Explosion pushing turbojet aero-engine and combustion control method thereof

Abstract

The invention discloses a blasting and turbojet aero-engine and a combustion control method thereof. The engine comprises an oil shell bottom, a plasma igniter, an exhaust valve, an intake valve, an air cylinder cover, an air inlet, a heat regenerator, an oil pipe and a cracker. The method comprises the following steps: 1, catalytic cracking of diesel oil; step 2, plasma ignition; 3, fuel oil enthalpy increasing; step 4, precise combustion control; 5, dynamic pressure detonation pushing control is carried out; step 6, safety protection control; the diesel catalytic cracking technology, the plasma ignition technology, the exhaust heat regeneration technology and the precise combustion control technology are adopted, the working parameters such as the ignition advance angle and the valve timing of the diesel engine are optimized, the optimal output efficiency is achieved, especially for unmanned aerial vehicle application, light weight and miniaturization of the diesel aircraft engine are achieved, and the service life of the diesel aircraft engine is prolonged. The fuel safety problem is solved, and diesel oil is cracked into easily-combusted cracked gas by redesigning a diesel engine and additionally arranging a catalytic cracker.

Description

Technical Field

[0001] The present invention relates to the technical field of aeroengines, and in particular to an explosive-thrust turbojet aeroengine and a combustion control method thereof. Background Art

[0002] Due to the thermophysical properties of diesel, diesel engines have the advantages of high power density, low fuel consumption under the same power output, and high fuel thermal efficiency. Compared with gasoline engines, they save 30% of fuel year-on-year, have higher energy conversion rate and economy, and have greater endurance under the premise of the same fuel storage capacity. Under the premise of outputting the same power, the diesel ignition engine module is lighter in weight, which can improve the load-bearing capacity of drones of the same specifications to a certain extent. The greater power output of the diesel engine means that only a lower speed is required under the same power output, which greatly reduces the number of working strokes, reduces the friction between the piston and the inner wall of the cylinder, reduces the wear rate of mechanical parts, and reduces the failure rate of the entire engine. With the improvement of diesel pre-cracking technology and exhaust gas after-treatment technology, the carbon dioxide emissions of new diesel engines are 30% less than gasoline engines on average, which is cleaner and more environmentally friendly. Therefore, if the diesel engine and gasoline engine are combined, and the advantages of the two are integrated, and diesel is applied to the field of low-power light ignition engines, a new concept light diesel aviation engine with the advantages of light weight, high output power ratio, high safety performance, strong endurance, large load value, clean and environmental protection will be developed.

[0003] Existing aerospace engines have the following defects: First, diesel is not easy to volatilize and has a high kinematic viscosity, so it is not easy to atomize. Therefore, diesel engines usually inhale excess air into the cylinder. After being compressed by the piston, the air temperature rises to the ignition point of diesel. At this time, the fuel injector on the cylinder sprays atomized diesel at high pressure, which is ignited after encountering compressed air that has reached the ignition point. Since diesel is injected into the cylinder from one or more points, the mixture formed is not uniform, and excess fuel is required to support combustion. Therefore, the compression ratio required for diesel internal combustion engines is greater than that for gasoline internal combustion engines. This means that the cylinder capacity of diesel engines is larger than that of gasoline engines, resulting in a large space occupation of traditional diesel engines. Second, due to the large compression ratio of diesel engines, a larger flywheel inertia is required to provide the energy required to compress the air during startup; at the same time, diesel combustion is rougher than gasoline, so a larger flywheel is also required to reduce mechanical vibration; therefore, at the same power, the size and weight of a diesel engine will be larger than a gasoline engine; when the power of a diesel engine is less than a critical value (3kW), the size of the flywheel will not change significantly; if the size and weight of the flywheel are further reduced, it is easy for the diesel engine to not have enough inertia to compress the air to achieve the compression ratio required for diesel combustion; therefore, the power of small diesel engines on the market is generally greater than 3kW, while gasoline engines with the same power can be made smaller and lighter than diesel engines; 3. Kinematic viscosity is a sign of the resistance to liquid flow and whether liquid fuel is easy to atomize. The kinematic viscosity of diesel is three times that of gasoline, which means that its flow resistance is large and atomization is more difficult than gasoline. Diesel cannot be directly evaporated into diesel vapor using a carburetor or electric injection and pre-mixed with air to form a combustion mixture. At the same time, the flash point of diesel is several tens of degrees higher than that of gasoline. Although the ignition temperature of diesel is slightly lower than that of gasoline, diesel vapor is less easy to ignite. Fourth, combustion control in diesel engines is one of the key points for efficient operation of internal combustion engines, which includes two fuel supply control components: high-pressure fuel pump and high-pressure fuel injector. However, the smaller the power of the diesel engine, the smaller the fuel supply demand, and the more difficult it is to design and manufacture the precision parts that control the injection pressure. Therefore, it is difficult for micro-sized diesel engines to match the corresponding high-pressure fuel pump and high-pressure fuel injector. Fifth, all types of existing aircraft rely on directional airflow for propulsion. The common method is to maintain directional thrust all the time, and the subsequent airflow flows accordingly, so that it is always pushed on the backward-moving airflow, resulting in low propulsion efficiency. Summary of the invention

[0004] The object of the present invention is to provide a turbojet aircraft engine and a combustion control method thereof to solve the problems raised in the above-mentioned background technology.

[0005] To achieve the above-mentioned purpose, the present invention provides the following technical solutions: an explosive thrust turbojet aircraft engine, comprising a cylinder body, a cylinder head fixedly connected to the upper surface of the cylinder body, a plasma igniter, an exhaust valve and an intake valve fixedly connected to the cylinder head, an air inlet is provided on an outer wall on one side of the cylinder body, a cracker is fixedly connected to the air inlet, an oil pipe is fixedly connected to the input end of the cracker, and a regenerator is fixedly connected to the outer wall on the other side of the cylinder body.

[0006] As a further technical solution of the present invention, a piston is sleeved in the cylinder body, a connecting rod is fixedly connected to the piston, and the other end of the connecting rod is fixedly connected to the crankshaft body.

[0007] As a further technical solution of the present invention, the lower surface of the cylinder body is fixedly connected to a crankcase, and the crankshaft body is arranged in the crankcase, and the crankcase is fixedly connected to an oil casing bottom.

[0008] A method for controlling combustion of a turbojet aircraft engine comprises the following steps: step 1, catalytic cracking of diesel; step 2, plasma ignition; step 3, fuel enthalpy increase; step 4, precise combustion control; step 5, dynamic pressure turbojet control; step 6, safety protection control; In the above step 1, the long-chain diesel molecules are converted into short chains through a cracker to form cracked gas, which provides a good premixed gas for combustion and improves combustion efficiency; In the above step 2, the plasma igniter is started to form plasma as an ignition source to ignite the mixture of cracking gas and air to ensure rapid and stable combustion in the combustion chamber; In the above step 3, the heat of the combustion gas is recovered by the regenerator to preheat the diesel, reduce the viscosity, facilitate catalytic cracking, and control the enthalpy increase of the diesel, increase the calorific value and the energy released by combustion; In the above step 4, the amount of diesel cracking gas and air is adjusted according to the engine workload, and the mixed gas is automatically proportioned to meet the requirements of efficient combustion; In the above step 5, constant volume dynamic pressure is used to start the vortex ring explosive thrust, combined with the variable frequency source shock wave propulsion principle, to generate continuous explosion shock waves, form a high-speed vortex ring, generate strong thrust, and improve the power-to-weight ratio; In the above step six, during the dynamic pressure explosion process, the pressure and temperature parameters in the combustion chamber are monitored in real time to ensure that they operate within a safe range. When an abnormal situation occurs, measures are taken to protect the engine from damage.

[0009] As a further technical solution of the present invention, in the step 1, high-quality diesel is selected as fuel to ensure that its physical and chemical properties meet the requirements of the engine. The fuel is sent to the cracker at the bottom of the oil shell through the oil pipe, and is pre-catalytically cracked and gasified by the cracker to convert the long chains of diesel molecules into short chains to form cracked gas. The diesel is continuously pre-crackered and gasified, which is conducive to the formation of a good premixed gas before the diesel enters the combustion chamber. At the same time, the diesel cracked gas is stirred to increase the equilibrium state of the diesel premixed gas, reduce the energy required for the ignition of the diesel mixture, accelerate the propagation speed of the combustion and explosion, and improve the diesel combustion efficiency.

[0010] As a further technical solution of the present invention, in the step 2, the plasma igniter is started to ensure that it is in normal working condition. The plasma igniter breaks down the mixed gas in the electrode gap through high voltage to form positively charged ions and negatively charged free electrons, so that the air loses its insulation, a "breakdown" phenomenon occurs, and plasma is formed as an ignition source to ensure that the premixing of diesel cracking gas and air in the cylinder reaches the ignition limit point, and the cracking gas and air are mixed in a certain proportion to form a combustible mixed gas. The proportion of the mixed gas should be adjusted according to the working condition and load demand of the engine, and the mixed gas is sent into the combustion chamber, and the mixed gas is ignited by the plasma generated by the plasma igniter. Plasma ignition has the characteristics of fast ignition speed, high energy and good stability, which can ensure that the mixed gas burns rapidly and stably in the combustion chamber.

[0011] As a further technical solution of the present invention, in the step three, the gas discharged from the expansion of the combustion gas in the cylinder still contains some heat. This part of the heat energy is recovered by the regenerator to increase the energy for diesel preheating, reduce the viscosity of the diesel, and assist in the next step of diesel thermal field cracking. Before the diesel enters the cracker, the heat discharged from the combustion chamber is used to preheat the diesel. The preheating can increase the temperature of the diesel and reduce its viscosity, which is beneficial to the catalytic cracking process. By adjusting the temperature and flow rate of the preheated diesel, the enthalpy increase process of the diesel is controlled. The enthalpy increase can increase the calorific value of the diesel and increase the energy released in the combustion chamber, thereby improving the power and efficiency of the engine.

[0012] As a further technical solution of the present invention, in step 4, according to the different workload requirements of the engine, the diesel cracking gas input amount and the size of the intake valve are adjusted, the corresponding diesel cracking gas and air amount are automatically proportioned, and a mixed gas of corresponding concentration and volume is output to enter the cylinder body to prepare for combustion, thereby controlling the input conditions of combustion to meet the efficient operation of the diesel engine.

[0013] As a further technical solution of the present invention, in the step five, the engine adopts a constant volume dynamic pressure to start the vortex ring explosive thrust, uses a shaft power engine as the starting power source, accurately introduces appropriate intake air and diesel cracking to form a mixture of H and CO to form a strong explosion condition, and the hybrid chamber of the venturi tube is pressurized and exploded. The explosion shock wave and the mixed air form a high-speed vortex ring together, and the vortex ring continuously emitted backwards generates a strong thrust formed by the reaction force, launching a 100KW dynamic pressure explosive thrust engine, and the overall power-to-weight ratio is increased by 20% to 40%. Continuous vortex ring propulsion has the advantages of not easy to diffuse, good directionality, continuous stability and low noise.

[0014] As a further technical solution of the present invention, in step five, the variable frequency source shock wave propulsion principle is adopted to accurately set the explosion conditions for the mixture of fuel and air, and generate continuous explosion shock waves at the frequencies required for different speeds. The shock waves of ideal frequency bombard the relatively static air, which is equivalent to pushing the reaction force of a relatively static solid, thereby generating efficient thrust.

[0015] Compared with the prior art, the invention has the following beneficial effects: the invention adopts diesel catalytic cracking technology, plasma ignition technology, exhaust heat recovery technology and precision combustion control technology, optimizes the working parameters of the diesel engine, such as ignition advance angle and valve timing, and achieves the best output efficiency. In particular, for the application of unmanned aerial vehicles, the diesel aviation engine is lightweight and miniaturized, and the fuel safety problem is solved. By redesigning the diesel engine and adding a catalytic cracker, the diesel is cracked into easily combustible cracking gas, which can be burned without compression ignition, thereby significantly reducing the size and weight of the flywheel. The plasma ignition technology uses direct current air plasma as an ignition source, and breaks down the mixed gas in the electrode gap through high voltage to form ions and free electrons, generate high temperature, ensure that the premixing of diesel cracking gas and air reaches the ignition limit point, and achieves stable combustion. In addition, the diesel cracking gas precision combustion control technology is also adopted, and the diesel cracking gas and air amount are automatically proportioned according to the engine's workload to meet the needs of efficient work. Finally, the dynamic pressure explosion thrust engine adopts the variable frequency source shock wave propulsion principle, and generates continuous explosion shock waves by accurately setting the fuel and air mixing conditions, achieving efficient thrust, and providing a strong guarantee for the overall performance of the engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a structural diagram of the device of the present invention; Figure 2 is a flow chart of the method of the present invention; Figure 3 is the engine performance curve of the present invention; Figure 4 This is a series of experimental sections for the principle test of the dynamic pressure explosion thrust engine of the present invention. Figure 1 ; Figure 5 This is a series of experimental sections for the principle test of the dynamic pressure explosion thrust engine of the present invention. Figure 2 .

[0017] In the figure: 1. oil casing bottom; 2. crankcase; 3. cylinder body; 4. crankshaft body; 5. connecting rod; 6. piston; 7. plasma igniter; 8. exhaust valve; 9. intake valve; 10. cylinder head; 11. intake port; 12. regenerator; 13. oil pipe; 14. cracker. DETAILED DESCRIPTION

[0018] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0019] Please refer to the attached Figure 1 An embodiment of the present invention is as follows: an explosive thrust turbojet aircraft engine comprises a cylinder body 3, a cylinder head 10 is fixedly connected to the upper surface of the cylinder body 3, a plasma igniter 7, an exhaust valve 8 and an intake valve 9 are fixedly connected to the cylinder head 10, an air inlet 11 is arranged on one side outer wall of the cylinder body 3, a cracker 14 is fixedly connected to the air inlet 11, an oil pipe 13 is fixedly connected to the input end of the cracker 14, and a regenerator 12 is fixedly connected to the other side outer wall of the cylinder body 3; a piston 6 is sleeved in the cylinder body 3, a connecting rod 5 is fixedly connected to the piston 6, and the connecting rod The other end of 5 is fixedly connected to the crankshaft body 4, and the connecting rod 5 transmits the gas pressure borne by the piston 6 to the crankshaft body 4, so that the reciprocating motion of the piston 6 is converted into the rotational motion of the crankshaft body 4, thereby outputting power; the lower surface of the cylinder body 3 is fixedly connected to the crankcase 2, and the crankshaft body 4 is arranged in the crankcase 2, and the crankcase 2 is fixedly connected to the oil shell bottom 1, which can collect and store the lubricating oil refluxed from the friction surfaces of the engine, ensuring that there is enough engine oil to meet the lubrication requirements of the engine, which helps to reduce the friction and wear between parts and extend the service life of the engine.

[0020] Please refer to the attached Figure 2 -Attached Figure 5 The present invention provides an embodiment: a method for controlling combustion of a turbojet aircraft engine, comprising the steps of: first, catalytic cracking of diesel; second, plasma ignition; third, fuel enthalpy increase; fourth, precise combustion control; fifth, dynamic pressure turbojet control; sixth, safety protection control; In the above step 1, high-quality diesel is selected as fuel to ensure that its physical and chemical properties meet the requirements of the engine. The fuel is sent to the cracker 14 in the oil shell bottom 1 through the oil pipe 13, and the cracker 14 performs pre-catalytic cracking and gasification to convert the long chain of diesel molecules into short chains to form cracked gas. The diesel is continuously pre-cracking and gasifying, which is conducive to the formation of a good pre-mixed gas before the diesel enters the combustion chamber. At the same time, the diesel cracked gas is stirred to increase the equilibrium state of the diesel pre-mixed gas, reduce the energy required for the ignition of the diesel mixture, accelerate the propagation speed of the combustion and explosion, and improve the diesel combustion efficiency; In the above step 2, the plasma igniter 7 is started to ensure that it is in normal working state. The plasma igniter 7 breaks down the mixed gas in the electrode gap through high voltage to form positively charged ions and negatively charged free electrons, so that the air loses its insulation, a "breakdown" phenomenon occurs, and plasma is formed as an ignition source to ensure that the premix of the diesel cracking gas and the air in the cylinder reaches the ignition limit point, and the cracking gas and the air are mixed in a certain proportion to form a combustible mixed gas. The proportion of the mixed gas should be adjusted according to the working condition and load demand of the engine, and the mixed gas is sent into the combustion chamber, and the mixed gas is ignited by the plasma generated by the plasma igniter 7. The plasma ignition has the characteristics of fast ignition speed, high energy and good stability, which can ensure that the mixed gas burns quickly and stably in the combustion chamber; In the above step 3, the gas discharged from the combustion gas during expansion and work in the cylinder still contains some heat. This part of heat energy is recovered by the regenerator 12 to increase the energy for diesel preheating, reduce the viscosity of diesel, and assist the next step of diesel thermal field cracking. Before the diesel enters the cracker 14, the heat discharged from the combustion chamber is used to preheat the diesel. The preheating can increase the temperature of the diesel and reduce its viscosity, which is beneficial to the catalytic cracking process. By adjusting the temperature and flow rate of the preheated diesel, the enthalpy increase process of the diesel is controlled. The enthalpy increase can increase the calorific value of the diesel and increase the energy released in the combustion chamber, thereby improving the power and efficiency of the engine. In the above step 4, according to the different working load state requirements of the engine, the input amount of diesel cracking gas and the size of the intake valve 9 are adjusted, the corresponding diesel cracking gas and air amount are automatically proportioned, and the mixed gas of corresponding concentration and volume is output to enter the cylinder body 3 to prepare for combustion, thereby controlling the input conditions of combustion to meet the efficient operation of the diesel engine; In the above step five, the engine adopts a constant volume dynamic pressure to start the vortex ring explosion thrust method, uses a shaft power engine as the starting power source, accurately introduces appropriate intake air and diesel cracking to form a mixture of H and CO to form a strong explosion condition, and pressurizes and explodes in the hybrid chamber of the venturi tube. The explosion shock wave and the mixed air together form a high-speed vortex ring. The vortex ring continuously emitted backwards generates a strong thrust formed by the reaction force, and launches a 100KW dynamic pressure explosion thrust engine. The overall power-to-weight ratio is increased by 20% to 40%. Continuous vortex ring propulsion has the advantages of not easy to diffuse, good directionality, continuous stability, and low noise. The variable frequency source shock wave propulsion principle is adopted to accurately set the explosion conditions for the good mixture of fuel and air, and generate continuous explosion shock waves at the frequencies required for different speeds. The shock wave of the ideal frequency bombards the relatively static air, which is equivalent to pushing the reaction force of a relatively static solid, so that it can generate efficient thrust. In the above step six, during the dynamic pressure explosion process, the pressure and temperature parameters in the combustion chamber are monitored in real time to ensure that they operate within a safe range. When an abnormal situation occurs, measures are taken to protect the engine from damage.

[0021] Based on the above, the advantages of the present invention are: when using the present invention, firstly, high-quality diesel is selected as fuel to ensure that its physical and chemical properties meet the requirements of the engine, and then it is sent to the cracker 14 in the oil shell bottom 1 through the oil pipe 13, and pre-catalytic cracking and gasification are carried out by the cracker 14 to convert the long chain of diesel molecules into short chain to form cracking gas. The diesel is continuously pre-cracking and gasifying, which is conducive to the formation of a good pre-mixed gas before the diesel enters the combustion chamber. At the same time, the diesel cracking gas is stirred to increase the equilibrium state of the diesel pre-mixed gas, reduce the energy required for the ignition of the diesel mixture, accelerate the propagation speed of the explosion, and improve the diesel combustion efficiency. The plasma igniter 7 is started to ensure that it is in normal working condition. The plasma igniter 7 breaks down the mixed gas in the electrode gap through high voltage , forming positively charged ions and negatively charged free electrons, thereby making the air lose its insulation, causing a "breakdown" phenomenon, forming plasma as an ignition source, ensuring that the premix of the diesel cracking gas and the air in the cylinder reaches the ignition limit point, mixing the cracking gas and the air in a certain proportion to form a combustible mixed gas, the proportion of the mixed gas should be adjusted according to the working conditions and load requirements of the engine, and the mixed gas is sent into the combustion chamber, and the mixed gas is ignited by the plasma generated by the plasma igniter 7. The plasma ignition has the characteristics of fast ignition speed, high energy and good stability, which can ensure that the mixed gas burns quickly and stably in the combustion chamber. The gas discharged by the expansion of the combustion gas in the cylinder still contains part of the heat, which is recovered by the regenerator 12 to increase the preheating of the diesel. Energy, reduce diesel viscosity, assist the next step of diesel thermal field cracking work. Before the diesel enters the cracker 14, the heat discharged from the combustion chamber is used to preheat the diesel. Preheating can increase the temperature of the diesel and reduce its viscosity, which is beneficial to the catalytic cracking process. By adjusting the temperature and flow of the preheated diesel, the enthalpy increase process of the diesel is controlled. The enthalpy increase can increase the calorific value of the diesel and increase the energy released in the combustion chamber, thereby improving the power and efficiency of the engine. According to the different workload requirements of the engine, the input amount of diesel cracking gas and the size of the intake valve 9 on the cylinder head 10 are adjusted to automatically proportion the corresponding diesel cracking gas and air volume, output a mixed gas of corresponding concentration and volume, and enter the cylinder body 3 to prepare for combustion, thereby controlling the input conditions of the combustion, so as to In order to meet the requirements of efficient operation of diesel engines, the engine adopts the method of constant volume dynamic pressure starting vortex ring explosion thrust, and uses the shaft power engine as the starting power source. It accurately introduces appropriate intake air and mixes H and CO cracked from diesel to form strong explosion conditions, and the explosion is pressurized in the hybrid chamber of the venturi tube. The explosion shock wave and the mixed air form a high-speed vortex ring together. The vortex ring continuously emitted backwards generates a strong thrust formed by the reaction force, and launches a 100KW dynamic pressure explosion thrust engine. The overall power-to-weight ratio is increased by 20% to 40%. Continuous vortex ring propulsion has the advantages of not easy to diffuse, good directionality, continuous stability and low noise. It adopts the variable frequency source shock wave propulsion principle to accurately set the explosion conditions for the good mixture of fuel and air, and generate continuous explosion shock waves at the frequency required for different speeds.The ideal frequency shock wave bombards the relatively still air, which is equivalent to the reaction force of pushing the relatively still solid, so that it can produce efficient thrust. During the dynamic pressure explosion process, the pressure and temperature parameters in the combustion chamber are monitored in real time to ensure that it operates within a safe range. When an abnormal situation occurs, measures are taken to protect the engine from damage. The crankcase 2 is used to install the crankshaft body 4, and the connecting rod 5 transmits the gas pressure borne by the piston 6 to the crankshaft body 4, so that the reciprocating motion of the piston 6 is converted into the rotational motion of the crankshaft body 4, thereby outputting power. The exhaust valve 8 is used for exhaust, and the air intake 11 is used to introduce external air into the engine to provide the necessary oxygen for the combustion process.

[0022] It will be apparent to those skilled in the art that the invention is not limited to the details of the exemplary embodiments described above and that the invention can be implemented in other specific forms without departing from the spirit or essential features of the invention. Therefore, the embodiments should be considered exemplary and non-limiting in all respects, and the scope of the invention is defined by the appended claims rather than the foregoing description, and it is intended that all variations falling within the meaning and scope of the equivalent elements of the claims be included in the invention. Any reference numeral in a claim should not be considered as limiting the claim to which it relates.

Claims

1. An explosive thrust turbojet aircraft engine, comprising a cylinder body (3), characterized in that: The upper surface of the cylinder body (3) is fixedly connected to a cylinder head (10), to which a plasma igniter (7), an exhaust valve (8) and an intake valve (9) are fixedly connected; an air inlet (11) is provided on an outer wall on one side of the cylinder body (3), to which a cracker (14) is fixedly connected; an input end of the cracker (14) is fixedly connected to an oil pipe (13); and a regenerator (12) is fixedly connected to an outer wall on the other side of the cylinder body (3).

2. The explosive thrust turbojet aircraft engine according to claim 1, characterized in that: A piston (6) is sleeved in the cylinder body (3), a connecting rod (5) is fixedly connected to the piston (6), and the other end of the connecting rod (5) is fixedly connected to the crankshaft body (4).

3. The explosive thrust turbojet aircraft engine according to claim 2, characterized in that: The lower surface of the cylinder body (3) is fixedly connected to a crankcase (2), and the crankshaft body (4) is arranged in the crankcase (2), and the crankcase (2) is fixedly connected to an oil casing bottom (1).

4. A method for controlling combustion of a turbojet aircraft engine, comprising step 1, catalytic cracking of diesel; step 2, plasma ignition; step 3, fuel enthalpy increase; step 4, precise combustion control; step 5, dynamic pressure turbojet control; step 6, safety protection control; characterized in that: In the above step 1, the long-chain diesel molecules are converted into short-chain ones by the cracker (14) to form cracked gas, which provides good premixed gas for combustion and improves combustion efficiency; In the above step 2, the plasma igniter (7) is started to form plasma as an ignition source to ignite the mixture of cracking gas and air to ensure rapid and stable combustion in the combustion chamber; In the above step 3, the heat of the combustion gas is recovered by the regenerator (12) to preheat the diesel, thereby reducing the viscosity, facilitating catalytic cracking, and controlling the enthalpy increase of the diesel, thereby increasing the calorific value and the energy released by combustion; In the above step 4, the amount of diesel cracking gas and air is adjusted according to the engine workload, and the mixed gas is automatically proportioned to meet the requirements of efficient combustion; In the above step 5, constant volume dynamic pressure is used to start the vortex ring explosive thrust, combined with the variable frequency source shock wave propulsion principle, to generate continuous explosion shock waves, form a high-speed vortex ring, generate strong thrust, and improve the power-to-weight ratio; In the above step six, during the dynamic pressure explosion process, the pressure and temperature parameters in the combustion chamber are monitored in real time to ensure that they operate within a safe range. When an abnormal situation occurs, measures are taken to protect the engine from damage.

5. The method for controlling combustion of a turbojet aircraft engine according to claim 4, characterized in that: In the step 1, high-quality diesel is selected as the fuel, ensuring that its physical and chemical properties meet the requirements of the engine, and is sent to the cracker (14) in the bottom of the oil shell (1) through the oil pipe (13). The cracker (14) performs pre-catalytic cracking and gasification to convert the long chains of diesel molecules into short chains to form cracked gas. The diesel is continuously pre-cracking and gasifying, which is conducive to the formation of a good pre-mixed gas before the diesel enters the combustion chamber. At the same time, the diesel cracked gas is stirred to increase the equilibrium state of the diesel pre-mixed gas, reduce the energy required for the ignition of the diesel mixture, accelerate the propagation speed of the combustion and explosion, and improve the diesel combustion efficiency.

6. The method for controlling combustion of a turbojet aircraft engine according to claim 4, characterized in that: In the second step, the plasma igniter (7) is started to ensure that it is in a normal working state. The plasma igniter (7) breaks down the mixed gas in the electrode gap through a high voltage to form positively charged ions and negatively charged free electrons, thereby causing the air to lose its insulation and causing a "breakdown" phenomenon to form plasma as an ignition source, ensuring that the premix of diesel cracking gas and air in the cylinder reaches the ignition limit point. The cracking gas and air are mixed in a certain proportion to form a combustible mixed gas. The proportion of the mixed gas should be adjusted according to the working conditions and load requirements of the engine. The mixed gas is sent into the combustion chamber and ignited by the plasma generated by the plasma igniter (7). The plasma ignition has the characteristics of fast ignition speed, high energy and good stability, and can ensure that the mixed gas burns quickly and stably in the combustion chamber.

7. The method for controlling combustion of a turbojet aircraft engine according to claim 4, characterized in that: In step 3, the gas discharged from the combustion gas during expansion and work in the cylinder still contains a portion of heat. This portion of heat energy is recovered through the regenerator (12) to increase energy for diesel preheating, reduce diesel viscosity, and assist in the next step of diesel thermal field cracking. Before the diesel enters the cracker (14), the heat discharged from the combustion chamber is used to preheat the diesel. The preheating can increase the temperature of the diesel and reduce its viscosity, which is beneficial to the catalytic cracking process. By adjusting the temperature and flow rate of the preheated diesel, the enthalpy increase process of the diesel is controlled. The enthalpy increase can increase the calorific value of the diesel and increase the energy released in the combustion chamber, thereby improving the power and efficiency of the engine.

8. The method for controlling combustion of a turbojet aircraft engine according to claim 4, characterized in that: In step 4, the input amount of diesel cracking gas and the size of the intake valve (9) are adjusted according to the different working load state requirements of the engine, and the corresponding amount of diesel cracking gas and air is automatically proportioned, and a mixed gas with a corresponding concentration and volume is output to enter the cylinder body (3) to prepare for combustion, thereby controlling the input conditions of combustion to meet the requirements of efficient operation of the diesel engine.

9. The method for controlling combustion of a turbojet aircraft engine according to claim 4, characterized in that: In the step five, the engine adopts a constant volume dynamic pressure starting vortex ring explosive thrust method, uses a shaft power engine as a starting power source, accurately introduces appropriate intake air and diesel cracking to form a mixture of H and CO to form a strong explosion condition, and the hybrid chamber of the venturi tube is pressurized and exploded. The explosion shock wave and the mixed air form a high-speed vortex ring together, and the vortex ring continuously emitted backwards generates a strong thrust formed by the reaction force, launching a 100KW dynamic pressure explosive thrust engine, and the overall power-to-weight ratio is increased by 20% to 40%. Continuous vortex ring propulsion has the advantages of not easy to diffuse, good directionality, continuous stability and low noise.

10. The method for controlling combustion of a turbojet aircraft engine according to claim 9, characterized in that: In step five, the variable frequency source shock wave propulsion principle is adopted to accurately set the explosion conditions for the mixture of fuel and air, and generate continuous explosion shock waves at the frequencies required for different speeds. The shock waves of ideal frequency bombard the relatively still air, which is equivalent to the reaction force of pushing a relatively still solid, thereby generating efficient thrust.

Images