Aeroengine asynchronous double-exhaust control system and method

Abstract

The invention provides an asynchronous double-exhaust control system and method for an aero-engine. The control system comprises a first exhaust manifold, a second exhaust manifold and a control system, wherein the first exhaust manifold is connected with an exhaust port of a first air cylinder of the engine; a fourth exhaust manifold connected to an exhaust port of a fourth cylinder of the engine; a second exhaust manifold connected to an exhaust port of a second cylinder of the engine; a third exhaust manifold connected to an exhaust port of a third cylinder of the engine; the exhaust end of the first exhaust manifold and the exhaust end of the fourth exhaust manifold are both connected with the air inlet end of the first exhaust manifold. The exhaust ends of the second exhaust manifold and the third exhaust manifold are connected with the air inlet end of the second exhaust manifold; the exhaust ends of the first exhaust main pipe and the second exhaust main pipe are connected with the air inlet end of the exhaust tail pipe; and the air outlet end of the exhaust tail pipe is connected with the air inlet end of the turbocharger. According to the scheme, asynchronous double exhaust can be achieved, exhaust resistance is effectively reduced, waste gas is exhausted in time, air is effectively sealed in the air cylinder, and the engine performance is improved.

Description

Technical Field

[0001] The invention relates to the technical field of exhaust technology for aviation piston two-stroke engines, and in particular to an asynchronous dual exhaust control system and method for aviation engines. Background Art

[0002] Aviation piston two-stroke engines are small in size, light in weight, and simple in structure, making them a good choice for UAV power. When used in the aviation field, they also need to have good high-altitude performance, so an exhaust boost system usually needs to be designed.

[0003] The exhaust resonance coupled exhaust gas turbocharger system has the characteristics of simple structure, small size and high energy utilization. It can better match the characteristics of two-stroke engines with large changes in multiple working conditions and is very suitable for the aviation field.

[0004] The exhaust resonance pipe in the current exhaust resonance coupled exhaust gas turbocharger system adopts a single exhaust resonance pipe for exhaust. When used in a horizontally opposed four-cylinder two-stroke engine, the four exhaust outlets of the horizontally opposed four-cylinder two-stroke engine are connected to the same exhaust resonance pipe, which will cause exhaust blockage and backflow, resulting in a decrease in engine power and an increase in fuel consumption, affecting the performance of the engine. Summary of the invention

[0005] The present invention provides an asynchronous dual exhaust control system and method for an aircraft engine. The asynchronous dual exhaust of a horizontally opposed four-cylinder two-stroke engine can be realized by coordinating a first exhaust main pipe and a second exhaust main pipe with a first exhaust manifold, a second exhaust manifold, a third exhaust manifold, a fourth exhaust manifold and an exhaust tail pipe. The exhaust resistance can be effectively reduced, the exhaust gas can be discharged in time, and the air can be effectively sealed in the cylinder, thereby improving the engine performance.

[0006] In order to solve the above technical problems, the technical solution of the present invention is as follows:

[0007] An asynchronous dual exhaust control system for an aircraft engine, comprising:

[0008] a first exhaust manifold connected to an exhaust port of a first cylinder of the engine;

[0009] a fourth exhaust manifold connected to an exhaust port of a fourth cylinder of the engine; the first cylinder and the fourth cylinder being located on a first side of the engine;

[0010] a second exhaust manifold connected to an exhaust port of a second cylinder of the engine;

[0011] a third exhaust manifold connected to an exhaust port of a third cylinder of the engine; the second cylinder and the third cylinder being located on a second side of the engine;

[0012] The first cylinder and the second cylinder are arranged opposite to each other, and the fourth cylinder and the first cylinder are arranged opposite to each other;

[0013] The exhaust ends of the first exhaust manifold and the fourth exhaust manifold are both connected to the intake end of the first exhaust manifold;

[0014] The exhaust ends of the second exhaust manifold and the third exhaust manifold are both connected to the intake end of the second exhaust manifold;

[0015] The exhaust ends of the first exhaust manifold and the second exhaust manifold are both connected to the air inlet end of the exhaust tail pipe; the air outlet end of the exhaust tail pipe is connected to the air inlet end of the turbocharger;

[0016] According to a first control instruction, the first cylinder and the second cylinder are controlled to be ignited simultaneously, and the third cylinder and the fourth cylinder are controlled to be ignited simultaneously;

[0017] According to the second control instruction, the ignition timings of the first cylinder and the fourth cylinder are controlled to differ by 180°CA, and the ignition timings of the second cylinder and the third cylinder are controlled to differ by 180°CA; so that the gas exhausted from the first cylinder is discharged to the first exhaust manifold through the first exhaust manifold, and the gas exhausted from the fourth cylinder is discharged to the first exhaust manifold through the fourth exhaust manifold; the gas exhausted from the second cylinder is discharged to the second exhaust manifold through the second exhaust manifold, and the gas exhausted from the third cylinder is discharged to the second exhaust manifold through the third exhaust manifold; the gas exhausted from the first exhaust manifold and the second exhaust manifold enters the exhaust tail pipe and is discharged to the turbocharger through the exhaust outlet end of the exhaust tail pipe.

[0018] Optionally, the first exhaust manifold and the second exhaust manifold are both spiral structures.

[0019] Optionally, the first exhaust manifold and the second exhaust manifold are symmetrically distributed with respect to the axis of the exhaust tail pipe.

[0020] Optionally, the first exhaust manifold and the second exhaust manifold both include:

[0021] A gradually expanding pipe; the gradually expanding pipe is connected to the first exhaust manifold and the fourth exhaust manifold, or is connected to the second exhaust manifold and the third exhaust manifold;

[0022] A straight pipe connected to the large diameter end of the gradually expanding pipe;

[0023] A reducer connected to the straight pipe, wherein the small diameter end of the reducer is connected to the exhaust tail pipe.

[0024] Optionally, the first exhaust manifold and the second exhaust manifold both further include:

[0025] A bellows is connected between the gradually expanding tube and the straight tube or between the straight tube and the gradually contracting tube.

[0026] Optionally, the aircraft engine asynchronous dual exhaust control system further includes:

[0027] A partition is arranged in the exhaust tail pipe, and the partition divides the inner cavity of the exhaust tail pipe into a first cavity and a second cavity, the first cavity is connected to the first exhaust main pipe, and the second cavity is connected to the second exhaust main pipe.

[0028] Optionally, two shock-absorbing frames are symmetrically arranged on the first exhaust manifold and the second exhaust manifold, and shock-absorbing pads are arranged between the shock-absorbing frames and the engine body.

[0029] Optionally, the shock absorbing frame includes:

[0030] an arc-shaped connecting portion connected to the first exhaust manifold or the second exhaust manifold;

[0031] a vertical support portion connected to the arc-shaped connection portion, the shock-absorbing pad being connected to the vertical support portion;

[0032] The cross sections of the arc-shaped connecting portion and the vertical supporting portion are both U-shaped structures.

[0033] Optionally, controlling the first cylinder and the second cylinder to ignite simultaneously, controlling the third cylinder and the fourth cylinder to ignite simultaneously, controlling the ignition timing of the first cylinder and the fourth cylinder to differ by 180°CA, and controlling the ignition timing of the second cylinder and the third cylinder to differ by 180°CA, comprises:

[0034] Controlling the first cylinder of the engine and the second cylinder of the engine to be in an ignition power stroke, and controlling the fourth cylinder of the engine and the third cylinder of the engine to be in a compression stroke:

[0035] The exhaust ports of the first cylinder and the second cylinder of the engine are controlled to be opened, the scavenging ports of the first cylinder and the second cylinder of the engine are controlled to be closed, the exhaust ports of the fourth cylinder and the third cylinder of the engine are controlled to be opened, and the scavenging ports of the fourth cylinder and the third cylinder of the engine are controlled to be opened; the pressure in the first exhaust manifold is lower than the pressure in the first cylinder of the engine, the exhaust gas in the first cylinder of the engine quickly enters the first exhaust manifold, the pressure in the second exhaust manifold is lower than the pressure in the second cylinder of the engine, and the exhaust gas in the second cylinder of the engine quickly enters the second exhaust manifold; air enters the fourth cylinder of the engine and the third cylinder of the engine, the pressure in the first exhaust manifold is higher than the pressure in the fourth cylinder of the engine, the air is sealed in the fourth cylinder of the engine, the pressure in the second exhaust manifold is higher than the pressure in the third cylinder of the engine, and the air is sealed in the third cylinder of the engine;

[0036] The exhaust ports of the first cylinder and the second cylinder of the engine are controlled to be opened, the scavenging ports of the first cylinder and the second cylinder of the engine are controlled to be opened, the exhaust ports of the fourth cylinder and the third cylinder of the engine are controlled to be opened, and the scavenging ports of the fourth cylinder and the third cylinder of the engine are controlled to be closed; air enters the first cylinder and the second cylinder of the engine, the pressure in the first exhaust manifold is greater than the pressure in the first cylinder of the engine, and the air is sealed in the first cylinder of the engine, the pressure in the second exhaust manifold is greater than the pressure in the second cylinder of the engine, and the air is sealed in the second cylinder of the engine; the pressure in the first exhaust manifold is greater than the pressure in the fourth cylinder of the engine, and the air is sealed in the fourth cylinder of the engine, the pressure in the second exhaust manifold is greater than the pressure in the third cylinder of the engine, and the air is sealed in the third cylinder of the engine;

[0037] Controlling the first cylinder of the engine and the second cylinder of the engine to be in a compression stroke, and controlling the fourth cylinder of the engine and the third cylinder of the engine to be in an ignition power stroke:

[0038] The exhaust ports of the fourth cylinder of the engine and the third cylinder of the engine are controlled to be opened, and the scavenging ports of the fourth cylinder of the engine and the third cylinder of the engine are controlled to be closed, and the exhaust ports of the first cylinder of the engine and the second cylinder of the engine are controlled to be opened, and the scavenging ports of the first cylinder of the engine and the second cylinder of the engine are controlled to be opened; the pressure in the first exhaust manifold is lower than the pressure in the fourth cylinder of the engine, and the exhaust gas in the fourth cylinder of the engine quickly enters the first exhaust manifold, and the pressure in the second exhaust manifold is lower than the pressure in the third cylinder of the engine, and the exhaust gas in the third cylinder of the engine quickly enters the second exhaust manifold; air enters the first cylinder of the engine and the second cylinder of the engine, the pressure in the first exhaust manifold is higher than the pressure in the first cylinder of the engine, and the air is sealed in the first cylinder of the engine, and the pressure in the second exhaust manifold is higher than the pressure in the second cylinder of the engine, and the air is sealed in the second cylinder of the engine;

[0039] Control the exhaust ports of the fourth cylinder of the engine and the third cylinder of the engine to be opened, control the scavenging ports of the fourth cylinder of the engine and the third cylinder of the engine to be opened, control the exhaust ports of the first cylinder of the engine and the second cylinder of the engine to be opened, and control the scavenging ports of the first cylinder of the engine and the second cylinder of the engine to be closed; air enters the fourth cylinder of the engine and the third cylinder of the engine, the pressure in the first exhaust manifold is greater than the pressure in the fourth cylinder of the engine, and the air is sealed in the fourth cylinder of the engine, the pressure in the second exhaust manifold is greater than the pressure in the third cylinder of the engine, and the air is sealed in the third cylinder of the engine; the pressure in the first exhaust manifold is greater than the pressure in the first cylinder of the engine, and the air is sealed in the first cylinder of the engine, the pressure in the second exhaust manifold is greater than the pressure in the second cylinder of the engine, and the air is sealed in the second cylinder of the engine;

[0040] The gas exhausted from the first exhaust manifold and the second exhaust manifold enters the exhaust tail pipe and is discharged to the turbocharger through the outlet end of the exhaust tail pipe.

[0041] The present invention also provides an aero-engine asynchronous dual exhaust control method, which is applied to the above-mentioned aero-engine asynchronous dual exhaust control system, and the method comprises:

[0042] receiving a first control instruction and a second control instruction;

[0043] According to a first control instruction, the first cylinder and the second cylinder are controlled to be ignited simultaneously, and the third cylinder and the fourth cylinder are controlled to be ignited simultaneously;

[0044] According to the second control instruction, the ignition timings of the first cylinder and the fourth cylinder are controlled to differ by 180°CA, and the ignition timings of the second cylinder and the third cylinder are controlled to differ by 180°CA; so that the gas exhausted from the first cylinder is discharged to the first exhaust manifold through the first exhaust manifold, and the gas exhausted from the fourth cylinder is discharged to the first exhaust manifold through the fourth exhaust manifold; the gas exhausted from the second cylinder is discharged to the second exhaust manifold through the second exhaust manifold, and the gas exhausted from the third cylinder is discharged to the second exhaust manifold through the third exhaust manifold; the gas exhausted from the first exhaust manifold and the second exhaust manifold enters the exhaust tail pipe and is discharged to the turbocharger through the exhaust outlet end of the exhaust tail pipe.

[0045] The above solution of the present invention includes at least the following beneficial effects:

[0046] The above scheme of the present invention can realize asynchronous dual exhaust of the horizontally opposed four-cylinder two-stroke engine through the first exhaust main pipe and the second exhaust main pipe in conjunction with the first exhaust manifold, the second exhaust manifold, the third exhaust manifold, the fourth exhaust manifold and the exhaust tail pipe, which can effectively reduce exhaust resistance, expel exhaust gas in time, and effectively seal air in the cylinder, thereby improving engine performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] Figure 1 It is a schematic diagram of the three-dimensional structure of an asynchronous dual exhaust control system for an aircraft engine provided by an embodiment of the present invention from a top view;

[0048] Figure 2 It is a schematic diagram of the three-dimensional structure of an asynchronous dual exhaust control system for an aircraft engine provided by an embodiment of the present invention from a bottom-up perspective;

[0049] Figure 3 is a top view of an asynchronous dual exhaust control system for an aircraft engine provided by an embodiment of the present invention;

[0050] Figure 4 It is a front view of a shock absorber frame in an asynchronous dual exhaust control system of an aircraft engine provided by an embodiment of the present invention;

[0051] Figure 5 It is a top view of a shock absorber frame in an asynchronous dual exhaust control system of an aircraft engine provided by an embodiment of the present invention.

[0052] The following are the descriptions of the reference numerals:

[0053] 1. First exhaust manifold; 2. Second exhaust manifold; 3. Third exhaust manifold; 4. Fourth exhaust manifold; 51. First exhaust main pipe; 52. Second exhaust main pipe; 53. Gradient expansion pipe; 54. Straight pipe; 55. Gradient contraction pipe; 56. Bellows; 6. Exhaust tail pipe; 61. Baffle; 62. Second cavity; 63. First cavity; 7. Shock absorber frame; 71. Arc-shaped connecting portion; 72. Vertical support portion; 8. Shock absorber pad. DETAILED DESCRIPTION

[0054] The exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present invention are shown in the accompanying drawings, it should be understood that the present invention can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided in order to enable a more thorough understanding of the present invention and to enable the scope of the present invention to be fully communicated to those skilled in the art.

[0055] like Figures 1 to 5 As shown, an embodiment of the present invention provides an asynchronous dual exhaust control system for an aircraft engine, comprising:

[0056] A first exhaust manifold 1 connected to an exhaust port of a first cylinder of the engine;

[0057] a fourth exhaust manifold 4 connected to an exhaust port of a fourth cylinder of the engine; the first cylinder and the fourth cylinder are located on a first side of the engine;

[0058] a second exhaust manifold 2 connected to the exhaust port of the second cylinder of the engine;

[0059] a third exhaust manifold 3 connected to the exhaust port of the third cylinder of the engine; the second cylinder and the third cylinder are located on the second side of the engine;

[0060] The first cylinder and the second cylinder are arranged opposite to each other, and the fourth cylinder and the first cylinder are arranged opposite to each other;

[0061] The exhaust ends of the first exhaust manifold 1 and the fourth exhaust manifold 4 are both connected to the intake end of the first exhaust manifold 51;

[0062] The exhaust ends of the second exhaust manifold 2 and the third exhaust manifold 3 are both connected to the intake end of the second exhaust manifold 52;

[0063] The exhaust ends of the first exhaust manifold 51 and the second exhaust manifold 52 are both connected to the air inlet end of the exhaust tail pipe 6; the air outlet end of the exhaust tail pipe 6 is connected to the air inlet end of the turbocharger;

[0064] According to the first control instruction, the first cylinder and the second cylinder are controlled to be ignited at the same time, and the third cylinder and the fourth cylinder are controlled to be ignited at the same time;

[0065] According to the second control instruction, the ignition timing of the first cylinder and the fourth cylinder is controlled to differ by 180°CA, and the ignition timing of the second cylinder and the third cylinder is controlled to differ by 180°CA; so that the gas exhausted from the first cylinder is discharged to the first exhaust manifold 51 through the first exhaust manifold 1, and the gas exhausted from the fourth cylinder is discharged to the first exhaust manifold 51 through the fourth exhaust manifold 4; the gas exhausted from the second cylinder is discharged to the second exhaust manifold 52 through the second exhaust manifold 2, and the gas exhausted from the third cylinder is discharged to the second exhaust manifold 52 through the third exhaust manifold 3; the gas exhausted from the first exhaust manifold 51 and the second exhaust manifold 52 enters the exhaust tail pipe 6 and is discharged to the turbocharger through the outlet end of the exhaust tail pipe 6.

[0066] In this embodiment, the engine is a horizontally opposed two-stroke four-cylinder engine, the first cylinder of the engine and the second cylinder of the engine are ignited at the same time, the third cylinder of the engine and the fourth cylinder of the engine are ignited at the same time, the ignition intervals of the first cylinder of the engine and the fourth cylinder of the engine differ by 180°CA, and the ignition intervals of the second cylinder of the engine and the third cylinder of the engine differ by 180°CA;

[0067] Specific exhaust process:

[0068] The first cylinder of the engine and the second cylinder of the engine are in the ignition power stroke, and the fourth cylinder of the engine and the third cylinder of the engine are in the compression stroke:

[0069] The exhaust ports of the first cylinder of the engine and the second cylinder of the engine are both open, and the scavenging ports of the first cylinder of the engine and the second cylinder of the engine are both closed, and the exhaust ports of the fourth cylinder of the engine and the third cylinder of the engine are both open, and the scavenging ports of the fourth cylinder of the engine and the third cylinder of the engine are both open; the pressure in the first exhaust manifold 51 is lower than the pressure in the first cylinder of the engine, and the exhaust gas in the first cylinder of the engine quickly enters the first exhaust manifold 51 through the first exhaust manifold 1, and the pressure in the second exhaust manifold 52 is lower than the pressure in the second cylinder of the engine, and the exhaust gas in the second cylinder of the engine quickly enters the second exhaust manifold 52 through the second exhaust manifold 2; air enters the fourth cylinder of the engine and the third cylinder of the engine, the pressure in the first exhaust manifold 51 is higher than the pressure in the fourth cylinder of the engine, and the air is sealed in the fourth cylinder of the engine, the pressure in the second exhaust manifold 52 is higher than the pressure in the third cylinder of the engine, and the air is sealed in the third cylinder of the engine;

[0070] The exhaust ports of the first cylinder of the engine and the second cylinder of the engine are both open, the scavenging ports of the first cylinder of the engine and the second cylinder of the engine are both open, the exhaust ports of the fourth cylinder of the engine and the third cylinder of the engine are both open, and the scavenging ports of the fourth cylinder of the engine and the third cylinder of the engine are both closed; air enters the first cylinder of the engine and the second cylinder of the engine, the pressure in the first exhaust manifold 51 is greater than the pressure in the first cylinder of the engine, the air is sealed in the first cylinder of the engine, the pressure in the second exhaust manifold 52 is greater than the pressure in the second cylinder of the engine, and the air is sealed in the second cylinder of the engine; the pressure in the first exhaust manifold 51 is greater than the pressure in the fourth cylinder of the engine, the air is sealed in the fourth cylinder of the engine, the pressure in the second exhaust manifold 52 is greater than the pressure in the third cylinder of the engine, and the air is sealed in the third cylinder of the engine;

[0071] The first cylinder of the engine and the second cylinder of the engine are in the compression stroke, and the fourth cylinder of the engine and the third cylinder of the engine are in the ignition power stroke:

[0072] The exhaust ports of the fourth cylinder of the engine and the third cylinder of the engine are both open, and the scavenging ports of the fourth cylinder of the engine and the third cylinder of the engine are both closed, and the exhaust ports of the first cylinder of the engine and the second cylinder of the engine are both open, and the scavenging ports of the first cylinder of the engine and the second cylinder of the engine are both open; the pressure in the first exhaust manifold 51 is lower than the pressure in the fourth cylinder of the engine, and the exhaust gas in the fourth cylinder of the engine quickly enters the first exhaust manifold 51 through the fourth exhaust manifold 4, and the pressure in the second exhaust manifold 52 is lower than the pressure in the third cylinder of the engine, and the exhaust gas in the third cylinder of the engine quickly enters the second exhaust manifold 52 through the third exhaust manifold 3; air enters the first cylinder of the engine and the second cylinder of the engine, the pressure in the first exhaust manifold 51 is higher than the pressure in the first cylinder of the engine, and the air is sealed in the first cylinder of the engine, the pressure in the second exhaust manifold 52 is higher than the pressure in the second cylinder of the engine, and the air is sealed in the second cylinder of the engine;

[0073] The exhaust ports of the fourth cylinder of the engine and the third cylinder of the engine are both open, the scavenging ports of the fourth cylinder of the engine and the third cylinder of the engine are both open, the exhaust ports of the first cylinder of the engine and the second cylinder of the engine are both open, and the scavenging ports of the first cylinder of the engine and the second cylinder of the engine are both closed; air enters the fourth cylinder of the engine and the third cylinder of the engine, the pressure in the first exhaust manifold 51 is greater than the pressure in the fourth cylinder of the engine, the air is sealed in the fourth cylinder of the engine, the pressure in the second exhaust manifold 52 is greater than the pressure in the third cylinder of the engine, and the air is sealed in the third cylinder of the engine; the pressure in the first exhaust manifold 51 is greater than the pressure in the first cylinder of the engine, the air is sealed in the first cylinder of the engine, the pressure in the second exhaust manifold 52 is greater than the pressure in the second cylinder of the engine, and the air is sealed in the second cylinder of the engine;

[0074] The gas exhausted from the first exhaust manifold 51 and the second exhaust manifold 52 enters the exhaust tail pipe 6 and is discharged to the turbocharger through the outlet end of the exhaust tail pipe 6;

[0075] Through the above process, in this embodiment, the first exhaust manifold 1 and the fourth exhaust manifold 4 are used to connect the first cylinder of the engine and the fourth cylinder of the engine to the first exhaust manifold 51 respectively, and the second exhaust manifold 2 and the third exhaust manifold 3 are used to connect the second cylinder of the engine and the third cylinder of the engine to the second exhaust manifold 52 respectively, so that no exhaust conflict will occur between the first cylinder of the engine and the fourth cylinder of the engine, and no exhaust conflict will occur between the second cylinder of the engine and the third cylinder of the engine; the first exhaust manifold 51 and the second exhaust manifold 52 cooperate with the first exhaust manifold 1, the second exhaust manifold 2, the third exhaust manifold 3, the fourth exhaust manifold 4 and the exhaust tail pipe 6; the asynchronous dual exhaust of the horizontally opposed four-cylinder two-stroke engine can be realized, and uniform exhaust of each cylinder of the engine can be achieved, thereby effectively reducing the exhaust resistance, timely removing the exhaust gas, and effectively sealing the air in the cylinder, effectively reducing the engine fuel consumption rate, increasing the power, and improving the engine performance.

[0076] like Figure 1 and Figure 2 As shown, in an optional embodiment of the present invention, the first exhaust manifold 51 and the second exhaust manifold 52 are both spiral structures.

[0077] In this embodiment, by adopting the first exhaust manifold 51 and the second exhaust manifold 52 with a spiral structure, it is possible to ensure that the first exhaust manifold 51 and the second exhaust manifold 52 can exhaust smoothly while reducing the overall occupied space.

[0078] like Figures 1 to 3As shown, in an optional embodiment of the present invention, the first exhaust manifold 51 and the second exhaust manifold 52 are symmetrically distributed with respect to the axis of the exhaust tail pipe 6 .

[0079] In this embodiment, the first exhaust manifold 51 and the second exhaust manifold 52 are symmetrically distributed with respect to the axis of the exhaust tail pipe 6 , so that during the exhaust process, the forces of the overall structure can be balanced, thereby ensuring the stability of the overall structure.

[0080] like Figure 2 and Figure 3 As shown, in an optional embodiment of the present invention, the first exhaust manifold 51 and the second exhaust manifold 52 both include:

[0081] A diffuser pipe 53 connected to the first exhaust manifold 1 and the fourth exhaust manifold 4, or connected to the second exhaust manifold 2 and the third exhaust manifold 3;

[0082] A straight tube 54 connected to the large diameter end of the gradually expanding tube 53;

[0083] The reducer 55 is connected to the straight pipe 54 , and the small-diameter end of the reducer 55 is connected to the exhaust tail pipe 6 .

[0084] Further, the outer diameters of the first exhaust manifold 1, the second exhaust manifold 2, the third exhaust manifold 3 and the fourth exhaust manifold 4 are preferably 52 mm, and the lengths of the first exhaust manifold 1, the second exhaust manifold 2, the third exhaust manifold 3 and the fourth exhaust manifold 4 are preferably 150 mm;

[0085] The outer diameter of the small diameter end of the gradually expanding tube 53 is preferably 52 mm, the outer diameter of the large diameter end of the gradually expanding tube 53 is preferably 100 mm, and the length of the gradually expanding tube 53 is preferably 805 mm;

[0086] The outer diameter of the straight tube 54 is preferably 100 mm, and the length of the straight tube 54 is preferably 200 mm;

[0087] The outer diameter of the large diameter end of the reducer 55 is preferably 100 mm, the outer diameter of the small diameter end of the reducer 55 is preferably 40 mm, and the length of the reducer 55 is preferably 338 mm;

[0088] The outer diameter of the exhaust tail pipe 6 is preferably 40 mm, and the length of the exhaust tail pipe 6 is preferably 40 mm.

[0089] In this embodiment, the exhaust pipeline of each cylinder includes: an exhaust manifold section, an exhaust manifold gradually expanding section, an exhaust manifold straight pipe section, an exhaust manifold gradually contracting section and an exhaust tail pipe section, wherein the exhaust manifold section is such as the first exhaust manifold 1, the second exhaust manifold 2, the third exhaust manifold 3 and the fourth exhaust manifold 4 mentioned above;

[0090] The exhaust manifold is the first exhaust manifold 51 and the second exhaust manifold 52 mentioned above; the gradually expanding section of the first exhaust manifold 51 and the second exhaust manifold 52 is the gradually expanding pipe 53 mentioned above; the straight pipe section of the exhaust manifold is the straight pipe 54 mentioned above; the gradually contracting section of the exhaust manifold is the gradually contracting pipe 55;

[0091] The exhaust tail pipe section is the exhaust tail pipe 6 described above;

[0092] The exhaust manifold section, exhaust manifold gradually expanding section, exhaust manifold straight section, exhaust manifold gradually contracting section and exhaust tail pipe section of the exhaust pipeline select the exhaust resonance pipe combination with the smallest size, and finally determine the exhaust resonance pipe structural parameters;

[0093] Specifically, firstly, the space range and the approximate overall length of the exhaust pipe are determined based on the engine size and the position of the exhaust pipe. Within this range, the lengths of the exhaust manifold section, the diverging pipe 53, the straight pipe 54, the tapering pipe 55 and the exhaust tail pipe 6 are set according to the resonance principle; the outer diameter range of the straight pipe 54 is determined by spatial layout; the outlet outer diameter of the tapering pipe 55 is determined by matching with the inner diameter of the turbocharger interface; on the basis of determining the overall length of the exhaust pipe, the length and diameter of the exhaust manifold section, the diverging pipe 53, the straight pipe 54, the tapering pipe 55 and the exhaust tail pipe 6 are subjected to DOE (experimental design) optimization calculation using GT-Power software (engine one-dimensional thermodynamic simulation analysis software), and the length and diameter of the exhaust manifold section, the diverging pipe 53, the straight pipe 54, the tapering pipe 55 and the exhaust tail pipe 6 are determined with power and fuel consumption as the optimization targets, and finally the exhaust resonance pipe structural parameters are determined;

[0094] The exhaust resonance tube combination with the smallest size is obtained in the above manner, and the exhaust resonance tube structural parameters finally determined can make the overall shape and length of the exhaust resonance tube combination conform to the law of engine exhaust pressure fluctuation, presenting a form of first gradually expanding and then gradually contracting, so that the exhaust airflow of the third cylinder of the engine and the fourth cylinder of the engine will not be pressed back into the cylinder by the exhaust airflow rebound wave of the first cylinder of the engine and the second cylinder of the engine when entering the exhaust manifold, causing exhaust blockage; at the same time, in the later stage of exhaust, a pressure expansion wave can also be formed to seal fresh air in the cylinder, effectively reducing the engine fuel consumption rate and improving power.

[0095] like Figure 3 As shown, in an optional embodiment of the present invention, the first exhaust manifold 51 and the second exhaust manifold 52 both further include:

[0096] The bellows 56 is connected between the gradually expanding pipe 53 and the straight pipe 54 or between the straight pipe 54 and the gradually contracting pipe 55 .

[0097] In this embodiment, by providing a bellows 56 between the gradually expanding pipe 53 and the straight pipe 54 or between the straight pipe 54 and the gradually contracting pipe 55, the first exhaust manifold 51 and the second exhaust manifold 52 can be prevented from vibrating and cracking during the operation of the engine, and the overall weight can also be reduced.

[0098] In this embodiment, the bellows 56 is disposed between the gradually expanding tube 53 and the straight tube 54 as an example.

[0099] like Figure 1 As shown, in an optional embodiment of the present invention, the aircraft engine asynchronous dual exhaust control system further includes:

[0100] A partition 61 is arranged in the exhaust tail pipe 6 , and the partition 61 divides the inner cavity of the exhaust tail pipe 6 into a first cavity 63 and a second cavity 62 . The first cavity 63 is connected to the first exhaust manifold 51 , and the second cavity 62 is connected to the second exhaust manifold 52 .

[0101] In this embodiment, the inner cavity of the exhaust tail pipe 6 is divided into a first cavity 63 and a second cavity 62 by a partition 61. The first cavity 63 is connected to the first exhaust manifold 51, and the second cavity 62 is connected to the second exhaust manifold 52. The exhaust gas flow discharged from the first exhaust manifold 51 and the second exhaust manifold 52 can be separated to avoid collision and extrusion of the exhaust gas flow discharged from the first exhaust manifold 51 and the second exhaust manifold 52 when entering the turbocharger.

[0102] like Figure 1 As shown, in an optional embodiment of the present invention, two shock absorbing frames 7 are symmetrically arranged on the first exhaust manifold 51 and the second exhaust manifold 52, and a shock absorbing pad 8 is arranged between the shock absorbing frame 7 and the engine body.

[0103] In this embodiment, the shock absorbing frame 7 and the shock absorbing pad 8 can reduce the influence of the engine vibration on the first exhaust manifold 51 and the second exhaust manifold 52 .

[0104] like Figure 4 and Figure 5 As shown, in an optional embodiment of the present invention, the shock absorbing frame 7 includes:

[0105] An arc-shaped connecting portion 71 connected to the first exhaust manifold 51 or the second exhaust manifold 52;

[0106] A vertical support portion 72 connected to the arc-shaped connection portion 71, and a shock-absorbing pad 8 connected to the vertical support portion 72;

[0107] The cross-sections of the arc-shaped connecting portion 71 and the vertical supporting portion 72 are both U-shaped structures.

[0108] In this embodiment, the arc-shaped connecting portion 71 is used to facilitate connection with the first exhaust manifold 51 or the second exhaust manifold 52, and the vertical supporting portion 72 is used to achieve connection with the shock-absorbing pad 8; the cross-sections of the arc-shaped connecting portion 71 and the vertical supporting portion 72 are both U-shaped structures, which can improve the overall strength of the shock-absorbing frame 7 and ensure the stability of the shock-absorbing pad 8.

[0109] In an optional embodiment of the present invention, controlling the first cylinder and the second cylinder to ignite simultaneously, controlling the third cylinder and the fourth cylinder to ignite simultaneously, controlling the ignition time of the first cylinder and the fourth cylinder to differ by 180°CA, and controlling the ignition time of the second cylinder and the third cylinder to differ by 180°CA, comprises:

[0110] Control the first cylinder of the engine and the second cylinder of the engine to be in the ignition power stroke, and control the fourth cylinder of the engine and the third cylinder of the engine to be in the compression stroke:

[0111] The exhaust ports of the first cylinder and the second cylinder of the engine are controlled to be opened, the scavenging ports of the first cylinder and the second cylinder of the engine are controlled to be closed, the exhaust ports of the fourth cylinder and the third cylinder of the engine are controlled to be opened, and the scavenging ports of the fourth cylinder and the third cylinder of the engine are controlled to be opened; the pressure in the first exhaust manifold 51 is lower than the pressure in the first cylinder of the engine, the exhaust gas in the first cylinder of the engine quickly enters the first exhaust manifold 51, the pressure in the second exhaust manifold 52 is lower than the pressure in the second cylinder of the engine, and the exhaust gas in the second cylinder of the engine quickly enters the second exhaust manifold 52; the air enters the fourth cylinder of the engine and the third cylinder of the engine, the pressure in the first exhaust manifold 51 is higher than the pressure in the fourth cylinder of the engine, the air is sealed in the fourth cylinder of the engine, the pressure in the second exhaust manifold 52 is higher than the pressure in the third cylinder of the engine, and the air is sealed in the third cylinder of the engine;

[0112] The exhaust ports of the first cylinder of the engine and the second cylinder of the engine are controlled to be open, the scavenging ports of the first cylinder of the engine and the second cylinder of the engine are controlled to be open, the exhaust ports of the fourth cylinder of the engine and the third cylinder of the engine are controlled to be open, and the scavenging ports of the fourth cylinder of the engine and the third cylinder of the engine are controlled to be closed; air enters the first cylinder of the engine and the second cylinder of the engine, the pressure in the first exhaust manifold 51 is greater than the pressure in the first cylinder of the engine, the air is sealed in the first cylinder of the engine, the pressure in the second exhaust manifold 52 is greater than the pressure in the second cylinder of the engine, and the air is sealed in the second cylinder of the engine; the pressure in the first exhaust manifold 51 is greater than the pressure in the fourth cylinder of the engine, the air is sealed in the fourth cylinder of the engine, the pressure in the second exhaust manifold 52 is greater than the pressure in the third cylinder of the engine, and the air is sealed in the third cylinder of the engine;

[0113] Control the first cylinder of the engine and the second cylinder of the engine to be in the compression stroke, and control the fourth cylinder of the engine and the third cylinder of the engine to be in the ignition power stroke:

[0114] The exhaust ports of the fourth cylinder of the engine and the third cylinder of the engine are controlled to be opened, the scavenging ports of the fourth cylinder of the engine and the third cylinder of the engine are controlled to be closed, the exhaust ports of the first cylinder of the engine and the second cylinder of the engine are controlled to be opened, and the scavenging ports of the first cylinder of the engine and the second cylinder of the engine are controlled to be opened; the pressure in the first exhaust manifold 51 is lower than the pressure in the fourth cylinder of the engine, the exhaust gas in the fourth cylinder of the engine quickly enters the first exhaust manifold 51, the pressure in the second exhaust manifold 52 is lower than the pressure in the third cylinder of the engine, and the exhaust gas in the third cylinder of the engine quickly enters the second exhaust manifold 52; air enters the first cylinder of the engine and the second cylinder of the engine, the pressure in the first exhaust manifold 51 is higher than the pressure in the first cylinder of the engine, the air is sealed in the first cylinder of the engine, the pressure in the second exhaust manifold 52 is higher than the pressure in the second cylinder of the engine, and the air is sealed in the second cylinder of the engine;

[0115] The exhaust ports of the fourth cylinder of the engine and the third cylinder of the engine are controlled to be open, the scavenging ports of the fourth cylinder of the engine and the third cylinder of the engine are controlled to be open, the exhaust ports of the first cylinder of the engine and the second cylinder of the engine are controlled to be open, and the scavenging ports of the first cylinder of the engine and the second cylinder of the engine are controlled to be closed; air enters the fourth cylinder of the engine and the third cylinder of the engine, the pressure in the first exhaust manifold 51 is greater than the pressure in the fourth cylinder of the engine, the air is sealed in the fourth cylinder of the engine, the pressure in the second exhaust manifold 52 is greater than the pressure in the third cylinder of the engine, and the air is sealed in the third cylinder of the engine; the pressure in the first exhaust manifold 51 is greater than the pressure in the first cylinder of the engine, the air is sealed in the first cylinder of the engine, the pressure in the second exhaust manifold 52 is greater than the pressure in the second cylinder of the engine, and the air is sealed in the second cylinder of the engine;

[0116] The gas exhausted from the first exhaust manifold 51 and the second exhaust manifold 52 enters the exhaust tail pipe 6 and is discharged to the turbocharger through the outlet end of the exhaust tail pipe 6 .

[0117] In this embodiment, the asynchronous dual exhaust of the horizontally opposed four-cylinder two-stroke engine can be achieved through the above process, which can effectively reduce the exhaust resistance, discharge the exhaust gas in time, and effectively seal the air in the cylinder, thereby improving the engine performance.

[0118] The asynchronous dual exhaust control system of the aircraft engine disclosed in the above embodiment of the present invention realizes the connection between the first cylinder of the engine and the fourth cylinder of the engine and the first exhaust manifold 51 respectively through the first exhaust manifold 1 and the fourth exhaust manifold 4, and realizes the connection between the second cylinder of the engine and the third cylinder of the engine and the second exhaust manifold 52 respectively through the second exhaust manifold 2 and the third exhaust manifold 3. No exhaust conflict will occur between the first cylinder of the engine and the fourth cylinder of the engine, and no exhaust conflict will occur between the second cylinder of the engine and the third cylinder of the engine. The first exhaust manifold 51 and the second exhaust manifold 52 cooperate with the first exhaust manifold 1, the second exhaust manifold 2, and the third exhaust manifold 3. The exhaust manifold 3, the fourth exhaust manifold 4 and the exhaust tail pipe 6 can realize the asynchronous dual exhaust of the horizontally opposed four-cylinder two-stroke engine, and can realize uniform exhaust of each cylinder of the engine, thereby effectively reducing the exhaust resistance, exhausting the exhaust gas in time, and effectively sealing the air in the cylinder, effectively reducing the engine fuel consumption rate, increasing the power, and improving the engine performance; by adopting the length and outer diameter of the first exhaust manifold 51 and the second exhaust manifold 52 and the bending shape and other parameter data to meet the pressure fluctuation law, the overall configuration of the engine and the platform's external size requirements, it can effectively reduce the exhaust resistance, exhaust gas in time, and effectively seal the air in the cylinder, thereby improving the engine performance.

[0119] An embodiment of the present invention further provides an asynchronous dual exhaust control method for an aircraft engine, which is applied to the asynchronous dual exhaust control system for an aircraft engine in any of the above embodiments, and the method comprises:

[0120] receiving a first control instruction and a second control instruction;

[0121] According to the first control instruction, the first cylinder and the second cylinder are controlled to be ignited at the same time, and the third cylinder and the fourth cylinder are controlled to be ignited at the same time;

[0122] According to the second control instruction, the ignition timing of the first cylinder and the fourth cylinder is controlled to differ by 180°CA, and the ignition timing of the second cylinder and the third cylinder is controlled to differ by 180°CA; so that the gas exhausted from the first cylinder is discharged to the first exhaust manifold 51 through the first exhaust manifold 1, and the gas exhausted from the fourth cylinder is discharged to the first exhaust manifold 51 through the fourth exhaust manifold 4; the gas exhausted from the second cylinder is discharged to the second exhaust manifold 52 through the second exhaust manifold 2, and the gas exhausted from the third cylinder is discharged to the second exhaust manifold 52 through the third exhaust manifold 3; the gas exhausted from the first exhaust manifold 51 and the second exhaust manifold 52 enters the exhaust tail pipe 6 and is discharged to the turbocharger through the outlet end of the exhaust tail pipe 6.

[0123] In this embodiment, the above method can realize asynchronous dual exhaust of the horizontally opposed four-cylinder two-stroke engine, avoid exhaust collision between the first cylinder of the engine and the fourth cylinder of the engine, and avoid exhaust collision between the second cylinder of the engine and the third cylinder of the engine, and realize uniform exhaust of each cylinder of the engine, thereby effectively reducing exhaust resistance, expelling exhaust gas in time, and effectively sealing air in the cylinder, effectively reducing engine fuel consumption rate, increasing power, and improving engine performance.

[0124] The above is a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. An asynchronous dual exhaust control system for an aircraft engine, characterized in that: include: A first exhaust manifold (1) connected to an exhaust port of a first cylinder of the engine; a fourth exhaust manifold (4) connected to an exhaust port of a fourth cylinder of the engine; the first cylinder and the fourth cylinder are located on a first side of the engine; A second exhaust manifold (2) connected to the exhaust port of a second cylinder of the engine; a third exhaust manifold (3) connected to an exhaust port of a third cylinder of the engine; the second cylinder and the third cylinder are located on a second side of the engine; The first cylinder and the second cylinder are arranged opposite to each other, and the fourth cylinder and the first cylinder are arranged opposite to each other; The exhaust ends of the first exhaust manifold (1) and the fourth exhaust manifold (4) are both connected to the intake end of the first exhaust manifold (51); The exhaust ends of the second exhaust manifold (2) and the third exhaust manifold (3) are both connected to the intake end of the second exhaust manifold (52); The exhaust ends of the first exhaust manifold (51) and the second exhaust manifold (52) are both connected to the air inlet end of the exhaust tail pipe (6); the air outlet end of the exhaust tail pipe (6) is connected to the air inlet end of the turbocharger; According to the first control instruction, the first cylinder of the engine and the second cylinder of the engine are controlled to ignite simultaneously, and the third cylinder of the engine and the fourth cylinder of the engine are controlled to ignite simultaneously; According to the second control instruction, the ignition timings of the first cylinder and the fourth cylinder are controlled to differ by 180°CA, and the ignition timings of the second cylinder and the third cylinder are controlled to differ by 180°CA; so that the gas exhausted by the first cylinder is discharged to the first exhaust manifold (51) through the first exhaust manifold (1), and the gas exhausted by the fourth cylinder is discharged to the first exhaust manifold (51) through the fourth exhaust manifold (4); the gas exhausted by the second cylinder is discharged to the second exhaust manifold (52) through the second exhaust manifold (2), and the gas exhausted by the third cylinder is discharged to the second exhaust manifold (52) through the third exhaust manifold (3); the gas exhausted by the first exhaust manifold (51) and the second exhaust manifold (52) enters the exhaust tail pipe (6) and is discharged to the turbocharger through the outlet end of the exhaust tail pipe (6).

2. The asynchronous dual exhaust control system of an aircraft engine according to claim 1, characterized in that: The first exhaust manifold (51) and the second exhaust manifold (52) are both helical structures.

3. The asynchronous dual exhaust control system of an aircraft engine according to claim 1, characterized in that: The first exhaust manifold (51) and the second exhaust manifold (52) are symmetrically distributed with the axis of the exhaust tail pipe (6) as a reference.

4. The asynchronous dual exhaust control system for an aircraft engine according to claim 1, characterized in that: The first exhaust manifold (51) and the second exhaust manifold (52) both include: A gradually expanding pipe (53); the gradually expanding pipe (53) is connected to the first exhaust manifold (1) and the fourth exhaust manifold (4), or is connected to the second exhaust manifold (2) and the third exhaust manifold (3); a straight pipe (54) connected to the large diameter end of the gradually expanding pipe (53); A reducer (55) connected to the straight pipe (54), wherein the small-diameter end of the reducer (55) is connected to the exhaust tail pipe (6).

5. The asynchronous dual exhaust control system for aircraft engines according to claim 4, characterized in that: The first exhaust manifold (51) and the second exhaust manifold (52) both further include: A bellows (56), wherein the bellows (56) is connected between the gradually expanding tube (53) and the straight tube (54) or between the straight tube (54) and the gradually contracting tube (55).

6. The asynchronous dual exhaust control system for an aircraft engine according to claim 1, characterized in that: Also includes: A partition (61) is arranged in the exhaust tail pipe (6), wherein the partition (61) divides the inner cavity of the exhaust tail pipe (6) into a first cavity (63) and a second cavity (62), wherein the first cavity (63) is connected to the first exhaust main pipe (51), and the second cavity (62) is connected to the second exhaust main pipe (52).

7. The asynchronous dual exhaust control system of an aircraft engine according to claim 1, characterized in that: Two shock-absorbing frames (7) are symmetrically arranged on the first exhaust manifold (51) and the second exhaust manifold (52), and a shock-absorbing pad (8) is arranged between the shock-absorbing frame (7) and the engine body.

8. The asynchronous dual exhaust control system for aircraft engines according to claim 7, characterized in that: The shock absorbing frame (7) comprises: an arc-shaped connecting portion (71) connected to the first exhaust manifold (51) or the second exhaust manifold (52); a vertical support portion (72) connected to the arc-shaped connection portion (71), the shock-absorbing pad (8) being connected to the vertical support portion (72); The cross-sections of the arc-shaped connecting portion (71) and the vertical supporting portion (72) are both U-shaped structures.

9. The asynchronous dual exhaust control system of an aircraft engine according to claim 1, characterized in that: Controlling the first cylinder and the second cylinder to ignite simultaneously, controlling the third cylinder and the fourth cylinder to ignite simultaneously, controlling the ignition timing of the first cylinder and the fourth cylinder to differ by 180°CA, and controlling the ignition timing of the second cylinder and the third cylinder to differ by 180°CA, comprising: Controlling the first cylinder of the engine and the second cylinder of the engine to be in an ignition power stroke, and controlling the fourth cylinder of the engine and the third cylinder of the engine to be in a compression stroke: The exhaust ports of the first cylinder and the second cylinder of the engine are controlled to be opened, the scavenging ports of the first cylinder and the second cylinder of the engine are controlled to be closed, the exhaust ports of the fourth cylinder and the third cylinder of the engine are controlled to be opened, and the scavenging ports of the fourth cylinder and the third cylinder of the engine are controlled to be opened; the pressure in the first exhaust manifold (51) is lower than the pressure in the first cylinder of the engine, the exhaust gas in the first cylinder of the engine quickly enters the first exhaust manifold (51), the pressure in the second exhaust manifold (52) is lower than the pressure in the second cylinder of the engine, the exhaust gas in the second cylinder of the engine quickly enters the second exhaust manifold (52); air enters the fourth cylinder of the engine and the third cylinder of the engine, the pressure in the first exhaust manifold (51) is higher than the pressure in the fourth cylinder of the engine, the air is sealed in the fourth cylinder of the engine, the pressure in the second exhaust manifold (52) is higher than the pressure in the third cylinder of the engine, the air is sealed in the third cylinder of the engine; The exhaust ports of the first cylinder and the second cylinder of the engine are controlled to be opened, the scavenging ports of the first cylinder and the second cylinder of the engine are controlled to be opened, the exhaust ports of the fourth cylinder and the third cylinder of the engine are controlled to be opened, and the scavenging ports of the fourth cylinder and the third cylinder of the engine are controlled to be closed; air enters the first cylinder and the second cylinder of the engine, the pressure in the first exhaust manifold (51) is greater than the pressure in the first cylinder of the engine, and the air is sealed in the first cylinder of the engine, the pressure in the second exhaust manifold (52) is greater than the pressure in the second cylinder of the engine, and the air is sealed in the second cylinder of the engine; the pressure in the first exhaust manifold (51) is greater than the pressure in the fourth cylinder of the engine, and the air is sealed in the fourth cylinder of the engine, the pressure in the second exhaust manifold (52) is greater than the pressure in the third cylinder of the engine, and the air is sealed in the third cylinder of the engine; Controlling the first cylinder of the engine and the second cylinder of the engine to be in a compression stroke, and controlling the fourth cylinder of the engine and the third cylinder of the engine to be in an ignition power stroke: The exhaust ports of the fourth cylinder of the engine and the third cylinder of the engine are controlled to be opened, and the scavenging ports of the fourth cylinder of the engine and the third cylinder of the engine are controlled to be closed; the exhaust ports of the first cylinder of the engine and the second cylinder of the engine are controlled to be opened, and the scavenging ports of the first cylinder of the engine and the second cylinder of the engine are controlled to be opened; the pressure in the first exhaust manifold (51) is lower than the pressure in the fourth cylinder of the engine, and the exhaust gas in the fourth cylinder of the engine quickly enters the first exhaust manifold (51); the pressure in the second exhaust manifold (52) is lower than the pressure in the third cylinder of the engine, and the exhaust gas in the third cylinder of the engine quickly enters the second exhaust manifold (52); air enters the first cylinder of the engine and the second cylinder of the engine, the pressure in the first exhaust manifold (51) is higher than the pressure in the first cylinder of the engine, and the air is sealed in the first cylinder of the engine; the pressure in the second exhaust manifold (52) is higher than the pressure in the second cylinder of the engine, and the air is sealed in the second cylinder of the engine; The exhaust ports of the fourth cylinder of the engine and the third cylinder of the engine are controlled to be opened, the scavenging ports of the fourth cylinder of the engine and the third cylinder of the engine are controlled to be opened, the exhaust ports of the first cylinder of the engine and the second cylinder of the engine are controlled to be opened, and the scavenging ports of the first cylinder of the engine and the second cylinder of the engine are controlled to be closed; air enters the fourth cylinder of the engine and the third cylinder of the engine, the pressure in the first exhaust manifold (51) is greater than the pressure in the fourth cylinder of the engine, and the air is sealed in the fourth cylinder of the engine, the pressure in the second exhaust manifold (52) is greater than the pressure in the third cylinder of the engine, and the air is sealed in the third cylinder of the engine; the pressure in the first exhaust manifold (51) is greater than the pressure in the first cylinder of the engine, and the air is sealed in the first cylinder of the engine, the pressure in the second exhaust manifold (52) is greater than the pressure in the second cylinder of the engine, and the air is sealed in the second cylinder of the engine; The gas exhausted from the first exhaust manifold (51) and the second exhaust manifold (52) enters the exhaust tail pipe (6) and is discharged to the turbocharger through the outlet end of the exhaust tail pipe (6).

10. An asynchronous dual exhaust control method for an aircraft engine, characterized in that: Applied to the asynchronous dual exhaust control system of an aircraft engine according to any one of claims 1 to 9, the method comprises: receiving a first control instruction and a second control instruction; According to a first control instruction, the first cylinder and the second cylinder are controlled to be ignited simultaneously, and the third cylinder and the fourth cylinder are controlled to be ignited simultaneously; According to the second control instruction, the ignition timings of the first cylinder and the fourth cylinder are controlled to differ by 180°CA, and the ignition timings of the second cylinder and the third cylinder are controlled to differ by 180°CA; so that the gas exhausted by the first cylinder is discharged to the first exhaust manifold (51) through the first exhaust manifold (1), and the gas exhausted by the fourth cylinder is discharged to the first exhaust manifold (51) through the fourth exhaust manifold (4); the gas exhausted by the second cylinder is discharged to the second exhaust manifold (52) through the second exhaust manifold (2), and the gas exhausted by the third cylinder is discharged to the second exhaust manifold (52) through the third exhaust manifold (3); the gas exhausted by the first exhaust manifold (51) and the second exhaust manifold (52) enters the exhaust tail pipe (6) and is discharged to the turbocharger through the outlet end of the exhaust tail pipe (6).

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