DESIGN AND DEVELOPMENT OF PULSE JET ENGINE

Divyesh B. Patel1, Jayesh R. Parekh2

Assistant professor, Mechanical Department, SNPIT & RC, Umrakh, Gujarat, India1
Assistant professor, Mechanical Department, SNPIT & RC, Umrakh, Gujarat, India 2

Abstract: A pulse jet engine (or pulsejet) is a type of jet engine in which combustion occurs
in pulses. Pulsejet engines can be made with few or no moving parts, and are capable of
running statically. Pulsejet engines are characterized by simplicity, low cost of construction
but high vibrations and noise levels. Pulsejet fuel efficiency is a topic for hot debate, as
efficiency is a relative term. While the thrust-to-weight ratio is excellent, thrust specific
fuel consumption is generally very poor.
Keywords: Combustion, fuel efficiency, jet engine, Pulsejet.

INTRODUCTION
Pulse Jet Engine is also known as Pulse Detonation Engine (PDE). A pulse jet
engine (or pulsejet) is a very simple type of jet engine in which combustion occurs in
pulses. It contains neither compressor nor turbine & equipped with or without valve.
The concept of the first pulsed jet can be traced back to an 1882 Publication by
Nikolai Egorovich Zhukovsky. His paper, „On the reaction force of in-and-out
oscillating flowing liquid‟, is the first reference to the „Vapor Pulse Jet‟. The subject of
the paper was developed in two subsequent editions published in 1885 and 1908.
Stating a general method used for the determination of the motion of a body and fluid
inside it, he investigated Helmholtz‟s problem and augmented it by the new problem of
the motion of a closed tube filled with fluid. He studied this last problem with the aid of
the theory of pipes of Poiseuille, and its solution was verified by a special experiment
performed by him (Zamyatina, 1986).
Nine years later, in 1906, Russian engineer Vladimir V. Karavodin experimented
with pulsejets in basic research to find the effects of varying tube length and diameter
had on he cycle pulse frequency, stability and thrust produced. The jet tube he used
was straight and of constant diameter. He obtained a patent for an air breathing pulse-
jet engine. In 1907 he built a working engine based on his invention (Gwynn, 2005).
Basically the system produced a high velocity pulsed gas jet generated by a cyclic
combustion of a liquid Hydrocarbon fuel / air mixture.
The most infamous pulsejet was developed by German Paul Schmidt (Foa, 1960;
Reynst 1961) in conjunction with a German manufacturer, Argus, in 1939. That
pulsejet used a series of one-way valves at the intake end of the tube to intake a fresh
volume of air to mix with the atomized fuel prior to ignition. This jet was used to power
the V-1 “Buzz Bomb” shown in Figure 1−3. The V-1 had a mass of 4750 lbs and
produced 650 lbs of thrust at an altitude of 3000 ft and at a cruise speed of 400 mph
(Reynst, 1961; Zaloga, 2005). Once the motor had reached operating temperature and

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had been accelerated to minimum air flow velocity ( launched using a steam catapult )
the air / fuel pulsejet no longer needed its electrical ignition system and continued to
run thanks to reflected pressure waves from the jet output nozzle that opened the
valves, compressed the new intake charge, and ignited it.
The Russians are also believed to have built copies of the V-1, and the French
operated a target drone based on the V-1 and designated the “Arsenal 5.501” well into
the 1950s, though it differed from the original design in having twin tailfins and was
radio controlled (Goebel, 2005). After World War II was over, there were many new
engines to choose from. The jet age was born. Pulsejets were placed on the shelf as the
gas turbine engine took over due to its reliability and significantly better specific fuel
consumption. While the race to the moon was nearing an end, there was a desire for
jetpacks and hovering vehicles. Lockwood and Hiller performed a small study on the
jets.
The Lockwood-Hiller design, a valveless variant, was patented in 1963 (Lockwood,
1963). This variant works off of the same principles of the Marconnet design, however
the tube was bent into a U-shape to have thrust going in the same direction from both
the inlet and exhaust. An example of this can be seen in Figure 1−4.In August of 1944,
the USAAF placed an order for 1,000 JB-2s, these JB-2s‟ had an improved guidance
system when compared with that of the V-1. Ford built the PJ-31 pulse-jet engine and
Republic built the airframe. Other manufacturers built the control systems, launch
rockets, launch frames, and remaining components. At the end of World War II there
where parallel development programs undertaken in Russia, France, and the United
States to produce new pulsejet rockets (Goebel, 2005).
The JB-2s were launched off of a rail with a solid rocket booster, compared to the
steam catapult system that the Germans used. The USAF then experimented with air-
launching the JB-2. Most of the launches were from a B-17 bomber, though some were
performed from B-24s and B-29s. The Air Force was so enthusiastic with the results
that they increased the order for JB-2s to 75,000 in January 1945. However, the end of
the war in August dampened enthusiasm for the weapon, and the program was
terminated in September of that year. 1,200 JB-2‟s had been built (Goebel, 2005). The
US Navy also experimented with its own V-1 variant, the “KUW-1 Loon”. The Loon
weighed 5000 lbs and cruised at 425 mph. Two submarines, the USS Carbenero and the
USS Cusk, and a surface vessel, the USS Norton Sound, were modified to launch the
KUW-1. In February 1947, the Cusk successfully launched a Loon (Goebel, 2005). The
flying bomb was stored in a watertight hanger on the deck of the submarine, and
assembled and launched by solid rocket boosters while the submarine was on the
surface. Today the US Navy uses Tomahawk cruise missiles in a similar manner;
however they are stored in torpedo tubes or converted ballistic missile tubes.

WORKING CYCLE
Pulse Jet Engine works on Newton’s 3rd law of motion that is Forces of action and
reaction between two bodies are equal and in opposite direction. It generally works on two
cycles. Lenoir cycle and Humphery cycle.
A. Lenoir cycle

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A pulsejet’s operation can be explained by combining two-cycles: the Lenoir Cycle which
consists of isentropic compression followed by constant volume heat addition and then
adiabatic expansion and the Humphrey Cycle, which operates similarly but has an isentropic
compression added to the cycle. Pulsejets typically have a very small compression ratio that
reaches a maximum at around 1.7. The Lenoir three cycle process can be seen below in Fig-
1.

Figure 1: Lenoir cycle

B. Humphery cycle

Figure 2: Humphery cycle

It consists of the intake of air and fuel at point a, isochoric combustion from a to b, and an
adiabatic expansion to c. The humphrey Cycle is shown in Fig-2 and adds a small amount of
compression before combustion, step a to b. This holds true for both valved and valveless
models.
There are three stages in this engine to complete a whole cycle, they are
1. Inlet (Exhaust)
2. Combustion
3. Exhaust (Suction)
1. Inlet Stage:
To understand this stroke there are two situations to complete this stage
i. Starting of engine
ii. During running condition
When engine is to be started it is necessary to pass compressed air from inlet which will
help to provide enough mixture to start the engine.

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When engine is running, suction force generated due to exhaust thrust will lead to fuel
injection. So vacuum generated in chamber will automatically operate the valve and the air-
fuel mixture will enter the combustion chamber.

Figure 3: Inlet Stage

2. Combustion stroke:
During this stroke spark plug will ignite the fuel mixture and high amount of pressure and
temperature will be generated. These combustible gases will be blocked by valve to enter the
inlet head and will have to pass through the exhaust cone.

3. Exhaust stroke:
Combustible gases will pass through cone and thrust pipe. Due to gradual decrease in area
of passage volume will decrease and pressure will increase which will generate thrust at
outlet of the thrust pipe. As exhaust gases will be released to the environment in combustion
chamber vacuum will be generated which will again help to suck the mixture for next stroke.

Figure 4: Outlet Stage

COMPONENTS DISCRIPTION
The different components in the experimental setup is described below.
1. Combustion chamber,2. Thrust pipe, 3.Valve cap, 4.Butterfly valve, 5.Partition, 6.
Screw, 7.Cone, 8.Inlet Head, 9.Butane Cylinder, 10.Fuel supply pipe, 11.Inlet pipe, 12. Air
Blower, 13.Fuel injector Pump, 14. Spark Plug, 15.Ignition Circuit
1. Combustion chamber:

Figure 5: Combustion Chamber and Thrust Pipe

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It hold the spark plug, providing earthing. In combustion it intakes the fuel and air
mixture and ignites it with the help of spark plug. It is necessary to consider that chamber
walls are capable to withstand the amount of pressure going to be generated when
combustible gases are produced, and should be capable to withstand against the temperature.
Combustion Chamber is made from steel. Reason for choosing this material is because of
availablity and simplicity in machining.
2. Thrust Pipe (Nozzle):
Thrust Pipe is used to increase pressure by decreasing volume generated in combustion
chamber. It should also be capable to withstand high pressure and temperature.It is made of
steel because material availablity and simplicity in machining.
3. Valve Cap:
Valve cap is made of mild steel, it’s surface in contact with valve is chamfered at angle
of 5 t’s main function is to lock the angular movement of valve o, it holds the valve and
prevents the breakage of the valve.

Figure 6: Cap, Valve, Partition, Bolt, Cone

4. Butterfly Valve:

Figure 7: Butterfly Valve Diagram

This valve has to deal with very high temperature and pressure. It should be made of
Spring Steel material according to its functional requirements. It works as one way valve, by
allowing gases and air mixture to enter the combustion chamber and preventing combustible
gases to go to Inlet Head.
5. Partition:

Figure 8: Partition

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It is made from MS bar and consist of 8 holes. It provides passage for inlet air and fuel
mixture to enter the combustion chamber from inlet head. This componant also withstands
the temperature and pressure.
6. Screw:
It holds Valve cap, Butterfly valve, Partition and Cone.Here cone helps by acting as nut.
7. Cone:

Figure 9: Cone inside inlet head

Cone’s function is to diverge the air direct to the inlet holes of the partition Thus cone
will also increase thrust of input by direct impacting the charge to the inlet holes.It is made of
MS.
8. Inlet Head:
It is made of Stainless Steel. t’s main function is to increase the inlet pressure of air To
increase pressure it is shaped as venture tube so first its diameter will decrease gradually and
then increase as shown in figure.

Figure 10: Inlet Head

9. Gas Cylinders:
They are used as fuel for testing purpose.

Figure 11: LPG cylinders

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10. Fuel Supply pipe and Inlet Pipe:
Fuel supply pipe supply the fuel to fuel inlet pipe from tank(Gas tank/ Petrol tank). Inlet
pipe is copper pipe which injects the fuel almost nearer at the inlet hole. Amount of fuel
injected is controlled manually.

Figure 12: Fuel Supply pipe and Inlet Pipe.

11. Air Blower:
As pulse jet engine can not start at an atmospheric temperature initially high pressurised
air is required. So, it is used to provide high pressurised air to start the engine.

Figure 13: Air Blower

12. Fuel Injector Pump:
It is used to inject the fuel from supply tank.

Figure 14: Fuel injector Pump

13. Spark Plug:
It is used to ignite the mixture entered in chamber. It is placed in combustion chamber
through a hole grounding is provided to the chamber wall so spark occurs between spark plug
and chamber surface. Rate of spark required is 180/min
14. Ignition Circuit:
It generates such higher voltage that can pass current from spark gap with the help of
Transformer and Capacitor.

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Figure 15: Ignition Circuit

DESIGN CALCULATION
a. Pulsejet operation equations:
Air-Fuel ratio is taken nearly about 12-13. This means that we need 12-13 kg of air to
burn 1 kg fuel at ground. A fact to be considered is that the gas exit velocity never goes above
speed of sound in this engine.
Assuming following variable
V = tube volume (litre.)
f = pulsejet engine operation frequency. (Hz)
Va = gas exit average velocity. (m/s)
F = force, thrust (N, Newton)
fc = fuel consumption (gram/second)
m = mass in kg
t = time in second.
F= m*a
Where a= Va/t
So, F = m* Va/t
F*t = m*Va
b. Thrust pipe:
With increase in length it generates low resonance frequency; the engine can run by
itself hort pipe, high frequency and the engine can’t run without external input airflow
According to Dave Brill, the length has little effect on output power as long as the condition
for resonance sequence is met. Because in a low frequency the fuel charge are larger than
higher frequency. Low frequency and larger explosions becomes equal to higher frequency
and smaller explosions. So, if you increase tube volume, you will increase fuel mixture and
this gives us larger explosions And it’s also easy to prove that the length has nothing to do
with the output power for a tube chapped as a pipe.

Figure 16: Thurst pipe

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Equation to use is m*v=F*t. m = mass = X % air volume of the total volume in the pipe.
This is
m= X * (D2 * π* L) / 4
T = to 1 second, during 1 second explosions occur,
f = frequency.
F = V/(L*2).
This are put together and ends up with
F (Newton) = (X * D2 * π* L * V2 )/(L * 8)
c. Size of combustion Chamber:
To determine the volume of chamber following assumption are to be made

Valve operating pressure = Pv

Exhaust volume = Ve
Unit volume of thrust pipe= Vt
Suction pressure = Ps

Now after cycle when exhaust gas will be thrown say of volume ‘Ve’, suction
generated in chamber will be of same amount but if still there is burnt pressurized gases are
there remaining in thrust pipe it will also increase suction as they are travelling towards exit
so length of pipe and size of combustion chamber should be so taken that will create suction
pressure to operate valve as well as to suck the mixture.

EXPERIMENTAL SETUP
Firstly by sequencing cap, valve, partition and cone and screwing them assembly is
prepared. This assembly is inserted in Inlet Head groove. Next is combustion chamber and
thrust nozzle which are welded, are to be mounted from the side of the valve to complete the
whole basic assembly. Fuel input is through the Inlet head.Initial air pressure is provided by
the Air blower.
First start blower and injector and spark plug. As mixture will formed and enter the
chamber, spark plug will ignite it. Here it is necessary to maintain the fuel supply and air
flow as we are not using carburettor/ air fuel mixture.
RESULT & DISCUSSION
Different material to manufacture butterfly valve was tried. Two partition, one with
10mm dia., 8 holes another with 8mm dia., 8 holes were also tried. 8mm dia., 8 hole partition
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was found to be more efficient. Two type of exhaust cone were tested. Cone 1 is rapid angled
so it generates high blasts at exhaust so its function is noisy. Second shaped cone 2 is
efficient as it is gradually angled. It works with lesser noise then the cone 1.

Figure 17: Cone shape 1 & 2

As a fuel we used LPG gas and Petrol and we conclude that LPG gives low thrust then
the petrol and the reason is the volume of the fluid.

 t was noticed that due to combustion heat doesn’t reaches to the partition and
cone.
 Components beside spark plug get heated.
 Air-fuel ratio to be maintained is about 12-13.
 Butterfly valve should be so flexible that can bend and open the port when suction
is generated in combustion chamber.
 Effect of exit cone shape is very effective on all over efficiency.
 Thrust pipe should be so long that can reduce the frequency and can maintain the
suction required in combustion chamber.
 Further improvement in design of butterfly valve, partition and in cone is required.

REFERENCES
[01] www.Wikipedia.com
[02] Experimental Investigations Into The Operational Parameters Of A 50 Centimeter Class
Pulsejet Engine report by Robert Lewis Ordon.
[03] Inside the pulsejet engine by Fredrik Westberg.
[04] Russian Pulso-1 design.
[05] United States Patent, Patent No. 5,87,2079Verlag, 1998.

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