the jet propulsion with closed combustion type

[DFINITLYDISTRUBD]

As of yet I'm not sure if it is a jet, a turbine, or a rotary....it's design falls somewhere in between!

Torque refered too above is at the output shaft/axle
thrust is developed by the veins attached to it.
113 is engine weight
4900 is truck weight

[qumf]

DFINITLYDISTRUBD:

Can you draw a picture of the engine for us, otherwise I can’t understand the structure.

Can you explain the “vein” here?
“300 and change ft/lbs torque @ 17850 rpm.” Is 300 ft/lbs on the shaft with the rotation speed 17850rpm? Is the output shaft’s speed 17850 rpm?

[qumf]

As to the components bear the heat load in the type jet, I have some thought or solution:
1. Because each chamber has a branch pipe behind it, when the gas spout out of the chamber, it can expand inside branch pipe, thus the temperature decrease. Though the temperature in chamber of the new type engine may be higher than in current engine, the temperature at the tubine can be lower than the current jet’s.( before the gas spouts from the chamber,the pressure in its branch pipe is low because of inertia and the effect of gases' velocity form other branch pipes)
2. Sometimes the chambers touch the burning gas in some position, but the rather higher temperature last a very short time. When the fresh gas enters the chambers, the chambers are cooled.
3. At some position in some components, such as inner side of the front door and back door of the chambers, they touch very high temperature gas all the time. I think out a solution: When the doors (round plates) is closing, from their inner side, near the edge, discharge some fresh air to separate the burning gas to the inner side of the doors. I think it can be realized by the rotating plates and the gas compressed by the blower. The rotating plates (the front door and back door) can increase the gas’ pressure while the gas flow inside by centrifugal force if the inside structure is proper.

[qumf]

Before I analyzed the pressure increase proportion by combustion with the example of methane gas because its combustion process and outcome is simple. If gasoline or kerosene burn in air, the pressure increase proportion will be different. One cause is they have different heat output. Another cause is the quantity of gas by mol change through combustion and change rates are different in different fuel oil or other something.(the quantity of gas by mol is relative to the volume under standard condition. The combustion in my jet engine is confined in an unvaried volume, thus the proportion have a great effect on pressure.) It may be complicated to analyze precisely just by calculation, it will be best to do experiment.We also can refer some document about the biggest explosion pressure of some fuel with air. i think they have similar course.

[qumf]

Nobody comments on my post about estimating the actual efficiency of jet engines. I have to always self-examine my thought whether there are some mistakes in these conclusions.
Now I found a improper date I chose in the calculation, I set the efficiency of the compressor 65% , that is really not appropriate, many compressors’ are higher than the date. I recalculated and choose 85% as the efficiency of the compressor, which is almost the highest efficiency for compressor so far. Meanwhile I set the increase ratio of gas pressure by compressor in current jet W=11; set the increase ratio in the new type jet engine W=4.5; the efficiency of compressor/blower always is 85% in any working range. Other premise conditions needn’t change. I recalculate and estimate the actual efficiency of the two types of jet by the solution that you can see in reply#226.
Use formula of theoretical efficiency, for current Jet: η=1-1/W^[(k-1)/k]
For Closed combustion type Jet: η=1-k*[U^(1/k)-1]/{ W^[(k-1)/k]*(U-1)}
We can get: pls see the solution in reply#226
Current Jet: theoretical efficiency: 49.6% Actual efficiency: 41.9%
Closed combustion type Jet: theoretical efficiency:55.54% Actual efficiency: 52.18%
I don’t choose the better parameters for new type jet for higher efficiency because that may cause error if we use the method to estimate.
We can find the rate between the two types of jets’ efficiency smaller than previous example, but still very good. The actual efficiency of the new type jet(closed combustion) is 25% higher than the current jet.
(The compressor has the highest efficiency; it is advantageous for the current jet). I think we can omit at least some stages of the compressor (at the high pressure portion) if we adopt closed combustion type, the new type jet right has the advantage in this filed.
It is no doubt if the two types jet engines adopt the same gas pressure increasing rate by the compressors W, the closed combustion type has much higher efficiency than the current type that is consistent pressure combustion type, on both theoretical and actual efficiency.

[GAHD]

Pritty cool man, you got any bench-top models worked-out yet?

[qumf]

Originally Posted by GAHD

Pritty cool man, you got any bench-top models worked-out yet?

I just do what I can do.
Be over urgent, don't obtain.

[HydrogenBond]

One way to lose the blower or compressor is to make the oxygen available by being part of the fuel blend. For example alcohol and hydrogen peroxide will burn in the absense of air. But this changes jet design into rocket design. It also requires carrying extra oxygen doner material, which may or may not add up to the weight advantage gained by the loss of the blower/compression.

[qumf]

Originally Posted by HydrogenBond

One way to lose the blower or compressor is to make the oxygen available by being part of the fuel blend. For example alcohol and hydrogen peroxide will burn in the absense of air. But this changes jet design into rocket design. It also requires carrying extra oxygen doner material, which may or may not add up to the weight advantage gained by the loss of the blower/compression.

The target I adopt the blower/compressor has two: 1. to get oxygen from air. 2. to get certain high pressure gas before combustion, that's good for efficiency. You seemed to just mention one aspect.
If the material for combustion are stored in high pressure. It is possible to mix them into a certain high pressure gas before combustion. that may be not complicated. so the portion is light.
To consider from another respect, even though the new type jet engine is heavier than the current jet, but its efficiency is higher than the current one’s. The extra weight definitely is much less the weight of fuel that the new jet saves.

[qumf]

When the burnt gases enter the turbine, keep their speed and pressure stable is important. It’s good for efficiency and bearing load. It also can be realized. The initial condition just after combustion is same. By the effect of branch pipe there is a short time in which the gas from a pair of chamber have comparatively steady pressure and speed. Base on the feature, several pairs of chambers spout gas alternately and cooperate, we also can add a space as buffer and to regulate gas before turbine, when the gas encounters the turbine, the conditions is relatively steady.
On another side, the turbine can work if the gas before turbine is roughly steady in time/roughly even in space. After several stages of the turbine, the gas can become stable at last.
Here we can see the function of branch pipes:
1. As buffer while the gas rush out off the chambers, to reduce the fluctuation.
2. Just by itself it easy to flow while the pressure in chambers isn’t high.
3. Without the branch pipes, when a branch pipe spouts gas, the current will influence the sweeping gas from the branch pipe nearby. Installing the branch pipes; the course will help each other.

We also can install the branch pipe to front doors of chambers to reduce fluctuation of incoming gas.