Compressed air motor

[Flytox]

a reactor consumes how much power by compressing the air so that it heats up enough and ignites kerosene or other, for a diesel one needs at least 20 bars, so the flow x by the pressure = ??? surely a lot of watt.
here they remove the compressor that there is before a reactor.

The order of magnitude:
For 100% of power recovered from the turbine, there is 40% recoverable for the application (turbo engine, reaction, etc.) and 60% consumed by the compressor !!!

Operating pressure is used to improve efficiency but is not "useful" for igniting Kerosene. Combustion is continuous and initiated at start-up by a torch igniter. The most simplified turbines can operate at 4 Bars. (drone engine etc.) The big beasts like CFM 56 operate within 10 bars.

for the engine I'm talking about,
with an air reserve travel a sufficient distance and remove the intake valve.
at TDC (approximately) injection of air and fuel, expansion of the piston goes down then it goes up = exhaust at the end of exhaust reinjection of air and fuel.

Exactly, how is the air injection done if there is no intake valve?

A+

[Chatham]

a reactor consumes how much power by compressing the air so that it heats up enough and ignites kerosene or other, for a diesel one needs at least 20 bars, so the flow x by the pressure = ??? surely a lot of watt.
here they remove the compressor that there is before a reactor.

A ramjet eg. does not consume power for compression, but it only works from 300km / h (on Leduc planes, much faster on hypersonic engines)
The 60% absorbed by the compressor is a double-flow reactor, of which in fact most of the propulsion is made by the cold flow, so ...
In a reactor, there is no self-ignition of the fuel by compression (this is far too weak), but by maintaining flames ignited at start-up by "spark gaps" (powerful electric arcs).
The compression pressure in a diesel is more of the order of 35bars, the compressed air heating to ~ 600 °

[Other]

Hello

A ramjet eg. does not consume power for compression

Apparently not, but when the plane advances at 900 km / h the compression is done to the detriment of the drag.
The air intakes of a stato are completely different from a turbo
Although this is the reactor at its simplest
its problem, like the reactor, is the flame attachment in the combustion chamber part of the air is slowed down to be clearly subsonic in the combustion chamber, the study of the combustion chamber still mobilizes many researchers at engine manufacturers, shape of chambers, dilution ect ..

In a turbo, when it is flying at very high speed, the compressor turbine makes a loss of efficiency compared to the stato
(a bit like an airplane propeller which turns at idle speed makes more drag than a stopped propeller in the event of a failure on a single engine, it hovers better with the propeller set)

the advantage of the turbo, it works at (static) and at low speeds
The stato does not work at low speeds
the pulso works statically, but like the stato, fuel consumption is too high for its thrust. This limited the use for certain missiles.

Andre

[micdhi]

What I would like is to equip a glider with a built-in flight device with sufficient air reserve to take it off and reach 500m, classic towing altitude
Still should be found a light engine, with acceptable performance

Good evening

for the moment there is only the electric motor and polymer batteries which can give you satisfaction, because the pneumatic concept as it is presented is without interest, lack of professionalism, and of realism !!!

http://videos.tf1.fr/video/news/high-te ... ique-.html