Scramjet engine for a terrestrial vehicle

Abstract

Scramjet engine (1) for a terrestrial vehicle (1) comprising a case (3) having a front part (4) and a rear part (5), an air inlet portion (6) at the front part (4) of the case (3) facing air flow for receiving and compressing incoming air, a combustion portion (7) and a fuel injection module (8) coupled to the combustion portion (7) located downstream the air inlet portion (6) for heating and expanding air, a nozzle portion (9) downstream the combustion portion (7) at the rear part (5) of the case (3) for expelling air and generating a thrust propelling the vehicle (2), and a control unit (10) connected at least to the air inlet portion (6) to modulate the air flow inside the engine, wherein the air inlet portion (6) comprises a multi-phase inlet and compression module (11) connected to the control unit (10), the multi-phase inlet and compression module (11) having an adjustable compression action for progressively compressing air and modulating the speed of the incoming air to a maximum speed value that is lower than the sound speed.

Description

[0001] SCRAMJET ENGINE FOR A TERRESTRIAL VEHICLE

[0002] TECHNICAL FIELD

[0003] The present invention relates to a scramjet engine for a terrestrial vehicle and to a vehicle comprising said engine. Also, the present invention relates to a method for controlling the air flow in the scramjet engine for a terrestrial vehicle. The present invention furthermore relates to a hybrid propulsion system comprising said scramjet engine and a secondary propulsion module coupled to the scramjet engine

[0004] BACKGROUND

[0005] Scramjet engines have been originally developed for supersonic airplanes. These types of engines optimally function at velocities over five times the speed of sound, i.e. over Mach 5. In contrast to traditional jet engines, scramjet engines do not comprise any mechanical components and rely, on the other hand, on the vehicle’s speed to compress the incoming air prior to combustion. Scramjet engines can produce remarkable thrust ad efficiency at hypersonic speeds, which make them well suited for tasks that demand quick acceleration and high speed flight.

[0006] Current developments in scramjet technology have primarily concentrated on improving materials to endure high temperatures and optimizing aerodynamic configurations to minimize drag and enhance fuel efficiency. However, the application of these engines still remain confined in the space industry.

[0007] It would be desirable to apply the scramjet technology to vehicles other than space aircrafts, for example to terrestrial vehicles traveling at subsonic speeds, in order to improve the performances in terms of higher speed, improved fuel efficiency and weight reduction. However, since scramjet engines are designed for vehicles where the airflow remains supersonic, the application of this technology to terrestrial vehicles leads to great challenges in attaining scramjet’s usual operational range at velocities much lower than the speed of sound.

[0008] Examples of the present disclosure seek to address or at least alleviate the above problems.

[0009] SUMMARY

[0010] In a first aspect, there is provided a scramjet engine for a terrestrial vehicle comprising: a case having a front part and a rear part; an air inlet portion at the front part of the case facing air flow for receiving and compressing incoming air; a combustion portion and a fuel injection module coupled to the combustion portion located downstream the air inlet portion for heating and expanding air; a nozzle portion downstream the combustion portion at the rear part of the case for expelling air and generating a thrust propelling the vehicle, and a control unit connected at least to the air inlet portion to modulate the air flow inside the engine, wherein the air inlet portion comprises a multi-phase inlet and compression module connected to the control unit, the multi-phase inlet and compression module having an adjustable compression action for progressively compressing air and modulating the speed of the incoming air to a maximum speed value that is lower than the sound speed.

[0011] In a second aspect there is provided a terrestrial vehicle, in particular a car, comprising the scramjet engine according to the first aspect.

[0012] In a third aspect there is provided a method for controlling the air flow in a scramjet engine for a terrestrial vehicle, the method comprising: receiving air at a front part of a case of the engine; compressing incoming air by an air inlet portion; heating and expanding air by a combustion portion; and expelling air and generating a thrust propelling the vehicle by a nozzle portion; wherein in the compressing step the method further comprises modulating the air flow inside the air inlet portion so that the incoming air is progressively compressed and the air speed modulated to a maximum speed value that is lower than the sound speed by adjusting the compression action of a multi-phase inlet and compression module.

[0013] In a fourth aspect there is provided an hybrid propulsion system comprising a scramjet engine according to the first aspect and a secondary propulsion module coupled to the scramjet engine.

[0014] Other aspects and features are defined in the appended claims.

[0015] Examples of the disclosure may make possible to apply the scramjet technology to vehicles travelling at velocities lower than the speed of sound. In particular, to terrestrial vehicles such as cars.

[0016] BRIEF DESCRIPTION OF DRAWINGS Examples of the disclosure will now be described by way of example only with reference to the accompanying drawings, in which like references refer to like parts, and in which:

[0017] Figure 1 is a block diagram of a scramjet engine according to an example.

[0018] Figure 2 is a flow diagram of the method for controlling the air flow according to an example.

[0019] Figure 3 is a block diagram of a air inlet portion according to an example.

[0020] Figure 4 is a block diagram of a cooling system according to an example.

[0021] Figure 5 is a block diagram of a quantum noise cancellation module according to an example.

[0022] Figure 6 is a block diagram of a hybrid propulsion system according to an example.

[0023] DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS

[0024] A scramjet engine and a method for controlling the air flow in the scramjet engine are disclosed. In the following description, a number of specific details are presented in order to provide a thorough understanding of the examples of the disclosure. It will be apparent however to a person skilled in the art that these specific details need not be employed in order to practice the examples of the disclosure. Conversely, specific details known to the person skilled in the art are omitted for the purposes of clarity in presenting the examples.

[0025] Figure 1 illustrates a schematic representation of a scramjet engine 1 for a terrestrial vehicle 2. This figure can be considered in combination with figure 2 illustrating a method 100 for controlling the air flow inside the scramjet engine 1. The engine 1 comprises a case 3, for example a tube-like case, with a front part 4 and a rear part 5. The terms “front” and “rear” are related to the conduction of the air flow inside the engine so that the front part 4 corresponds to a first part of the case 3 where incoming air is received by the engine 1 , whereas the rear part 5 corresponds to a second part of the case 3 where air is expelled from the engine 1 (see the horizontal arrows outside the case in the figure).

[0026] At the front part 4, the engine 1 comprises an air inlet portion 6 (air intake) that faces the air flow. The air inlet portion 6 is used for receiving and for compressing air inside the engine 1. The introduction of air inside the air inlet portion 6 and the air compression correspond to method steps S101 and S102 of figure 2, respectively.

[0027] After the air is compressed at step S102, the air passes through a combustion portion 7 that is coupled with a fuel injection module 8. In the combustion chamber 20, the fuel-air mixture is created and ignited to release energy. The fuel injection module 8 has the task of introducing the fuel into the engine 1. It is designed to disperse the fuel into the incoming air in the combustion chamber 20. The objective is to achieve a uniform mixture of fuel and air to ensure efficient combustion. The fuel must be injected in such a manner that it mixes rapidly with the air. The energy released in the combustion portion 7 expands air (method step S103 in figure 2). The air is then accelerated out of the nozzle portion 9 to produce thrust (step S104 in figure 2). The air flow path through the different internal components of the engine 1 is described by the arrows in the figure.

[0028] In order to control the air flow inside the engine 1 , the engine 1 is provided with a control unit 10. The control unit 10 can be embedded within a larger engine management system that is responsible for managing and optimizing the engine's operation. Its tasks include controlling the fuel injection rate, monitoring engine performance, adjusting airflow, and ensuring optimal combustion conditions. The control unit 10 uses sensors to gather real-time data about the engine's operation and uses this data to adjust parameters for peak efficiency and performance.

[0029] In one example, the control unit 10 comprises a quantum computing module 21 to control the flow dynamics of the air flow inside the engine 1. By incorporating the quantum computing module into the control unit 10 significantly increases the computational power of said control unit 10 or of the engine management system. In this way, it is possible to perform complex calculations much faster and handle massive datasets more efficiently than conventional computing methods. The control unit 10 uses therefore quantum computing to optimize the efficiency and performance of the scramjet engine 1. Quantum computing can enhance real-time optimization of intricate aerodynamic calculations, fuel mixing, and combustion processes.

[0030] In particular, the control unit 10 is connected to at least the air inlet portion 6 to modulate the air flow inside the engine 1 and in particular inside the portion of the engine dedicated to the compression of incoming air (i.e. the air inlet portion 6). Of course, the control unit 10 can be (directly or indirectly) connected to other components of the engine 1 , such as the combustion portion 7, the nozzle portion 9, etc..).

[0031] Given that the present scramjet engine 1 is used for terrestrial vehicle, such as cars, it operates at a relatively moderate speed, for example 0.3 Mach, air is pre-compressed prior to its entry into the combustion portion 7. Specifically, to enhance the efficiency of the design of the air inlet portion 6 for a scramjet engine 1 operating at a speed of 0.3 Mach, additional compression stages need to be integrated within the air inlet portion 6 to increase air pressure artificially. The aim of these stages is to gradually compress the entering air prior to reaching the combustion portion 7, so compensating for the absence of natural compression at low speeds. For this purpose, the air inlet portion 6 comprises a multi-phase inlet and compression module 11 connected to the control unit 10. The multi-phase inlet and compression module 11 serves to progressively compress incoming air, for example stepwise, and to modulate the speed of incoming air. This corresponds to the method step S105 of the method 100 of figure 2. Advantageously, the multi-phase inlet and compression module 11 comprises a series of compressing elements, for examples electric compressors, resonant cavity compressors, or other compressing devices, that gradually compress air prior to its entry into the combustion portion 7 and then into the combustion chamber 20. The control unit 10 is used to drive the multi-phase inlet and compression module 11 and in particular the single compressing elements to adjust the corresponding compression action.

[0032] Specifically, the multi-phase inlet and compression module 11 progressively slows down and compresses the entering air by using a sequence of compression stages that can be adjusted in real-time. During each phase, Al-controlled adaptive intake geometries can be used to optimize the airflow by adjusting to the current speed and atmospheric circumstances. In this way, the structure of the multi-phase inlet and compression module 11 can be actively adjusted based on real-time data, effectively decreasing the air speed below the speed of sound in a regulated and efficient manner.

[0033] For example, in case the multi-phase inlet and compression module 11 comprises one or more resonant cavity compressors, the control unit 10 can be connected to said resonant cavity compressors to precisely adjust the resonance frequency of the cavities, resulting in the compression and acceleration of air through constructive interference patterns.

[0034] In particular, the multi-phase inlet and compression module 11 can be configured to comprise an array of resonant cavities 41 , each cavity being coupled to a resonant actuator 39 to change the geometry of the cavity 38. Also, at least one plasma actuator 41 can be located on the walls of the cavity 38 to produce localized air ionization.

[0035] The array of resonant cavities 38 is designed to capture incoming airflow at different phases (below and eventually above Mach 0.3). The cavities 38 are organized in a multi-tiered configuration, with the initial phase managing pre-compression at subsonic velocities, while subsequent phases are optimized for elevated Mach ranges.

[0036] The modular resonant cavity arrays are situated at the entrance of the air inlet portion 6 and are segmented into numerous chambers, each able to adjust its resonant frequency based on the entering airspeed and pressure circumstances. The cavities 38 can be fabricated using lightweight, high-temperature resistant materials like as carbon composites and ceramic matrix composites (CMCs), guaranteeing longevity and operational stability at elevated speeds. Each cavity 38 in the array can be shaped as a truncated cone or an ellipsoid, selected to optimize the constructive interference of compression waves at different velocities The customizable geometry can employs actuators 41 (e.g. piezoelectric actuators) integrated into the cavity walls to alter the length and volume of the resonators, enabling precise tuning of the resonance frequencies. The multi-phase inlet and compression module 11 can be optimized for diverse air pressures experienced at ground level. This modification is facilitated by real-time surveillance of pressure sensors positioned at the air entrance, enabling microsecond alterations in cavity resonance, hence ensuring uninterrupted compression throughout a spectrum of velocities. Each cavity 38 can be outfitted with pressure and velocity sensors that provide data to an Al-driven adaptive control system, which employs closed-loop control algorithms to perpetually modify the cavity resonance in accordance with incoming airflow conditions. The control unit 10 can receive data from the sensors for meticulously adjusting the geometry of each cavity 38 within microseconds for optimal compression.

[0037] In contrast to traditional designs that typically employ single-frequency tuning, the present engine 1 utilizes a multi-frequency interference network. Diverse cavity groups are calibrated to distinct resonance frequencies to produce constructive interference patterns that amplify compression at staggered intervals. The resultant phase-aligned compression waves produce a compounded compression effect, wherein air is compressed and accelerated over many frequency bands, facilitating precise control over airflow at both low and high velocities. The multi-phase inlet and compression module 11 features sequential compression stages, each compressing air into ever smaller cavities 38. This design guarantees that compression and acceleration adhere to an ideal gradient, minimizing drag and energy losses. The variable geometry encompasses shapememory alloys or flexible wall membranes that can reform according to resonance requirements, guaranteeing that compression is adjustable to external factors like as pressure and temperature.

[0038] In contrast to traditional fixed-geometry systems, the progressive phases dynamically modify the compression gradient in real-time. At reduced velocities, the engine 1 expands the chamber walls, minimizing resistance and drag; conversely, at elevated speeds, the walls shrink to attain ideal air compression without inducing airflow turbulence or shock waves. The structural versatility enables the scramjet engine 1 to operate effectively despite swift variations in velocity or air conditions. The chamber walls incorporate shape-memory alloys that are triggered by temperature regulation. The shape-shifting characteristics of the SMAs provide instantaneous alterations in chamber dimensions, hence offering an effective method to enhance compression for ground-level velocities.

[0039] The plasma actuators 41 can be integrated into the internal walls of the cavities 39 to produce localized air ionization for elevated speeds and harsh circumstances. This feature enhances the energy of air molecules entering the cavity 39, minimizing boundary layer separation and enabling increased airspeed flows. The plasma actuators 41 generate micro plasma jets that facilitate the acceleration of air within the cavities 39. Plasma jets generate secondary resonant patterns within the cavities 39, by introducing an additional layer of constructive interference that enhances the flow for exceptionally high velocities.

[0040] As mentioned, in the multi-phase inlet and compression module 11 , the plasma actuators 41 are very useful for optimizing air compression and minimizing drag.

[0041] Plasma actuators 41 can be deployed along the resonant cavity walls to enhance the airflow as it enters and traverses the resonant cavities, preserving laminar flow and averting premature boundary layer separation at elevated velocities. During the compression stages of air movement, the plasma actuators 41 may regulate specific airflows within the chambers, maintaining tight compression and preventing the creation of vortices or turbulent regions. As the scramjet vehicle attains high velocities, the plasma actuators 41 may collaborate with the adaptive resonance control system to dynamically modify airflow patterns, so providing uninterrupted smooth compression and optimal airflow to the scramjet's combustion chamber.

[0042] The plasma actuators 41 are useful for optimizing high-velocity airflow management, rendering them suitable for terrestrial scramjet applications. By optimizing airflow regulation, minimizing drag, and facilitating effective boundary layer management, they guarantee that the scramjet engine 1 functions efficiently over a broad spectrum of velocities. Their dynamic, real-time control capabilities, coupled with minimal energy requirements, render them exceptionally suitable for the specific needs of a scramjet-powered vehicle.

[0043] An adaptive resonance control system is useful for managing real-time modifications to improve airflow through the multi-phase inlet and compression module 11 . This control system employs artificial intelligence (Al) to oversee and adjust the frequency of each resonant cavity 39 and the configuration of the compression chambers in accordance with sensor feedback. The control system utilizes an Al-driven algorithm that perpetually evaluates data from the airflow sensors and modifies the resonance frequencies accordingly. This closed-loop system guarantees that the resonance frequencies consistently correspond with the prevailing speed and pressure conditions, hence optimizing compression efficiency The control unit 10 can have predictive modeling features that foresee alterations in airflow conditions, including abrupt deceleration or acceleration. This enables the system to implement proactive modifications to the cavity resonance and chamber shape, averting airflow disturbances and guaranteeing uniform scramjet performance

[0044] The compressed and accelerated air exits the air inlet portion 6 via tunable nozzles 42 that are dynamically adjustable to regulate both the direction and velocity of the exhaust flow. The adjustable tunable nozzles 42 can modify their cross-sectional area according to the vehicle's speed and the necessary thrust levels. These nozzles 42 may manipulate airflow to achieve an appropriate thrust-to-weight ratio for terrestrial travel, reconciling the high-speed capabilities of the scramjet with the stability required for land navigation. The nozzles 42 are configured to actively diminish drag by contouring the exhaust flow to align with the vehicle's aerodynamic profile. At elevated velocities, the engine 1 autonomously constricts the nozzles 42 to optimize exhaust flow and reduce turbulence.

[0045] As regards the use of shape memory alloys, the walls of the progressive compression stages may incorporate shape-memory alloys in designated regions. The SMAs can regulate the chamber's cross-sectional area according to the vehicle's velocity and the engine's airflow demands.

[0046] At subsonic speeds, the SMA walls can increase chamber space, facilitating enhanced airflow with less compression, thus averting airflow disruptions and excessive drag. The enlarged chambers enable the vehicle to accelerate without experiencing energy losses from excessive compression.

[0047] The multi-phase architecture of the air inlet portion 6, utilizing shape memory alloys, facilitates incremental modifications to the air compression pathway. Each compression stage may possess a distinct SMA configuration that sequentially adjusts as airflow traverses the system. For instance, the initial phases may include SMAs that expand the chambers to enhance air capture and provide smoother circulation. Subsequent stages may incorporate SMAs that constrict the chambers to optimize air compression prior to entering the combustion chamber.

[0048] The exit tunable nozzles 42 can also benefit from shape memory alloy technology. The nozzles 42 may be lined with shape-memory alloys that dynamically modify the throat area of the nozzle 42 in accordance with the engine's present thrust demands. As the vehicle accelerates or decelerates, the SMA-actuated nozzles 42 can modify the exhaust flow to guarantee optimal propulsion while minimizing drag and maintaining economy.

[0049] SMAs confer a supplementary benefit in scramjet applications by providing vibration damping. In high-velocity vehicles such as a scramjet car, vibrational stresses may impair performance over time. Shape memory alloys, owing to their adaptable characteristics, may absorb and disperse vibrations, thus improving the longevity of the compression stages.

[0050] This technique enables the air compression at velocities below the speed of sound, resulting in a highly efficient process. The air flow is therefore optimized for the functioning of the scramjet engine without relying on conventional mechanical compression systems. To improve the precision of frequency adjustment, the quantum computing module 21 can be activated to employ quantum computing calculations. In one example, the method 100 for controlling the air flow in a scramjet engine 1 comprises the step of modifying in real time the dynamic of the air flow using quantum computing calculations. In order to further enable the scramjet engine 1 to sustain ideal pressure and temperature conditions over a broad range of velocities, the combustion portion 7 can comprise one or more combustion chambers 20 with variable shapes. In particular, the configuration and dimensions of the combustion chamber 20 can be dynamically adjusted, guaranteeing optimal combustion at a velocity of 0.3 Mach. The combustion chamber 20 is therefore configured to facilitate steady combustion even at reduced airflow velocities. This could entail implementing a smaller and more efficient design that generates increased turbulence to facilitate improved blending and stability of the flame at a speed of 0.3 Mach.

[0051] The shape of the chamber can be varied in different ways. For example, the shape can be varied by using a particular material such as a shape memory alloy. This material has the ability to return to its original shape after being deformed when subjected to certain stimuli, usually heat. For example, the entire chamber 20 or portions of this chamber 20 can comprise a shape memory alloy such as Nitinol, an alloy of nickel and titanium. Accordingly, the combustion chamber 20 can be provided with heating systems and / or cooling systems to vary the temperature of the portions comprising the shape memory alloy. Alternatively, the shape of the combustion chamber 20 can be varied by movable walls / partitions that can be inserted into, or removed from, the chamber 20 to reduce or increase the chamber’s volume. Also, the shape of the chamber 20 can be modified by using piezoelectric materials.

[0052] The variation of the geometry of the combustion chamber 20 can be controlled by the control unit 10 and in particular by the quantum computing module 21 based on parameters (i.e. air pressure, air temperature, flow rate, etc..) collected by dedicated sensors. Accordingly, the control unit 10 can be connected to the combustion portion 7, and in particular to the combustion chamber 20.

[0053] It is noted that the combustion chamber 20 may incorporate either complete lining or selective shape memory alloy portions in crucial regions where alterations in shape can enhance air compression or flow management. The combustion chamber 20 can feature precise heating components, such as thin-film resistive heaters integrated into the chamber walls, and cooling systems that incorporate microchannel cooling or active cooling loops to maintain the temperature of the SMA areas. These systems regulate the temperature to initiate the phase transformation of the SMA, enabling it to modify the chamber's dimensions as required. The incorporation of thermal control sensors facilitates real-time monitoring of chamber temperatures, preserving operational efficiency while adaptively modifying the chamber shape according to the scramjet's prevailing operating conditions. SMA segments may be positioned at locations of significant airflow sensitivity, such as the inlet throat or mid-combustion chamber, where alterations in shape can assist in regulating air compression, averting shockwave production, and optimizing airflow during high speed operations. By integrating multi-segmented SMA structures, it is possible to create localized shape variations that modify just certain areas of the combustion chamber 20, hence enhancing control over air compression and transcending conventional single-material chamber designs.

[0054] In alternative or in addition, the chamber’s geometry can be modified by integrating piezoelectric materials into the chamber walls. In contrast to shape memory alloys, piezoelectric materials react nearly quickly to electrical stimuli, rendering them suitable for minor, fast modifications. Piezoelectric actuators can be integrated into essential areas of the chamber 20. Upon the application of an electric current, these actuators can induce localized expansion or contraction of the chamber walls. This offers significant control over chamber dimensions in reaction to swift alterations in operating conditions, such as rapid acceleration or deceleration.

[0055] The piezoelectric actuators may be organized in layered configurations within the chamber wall, enabling individual activation of each layer for multi-axis control of the chamber's shape.

[0056] In alternative or in addition, the chamber’s geometry can be modified by integrating movable elements (walls or partitions) into the chamber walls. In particular, self-sealing movable partitions can be used that eliminate the need for intricate mechanical systems. Alternatively, these barriers may be operated by magnetically driven sliders or electrostatic forces. The partitions can be put into or removed from the chamber 20 via electromagnetic tracks or linear actuators built into the chamber's walls. In contrast to mechanical systems that present friction and potential failure concerns, electromagnetic sliders provide seamless, swift motion with minimal wear. The partitions can include self-sealing edges constructed from thermally resistant elastomers. These elastomers guarantee that the partition merges flawlessly into the chamber wall upon insertion, preventing leakage or airflow disruption. Movable walls can be positioned at multiple locations within the combustion chamber 20 to adjust the chamber capacity according to velocity or airflow requirements. For instance, during low-speed operations, the volume may be augmented to provide elevated airflow rates without inducing turbulence. During high-velocity operations, the volume may be decreased to facilitate optimal compression. This design employs modular partitions that can incrementally modify the chamber's volume, in contrast to previous designs that utilize inflexible mechanical partitions, facilitating non-linear scaling of the chamber size. This guarantees seamless transitions among various operational modes.

[0057] It is noted that based on the needs and requirements different locations of the same combustion chamber 20 can be provided with one or more of shape memory alloys, piezoelectric elements and movable partitions to differently change the geometry of said locations.

[0058] In addition, in order to optimize the flow dynamics of the air flowing into the engine 1 and allowing a flow speed not higher than 0.3 Mach, the air temperature can be reduced prior to the combustion process. In one example, the method 100 for controlling the air flow in a scramjet engine 1 comprises the step of lowering the temperature of the incoming air before the air enters the combustion portion 7, wherein the a synthetic e-fuel is used as coolant. In this way, the temperature of incoming air is lowered resulting in a decrease in its speed and an increase in its density. This is important for ensuring that the scramjet engine 1 remains efficient at lower velocities (i.e. subsonic speed). The air that has been chilled beforehand is combined with e-fuels that have been optimized for quick ignition, resulting in a steady combustion process even at reduced operational speeds. Utilizing synthetic fuels in the scramjet engine 1 shows great advanced sustainability. E-fuels can be engineered to possess characteristics that are well-suited for the elevated temperatures and pressures found within the scramjet engine 1.

[0059] According to examples, the scramjet engine 1 can comprise a Quantum-Enhanced Fuel Management System (QEFMS) that utilizes quantum principles to optimize fuel injection and combustion processes, hence maximizing energy extraction from each unit of fuel. Accordingly, the control unit 10 can be connected to the combustion portion 7, and in particular to the combustion chamber 20 as well as to the fuel injection module 8. Quantum computing algorithms can be developed to simulate and forecast the most efficient fuel injection timing and combustion parameters in real-time. This guarantees that the scramjet engine 1 functions at its highest level of efficiency in all circumstances, optimizing power generation while minimizing fuel usage.

[0060] In addition, the scramjet engine 1 can comprise quantum sensors into the fuel injection module 8 to accurately measure and regulate fuel flow rates with exceptional accuracy, guaranteeing that the combustion process is finely calibrated to the engine's present operational condition.

[0061] The QEFMS can anticipate possible problems in the fuel injection module 8 in advance, enabling proactive changes or maintenance. This minimizes the amount of time the engine 1 is not functioning and guarantees that it continually functions at its highest level of performance.

[0062] It is noted that the scramjet engine 1 can use energy capture and storage technologies during the process of air deceleration. This energy can be repurposed to aid in fuel injection, precooling, or energizing the quantum computer equipment. Through the process of recycling energy within the system, the engine 1 enhances overall efficiency and decreases the dependence on external power sources. For example, the thermal energy produced by the combustion of synthetic fuel to power a secondary air pre-acceleration system. One such approach is to utilize the waste gases to warm a fluid that powers a turbine linked to an air compressor, so increasing the speed of the incoming air before it enters the main compression stage. In this way, the energy from the fuel is utilized to improve the air intake process, resulting in a closed-loop efficiency enhancement that is absent in conventional scramjet designs. The integration of fuel energy with air pre-acceleration is an innovative technique that has the potential to greatly improve the overall performance of the engine 1.

[0063] In one example, a catalytic pre-ionization system that ionizes the incoming air prior to its entry into the compression chamber can be used. The ionization, which is caused by a catalytic interaction with the synthetic fuel, enhances the air's reactivity, resulting in improved compression and acceleration within the engine 1. The ionized air can additionally interact with internally generated electromagnetic fields in the engine 1 , resulting in a further acceleration of the flow. The utilization of fuel-catalyzed ionization and electromagnetic acceleration of intake air is a distinctive method that improves engine’s efficiency and performance in a manner that is absent in current propulsion systems.

[0064] Utilizing methods such as catalytic pre-ionization and electromagnetic acceleration becomes increasingly crucial when operating at this reduced velocity.

[0065] It is noted that the air inlet portion 6 (air intake) is specifically configured to allow a speed reduction to 0.3 Mach (around 370 Km / h) and to adapt a scramjet engine for terrestrial vehicles use. In particular, the air intel portion 6 is configured to maximize the performance and efficiency of the engine 1 by dynamically adapting to different situations and environment conditions, eliminating the need of a throttle. A schematic representation of the air inlet portion 6 is illustrated in figure 3.

[0066] In one example, the air inlet portion 6 comprises a front opening 12 made of a shape memory alloy and configured to change its shape in response to at least a thermal variation. In particular, the front opening 12 can change its shape in real-time to control the flow of air, considering the speed of the vehicle and the surrounding atmospheric conditions. Advantageously, at least one portion of front opening 12 edge is made of a shape memory alloy.

[0067] In this way, at low velocities, the front opening 12 takes a first configuration. For example, the edges of the opening 12 are deformed so that the air entrance is spacious to enable optimal air intake. As velocity escalates, the opening 12 undergoes alterations and the front opening 12 takes a second configuration. For example, the edges of the opening 12 start to return to an original shape to condense the inflowing air, enhancing pressure and temperature for combustion without the need for mechanical restriction.

[0068] It is noted that at a velocity of 0.3 Mach, the airflow is somewhat sluggish in comparison to conventional scramjet velocities (usually exceeding Mach 5). In order to operate effectively, the front opening 12 should prioritize optimizing air intake rather than compression, since the low velocity would not produce enough pressure for conventional scramjet functioning. This is possible thanks to the use of shape memory alloys.

[0069] Alternatively or in addiiton, the shape of the front opening 12 can be varied by movable barriers that can be inserted into, or removed from, the opening 12 to reduce or increase the opening’s surface. Also, the shape of the opening 12 can be modified by using piezoelectric materials.

[0070] The front opening 12 can feature movable barrier segments that can be pushed into or retracted from the opening. These barriers consist of lightweight materials, including titanium alloys or reinforced ceramics, which ensure resistance to high temperatures and structural loads while preserving flexibility. The barriers can be segmented into small, modular components that can operate independently. The segments can be positioned throughout the inner circumference of the intake and are operated by servo motors or hydraulic actuators. The segments, when extended, can diminish the intake's surface area by constricting the airflow pathway. Upon retraction, they augment the surface area, facilitating greater airflow into the engine.

[0071] Compact, high-torque servo motors, situated within the air inlet portion 6, can be employed to maneuver the barrier segments in and out of the intake. The servo motors obtain instantaneous information from the engine control system, which assesses external variables like as airspeed and pressure. The control system modifies the barrier arrangement to enhance airflow based on this input. Alternative or in addition, a set of micro-hydraulic actuators may be utilized to expand and retract the barriers. The actuators are situated within the intake body and linked to a high- pressure fluid source. Hydraulic actuators possess the advantage of exerting superior force in the adjustment of barrier segments, hence offering enhanced precision at reduced velocities.

[0072] The front opening 12 can contain piezoelectric materials that deform in response to an applied electric field. Piezoelectric materials such as lead zirconate titanate (PZT) and barium titanate (BaTiO3) exhibit exceptional efficacy in response to minor, quick deformations, rendering them optimal for precise modifications of the intake's geometry. In contrast to the extensive geometric modifications facilitated by shape memory alloys and movable barriers, piezoelectric materials permit extremely localized alterations. Minor sections of the intake surface can be modified in millimeter increments, facilitating micro-adjustments that enhance airflow dynamics without substantially altering the overall geometry of the intake. A control system connected to the vehicle's power supply can provide accurate electrical impulses to the piezoelectric materials. Upon the application of voltage, the piezoelectric actuators either expand or contract, so modifying the configuration of the front aperture. This enables the system to implement nuanced, fast modifications to airflow, suitable for sustaining optimal intake conditions in variable low-speed situations. The piezoelectric device can operate alongside a network of quantum sensors that assess real-time airflow attributes. These sensors deliver immediate feedback to the control system, facilitating accurate modifications to the intake's surface profile.

[0073] It is noted that the front opening 12 can be provided with an hybrid configuration. For example, the shape memory alloys can be integrated with piezoelectric materials to facilitate both substantial and precise modifications to the front opening 12. SMAs can modify the overall form and surface area, whereas piezoelectric materials provide exact, targeted regulation. This hybrid system offers exceptional adaptability in configuring the intake, guaranteeing optimal performance across diverse speeds and airflow circumstances. The front opening 12 may be constructed with multiple strata: an external shape memory alloy layer that accommodates larger deformations and an internal piezoelectric layer that executes little, localized modifications. The layers function collaboratively, reacting to temperature, airflow, and voltage inputs to sustain ideal airflow properties. Both shape memory alloys and piezoelectric materials provide a nonmechanical method for modifying the front opening geometry, hence minimizing the necessity for moving components and mechanical intricacy. This produces a more resilient and responsive system, able to adapt quickly to the dynamic airflow conditions experienced at lower speeds, such as 0.3 Mach. The design guarantees that, even at low velocities where natural air compression is limited, the front opening 12 can effectively capture and direct adequate airflow for optimal engine performance. The novel application of shape memory alloys and piezoelectric materials, alongside modular barriers, guarantees optimal air intake for diverse speeds and exterior situations.

[0074] In a further example, the air inlet portion 6 comprises a plurality of internal components 13, 14, 15 including at least one of: a diffuser 13; defectors and ramps 14; and an adaptive air control vane 15, wherein each of the internal components 13, 14, 15 is made of a shape memory alloy configured to change its shape in response to at least a thermal variation.

[0075] At least one of the diffuser 13, the defectors and ramps 14 and / or the adaptive air control vane 15 is part of the multi-phase inlet and compression module 11.

[0076] The diffuser 13 is an aerodynamic device that usually decelerates speed airflow immediately prior to entering the combustion portion 7 and in particular the combustion chamber 20. The diffuser 13 can be used to provide a multi-stage compression. Specifically, the diffuser 13 comprises a sequence of progressively narrowing and widening segments to effectively control the slowing of airflow. At least portions of the diffuser 13 can be made of silicon carbide (SiC) composites, which are capable of withstanding and dispersing heat produced during air compression. The diffuser 13 can utilize shape memory alloys to achieve adjustable interior geometries, allowing for autonomous adaptation based on the detected airflow characteristics. The capacity to internally reshape in response to changes promotes the recovery of pressure and ensures a consistent flow, resulting in a smooth transfer of airflow to the combustion chamber and so preserving the operational efficiency of the engine 1.

[0077] The deflectors and ramps 14 are used to generate and control shockwaves for optimal air compression. The ramps are angled surfaces that compress air via shockwaves. The angle of the ramps determines the strength and the position of the shockwaves. As the air flows over the ramps, oblique shockwaves are generated that compress and decelerate the air, thereby increasing its pressure and temperature before entering the combustion chamber 20. Multiple ramps can generate a series of weaker shockwaves instead of a one strong shockwave to minimize total pressure loss and improve efficiency. The deflectors are surfaces used to shape the shockwave structure further or divert boundary layer air. The deflector can help in diverting unwanted boundary layer air or managing secondary flows that could destabilize the main air flow. Both deflectors and ramps 14 can comprise micro-structured surfaces to manipulate the behavior of the boundary layer, resulting in improved stability of shockwaves and reduced drag. Quantum-enhanced computational fluid dynamics (CFD) simulations can be utilized to improve the form and positioning of these deflectors and ramps 14 to achieve optimal efficiency. The deflectors and ramps 14 can incorporate shape memory alloy (SMA)-driven dynamic surfaces to precisely adjust the control of shockwaves within the air inlet portion 6. Unlike traditional stationary structures, these surfaces have the ability to change their shape and configuration in real-time. This enables precise manipulation of the position and strength of shockwaves, which is essential for maintaining ideal compression ratios at different speeds.

[0078] The adaptive air control vane 15 is used to manipulate the direction, speed and behavior of the air flow within the engine 1. In particular, the control vane 15 serves to control the shockwave formation, interaction, and boundary layer behavior for maintain a stable and efficient air flow. The adaptive air control vane 15 can dynamically be adapted to control the direction and pressure of airflow. For this purpose, the control vane 15 can be actuated using electromechanical actuators such as rapid-response actuators, which are governed by a quantum-optimized algorithm, to promptly adjust in real-time the position of the control vane 15 according to sensor inputs. Specifically, quantum sensors can be integrated to offer accurate and detailed information on the characteristics of airflow, enabling precise manipulation and regulation. The adaptive vanes 15 can employ shape memory alloys to constantly modify their orientation and location based on immediate sensor input. This leads to unmatched command over the direction and pressure of airflow within the air inlet portion 6, enhancing the conditions for succeeding phases of the engine's functioning and guaranteeing a smooth and efficient shift from lower speed to higher speed airflow. According to a possible working mechanism of the air inlet portion 6, at lower velocities, the front opening 12 remains in an open position, thereby enabling the maximum amount of air to be drawn in. It is noted that lower velocities (i.e. much lower than 0.3 Mach) do not produce the same level of natural compression observed at higher velocities (i.e. velocities approaching 0.3 Mach). During the vehicle's acceleration, the geometry of the front opening 12, since based on shape memory alloy (SMA), undergoes modifications that effectively compress the incoming air. The changes made by the front opening 12 using SMA technology will mostly prioritize preserving airflow rather than compressing it. This is done to ensure a consistent and uninterrupted supply of air to the engine.

[0079] Internal ramps and deflectors 14 create regulated shockwaves, resulting in increased compression of the air. At velocities of 0.3 Mach, these elements prioritize the stabilization of the airflow and the minimization of drag. The diffuser 13 can decrease the velocity of the air. At a speed of 0.3 Mach, the primary function of the diffuser 13 is to ensure that the air entering the combustion chamber 20 has the correct pressure and temperature. The adaptive air control vanes 15 are used to finely adjust the flow and pressure, therefore assuring the most favorable circumstances for the combustion process in the scramjet. The vanes 15 compensate for the absence of natural compression by adjusting the pressure and direction of the air that enters the combustion chamber 20. Also, the incorporation of adaptive vanes 15 with quantum sensors would optimize real-time airflow regulation, hence maintaining engine efficiency during low-speed operation.

[0080] It is noted that each of the internal components 13, 14, 15 of the air inlet portion 6, i.e. the diffuser 13, the ramps and deflectors 14 and the control vane 15, can also change its geometry during vehicle’s acceleration and temperature variations due to the use of SMA, thereby adapting the performance in real time.

[0081] In one example, the air inlet portion 6 comprises at least a deforming (aero-elastic) surface 17 coupled to at least one sensor 18 and at least one actuator 19, the deforming surface 17 being configured to adapt its stiffness and shape in accordance to the air flow. Although figure 3 shows deforming surfaces 17 separated by other components of the air inlet portion 6 just described, the deforming surface 17 can be any part of the air inlet portion 6 or of the internal components 13, 14, 15. For example, the deforming surface 17 can be a coating layer of the entire (or of an internal region) of the air inlet portion 6. Similarly, the deforming surface 17 can be a coating layer of the entire (or of a part) of the diffuser 13, the ramps and deflectors 14 and / or of the control vane 15.

[0082] The use of materials, such as shape-memory alloys (SMAs) or piezoelectric actuators, as well as the use of deforming surfaces 17 coupled to sensors 18 and actuators 19, to actively modify the shape of the internal components 13, 14, 15 and the geometry of the air inlet portion 6 for each compression stage based on real-time airflow data enables the achievement of maximum compression efficiency in the presence of different speeds and atmospheric conditions. Also, by utilizing quantum computing methods it is possible to enhance the design of the compression stages, thereby guaranteeing optimal efficiency in managing airflow and increasing pressure.

[0083] Accordingly, the following advantages can be achieved. The shape of the front opening 12 and of the internal components 13, 14, 15 of the air inlet portion 6 is dynamically adjusted to achieve optimal air compression and combustion efficiency at various speeds. By eliminating the necessity for a mechanical throttle, this design reduces complexity and the likelihood of potential failures. Also, an improved airflow control results in superior engine performance, especially during high-speed operation.

[0084] In examples, the air inlet portion 6 can comprise a mesh structure 16 made of a self cleaning polymer with nano-coating for regulating the airflow distribution through the air inlet portion 6 and for filtering particles and repelling pollutants, the mesh structure 6 being configured to adjust its thermal conductivity properties as a function of external conditions. The mesh structure 16 can be a part of the air inlet portion 6, such a as a covering layer.

[0085] In particular, the mesh structure 16 a unique and versatile lattice structure, which is not a typical mesh or grid. This lattice performs multiple important and groundbreaking functions. Specifically, the nano-scale precision of the lattice structure enables active regulation and modulation of airflow distribution throughout the intake system. This guarantees that the air pressure and velocity stay within the ideal ranges for each particular compression stage, reducing turbulence and improving the overall efficiency of the engine. The use of a self-cleaning polymer with a nano-coating allows not only to filter out particles but also to actively repel pollutants, unlike regular meshes. This prevents the accumulation of any substances that could impede the passage of air or cause harm to the engine 1 , therefore guaranteeing long-term dependability and efficiency. In addition, the mesh structure 16 serves as a sophisticated thermal management system. It effectively disperses heat produced in the air inlet portion 6, safeguarding delicate components from thermal deterioration. The thermal conductivity qualities of the material of the mesh structure 16 can be altered in reaction to external conditions, allowing for adaptive heat dissipation according to real-time requirements.

[0086] In one example, the scramjet engine 1 comprises a cooling system 26 for effectively regulating the excessive heat produced by the scramjet engine 1. The cooling system 26 comprises at least an heat exchanger 27 and a cryogenic module 28 as shown in figure 4.

[0087] The heat exchanger 27 is provided with microchannels configurations to enhance surface area and optimize heat transfer efficiency within a compact design. Also, nanoparticles are employed to augment the thermal conductivity of heat transfer fluids, hence enhancing the effectiveness of heat dissipation. Specifically, nano-enhanced fluids are used in microchannel architectures as the main means of dissipating heat from important engine’s components. The inclusion of nanoparticles in these fluids greatly enhances thermal conductivity, enabling swift and effective heat transmission. The fluids flow through microchannels that are precisely created utilizing additive manufacturing methods to optimize surface area and minimize flow resistance. This arrangement facilitates rapid heat dissipation from regions with high thermal activity to areas with lower temperatures, successfully preventing the formation of localized hotspots.

[0088] The microchannel construction contains superconductive materials that function with nano-enhanced fluids. These materials improve cooling capacity by maintaining low electrical resistance, even in extreme temperatures. Additionally, they help to maintain a stable thermal environment, which is vital for high-performance operations. The superconductive materials are carefully positioned in regions where electronic components and high-temperature zones meet, offering the advantages of both cooling and efficient energy transfer.

[0089] The cryogenic module 28 is used to maintain the quantum computing components at an efficient working temperature. The cryogenic module 28, which comprises at least a cryostat, has a broader purpose than solely preserving the quantum electronics at a low temperature. Instead, it has a twofold function: firstly, to maintain the operational stability of quantum computing components by maintaining them at extremely low temperatures, and secondly, to actively control the thermal environment of the entire engine’s system. By incorporating the cryostat into the engine's larger thermal management system, the cryogenic module 28 may adaptively regulate the cooling capability by utilizing up-to-date thermal information, so enhancing the overall efficiency.

[0090] As mentioned, the cooling system 26 comprises many components such as the heat exchanger 27, nano-enhanced fluids, microchannels, superconductive materials, and a cryogenic module 28. These components are all contained within a smart refrigerated housing 29. This housing 29 functions not only as a passive container, but also actively contributes to the cooling process. The design of the housing 29 includes adaptive insulating materials that may adjust their thermal conductivity based on the surrounding temperature, thereby maintaining the interior atmosphere within optimal working conditions. The refrigerated housing 29 is equipped with smart venting systems 30 that control the flow of air and pressure inside the housing 29, thereby improving the effectiveness of the chilling process.

[0091] When the scramjet engine 1 is running at 0.3 Mach, it is operating at speeds lower than its usual supersonic or hypersonic circumstances. Consequently, the quantity of heat produced will be considerably lower compared to conventional scramjet operations. Nevertheless, the use of quantum computing and superconductive materials in the engine’s design necessitates the utmost importance of maintaining low operational temperatures.

[0092] For example, the utilization of nano-enhanced fluids and microchannel ensures efficient heat dissipation, even with a decrease in the overall thermal load. This decrease in size could enhance the efficiency of the cooling system by increasing its capacity in relation to the amount of heat produced.

[0093] The cryogenic module 28, which encompasses the cryostat, is crucial for ensuring the operational stability of quantum components, even at reduced velocities. The necessity for cryogenic cooling is fundamental, since quantum electronics require ultra-low temperatures to maintain proper functionality, irrespective of the engine's velocity. The intelligent refrigerated housing 29 maintains the components at ideal temperatures by adjusting the thermal conductivity of the adaptive insulation according to real-time requirements.

[0094] The cooling system's efficiency may increase by approaching a 0.3 Mach speed as a result of the decreased thermal burden. The refrigerated housing 29 and smart venting systems 30 are designed intelligently to adjust to reduced heat generation, ensuring operational efficiency without excessive chilling of the system.

[0095] The design of this cooling system 26 is both scalable and adjustable, allowing it to be easily adjusted for different speeds.

[0096] In one example, the scramjet engine 1 comprises a quantum noise cancellation module 31 that serves to guarantee the seamless operation of quantum computing elements and other high-performance systems by eliminating interference. As shown in figure 5, the quantum noise cancellation module 31 comprises a plurality of quantum sensors 32 and acoustic meta-material parts 33. These are carefully placed throughout the engine 1 , namely in locations that are susceptible to producing substantial noise, such as the air inlet portion 6, the combustion portion 7, and nozzle portion 9. This distribution enables immediate identification and control of noise at its origin, preventing its transmission throughout the system. These quantum sensors 32 function in coordination with the meta-material parts 33, which are specifically engineered to alter sound waves at a quantum level, thereby diminishing or redirecting noise prior to its interference with delicate components. The meta-material parts 33 are integrated into the construction of the engine 1 , effectively becoming an integral part of the engine's material composition rather than separate components.

[0097] The quantum noise cancellation module 31 also comprises a quantum processor 34, quantum resonators 35, amplifiers 36, and filters 37. These are all contained under a centralized quantum control hub 38. The hub 38 is situated in a thermally insulated and shielded compartment within the engine 1. This design guarantees the protection of these crucial components from external electromagnetic interference and temperature variations.

[0098] Each quantum sensor 32 is connected to the centralized hub 38 that receives data from said dispersed quantum sensors 32. Using quantum algorithms, noise is actively eliminated across the engine 1. The hub 38 contains quantum resonators 35 and amplifiers 36 that are meticulously adjusted to specific frequencies detected by the sensors 32, enabling accurate elimination of noise. The filters 37 in the hub 38 eliminate any remaining noise before it can impact the quantum computing components or other essential systems. Energy harvesting devices can be incorporated into both the decentralized (e.g. quantum sensors 32 and meta-material parts 33) and centralized components (e.g. the quantum control hub 38) of the noise cancellation module 31. These components utilize the residual energy produced by the engine 1 , such as heat or vibrations, and convert it into electrical energy. The generated electricity is then used to operate the quantum noise cancellation module 31 , ensuring its continuous operation without drawing significant energy from the engine's primary power source.

[0099] In one example, the scramjet engine 1 is coupled to a secondary propulsion module 23 to form an hybrid propulsion system 22. This is schematically shown in figure 6. For example, the secondary propulsion module 23 can comprise a turbojet or an electric propulsion device. The secondary propulsion module 23 is used to achieve air acceleration for an efficient functioning of the scramjet engine 1 .

[0100] For example, the turbojet propulsion device functions at reduced velocities, generating the essential propulsion and air compression until the vehicle 2 attains speeds at which the scramjet engine 1 may assume control. This hybrid methodology enables the engine 1 to function optimally at a broader spectrum of velocities.

[0101] In a similar way, an electric propulsion device can be used to aid in the acceleration of the air within the air inlet portion 6 during low speeds. The electric propulsion device might be energized by high-capacity batteries or supercapacitors and would operate in conjunction with the scramjet engine 1 to deliver supplementary propulsion and air compression.

[0102] To control the switch between the secondary propulsion module 23 and the scramjet engine 1 an external control unit 24

[0103] In an additional example, the hybrid propulsion system 22 a regenerative energy system 25 can be used that efficiently collect and retain energy from exhaust gasses or the act of braking. Subsequently, this energy is used to operate supplementary air compression stages or contribute to the secondary propulsion module 23, so augmenting the total efficiency.

[0104] According to a possible working mechanism of the hybrid system, at low-speed operation (much lower that 0.3 Mach) only the secondary propulsion module 23 is activated. At a speed of 0.3 Mach, the secondary propulsion module 23 is mostly responsible for generating the required air compression and propulsion. The air inlet portion 6, equipped with supplementary compression stages, guarantees that the air entering the combustion portion 7 reaches the necessary pressure and temperature for optimal combustion. As the vehicle 2 gains speed approaching Mach 0.3 and the air inlet portion 6 efficiently compresses the air, the hybrid system 22 may smoothly switch to scramjet mode through the external control unit 24. This transition allows the secondary propulsion module 23 to work together with the scramjet engine 1 and ensure optimal performance. Table 1 provides a concise overview of the essential parameters and their corresponding values for a scramjet engine 1 , which operates at a maximum velocity of 0.2 Mach.

[0105] Table 1 scramjet parameters at 0.2Mach Table 2 showcases the progress and advances of the cutting-edge air intake system compared to conventional designs, with a specific emphasis on developments in material science, real-time optimization, and overall performance gains.

[0106] Table 2 comparative analysis between conventional and here disclosed air inlet portion

[0107] Feasibility testing

[0108] Presented below is a systematic methodology utilizing hypothetical figures to illustrate the practicality of this proposed solution.

[0109] 1. Technical Performance

[0110] Hypothetical Parameters

[0111] • Maximum Speed: 0.3 Mach (102 m / s or 367 km / h)

[0112] • Fuel Efficiency: 0.5 kg of e-fuel per 100 km

[0113] • Thrust Output: 100 kN

[0114] • Specific Impulse (Isp): 2000 s (for sustained operation at low speeds)

[0115] • Operating Altitude: Sea level to 5,000 meters

[0116] Performance Evaluation

[0117] 2. Environmental Impact

[0118] Hypothetical Parameters

[0119] • Emissions: 10% of conventional jet engines

[0120] • Noise Levels: Below 80 dB at 100 meters

[0121] • Fuel Source: 100% renewable synthetic e-fuels

[0122] • Carbon Footprint: Carbon-neutral operation with offset strategies Environmental Evaluation

[0123] 3. Regulatory Compliance

[0124] Hypothetical Parameters

[0125] • Safety Standards: Compliance with ISO 26262 (Functional Safety for Road Vehicles) • Emission Standards: Adherence to Euro 7 / VII regulations

[0126] • Noise Regulations: Compliance with local urban noise limits

[0127] • Certification Requirements: Conforms to FAA / EASA for aerospace applications and relevant automotive standards

[0128] Regulatory Compliance Evaluation 4. Manufacturability

[0129] Hypothetical Parameters

[0130] • Production Cost per Unit: $2 million

[0131] • Manufacturing Time: 6 months per unit

[0132] • Supply Chain Complexity: Moderate (advanced materials and synthetic fuels) • Scalability: High (modular design allows for mass production)

[0133] Manufacturability Evaluation

[0134] Considering the theoretical figures and assessments in terms of technical performance, environmental impact, regulatory compliance, and manufacturability, the described scramjet engine 1 is workable, achievable and producible.

[0135] In particular, the engine's technical characteristics are suitable for operating at a speed of 0.3 Mach, with enough thrust, efficiency, and duration for practical use. The engine complies with rigorous environmental and regulatory requirements, making it appropriate for use in ground vehicles as well as low-altitude aeronautical applications. The manufacturing process, although intricate, may be effectively handled using current industrial capabilities, resulting in costs and production times that are competitive in the high-performance car market. Table 3 illustrates a summary of feasibility evaluation

[0136] Table 3 tabulated summary on feasibility

[0137] Although a variety of techniques and examples of such techniques have been described herein, these are provided by way of example only and many variations and modifications on such examples will be apparent to the skilled person and fall within the spirit and scope of the present invention, which is defined by the appended claims and their equivalents.

Claims

CLAIMS1. A scramjet engine (1) for a terrestrial vehicle (2) comprising: a case (3) having a front part (4) and a rear part (5); an air inlet portion (6) at the front part (4) of the case (3) facing air flow for receiving and compressing incoming air; a combustion portion (7) and a fuel injection module (8) coupled to the combustion portion (7) located downstream the air inlet portion (6) for heating and expanding air; a nozzle portion (9) downstream the combustion portion (7) at the rear part (5) of the case (3) for expelling air and generating a thrust propelling the vehicle (2); and a control unit (10) connected at least to the air inlet portion (6) to modulate the air flow inside the engine, wherein the air inlet portion (6) comprises a multi-phase inlet and compression module (11) connected to the control unit (10), the multi-phase inlet and compression module (11) having an adjustable compression action for progressively compressing air and modulating the speed of the incoming air to a maximum speed value that is lower than the sound speed.

2. The scramjet engine (1) according to claim 1 , wherein the air inlet portion (6) comprises a front opening (12) made of a shape memory alloy and configured to change its shape in response to at least a thermal variation.

3. The scramjet engine (1) according to claim 1 , wherein the air inlet portion (6) comprises a plurality of internal components (13, 14, 15) including at least one of: a diffuser (13); defectors and ramps (14); and an adaptive air control vane (15), wherein each of the internal components (13, 14, 15) is made of a shape memory alloy configured to change its shape in response to at least a thermal variation.

4. The scramjet engine (1) according to claim 1 , further comprising a cooling system (26) including a heat exchanger (27) and a cryogenic module (28), the heat exchanger (27) being provided with microchannels containing nano-enhanced fluids and the cryogenic module (28) comprises at least a cryostat.

5. The scramjet engine (1) according to claim 1 , further comprising a quantum noise cancellation module 31 including a plurality of quantum sensors 32 and acoustic meta-materialparts 33 each quantum sensor 32 being connected to a centralized quantum control hub 38 for data transfer.

6. The scramjet engine (1) according to claim 1 , wherein the control unit (10) comprises a quantum computing module (21) to control the flow dynamics of the air flow inside the engine (1).

7. A terrestrial vehicle (2) comprising the scramjet engine (1) according to claim 1.

8. A method (100) for controlling the air flow in a scramjet engine (1) for a terrestrial vehicle (2), the method comprising: receiving air (S101) at a front part (4) of a case (3) of the engine (1); compressing incoming air (S102) by an air inlet portion (6); heating and expanding air (S103) by a combustion portion (7); and expelling air and generating a thrust (S104) propelling the vehicle (2) by a nozzle portion (9); wherein in the compressing step (S102) the method (100) further comprises modulating the air flow (S105) inside the air inlet portion (6) so that the incoming air is progressively compressed and the air speed modulated to a maximum speed value that is lower than the sound speed by adjusting the compression action of a multi-phase inlet and compression module (11).

9. The method (100) according to claim 8, further comprising the step of modifying in real time the dynamic of the air flow using quantum computing calculations.

10. The method (100) according to claim 8, further comprising the step of lowering the temperature of the incoming air before the air enters the combustion portion (7), wherein the a synthetic e-fuel is used as coolant.

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