffuser ( 16 11) the supersonic gas injector draws the ambient air and compresses it and serves as the first compression stage of the engine, 12) the gas centrifuge into the supersonic gas injector ( 1 ) and with the injector the same hous has. 13) the gas centrifuge made of stationary swirl vanes ( 26 ) in the intake manifold of the engine, fixed turbulence rectifier swirl blades ( 17 ) in the end of the shock wave compressor ( 10 ), Swirl intensifier blades ( 20 ) in the end of the subsonic diffuser ( 16 ) a demixing chamber ( 19 ) and an oxygen collector ( 43 ) consists. 14) the supersonic gas injector, and more particularly its shock wave compressor ( 10 ) and subsonic diffuser ( 16 ), is combined with the gas centrifuge according to the invention such that the turbulently mixed in the injector combustion gases and intake air in the gas centrifuge again largely separated and separated, especially in an oxygen-enriched and CO ₂ -emerged and N ₂ -abgemagerte gas Fraction ( 40 ), which serves as combustion air, whereby the engine according to the invention is an internal combustion engine with a treatment device for the combustion air, 15) the oxygen-enriched gas fraction ( 40 ) through the feedback circuit ( 29 ), which is an engine sub-wing and an intermediate cooler ( 39 ), the auxiliary compressor ( 45 ), which serves as the second compression stage of the engine according to the invention, 16) after the second compression stage, according to feature 15 , the high-density and oxygen-enriched gas fraction ( 40 ) in the combustion chamber ( 2 ), where it serves to burn the fuel supplied, 17) the N ₂ leaning in the gas fraction ( 40 ) limits the formation of NO _x compounds, 18) the hot combustion gases from the combustion chamber ( 2 ) through the nozzle ( 3 ) as a supersonic fast gas jet ( 8th 19) the supersonic gas jet ( 8th ), according to feature 18 , for charging the supersonic gas injector ( 1 ) and closes the feedback loop, 20) the specifically heavier CO ₂ gas fraction also separated in the gas centrifuge ( 41 ) and the specifically lighter N ₂ ; CO; NO; H ₂ O; H ₂ ... gas fraction ( 42 ) at the oxygen collector ( 43 ) flow past in the engine rear part, form the engine main tract and serve to pressurize the gas recyclers, 21) a compressed gas recycler an inventively modified working turbine ( 82 ), wherein the pressurized gas generator according to the invention together with the working turbine, the injector-centrifuge turbine engine (IZT engine), which serves as a rotary drive for motor vehicles, locomotives, ships, etc. and stationary work machines, etc., 22) another alternative compressed gas recycler an inventive modified aerodynamic exhaust nozzle ( 85 ), wherein the compressed gas generator according to the invention together with the exhaust nozzle forms the injector centrifugal air jet engine (IZL engine), which serves as jet propulsion for aircraft, space transport systems, etc., 23) yet another alternative compressed gas recycler Afterburner ( 115 ) with the inventive modified aerodynamic exhaust nozzle ( 85 ), wherein the compressed gas generator according to the invention together with the afterburner and the exhaust nozzle, the injector-centrifuge afterburner air jet engine (single abbreviation: IZNL engine) forms, which serves as a strong jet propulsion for aircraft, space transport systems, etc., 24 ) the engine according to the invention, as a turbine or air jet drive with and without afterburner, the ability of a particularly fast power consumption when "gas" has, 25) the engine according to the invention is suitable to be built in all sizes: from very small to to serve for the propulsion of motor vehicles and even very small motor vehicles; until quite large, to serve for the propulsion of aircraft and also very large aircraft, space transport systems, etc., 26) the engine according to the invention is also suitable to be built in combination with a steam cycle to drive for electricity works 27) the engine according to the invention is also suitable in a simplified embodiment, as simplex injector centrifuges turbine / air jet engine (common abbreviation: SIZT / L engine), without additional compressor ( 45 ) and without intercooler ( 39 With reduced pressure ratio and reduced efficiency, to be built to serve as a simplified propulsion system for motor vehicles, stationary machines, etc., 28) the simplex engine is particularly suited to serve as an emergency engine, particularly in aircraft the injector-centrifuge air jet engine (IZL engine) according to the invention automatically transformed if, for example, the additional compressor ( 45 should), 29) the engine of the invention is also suitable as a general heat engine, for example, with closed circuit and filled with other working media as air, etc., and thus can be used for the use of any heat source. Injector Centrifugal Turbine Engine and Injector Centrifugal Air Jet Engine according to claim 1, characterized in that 1) the intake manifold ( 25 ) of the engine between the combustion chamber ( 2 ) and the supersonic shock wave compressor ( 10 ), so that the hot supersonic gas jet ( 8th ) coming out of the nozzle ( 3 ), impinges directly on the cold intake air, 2) said intake manifold region depressurises ( 125 3) the intake manifold has a substantially conical and inwardly converging air flow, 4) the outer intake into the intake manifold both radially (FIG. 25 ), but also around the combustion chamber ( 2 ) can be axial, for example if it is an air jet engine (IZL engine). Injector Centrifugal Turbine Engine and Injector Centrifugal Air Jet Engine according to any one of the preceding claims, characterized *** in that: 1) the supersonic shock wave compressor ( 10 ) consists of a convergent tube section of selective length and a subsequent short diverging tube section, both preferably of circular cross section, 2) the length of the converging tube section in a particular relationship to its diameter, its internal taper angle (β) and the jet velocity of the supersonic nozzle ( 3 ), 3) between the two said tube sections a neck-Qerschnitt ( 13 ) of the shock wave compressor is formed, 4) through the supersonic jet ( 8th sucked and mixed with the nozzle jet intake air into the shock wave compressor and is accelerated to above the sound velocity, and both types of gas are compressed again in a common supersonic compression, 5) the supersonic compression at the beginning of the convergent Pipe section with the Machschen angle (α) of the nozzle jet ( 8th 6) the conical compression shock waves, due to the length of the convergent tube section, are reflected several times on the opposite tube walls, which increases pressure in time with the 7) the shock waves cross each other in the tube axis, 8) the cross-over distances due to the repeated reflections and the convergence of the tube section become smaller and the shock waves become steeper and steeper. 9) the length of the convergent tube section is characterized in that in its end the angles of inclination of the shocks (γ), in relation to the axis of symmetry of the shock wave compressor, according to the formula γ = α + 2β. n. Z; Have not reached 90 °, that is, in the subsequent neck cross-section ( 13 10) the flow into the divergent tube section still occurs at a moderate supersonic speed, 11) the flow in the straight compression shock (10) the flow of the shockwave compressor still has a moderate supersonic velocity (10) 14 ), at a distance ( 15 ) behind the neck cross-section ( 13 ), transducing into subsonic speed, 12) the straight compression shock ( 14 ) by throttling the outflow from the diffuser ( 16 ), 13 the order of magnitude of the throttling the local situation of the straight compression shock ( 14 ) behind the neck cross-section ( 13 ), 14 the order of magnitude of the throttling, and thus the location of the compression joint ( 14 ), the second control group ( 30 ) continuously controls, Injector Centrifugal Turbine Engine and Injector Centrifugal Air Jet Engine according to any one of the preceding claims, characterized *** in that: 1) the supersonic shock wave compressor ( 10 ) the subsonic diffuser ( 16 ), in which the pressure subsonic continues to rise, 2) in the end of the shock wave compressor, that is at the same time the beginning of the subsonic diffuser ( 16 ), the turbulence rectifier swirl vanes ( 17 ), and at the end of the subsonic diffuser, the swirl intensifier blades ( 20 ) are arranged, 3) both blade types are fixed and secured externally, facing radially from the engine housing and have no hub. Injector Centrifugal Turbine Engine and Injector Centrifugal Air Jet Engine according to any one of the preceding claims, characterized in that 1) for the generation of the gas-centrifugal effect, an intensive swirling movement of the entire gas column in the engine according to the invention serves, for which the mentioned swirl blades ( 26 ; 17 ; 20 ), 2) the rotating gas column of combustion gases and sucked air largely segregated again due to the centrifugal forces and forms coaxial annular zones according to the specific weights of the gases, 3) the annular enrichment or. Degradation gas fractions are: a CO ₂ enriched heavy gas fraction ( 41 ) on the outside wall of the engine casing, an O ₂ -oxygenated and CO ₂ and N ₂ -reduced gas fraction ( 40 ), which lies as a ring zone between the engine casing and the engine axis and an N ₂ ; CO; NO; H ₂ O; H ₂ etc enriched light gas fraction ( 42 ) in the engine axis, 4) the oxygen-enriched gas fraction ( 40 ) through the likewise annular oxygen collector housing ( 43 ), which in front, facing away from the direction of flow, has an annular collecting slot and is closed at the rear, 5) the oxygen-enriched gas fraction ( 40 ) is then passed through inside hollow radial support struts of the oxygen collector to an annular collecting channel, already in the engine housing, from where they in the feedback circuit ( 29 ) of the engine, 6) between the oxygen collector ( 43 ) and the engine housing an annular passage slot is formed through which the heavy gas fraction ( 41 passing the oxygen collector past the engine rear end, and at the same time the oxygen collector in the center, ie in its axis of symmetry, has a free passage opening through which the light gas fraction ( 42 ) passes the oxygen collector, also flows into the engine rear part, where both gas fractions, the heavy ( 41 ) and the light ( 42 ) reunite and mix. Injector Centrifugal Turbine Engine and Injector Centrifugal Air Jet Engine according to any one of the preceding claims, characterized *** in that: 1) the feedback circuit (10); 29 ), which forms the engine sub-tract, the intercooler ( 39 ) and to the auxiliary machine set ( 44 ), 2) the auxiliary machine set ( 44 ) from the additional compressor ( 45 ), which is a centrifugal compressor or axial compressor, an auxiliary machinery drive turbine ( 46 ), a transmission ( 51 ), the other auxiliary machinery ( 52 ), such as fuel injection pump, oil pump, dynamo, etc., and an eg electric starter motor ( 50 ), 3) the auxiliary machine drive turbine ( 46 ) the additional compressor ( 45 ) and the auxiliary machine set ( 44 4) the auxiliary compressor also serves as a starting compressor for the entire engine according to the invention, 5) the additional compressor ( 45 ) from the starter motor ( 50 ) is driven during the starting process. Injector Centrifugal Turbine Engine and Injector Centrifugal Air Jet Engine according to any one of the preceding claims, characterized *** in that: 1) in the auxiliary compressor ( 45 ) further compressed and oxygen-enriched gas fraction ( 40 ) through the compressed gas line ( 65 ) in the combustion chamber ( 2 2) the oxygen-enriched gas fraction ( 40 ) arrives in particular in an annular channel around the combustion chamber, the tangential enemas ( 66 ) in the combustion chamber ( 2 ), whereby in the combustion chamber a potential vortex ( 22 3) the potential vortex generates a hot vortex core, which on the one hand into the supersonic nozzle ( 3 ) and on the other hand, opposite the nozzle ( 3 4) is pushed back from the combustion chamber wall by a "cooling gas flow", 4) the "cooling gas flow" through the "cooling gas outlet opening (FIG. 63 ) in a shielding cone ( 64 ) arises in the combustion chamber lining, 5) the outlet opening ( 63 ) is fed by a cone gap between the shield cone and the combustion chamber lining, which at the periphery of the combustion chamber also to the compressed gas line ( 65 ). Injector Centrifugal Turbine Engine and Injector Centrifugal Air Jet Engine according to any one of the preceding claims, characterized *** in that: 1) the nozzle (1) 3 ) of the combustion chamber ( 2 ) is preferably a supersonic combination adjustment nozzle, which consists of a ring neck nozzle and a coaxial Laval nozzle, 2) the Laval nozzle for idling operation of the engine according to the invention is dimensioned, 3) the ring neck Nozzle is geometrically changeable and by changing the flow cross-section of the Ring nozzle throat, according to the operating requirements of the engine and the operating requirements of the auxiliary compressor ( 45 ), opened or closed, 4) the supersonic Kombiverstell nozzle ( 3 ) from an adjusting slide ( 4 ), an inlet funnel ( 5 ) and an actuating ring ( 60 5) the adjusting slide carries the inlet funnel on the combustion chamber side, which preferably consists of a heat-conducting technical ceramic, 6) the inlet funnel has an inner axially symmetrical through-passage which is the Laval nozzle and contains the neck cross-section of the Laval nozzle, 7) of the combustion chamber-side outer edge of the inlet funnel is turned outwards, in the outer diameter is greater than the jet outlet opening of the combustion chamber and the inlet funnel carries on its periphery and on the side facing away from the combustion chamber a lip of the ring neck cross-section, 8) the second 9) between the two said lips of the conically pointing inwards and in the direction of flow of the engine ring-neck cross-section of the nozzle is formed, 10) on the outside of the annular neck Einlauftrichters and around the inlet funnel a coving ansc which is in the outer surface of the inlet funnel and the adjusting slide ( 4 passes), 11) emerging from the ring neck cross-section sound rapid annular beam, deflected by the annular groove and the lateral surface of the inlet funnel and the adjusting slide, in the axial and flow direction of the nozzle and accelerated with simultaneous expansion to supersonic speed 12) on the inner circumference of the exit opening of the combustion chamber, around the exit opening, a triangle-wave pattern ( 80 ) is incorporated, which generates a longitudinally-furrowed jet on its lateral surface, 13) the adjusting slide ( 4 ) consists of metallic superalloy or technical ceramics, 14) the adjustment slide ( 4 ) has on its outer surface radial, outwardly facing and star-shaped support struts, which are also positioned obliquely to the longitudinal axis of the slide, di helical and air swirl-generating, 15) the adjusting slide at the transition points to the support struts, on either side of each strut, according to the so-called gas-dynamic area rule, locally retracted ( 86 ), 16) the support struts externally to the actuating ring ( 60 ), which according to the geometry of the air intake ( 25 ) is designed to subsonic flow conforming, 17) the actuating ring ( 60 ) together with the adjustment slide ( 4 ) and the inlet funnel ( 5 18) for the reciprocating longitudinal cross-section of the nozzle and thus longitudinally displaceable, an adjusting mechanism (see FIG. 6 ), which consists of at least three adjusting threaded spindles and nut sprockets, 19) the threaded spindles on the actuating ring ( 60 attack), the nut sprockets are housed in a housing at the inlet of the supersonic injector and are interconnected by a star-shaped roller chain train, 20) a servomotor drives the nut sprocket in both directions, each with a few turns on control commands and the supersonic nozzle ( 3 ) Geometrically changed, di the ring neck cross-section enlarged or reduced. Injector Centrifugal Turbine Engine and Injector Centrifugal Air Jet Engine according to any one of the preceding claims, characterized *** in that: 1) the control commands for the geometric change of the supersonic nozzle ( 3 ) from a first control group ( 55 ) of the engine, 2) the control group consisting of four pressure measuring cells ( 56 ; 57 ; 58 ; 59 ), the pneumatic signals from three pressure measuring points ( 47 ; 48 ; 49 - the pressure measuring point 48 is used twice) of the engine, 3) the pressure measuring points ( 47 ; 48 ) the pressure in front of and behind the feedback sub-tract ( 29 ), and the pressure measuring points ( 48 ; 49 ) the pressure in front of and behind the auxiliary compressor ( 45 4), the pressure-measuring boxes transform the pneumatic signals into electrical signals for the servomotor of the adjusting mechanism ( 6 5) by combining the electrical signals with each other, the resulting control signals for the servomotor, adapted to the map of the additional compressor ( 45 ) arise: a) for the coordinates of the pressure ratio (P ₂ / P ₁ , the X-axis), by measuring the pressure differences before and after the additional compressor ( 45 ); and b) for the coordinates of the gas quantity (Kg / s - the Y-axis), by measuring the pressure differences at the beginning and end of the feedback loop ( 29 ), influenced by the pressure loss in the intercooler, 6) the nozzle Ausflußquerschnitts adjustment the operating point of the additional compressor ( 45 ) always close the map control line ( 77 ), which, for example in the case of the centrifugal compressor, extends transversely over the optimum efficiency range and approximately "parallel" to the surge limit (FIG. 106 7) the control movements of the first control group ( 55 ) the commands of the PLA ( 54 ) are superimposed. Injector Centrifugal Turbine Engine and Injector Centrifugal Air Jet Engine according to any one of the preceding claims, characterized *** in that 1) the injector centrifugal turbine engine is combined with a steam cycle, also for the propulsion of locomotives, ships , etc. is provided in which execution of the jacketed shock wave compressor ( 10 ) as a feedwater preheater ( 97 ), the exhaust ( 109 ) of the gas turbine ( 99 ) as a steam generator ( 98 ) and the intercooler ( 39 ) serve as a steam superheater. Injector Centrifugal Turbine Engine and Injector Centrifugal Air Jet Engine according to any one of the preceding claims, characterized *** in that: 1) the engine also includes a second control group ( 30 ) for the local stabilization of the straight compression shock ( 14 ) in the end of the Schlagween compressor ( 10 ) 2) the local stabilization of the compression shock ( 14 ) by increasing or decreasing the flow cross section of the nozzle ring ( 83 ) of the power turbine ( 82 ) in the IZT engine, or by enlargement or reduction of the flow cross-section of the supersonic adjustment exhaust nozzle ( 85 ) with the IZL engine, without and with afterburner, takes place, 3) the second control group ( 30 ) from two pressure measuring cells ( 31 ; 32 ), the control signals from two pressure measuring points ( 27 ; 28 ) at the end of the shock wave compressor ( 10 4) the two pressure measuring points ( 27 ; 28 ) close in front of and behind the desired local position of the straight compression joint ( 14 ), 5) the pressure measuring points through lines ( 33 ; 34 ) with the pressure measuring cells ( 31 ; 32 ), which convert the obtained pneumatic control signals into electrical signals, 6) the control signals to the servomotor of the adjusting mechanism ( 108 ) of the nozzle ring ( 83 ; 79 ) of the power turbine ( 82 ), or to the servomotor of the adjustment mechanism ( 88 ) of the exhaust nozzle ( 85 ) be forwarded, 7) the sequence of the control process is carried out in this way that when backward displacement of the straight compression shock ( 14 ) in the position ( 14a ), which can be caused by the engine itself or by outside influence, eg power change, the control process the flow cross-section of the nozzle ring ( 83 ; 79 ) of the power turbine ( 82 ), or the flow cross-section of the nozzle ( 85 ), which causes the straight compression shock from the position ( 14a ) again forward to the position ( 14 ) shifts; and vice versa, with forward displacement of the straight compression shock ( 14 ) in the position ( 14b ), which again caused by the engine itself or by external influence, such as power change, can take place, the control process the flow cross-section of the nozzle ring ( 83 ; 79 ) or the flow cross section of the nozzle ( 85 ), which causes the straight compression stroke downstream from the position (FIG. 14b ) back to the position ( 14 ) shifts. Injector Centrifugal Turbine Engine and Injector Centrifugal Air Jet Engine according to any one of the preceding claims, characterized *** in that: 1) the inventively modified supersonic exhaust nozzle (10); 85 ) of the injector centrifuge air jet engine, with and without afterburner, preferably as a combination supersonic adjustment, analogous to nozzle ( 3 ), 2) the supersonic exhaust nozzle ( 85 ) consists of a ring neck nozzle and a coaxial Laval nozzle, 3) the ring neck nozzle geometrically variable, by changing the flow cross section of the ring nozzle neck, 4) the geometric change by the adjusting mechanism ( 88 ) is effected, which consists of at least three parallel Rollspießen, spit drive pinions, an annular propeller shaft train that connects the pinion, and an example electric servomotor, 5) the adjustment nozzle a design analogous to supersonic Verstelldüse ( 3 ) and from an adjustment slide ( 69 ), with a radially arranged and from the slider radially outwardly facing support struts, an actuating ring ( 87 ), on which the support struts attack on the inside and an inlet funnel ( 70 ), analogous to the inlet funnel ( 5 ) of the nozzle ( 3 ), consists, 6) the adjustment slide ( 69 ) in its outer contour, in each case on both sides of the support strut attack points, according to the so-called gas-dynamic area rule, locally retracted ( 90 ), 7) the roll skewers of the adjusting mechanism ( 88 ) to the front of the actuating ring ( 87 ) and by forward and backward displacement of the actuating ring, on the support struts and the adjusting slide ( 69 ) the inlet funnel ( 70 ) move the nozzle forwards and backwards and geometrically change the ring nozzle throat cross-section, 8) the actuating ring (FIG. 87 ) is designed as an aerodynamic thrust amplifier according to the ejector principle. Injector Centrifugal Turbine Engine and Injector Centrifugal Air Jet Engine according to any one of the preceding claims, characterized *** in that: 1) the inventive modified working turbine ( 82 ) of the injector-centrifuge turbine engine, a nozzle ring which is geometrically variable in its flow cross-section (US Pat. 83 ), 2) between the nozzle blades of the nozzle ring, for example, evenly distributed on the circumference, full circle segments are arranged, 3) in front of the nozzle ring a rotary aperture ( 79 ), which also has full circle segments which correspond in their distribution on the circumference, the distribution of the circle segments of the nozzle ring, 4) when covering the circle segments of the nozzle ring and the rotary shutter of the largest possible Flow cross-section of the nozzle ring is formed, - but with rotation of the rotary shutter, even by moderate degrees, around the axis of rotation of the power turbine and the nozzle ring, the flow cross section of the nozzle ring is reduced, 5) the rotary shutter ( 79 ) on its periphery in a double dry ball bearing or dry roller bearing ( 81 6) the adjusting mechanism ( 108 ) for the geometric change of the nozzle crown flow cross-section, the rotary shutter ( 79 ) turned back and forth in both directions of rotation. Injector Centrifugal Turbine Engine and Injector Centrifugal Air Jet Engine according to any one of the preceding claims, characterized *** in that: 1) the shock wave compressor ( 10 ) on the inner wall of the convergent tube section, around the tube inner wall, several groups of small sawtooth grooves ( 130 ) lying in the areas where the oblique shockwave fronts ( 12 2) the cross-sectional profile of the helical grooves on the compressor inlet side drops steeply, whereas it rises again in the direction of the compressor discharge side with an inclined ramp. Injector Centrifugal Turbine Engine and Injector Centrifugal Air Jet Engine according to any one of the preceding claims, characterized *** in that: 1) in the T, s diagram, the compression line of the supersonic shock wave compressor ( 10 ) and the subsonic diffuser ( 16 ) is a strongly inclined line in the direction of the higher entropy, which in the nozzle of ( 3 ) per kg of work performed by gas (surface F ₁ , vertically shaded) gives a sharp cut (surface F ₃ ), as a take-off surface of (F ₁ ), 2) with the expansion line of the nozzle ring ( 83 ), or with the expansion line of the supersonic nozzle ( 85 ), which is the horizontally hatched area (F ₂ ), which area is the work done per kg of gas in the power turbine ( 82 ; 83 ), or in the supersonic nozzle ( 85 3) compensates and even overcompensates for the take-off surface (F ₃ ) by the surface (F ₂ ); 4) thermodynamically doubles the surface (F ₂ ), whereby the shock wave compression of the engine according to the invention causes no losses; ) the area ratio (F ₁ / F ₂ ) represents the desired mass flow ratio of the engine main tract to the engine sub-tract, 6) the bulges of the expansion lines (FIG. 3 ; 85 ) in the direction of the higher entropy, the heat flow according to the invention in the inlet funnels ( 5 ; 70 ) should represent for heating and efficiency increase of the nozzle flows. Injector Centrifugal Turbine Engine and Injector Centrifugal Air Jet Engine according to any one of the preceding claims, characterized *** in that: 1) the simplex injector centrifugal turbine / air jet engine does not include a permanently driven auxiliary compressor ( 45 ), 2) the auxiliary compressor ( 45 ) only as starting compressor for the start process of the entire engine 3) the simplex-injector-centrifuge-turbine / air-jet-engine cycle process in the T, s-diagram by the dotted line (FIG. 123 4), the starting process of the entire engine can alternatively be carried out by means of a pyrotechnic cartridge, which cartridge comes either on a small turbine, or directly as a fluidic impulse to the flow process in the engine according to the invention to act. Injector Centrifugal Turbine Engine and Injector Centrifugal Air Jet Engine according to any one of the preceding claims, characterized *** in that: 1) the automatic transformation of the non-simplex IZ air jet engine into a simplex injector centrifugal air jet Engine, eg in case of failure of the additional compressor ( 45 2) the automatic conversion into a simplex engine without interruption drives the aircraft, 3) compensate the reduced pressure ratio, the reduced efficiency and the reduced thrust of the engine of the pilot by more "gas giving" to a considerable extent can, but this increases the fuel consumption, 4) this automatic conversion into a simplex engine also applies to the injector-centrifuge-tube engine according to the invention. Injector Centrifugal Turbine Engine and Injector Centrifugal Air Jet Engine according to any one of the preceding claims, characterized *** in that 1) the steel or titanium of the engine is made of scale-resistant steel, 2) the casing is internally lined with heat-insulating engineering ceramic , 3) some built-in parts such as the oxygen collector ( 43 ), the rotary shutter ( 79 ) of the power turbine ( 82 ), the nozzle ring of the auxiliary machine drive turbine ( 46 ), the diffuser ring of the auxiliary compressor ( 45 ) are made of highly heat-resistant technical ceramics, 4) the turbine runners and the runner of the auxiliary compressor ( 45 ) are provided from metallic superalloys. Injector Centrifuge Turbine Engine and Injector Centrifuge Air Jet Engine according to one of the preceding claims, characterized, that 1) the specified engine units and engine parts with all partial versions also for Rocket engines, for Systems of electricity works also for non-motor purposes are provided in general engineering.