Micro-miniature turbojet engine with afterburner

Abstract

The microminiature turbojet engine comprises a core engine, a tail nozzle and the afterburner, and the two ends of the afterburner are connected with the core engine and the tail nozzle respectively. Fuel gas sequentially passes through the core engine, the afterburner and the exhaust nozzle. The exhaust nozzle is a subsonic convergence type exhaust nozzle, the area size of the exhaust nozzle can be adjusted, then the engine efficiency and afterburning efficiency can reach the maximum, compared with a traditional microminiature turbojet engine, the performance is more excellent, meanwhile afterburning control is easier, more convenient and more reliable, and the use scene of a microminiature aero-engine is widened.

Description

Technical Field

[0001] The invention relates to the technical field of aviation engines, in particular to a micro-sized turbojet engine with an afterburner. Background Art

[0002] A micro turbojet engine is an aircraft engine with low manufacturing cost, short service life, light weight and low thrust. It is generally used in aircraft models, fixed-wing UAVs, gliders, target drones, cruise missiles and other fields.

[0003] For micro-turbojet engines, due to the restrictions on use, manufacturing, maintenance costs, and design application scenarios, the current application of afterburner technology in micro-turbojet engines is almost zero. As far as micro-turbojet engines are concerned, the additional mass of the accessories required for afterburner, the afterburner chamber and its matching tail nozzle is too large, resulting in a decrease in fuel economy and a significant reduction in the thrust-to-weight ratio of the entire engine. From the perspective of specific technical implementation, the range of afterburner combustion available for micro-turbojet engines is relatively narrow. Since the total gas pressure after the turbine of a micro-turbojet engine is relatively low, forced afterburner combustion may cause the total pressure in the afterburner chamber to be higher than the total pressure after the turbine, resulting in turbine gas reflux surge and engine shutdown. If excessive combustion occurs, supersonic airflow may be generated in the afterburner chamber, generating a series of shock wave systems, affecting the state adjustment of the tail nozzle. If the tail nozzle configuration adopts a supersonic tail nozzle in order to adapt to the shock wave, the core engine efficiency when afterburner is not used will be significantly reduced. If a subsonic tail nozzle is used, it cannot cooperate with the afterburner combustion that generates a shock wave system, causing overheating of the afterburner chamber, poor gas circulation, and a significant reduction in afterburner efficiency.

[0004] If the micro-turbojet engine is combined with afterburner technology, the technologies that need to be solved include: determining the tail nozzle configuration, optimizing the diffuser, simplifying the engine accessories, selecting the afterburner ignition technology path, controlling the joint operation of the afterburner chamber and the core engine, and introducing additional and appropriate amounts of air to assist combustion.

[0005] With the development of science and technology and the demand of society for the performance of aircraft engines, higher requirements are put forward for the performance of micro-aero engines, especially in the military field. New equipment such as cruise missiles have higher standards for the performance and reliability of micro-turbojet engines. In some cases, it is allowed to ignore fuel economy and pursue thrust maximization in a short time to cope with certain special situations, such as terminal military strikes, balancing the thrust of multiple engines, and rapid take-off of aircraft. For aircraft engines, afterburner combustion can achieve a short-term and substantial increase in engine thrust to meet the demand. However, simply adding an afterburner chamber cannot meet the demand. It is also necessary to add a matching subsonic tail nozzle, an afterburner chamber air bleed device, optimize the joint control of the afterburner fuel system and the core engine fuel system, and optimize the afterburner chamber structure for micro-turbojet engines. Therefore, it is very necessary to design a turbojet engine with an afterburner chamber. The present invention is committed to combining a micro-turbojet engine with afterburner combustion, hoping to provide a reference for related research in the future. Summary of the invention

[0006] The purpose of the present invention is to provide a micro-turbojet engine with an afterburner combustion chamber. By combining the afterburner combustion technology with the micro-turbojet engine, the performance of the micro-turbojet engine can be greatly improved, while taking into account the reliability and convenient controllability, thereby solving the problem of insufficient instantaneous performance of the existing micro-turbojet engines in the background technology.

[0007] The present invention is achieved through the following technical solutions.

[0008] A micro-sized turbojet engine with an afterburner comprises a core engine, a tail nozzle, and an afterburner, wherein two ends of the afterburner are respectively connected to the core engine and the tail nozzle; the gas flows through the core engine, the afterburner, and the tail nozzle in sequence;

[0009] The core engine comprises a compressor impeller, a core engine casing, a core engine combustion chamber, a turbine, a turbine guide, a main shaft, a supporting bearing, a spark plug, a core engine fuel pipe, and a compressor diffuser plate. The compressor impeller, the core engine combustion chamber, and the turbine are located in the core engine casing. The compressor impeller and the turbine are installed on the main shaft through a supporting bearing and an interference fit is adopted. The compressor impeller is installed at the front end of the core engine casing through the compressor diffuser plate, and the turbine is installed at the rear end of the core engine casing through the turbine guide. The core engine combustion chamber is between the compressor impeller and the turbine. The spark plug is installed on the core engine casing, and the ignition end of the spark plug is installed on the outer side of the core engine combustion chamber. The core engine fuel pipe connects the main fuel tank and the core engine combustion chamber.

[0010] The afterburner comprises an afterburner casing, a diffusion flame stagnant flow combustion stabilization groove, an afterburner fuel pipe, a fuel atomizer, an air induction hole, an air induction check valve, and an afterburner matching surface. A diffusion flame stagnant flow combustion stabilization groove is installed at the front end of the afterburner. An air induction hole is opened at the front end of the afterburner. The air induction hole corresponds to the position of the diffusion flame stagnant flow combustion stabilization groove. An air induction check valve is installed in the air induction hole. Air is introduced through an external air pump to assist combustion, and at the same time, excessive air pressure inside the afterburner is prevented from overflowing the fuel gas. An afterburner fuel pipe is installed on the afterburner casing. Fuel is sprayed into the afterburner through annularly distributed fuel atomizers. The combustion zone is located behind the diffusion flame stagnant flow combustion stabilization groove and before the tail nozzle. The afterburner matching surface is located in the afterburner casing. There is a gap between the afterburner matching surface and the afterburner casing.

[0011] The tail nozzle is a subsonic convergent tail nozzle, which is composed of a plurality of guide plates. The convergence degree of the tail nozzle 3 is controlled by controlling the rotation angle of the guide plates along the axis.

[0012] Furthermore, the core engine is a centrifugal gas generator.

[0013] Furthermore, the support bearing at the compressor impeller connects the main shaft and the compressor diffuser, and the support bearing at the turbine connects the main shaft and the turbine guide vane, adopting a 0-2-0 layout.

[0014] Furthermore, the diffusion type standing flame stabilization groove is composed of an outer standing combustion stabilization groove and an inner standing combustion stabilization groove, and the inner standing combustion stabilization groove has the same diffusion angle as the outer standing combustion stabilization groove.

[0015] Furthermore, the afterburner casing is composed of multiple casing sections, and each casing section is connected externally by casing external bolts.

[0016] Furthermore, the core engine, afterburner and tail nozzle are externally connected by external bolts.

[0017] Furthermore, the afterburner fuel pipe is connected to the core engine fuel pipe through an external fuel pipeline, the fuel source is the same as the main fuel tank, the same type of fuel is used, and a fuel pump and oil-gas separator are shared; an electromagnetic throttle valve is provided at the connection between the core engine fuel pipe and the afterburner chamber fuel pipe, and the electromagnetic throttle valve is opened when the core engine is in the maximum state and afterburner is performed, and the minimum adjustment flow of the electromagnetic throttle valve is the critical ignition fuel supply of the afterburner chamber, and the maximum adjustment flow is the critical temperature fuel supply of the afterburner chamber.

[0018] Furthermore, the maximum expansion inner wall diameter of the tail nozzle is the same as the diameter of the afterburner matching surface. When the electromagnetic throttle valve is in the minimum throttling state, the afterburner is in a critical ignition state, and the tail nozzle is in a minimum convergence state. When the electromagnetic throttle valve is in the maximum throttling state, the afterburner is in a critical temperature state, and the tail nozzle is in a maximum expansion state. If the afterburner state is not turned on, the convergence degree of the tail nozzle can also be adjusted according to the core engine state.

[0019] Furthermore, the afterburner is ignited by the gas after the turbine. The afterburner is not equipped with an ignition device. When afterburner combustion is required, the core engine must be in the maximum state, and the gas temperature after the turbine is sufficient to ignite the afterburner fuel.

[0020] Compared with the prior art, the advantages of the present invention are:

[0021] 1. By organically combining afterburner technology with a micro-turbojet engine, the small size and low mass of the micro-turbojet engine are ensured, while the instantaneous thrust of the engine can be greatly increased, further improving the performance indicators of the aircraft such as flight speed, maneuverability, and flight envelope, so that the aircraft can be used in more scenarios.

[0022] 2. By designing a new type of diffusion flame stagnation combustion stabilization groove in the afterburner, it is made more suitable for the core engine based on the centrifugal compressor. This type of compressor has a low air flow rate in the compressor and a large pressure ratio. The core engine based on the centrifugal compressor has the characteristics of low combustion temperature in the core engine combustion chamber, high main shaft speed, low temperature before the turbine, and subsonic flow of the airflow throughout the whole process. In view of a series of characteristics, the diffusion flame stagnation combustion stabilization groove has a weaker deceleration effect on the airflow and a smaller pressure loss than the traditional V-shaped flame stagnation combustion stabilization groove suitable for axial flow turbojet engines, which can make the afterburner combustion more efficient, and thus the engine obtains greater effective thrust.

[0023] 3. By using a subsonic convergent tail nozzle, the expansion degree of the afterburner gas can be balanced, and the gas can be kept in a critical working state as much as possible, so that the gas can reach the speed of sound as much as possible at the tail nozzle outlet section, and while increasing the thrust, it can also maintain a sufficient turbine drop pressure ratio, ensure the total pressure recovery coefficient in the core engine combustion chamber, improve the afterburner efficiency, and effectively ensure the stability of the core engine, and balance the core engine and afterburner working together. At the same time, the subsonic convergent tail nozzle can also adjust the core engine turbine drop pressure ratio without turning on the afterburner, so as to improve the efficiency of the core engine, and can also adjust the gas flow rate when the core engine starts and accelerates, to prevent the core engine from overheating in the startup state.

[0024] 4. By merging the core engine fuel line and the afterburner fuel line, supplemented by electromagnetic throttle valve control, fuel control is simplified, while the weight of engine accessories is reduced, fuel economy and overall thrust-to-weight ratio are improved, and the failure rate of the fuel system is reduced.

[0025] 5. The method of igniting the afterburner by the post-turbine gas avoids the engine overheating and burning caused by forced ignition of the afterburner when the core engine has not reached the maximum state or when the core engine has not been started, thereby improving the safety of engine use. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 It is a schematic cross-sectional view of the overall structure of the present invention;

[0027] Figure 2 It is a schematic diagram of the overall structural components of the present invention;

[0028] Figure 3 This is a cross-sectional view of the core engine structure of the present invention;

[0029] Figure 4 It is a cross-sectional view of the afterburner structure of the present invention;

[0030] Figure 5 This is a structural diagram of the tail nozzle of the present invention;

[0031] Figure 6 This is a schematic diagram of the core engine structure after the casing is removed according to the present invention;

[0032] Figure 7 This is a structural diagram of the air inlet surface of the diffusion flame stationary combustion stabilization groove of the present invention;

[0033] Figure 8 This is a structural diagram of the exhaust surface of the diffusion type flame stationary combustion stabilization groove of the present invention;

[0034] Fig. 9 This is a partial schematic diagram of the afterburner fuel pipe section.

[0035] In the figure: 1. core engine; 2. afterburner; 3. tail nozzle, 101 compressor impeller, 102, core engine casing; 103, core engine combustion chamber; 104, turbine; 105, turbine guide; 106, main shaft; 107, support bearing; 108, spark plug; 109, core engine fuel pipe; 110, compressor diffuser; 201, afterburner casing; 202, diffusion flame stagnant flow combustion stabilization groove; 212, external stagnant flow combustion stabilization groove; 222, internal stagnant flow combustion stabilization groove; 203, afterburner fuel pipe; 204, fuel atomizer; 205, bleed air hole; 206, bleed air check valve; 207, afterburner matching surface; 301, rectifier. DETAILED DESCRIPTION

[0036] In the description of the present invention, it should be noted that the terms "upper", "lower", "inside", "outside", etc. indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, or the positions or positional relationships in which the invented product is usually placed when in use. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention. In the description of the present invention, it should also be noted that, unless otherwise clearly specified and limited, the terms "setting", "installation", and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be a connection between the two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0037] The embodiments of the present invention will be described in detail below in conjunction with the accompanying drawings, but are not intended to limit the present invention.

[0038] like Figures 1 to 3 As shown, a micro-sized turbojet engine with an afterburner comprises a core engine 1, a tail nozzle 3, and an afterburner 2, wherein both ends of the afterburner 2 are respectively connected to the core engine 1 and the tail nozzle 3; the gas flows through the core engine 1, the afterburner 2, and the tail nozzle 3 in sequence;

[0039] The core engine 1 includes a compressor impeller 101, a core engine casing 102, a core engine combustion chamber 103, a turbine 104, a turbine guide 105, a main shaft 106, a support bearing 107, a spark plug 108, a core engine fuel pipe 109, and a compressor diffuser plate 110. The compressor impeller 101, the core engine combustion chamber 103, and the turbine 104 are located in the core engine casing 102. The compressor impeller 101 and the turbine 104 are installed on the main shaft 106 through the support bearing 107, and an interference fit is adopted. The compressor impeller 101 is installed on the main shaft 106 through the compressor diffuser plate 110. The pressure plate 110 is installed at the front end of the core engine casing 102, the turbine 104 is installed at the rear end of the core engine casing 102 through the turbine guide 105, and the core engine combustion chamber 103 is between the compressor impeller 101 and the turbine 104. The spark plug 108 is installed on the core engine casing 102, and the ignition end of the spark plug 108 is installed on the outside of the core engine combustion chamber 103. The core engine fuel pipe 109 connects the main fuel tank and the core engine combustion chamber 103; during ignition, the flame front diffuses in a ring shape along the fuel gas, and finally each evaporation pipe opening in the core engine combustion chamber 103 is covered with flame.

[0040] like Figure 4As shown, the afterburner 2 includes an afterburner casing 201, a diffusion flame stagnant flow combustion stabilization groove 202, an afterburner fuel pipe 203, a fuel atomizer 204, an air inlet hole 205, an air inlet check valve 206, and an afterburner matching surface 207. The diffusion flame stagnant flow combustion stabilization groove 202 is installed at the front end of the afterburner 2. The air inlet hole 205 is opened at the front end of the afterburner 2. The air inlet hole 205 corresponds to the position of the diffusion flame stagnant flow combustion stabilization groove 202. The air inlet check valve 206 is installed in the air inlet hole 205. , air is introduced through an external air pump to assist combustion, and at the same time, excessive air pressure inside the afterburner 2 is prevented from causing gas overflow. It should be noted that the fuel should be introduced first, the gas should be ignited and burned in a rich oil state, and then the air pump should be started to introduce air to participate in the combustion. Otherwise, if air is introduced first, the temperature of the afterburner 2 will be lowered, and the gas after the turbine will have difficulty igniting the afterburner fuel, resulting in ignition failure. When the afterburner is not turned on, the air pump should be turned off to ensure the total temperature and total pressure of the gas after the turbine, so that it continues to expand and accelerate in the afterburner 2.

[0041] like Fig. 9 , Figure 4 As shown, an afterburner fuel pipe 203 is installed on the afterburner casing 201, and the fuel is sprayed into the afterburner 2 through the annularly distributed fuel atomizer 204. The combustion zone is located after the diffusion-shaped standing flow flame combustion stabilization groove 202 and before the tail nozzle 3. The afterburner fuel pipe 203 does not directly contact the cylindrical surface of the afterburner casing 201, but is fixed by a bracket on the afterburner casing 201. This can avoid the deformation and rupture of the fuel pipeline due to uneven heating of the afterburner fuel pipe 203, thereby causing fuel leakage, thereby causing flight accidents. The afterburner mating surface 207 is located in the afterburner casing 201, and there is a gap between the afterburner mating surface 207 and the afterburner casing 201;

[0042] like Figure 5 As shown, the tail nozzle 3 is a subsonic convergent tail nozzle, which is composed of a plurality of guide plates 301 . The convergence degree of the tail nozzle 3 is controlled by controlling the axial rotation angle of the guide plates 301 .

[0043] Furthermore, the core engine 1 is a centrifugal gas generator. The combustion temperature of the core engine combustion chamber 103 is relatively low, the main shaft 106 has a relatively high rotation speed, the temperature before the turbine is relatively low, and the airflow flows at a subsonic speed throughout the entire process. It should be noted that the relevant designs of the present invention are all based on the premise of a centrifugal gas generator.

[0044] Furthermore, the support bearing 107 at the compressor impeller 101 connects the main shaft 104 and the compressor diffuser 110, and the support bearing 107 at the turbine 104 connects the main shaft 106 and the turbine guide vane 105, adopting a 0-2-0 layout.

[0045] Further, if Figure 4 , Figure 7 , Figure 8 As shown, the diffusion type standing flame stabilization groove 202 is composed of an outer standing flame stabilization groove 212 and an inner standing flame stabilization groove 222, and the inner standing flame stabilization groove 222 has the same diffusion angle as the outer standing flame stabilization groove 212. The inner standing flame stabilization groove 222 and the outer standing flame stabilization groove 212 are used to match the afterburner matching surface 207. Such a configuration allows part of the gas to pass through the gap between the afterburner matching surface 207 and the afterburner casing 201 to form an air film, effectively cooling the afterburner casing 201, ensuring that the afterburner casing 201 will not be deformed by thermal stress, causing the afterburner casing 201 to deteriorate in alignment, further affecting the injection direction of the tail nozzle 3, and causing the thrust direction line to be unbalanced with the engine mass center.

[0046] Further, if Figure 2 , Figure 4 As shown, the afterburner casing 201 is composed of multiple casing sections, and each casing section is connected externally by casing external bolts.

[0047] Furthermore, the core engine 1, the afterburner 2, and the tail nozzle 3 are externally connected by external bolts.

[0048] Further, if Figure 2 As shown, the afterburner fuel pipe 203 is connected to the core engine fuel pipe 109 through an external fuel pipeline, the fuel source is the same as the main fuel tank, the same type of fuel is used, and a fuel pump and oil-gas separator are shared; an electromagnetic throttle valve is provided at the connection between the core engine fuel pipe 109 and the afterburner fuel pipe 203, and the electromagnetic throttle valve is opened when the core engine 1 is in the maximum state and afterburner is performed, and the minimum adjustment flow of the electromagnetic throttle valve is the critical ignition fuel supply of the afterburner, and the maximum adjustment flow is the critical temperature fuel supply of the afterburner.

[0049] Further, if Figure 5 As shown, the maximum expansion inner wall diameter of the tail nozzle 3 is the same as the diameter of the afterburner matching surface 207. When the electromagnetic throttle valve is in the minimum throttling state, the afterburner is in the critical ignition state, and the tail nozzle 3 is in the minimum convergence state. When the electromagnetic throttle valve is in the maximum throttling state, the afterburner is in the critical temperature state, and the tail nozzle 3 is in the maximum expansion state. If the afterburner state is not turned on, the convergence degree of the tail nozzle 3 can also be adjusted according to the core engine state.

[0050] Further, if Figure 2 , Figure 4As shown, the afterburner 2 is ignited by the gas after the turbine 104. The afterburner 2 is not equipped with an ignition device. When afterburner combustion is required, the core engine 1 must be in the maximum state, and the gas temperature after the turbine is sufficient to ignite the afterburner fuel. The method of igniting the afterburner fuel by the gas after the turbine avoids forcibly igniting the afterburner 2 when the core engine 1 has not reached the maximum state or when the core engine 1 is not started, which causes the engine to overheat and burn, thereby improving the safety of engine use.

[0051] The above description is only a preferred embodiment of the present invention, and does not limit the implementation mode and protection scope of the present invention. For those skilled in the art, it should be aware that all solutions obtained by equivalent substitutions and obvious changes made using the description and illustrations of the present invention should be included in the protection scope of the present invention.

Claims

1. A micro-sized turbojet engine with an afterburner, comprising a core engine (1) and a tail nozzle (3), characterized in that: It also includes an afterburner chamber (2), wherein two ends of the afterburner chamber (2) are respectively connected to the core engine (1) and the tail nozzle (3); The core engine (1) comprises a compressor impeller (101), a core engine casing (102), a core engine combustion chamber (103), a turbine (104), a turbine guide (105), a main shaft (106), a support bearing (107), a spark plug (108), a core engine fuel pipe (109), and a compressor diffuser (110). The compressor impeller (101), the core engine combustion chamber (103), and the turbine (104) are located in the core engine casing (102). The compressor impeller (101) and the turbine (104) are mounted on the main shaft through a support bearing (107). (106), the compressor impeller (101) is installed at the front end of the core engine casing (102) through the compressor diffuser (110), the turbine (104) is installed at the rear end of the core engine casing (102) through the turbine guide (105), the core engine combustion chamber (103) is between the compressor impeller (101) and the turbine (104), the spark plug (108) is installed on the core engine casing (102), the ignition end of the spark plug (108) is installed outside the core engine combustion chamber (103), and the core engine fuel pipe (109) connects the main fuel tank and the core engine combustion chamber (103); The afterburner (2) comprises an afterburner casing (201), a diffusion flame stagnant flow combustion stabilization groove (202), an afterburner fuel pipe (203), a fuel atomizer (204), an air induction hole (205), an air induction check valve (206), and an afterburner matching surface (207). The diffusion flame stagnant flow combustion stabilization groove (202) is installed at the front end of the afterburner (2). The front end of the afterburner (2) is provided with an air induction hole (205), the air induction hole (205) corresponds to the position of the diffusion flame stagnant flow combustion stabilization groove (202), and the air induction hole (205) is provided at the front end of the afterburner (2). (205) is equipped with an air inlet check valve (206), and air is introduced through an external air pump to assist combustion. The afterburner casing (201) is equipped with an afterburner fuel pipe (203), and the fuel is sprayed into the afterburner chamber (2) through an annularly distributed fuel atomizer (204). The combustion zone is located after the diffusion-shaped standing flow flame combustion stabilization groove (202) and before the tail nozzle (3). The afterburner matching surface (207) is located in the afterburner casing (201), and there is a gap between the afterburner matching surface (207) and the afterburner casing (201); The tail nozzle (3) is a subsonic convergent tail nozzle, which is composed of a plurality of guide plates (301). The convergence degree of the tail nozzle 3 is controlled by controlling the axial rotation angle of the guide plates (301).

2. A micro-turbojet engine with an afterburner according to claim 1, characterized in that: The core engine (1) is a centrifugal gas generator.

3. A micro-turbojet engine with an afterburner according to claim 1, characterized in that: The support bearing (107) at the compressor impeller (101) connects the main shaft (104) and the compressor diffuser (110), and the support bearing (107) at the turbine (104) connects the main shaft (106) and the turbine guide vane (105).

4. A micro-turbojet engine with an afterburner according to claim 1, characterized in that: The diffusion type standing flame stabilization groove (202) is composed of an outer standing combustion stabilization groove (212) and an inner standing combustion stabilization groove (222), and the inner standing combustion stabilization groove (222) has the same diffusion angle as the outer standing combustion stabilization groove (212).

5. A micro-turbojet engine with an afterburner according to claim 1, characterized in that: The afterburner casing (201) is composed of multiple casing sections, and each casing section is externally connected by casing external bolts.

6. A micro-turbojet engine with an afterburner according to claim 1, characterized in that: The core engine (1), the afterburner (2) and the tail nozzle (3) are externally connected via external bolts.

7. A micro-turbojet engine with an afterburner according to claim 1, characterized in that: The afterburner fuel pipe (203) is connected to the core engine fuel pipe (109) via an external fuel pipeline, and the fuel source is the same as the main fuel tank, uses the same type of fuel, and shares a fuel pump and an oil-gas separator; an electromagnetic throttle valve is provided at the connection between the core engine fuel pipe (109) and the afterburner chamber fuel pipe (203), and the electromagnetic throttle valve is opened when the core engine (1) is in the maximum state and afterburner is performed, and the minimum adjustment flow of the electromagnetic throttle valve is the critical ignition fuel supply of the afterburner chamber, and the maximum adjustment flow is the critical temperature fuel supply of the afterburner chamber.

8. The micro-turbojet engine with afterburner according to claim 1, characterized in that: The maximum expansion inner wall diameter of the tail nozzle (3) is the same as the diameter of the afterburner matching surface (207). When the electromagnetic throttle valve is in the minimum throttling state, the afterburner is in a critical ignition state. At this time, the tail nozzle (3) is in a minimum convergence state. When the electromagnetic throttle valve is in the maximum throttling state, the afterburner is in a critical temperature state. At this time, the tail nozzle (3) is in a maximum expansion state. If the afterburner state is not turned on, the tail nozzle (3) can also adjust the convergence according to the core engine state.

9. A micro-turbojet engine with an afterburner according to claim 1, characterized in that: The afterburner (2) is ignited by the gas after passing through the turbine (104).

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