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Kadenancy Effect, Acoustical Resonance Effect Valveless Pulse Jet Engine

Conference Paper  in  AIP Conference Proceedings · April 2017

DOI: 10.1063/1.5002230

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 Kadenancy Effect, Acoustical Resonance Effect Valveless
Pulse Jet Engine
Rafis Suizwan Ismail1, a), Azrol Jailani2, b) and Muhammad Adli Haron3
1
Mechanical Engineering Department, Sultan Haji Ahmad Shah Polytechnic, Semambu 25350 Kuantan Pahang,
Malaysia.
2
Mathematic, Science & Computer Department, Sultan Abdul Halim Mu’adzam Shah Polytechnic, Bandar
Darulaman, 06000 Jitra Kedah Darul Aman, Malaysia.
3
Mechanical Engineering Department, Sultan Abdul Halim Mu’adzam Shah Polytechnic, Bandar Darulaman,
06000 Jitra Kedah Darul Aman.
a)
Corresponding author: rafis@polisas.edu.my
b)
Another author: azrol@polimas.edu.my

Abstract. A pulse jet engine is a tremendously simple device, as far as moving parts are concerned, that is capable of
using a range of fuels, an ignition device, and the ambient air to run an open combustion cycle at rates commonly exceeding
100 Hz. The pulse jet engine was first recognized as a worthy device for aeronautics applications with the introduction of
the German V-1 Rocket, also known as the “Buzz Bomb.” Although pulse jets are somewhat inefficient compared to other
jet engines in terms of fuel usage, they have an exceptional thrust to weight ratio if the proper materials are chosen for its
construction. For this reason, many hobbyists have adopted pulse jet engines for a propulsive device in RC planes, go-
karts, and other recreational applications. The concept behind the design and function of propulsion devices are greatly
inspired by the Newton’s second and third laws. These laws quantitatively described thrust as a reaction force. Basically,
whenever a mass is accelerated or expelled from one direction by a system, such a mass will exert the same force which
will be equal in magnitude, however that will be opposite in direction over the same system. Thrust is that force utilized
over a facade in a direction normal and perpendicular to the facade which is known as the thrust. This is the simplest
explanation of the concept, on which propulsion devices functions. In mechanical engineering, any force that is orthogonal
to the main load is generally referred to as thrust [1].

Keywords: valveless pulse jet, Effect study, kadenancy effect, acoustical resonance

INTRODUCTION

Today, one of the commonest propulsion devices, used in a various aspect of engineering application is the
PulseJet. In this paper, we discuss the concept behind the design and functionality of this wonderful device. As we
are going to see, pulsejet consists of two major types, namely Valved pulsejet and Valveless pulsejet.

History background

The first pulsejet has been urbanized since 1906 via V.V. Karavodin which is a Russian engineer. Then French
inventor Georges Marconnet patented the first valveless pulsejet in 1908. That blueprint assisted control the first
important application of a pulsejet, the Argus AS 109-014 valved pulsejet engine, urbanized via The Argus
Company of Germany as well as Paul Schmidt. The Argus AS 109-014 motorized the Vergeltungswaffe 1 (V-1)
“buzz bomb”, like it is described in Fig. 1.
 FIGURE 1. German V-1 ‘buzz bomb” [2]

The effortlessness, small charges as well as the efficiency of the blueprint frightened the Allies, sufficient
consequently that they begin raising their own pulsejet blueprints. Subsequent the end of World War II, the US military
placed substantial investigation into the expansion of a pulsejet engine of their own; however, they discovered that
the turbojet engines had to be the engine of the prospect.
Now, within 2006, ENICS which is a Russian company they utilized a pulsejet engine in UAV applications.
Especially the pulsejet is utilized in a UAV target drone, which is called the E-95. This provides the idea for simulating
subsonic, glide bombs, cruise missiles, UAVs, helicopters as well as attack aircraft. This is an important growth
because it marks the first martial utilization of a pulsejet engine seeing as World War 2. The FWE VIII Twin Stack
blueprint is found on the Chinese CS engine blueprint that is described in Fig. 2 [2].

FIGURE 2. Photo of illustrates 2 stakes valveless pulse jet engine Chinese design [2]

OPERATIONAL AND PROCESS LEGEND

Operational
To begin, the ordinary name of “valveless pulsejet” is a misnomer [1]. That is surely had no mechanical valves or
any moving divisions for generating supremacy cycle The simple of this construct of an intake port which is slighter
as compared to the exhaust. The valveless pulsejet is the simple jet engine which will be lope fixed. This contained
on three major parts, the exhaust, the intake, as well as combustion chamber like it is described in Fig. 3.
 FIGURE 3. Valveless Pulse jet engine [1]

Process legend
The below mentioned words will give information of the operational process utilizing the legend explained in Fig.
4. Where the dotted line is a rarefaction wave, the arrow indicates direction, a dashed line is a compression wave and
the arrow indicates direction.

FIGURE 4. Operational of process legend [1]

This process starts by means of blast-off of the fuel-air mixture in the combustion chamber. It stated theoretically
deflagration, and not a blast [2]. We call the dissimilarity deceit in rapidly ablaze verses explosion deflagration. The
deflagration grounds an increase inside the pressure into the combustion chamber as well as a compression wave. That
is the compression wave movement behind the exhaust ducts and inlet, with the pace of sound wave. The warmth
adding of the deflagration grounded the air mass to make bigger plus start moving behind through ducts. Moreover,
because of the slighter air mass of the inlet has been quickly speeding up external at the back the pressure wave at the
same time as the larger exhaust duct responds very gradually. The operational of process legend is described in Fig.
5.
 FIGURE 5. Beginning of combustion process, Compression wave [1]

Whenever the compression waves reach to the endpoint of every tube, then they replicated in a reverse direction
as the small pressure rarefaction wave. It occurs first in quick, lesser inlet and after that in the tire out. The rarefaction
wave in the inlet is comparatively puny however the surges still overturn first in the inlet because of its lesser air mass
and preloads this with clean air. The warm combustion gases carry on flowing out and down the exhaust duct just like
the rarefaction wave movements back in the direction of the combustion chamber like it is described in Fig. 6.

FIGURE 6. Reflection of rarefaction wave [1]

The decrease of warmth from the last part of combustion as well as from the entrance of the rarefaction wave in
the combustor grounds a force fall underneath ambient. The engine is now really respiring, and the clean air are coming
in the inlet inside the combustion chamber. The torpor of the exhaust gases set aside them moving outside the exhaust
even though the airs which were previously sinuous in the inlet. The airs in the exhaust just start to modify directions
as it is described in Fig. 7.

FIGURE 7. Second reflection of refraction wave [1]

The reproduce rarefaction wave finally grounds a complete U-turn of the moving at the exhaust outlet with ambient
air drawn in at the back the warm exhaust gases. The rarefaction waves after that imitated with the exhaust outlet like
a feeble compression wave like it is described in Fig. 8.
 FIGURE 8. Reflection of Compression wave [1]

Whenever the compression wave arrives at the combustion chamber, the influx of clean air has been measured
adequate in order to permit it for the combustion to start with warm exhaust gases which is now moving back into the
combustion chamber, as it is described in Fig. 9.

FIGURE 9. Compression Wave Slows Flow to Restart Combustion Cycle [1]

KADENANCY EFFECT AND ACOUSTICAL RESONANCE

The two main and important models to explain the pulsejet engine cycle are the Kadenacy Effect and acoustical
resonance. But both of them had happening; merely the Kadenacy Effect is demonstrated in the earlier in use Principle
segment. It demonstrates gas movement via pressure waves as well as the torpor of those gases. That is the most vital
point that the compression, rarefaction as well as pressure waves move at the pace of sound self-governing of air
masses themselves via the ducts. It is also very important that the pace of sound, Mach 1, is quicker in a pulsejet as
compared to the ambient pace of sound because of the lofty hotness.
The Kadenacy Effect has been revealed via the Dutch scientist namely Christiaan Huygens in the 1600s however
he got this name from Michael Kadenacy a physicist that studied it in the 1930s [3]. Christiaan Huygens originated
that while observing the two-stroke engines, the exhaust gases momentum send-off the cylinder thus, helping with
clean air suctioning into the same cylinder. What happens is that whenever a very high-pressure air is permitted to
rapidly go away an inflexible pressure vessel via the big hole, the pressure which is in the vessel reduces to ambient
except the inactivity of the gas flowing out carry on to suction air from the tank. As a result, the air pressure inside
falls. That negative pressures finally discontinue the outflow and now the upturned pressure differential suction the
air into the reservoir to help replace it. The similar thing happens in the reverse direction and the movements of the
incoming air transport the interior pressure of the vessel to on top of the ambient and the cycle begins over. It affects
ultimately soggy out because of losses of resistance drag, and turbulence. Observing at this further strongly, whenever
deflagration happen there is a movement of high-pressure compression wave downward the ducts alongside with a
reference frame which will seize the pressure wave static and take and manage volume of air at the go up of the
compression pressure wave one could see the pressure differential reported over the liquid, as it is described in Fig.
10.
 FIGURE 10. Rise of Compression Pressure Wave

The pressure differential performs to speed up the run since:

F  Pdif . A
(1)
F
a1  (2)
m
Those thrust the air mass in the similar direction as the pressure wave , keeping the reference frame now at the
trailing end of the compression wave, Fig. 11 demonstrates that the opposite pressure differential slows down to flow
back to its real condition.

FIGURE 11. Loss of Compression Pressure Wave

 Pdif . A
a2  (3)
m
a1  a2  0 (4)

The sum of the two speeding up is equivalent to zero. They don’t go back the air mass to the unique place, merely
the unique pace consequently a net forward drive in the compression wave direction of the moved on to the air mass.
Wave, Fig. 11 demonstrates that the pressure discrepancy ends conflicts the moving wave.
The lesser force besides grounds a reduction in thickness as well as boost the rarefaction wave volume. Such as
the compression wave whenever the rarefaction wave sprawling rim goes by, the net acceleration went to zero and the
air mass proceeds to its earlier pace. Generally, it describes that as the hot gases of combustion is increasing and
moving out from the ducts, the rarefaction and compression waves flows via the air mass assisting it along in the
preferred direction for every aspect of the cycle. Similar process details is given by the acoustic resonance but in other
terms; whenever deflagration happens in the combustion chamber pressure wave’s travel down and up the duct
reflecting off the closed and open ends of the tube. All those reflections meet and make a status wave. The combustion
chamber had the smallest amount of gas moving. However, the pressure modifies here are the greatest. It creates a
pace lump and pressure antinodes. The open ends of the exhaust and intake had the most gas moving. However, the
smallest amount of pressure differential like the pressure is constant atmospheric. The smallest wave a resonating
vessel could be accommodated is a quarter of a wavelength. For a pulsejet, a quarter of a wavelength will span the
pressure antinode in the combustion chamber and the pressure node at the exhaust opening. That time-span will also
establish the basic wavelength of the standing wave which will rule the engine. The space between the combustion
chamber and the intake opening is very smaller and will put up a quarter of a smaller wavelength. That secondary
wavelength is an unusual vocal of the primary. Usually, pressure antinodes in the center, open tube resonators take
half a wavelength, and nodes at each end but it is closer to reality to model a valveless pulsejet as two quarter wave
oscillators increased back to back. The in-use standard section merely explains the Kadenacy Effect however both the
acoustical resonance and the Kadenacy Effect did happen. A well-organized pulsejet will tie together the positive
effects of resonant frequencies

RESULT AND DISCUSSION

Studies have shown that PDE based propulsion is highly feasible for Mach number that falls within the range of 3
to 4. Researchers have also shown that the solid rockets are very effective within the aforementioned range of Mach
number. The effectiveness is mainly regarding high-speed and simplicity capability. Unfortunately, the solid rockets
have limited powered range [4].
On their part, the turbojet and turbofan engines are capable of covering longer range and carrying heavier payloads.
This improved feature is largely as a result of their high specific impulse. However, flight Mach numbers that are
above 2–3, aren’t economically feasible. Ramjets and ducted rockets that operate at flight Mach number are equal to
or more than 4, must have inbuilt solid boosters. These solid rocket boosters are required to accelerate them to the
ramjet take over speed. The inclusion of these devices into the structural design of the ramjet increases its complexity
and the volume of a propulsion system. Similarly, the combined cycle engines associated with such propulsion devices
like turborockets or turboramjets, are very expensive and complex [5].
As we have already discussed, the detonation process of a PDE is generally introduced into a tube, which functions
as the combustor. The generated wave by the process quickly transverse the chamber, giving rise to a nearly constant-
volume heat addition process that eventually produces high pressure. It’s this high pressure that is responsible for the
generated thrust. A near-constant thrust can be produced by operating multitube PDE configurations at a high
detonation-initiation frequency that equaled 100Hz or above. Despite its simple structural design and ease of
scalability, PDE is still capable of providing thermodynamic efficiency that is higher than those of conventional
constant-pressure (Brayton) cycle normally utilized in ramjets and gas turbines. This advantage makes it possible to
attain high supersonic flight speeds. The potential advantages of PDE prompted many researchers to conduct
numerous studies on detonations. Most of these studies are focused on the control and confinement of detonations [6].
Despite the immense benefits of the propulsion technology, there are still some challenges and engineering
problems that must be solved, in other to ensure the efficient use of the propagating detonations for propulsion. These
challenges and problems, which basically concerned with the low-cost accomplishment and regulates the successive
detonations in a propulsion device, must be solved before the already mentioned advantages of PDE can be realized.
For a quick enhancement of a detonation wave for a short period to be accomplished, the following tasks must be
accomplished. First, the engineers have to use air supply systems and efficient liquid fuel injection. These will help in
obtaining a quick and homogenous components mixing in the detonation chamber. Low energy source should also be
provided for initiation of the detonation process. This will help the ignition initiation to have a speedy and dependable
detonation from the very beginning.
It’s also important to provide a reliable cooling technique, which will enable heat removal from the walls of the
DC. Such provision ensures staple operation of the engine and prevents incidents like premature ignition of the FAM,
which is capable of resulting to the failure detonation. The combustion chamber geometry must be designed in a way
that enables the promotion of detonation initiation as well as propagation at lowermost probable pressure loss. These
features will help in booting the operational efficiency of the engine. The functional structure of the engine must
include a regulating methodology which gives room for active and adaptive control of the operational process. This
will help with the improvement of the optimum performance of the engine at variable flight conditions, at the same
 time maintaining a margin of stability, it’ also very important to integrate inlet and nozzles into the structural design
of the PDE. This will help to increase the optimal performance of the engines.
An efficient coupling of detonation chamber is also required in a multitude PDE configuration. Apart from the
tasks already discussed above, there are still some other challenges militating against the optimal performance of the
propulsion engines. One of the principal challenges of these cases is the resilience of the propulsion devices. As the
operational PDE components are subject to continual thermal deformations and high-frequency shock loading, a
substantial tear and wear may be probable within a relatively short time of operation [7]. Another issue challenges
affecting the use of PDE are noise and vibration.
Pulse detonation propulsion is a swiftly enhancing area of technology and science that has continue to attract wide
attention. The constraints militating against the practical application of this piece of technology are continuously being
taken care of. The numerous advantages of this technology mean that air-breathing and rocket propulsion have the
potential of getting a long-expected breakthrough in efficiency. This breakthrough will ultimately lead to increased
range and payload of the devices.

CONCLUSIONS
In conclusion, the current status of pulse detonation propulsion can be summarized as follows:

1. The technology is yet to be developed to the point, at which it will be fully practicalized.
2. Currently, the main concentration of engineers and designers is on improving the detonation process. Thus,
lots of researches aimed at identifying the best way of accomplishing this, are currently on board.
3. The present-day PDEs generation doesn’t appear capable of incessant running for a long period.
4. Finally, there are still single-shot devices, which normally require some time to recharge between detonations

Despite the challenges already discussed above, the pulse detonation propulsion still has a great future. Most
aeronautical engineers believe that Pulse Detonation Engine will eventually emerge as the most feasible way of
propelling the supersonic sub-orbital craft. Its future potential is further boosted by the ultra-high compressions,
generated by the detonation process. This has the capability of offering a much better fuel-efficiency that supersedes
the best of the turbojet. Its future potential is also bolstered by the fact that air-breathing engine, normally has reduced
fuel-load and increases safety when compared to rocket motors. The future applicability of the pulse detonation
propulsion can be greatly intensified by addressing those negative issues that militate against its usage. One of such
issue is the noise associated with its operation. Similarly, the intense vibration generated during the operational cycle
needs to be addressed. Even though several engines maybe harmonized in order to fire in a way which will decrease
vibration levels, still it will be considerably bigger than those generated by turbojet or rocket motors.

REFERENCES
[1] K. Kailasanath, “Review of Propulsion Applications of Detonation Waves,” vol. 38, no. 9, 2000.
[2] C. Kerr, J. Reynolds, C. Kerr, and J. Reynolds, “by Progress Report – Pulsejet Engine,” no. June, 2010.
[3] Wikipedia, “Kadenacy Effect,” 2015. [Online]. Available: https://en.wikipedia.org/wiki/Kadenacy_effect.
[Accessed: 10-Oct-2016].
[4] H. D. Ng, J. Chao, Y. Ju, and J. H. S. Lee, “Combustion regimes subsequent to the reflection of a detonation
from a perforated plate,” Commun. Nonlinear Sci. Numer. Simul., vol. 13, no. 2, pp. 243–247, 2008.
[5] G. D. Roy, S. M. Frolov, A. A. Borisov, and D. W. Netzer, “Pulse detonation propulsion: Challenges, current
status, and future perspective,” Prog. Energy Combust. Sci., vol. 30, no. 6, pp. 545–672, 2004.
[6] A. Prigent, D. Piton, L. Serre, and C. Monjaret, Performance of a Valveless Air Breathing Pulse Detonation
Engine. [Reston, Va.]: American Institute of Aeronautics and Astronautics, 2004.
[7] J. M. Powers and S. M. Frolov, “Introduction: Perspectives on Detonation-Based Propulsion,” J. Propuls.
Power, vol. 22, no. 6, pp. 1153–1154, 2006.

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