An aeroengine asynchronous dual bleed control system and method

Abstract

The application provides an aero-engine asynchronous double-exhaust control system and method. The control system comprises a first exhaust manifold connected with an exhaust port of a first cylinder of the engine, a fourth exhaust manifold connected with an exhaust port of a fourth cylinder of the engine, a second exhaust manifold connected with an exhaust port of a second cylinder of the engine, a third exhaust manifold connected with an exhaust port of a third cylinder of the engine, exhaust ends of the first exhaust manifold and the fourth exhaust manifold connected with an air inlet end of a first exhaust main pipe, exhaust ends of the second exhaust manifold and the third exhaust manifold connected with an air inlet end of a second exhaust main pipe, exhaust ends of the first exhaust main pipe and the second exhaust main pipe connected with an air inlet end of an exhaust tail pipe, and an air outlet end of the exhaust tail pipe connected with an air inlet end of a turbocharger. The scheme can realize asynchronous double-exhaust, effectively reduce exhaust resistance, timely discharge exhaust gas, effectively seal air in the cylinder, and improve engine performance.

Description

Technical Field

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

[0002] Two-stroke piston engines for aviation are small in size, light in weight, and simple in structure, making them a good choice for powering unmanned aerial vehicles (UAVs). However, when applied in the aviation field, they also need to have good high-altitude performance, so an exhaust supercharging system is usually required.

[0003] The exhaust resonant coupled exhaust gas turbocharging system features a simple structure, small size, and high energy utilization rate. It can be well matched with the characteristics of two-stroke engines with large variations in multiple operating conditions, making it very suitable for the aviation field.

[0004] The current exhaust resonance coupling exhaust gas turbocharger system uses a single exhaust resonance pipe. When applied to 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, an increase in fuel consumption, and affecting engine performance. Summary of the Invention

[0005] This invention provides an asynchronous dual exhaust control system and method for an aircraft engine. By using a first exhaust manifold and a second exhaust manifold in conjunction with a first exhaust manifold, a second exhaust manifold, a third exhaust manifold, a fourth exhaust manifold, and an exhaust tailpipe, asynchronous dual exhaust of a horizontally opposed four-cylinder two-stroke engine can be achieved. This can effectively reduce exhaust resistance, expel exhaust gas in a timely manner, and effectively seal air in the cylinder, thereby improving engine performance.

[0006] To solve the above-mentioned 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] The first exhaust manifold is connected to the exhaust port of the first cylinder of the engine;

[0009] A fourth exhaust manifold connected to the exhaust port of the fourth cylinder of the engine; the first cylinder and the fourth cylinder are located on the first side of the engine;

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

[0011] A third exhaust manifold 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;

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

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

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

[0015] The exhaust ends of both the first exhaust manifold and the second exhaust manifold are connected to the intake end of the exhaust tailpipe; the exhaust end of the exhaust tailpipe is connected to the intake end of the turbocharger.

[0016] According to the first control command, the first cylinder and the second cylinder are controlled to ignite simultaneously, and the third cylinder and the fourth cylinder are controlled to ignite simultaneously;

[0017] According to the second control command, 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 also controlled to differ by 180°CA; so that the gas discharged from the first cylinder is discharged to the first exhaust manifold through the first exhaust manifold, and the gas discharged from the fourth cylinder is discharged to the first exhaust manifold through the fourth exhaust manifold; the gas discharged from the second cylinder is discharged to the second exhaust manifold through the second exhaust manifold, and the gas discharged from the third cylinder is discharged to the second exhaust manifold through the third exhaust manifold; the gas discharged from the first exhaust manifold and the second exhaust manifold enters the exhaust tailpipe and is discharged to the turbocharger through the outlet end of the exhaust tailpipe.

[0018] Optionally, both the first exhaust manifold and the second exhaust manifold have a spiral structure.

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

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

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

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

[0023] A tapered tube is connected to the straight tube, and the small-diameter end of the tapered tube is connected to the exhaust tailpipe.

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

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

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

[0027] A baffle plate disposed inside the exhaust tailpipe divides the inner cavity of the exhaust tailpipe into a first cavity and a second cavity. The first cavity is connected to the first exhaust manifold, and the second cavity is connected to the second exhaust manifold.

[0028] Optionally, two shock absorbers are symmetrically arranged on both the first exhaust manifold and the second exhaust manifold, and a shock absorber pad is provided between the shock absorber and the engine block.

[0029] Optionally, the shock absorber frame includes:

[0030] An arc-shaped connection portion that connects to the first exhaust manifold or the second exhaust manifold;

[0031] A vertical support portion connected to the arc-shaped connecting portion, wherein the shock-absorbing pad is connected to the vertical support portion;

[0032] Both the arc-shaped connecting part and the vertical support part have U-shaped cross-sections.

[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, includes:

[0034] The engine's first and second cylinders are controlled to be in the ignition and power stroke, and the engine's fourth and third cylinders are controlled to be in the compression stroke.

[0035] The exhaust ports of the first and second cylinders of the engine are both open, while the scavenging ports of the first and second cylinders are both closed. The exhaust ports of the fourth and third cylinders of the engine are both open, and their scavenging ports are also open. The pressure in the first exhaust manifold is lower than the pressure in the first cylinder, causing the exhaust gas from the first cylinder to rapidly enter the first exhaust manifold. Similarly, the pressure in the second exhaust manifold is lower than the pressure in the second cylinder, causing the exhaust gas from the second cylinder to rapidly enter the second exhaust manifold. Air enters the fourth and third cylinders of the engine. The pressure in the first exhaust manifold is greater than the pressure in the fourth cylinder, resulting in air being trapped within the fourth cylinder. The pressure in the second exhaust manifold is greater than the pressure in the third cylinder, also resulting in air being trapped within the third cylinder.

[0036] The exhaust ports of the first and second cylinders of the engine are both opened, the scavenging ports of the first and second cylinders of the engine are both opened, the exhaust ports of the fourth and third cylinders of the engine are both opened, and the scavenging ports of the fourth and third cylinders of the engine are both closed. Air enters the first and second cylinders of the engine. The pressure in the first exhaust manifold is greater than the pressure in the first cylinder, so the air is sealed in the first cylinder. The pressure in the second exhaust manifold is greater than the pressure in the second cylinder, so the air is sealed in the second cylinder. The pressure in the first exhaust manifold is greater than the pressure in the fourth cylinder, so the air is sealed in the fourth cylinder. The pressure in the second exhaust manifold is greater than the pressure in the third cylinder, so the air is sealed in the third cylinder.

[0037] The engine's first and second cylinders are controlled to be in the compression stroke, and the engine's fourth and third cylinders are controlled to be in the ignition and power stroke.

[0038] The exhaust ports of the fourth and third cylinders of the engine are both open, while the scavenging ports of the fourth and third cylinders are both closed. The exhaust ports of the first and second cylinders of the engine are both open, and the scavenging ports of the first and second cylinders are both open. The pressure in the first exhaust manifold is lower than the pressure in the fourth cylinder, causing the exhaust gas from the fourth cylinder to rapidly enter the first exhaust manifold. The pressure in the second exhaust manifold is lower than the pressure in the third cylinder, causing the exhaust gas from the third cylinder to rapidly enter the second exhaust manifold. Air enters the first and second cylinders of the engine. The pressure in the first exhaust manifold is greater than the pressure in the first cylinder, resulting in air being trapped within the first cylinder. The pressure in the second exhaust manifold is greater than the pressure in the second cylinder, resulting in air being trapped within the second cylinder.

[0039] The exhaust ports of the fourth and third cylinders of the engine are both opened, and the scavenging ports of the fourth and third cylinders of the engine are both opened. The exhaust ports of the first and second cylinders of the engine are both opened, and the scavenging ports of the first and second cylinders of the engine are both closed. Air enters the fourth and third cylinders of the engine. The pressure in the first exhaust manifold is greater than the pressure in the fourth cylinder, so the air is sealed in the fourth cylinder. The pressure in the second exhaust manifold is greater than the pressure in the third cylinder, so the air is sealed in the third cylinder. The pressure in the first exhaust manifold is greater than the pressure in the first cylinder, so the air is sealed in the first cylinder. The pressure in the second exhaust manifold is greater than the pressure in the second cylinder, so the air is sealed in the second cylinder.

[0040] The gas discharged from the first exhaust manifold and the second exhaust manifold enters the exhaust tailpipe and is discharged to the turbocharger through the exhaust tailpipe's outlet end.

[0041] This invention also provides an asynchronous dual exhaust control method for an aircraft engine, applied to the aforementioned asynchronous dual exhaust control system for an aircraft engine, the method comprising:

[0042] Receive the first control command and the second control command;

[0043] According to the first control command, the first cylinder and the second cylinder are controlled to ignite simultaneously, and the third cylinder and the fourth cylinder are controlled to ignite simultaneously;

[0044] According to the second control command, 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 also controlled to differ by 180°CA; so that the gas discharged from the first cylinder is discharged to the first exhaust manifold through the first exhaust manifold, and the gas discharged from the fourth cylinder is discharged to the first exhaust manifold through the fourth exhaust manifold; the gas discharged from the second cylinder is discharged to the second exhaust manifold through the second exhaust manifold, and the gas discharged from the third cylinder is discharged to the second exhaust manifold through the third exhaust manifold; the gas discharged from the first exhaust manifold and the second exhaust manifold enters the exhaust tailpipe and is discharged to the turbocharger through the outlet end of the exhaust tailpipe.

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

[0046] The above-described solution of the present invention, through the first exhaust manifold and the second exhaust manifold in conjunction with the first exhaust manifold, the second exhaust manifold, the third exhaust manifold, the fourth exhaust manifold and the exhaust tailpipe, can realize asynchronous dual exhaust of a horizontally opposed four-cylinder two-stroke engine, which can effectively reduce exhaust resistance, timely expel exhaust gas, and effectively seal air in the cylinder, thereby improving engine performance. Attached Figure Description

[0047] Figure 1 This is a top-view three-dimensional structural diagram of the asynchronous dual exhaust control system for an aircraft engine provided in an embodiment of the present invention;

[0048] Figure 2 This is a three-dimensional structural diagram of the asynchronous dual exhaust control system for an aircraft engine provided in an embodiment of the present invention, viewed from an elevation angle.

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

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

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

[0052] The annotations in the attached figures are explained as follows:

[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. Diverging pipe; 54. Straight pipe; 55. Converging pipe; 56. Corrugated pipe; 6. Exhaust tailpipe; 61. Baffle plate; 62. Second cavity; 63. First cavity; 7. Shock absorber frame; 71. Arc-shaped connection part; 72. Vertical support part; 8. Shock absorber pad. Detailed Implementation

[0054] Exemplary embodiments of the invention will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this invention will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art.

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

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

[0057] A fourth exhaust manifold 4 is connected to the exhaust port of the fourth cylinder of the engine; the first cylinder and the fourth cylinder are located on the 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 is connected to the exhaust port of the third cylinder of the engine; the second and third cylinders are located on the second side of the engine;

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

[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 main pipe 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 main pipe 52.

[0063] The exhaust ends of the first exhaust manifold 51 and the second exhaust manifold 52 are both connected to the intake end of the exhaust tailpipe 6; the exhaust end of the exhaust tailpipe 6 is connected to the intake end of the turbocharger.

[0064] According to the first control command, the first cylinder and the second cylinder are controlled to ignite simultaneously, and the third cylinder and the fourth cylinder are controlled to ignite simultaneously.

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

[0066] In this embodiment, the engine is a horizontally opposed two-stroke four-cylinder engine. The first cylinder and the second cylinder of the engine are ignited simultaneously, and the third cylinder and the fourth cylinder of the engine are ignited simultaneously. The ignition interval between the first cylinder and the fourth cylinder of the engine differs by 180°CA, and the ignition interval between the second cylinder and the third cylinder of the engine differs by 180°CA.

[0067] The specific exhaust process:

[0068] The first and second cylinders of the engine are in the ignition and power stroke, while the fourth and third cylinders are in the compression stroke.

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

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

[0071] The first and second cylinders of the engine are in the compression stroke, while the fourth and third cylinders are in the power stroke.

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

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

[0074] The gas discharged from the first exhaust manifold 51 and the second exhaust manifold 52 enters the exhaust tailpipe 6 and is discharged to the turbocharger through the exhaust tailpipe 6 outlet.

[0075] Through the above process, this embodiment connects the first cylinder and the fourth cylinder of the engine to the first exhaust manifold 51 via the first exhaust manifold 1 and the fourth exhaust manifold 4, respectively. Similarly, it connects the second cylinder and the third cylinder of the engine to the second exhaust manifold 52 via the second exhaust manifold 2 and the third exhaust manifold 3, respectively. This ensures that there is no exhaust flow conflict between the first and fourth cylinders, and between the second and third cylinders. By cooperating with the first exhaust manifold 51 and the second exhaust manifold 52, along with the first exhaust manifold 1, second exhaust manifold 2, third exhaust manifold 3, fourth exhaust manifold 4, and exhaust tailpipe 6, asynchronous dual exhaust of the horizontally opposed four-cylinder two-stroke engine can be achieved. This allows for uniform exhaust from each cylinder, effectively reducing exhaust resistance, timely removal of exhaust gases, and effective sealing of air within the cylinders, thereby reducing fuel consumption, increasing power, and improving engine performance.

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

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

[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 tailpipe 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 tailpipe 6. During the exhaust process, the overall structure can be balanced by forces, ensuring the stability of the overall structure.

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

[0081] A diffuser 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 pipe 54 connected to the large-diameter end of the diffuser 53;

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

[0084] Furthermore, the outer diameter of the first exhaust manifold 1, the second exhaust manifold 2, the third exhaust manifold 3 and the fourth exhaust manifold 4 is preferably 52 mm, and the length of the first exhaust manifold 1, the second exhaust manifold 2, the third exhaust manifold 3 and the fourth exhaust manifold 4 is preferably 150 mm.

[0085] The outer diameter of the small diameter end of the diffuser 53 is preferably 52 mm, the outer diameter of the large diameter end of the diffuser 53 is preferably 100 mm, and the length of the diffuser 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 tapered tube 55 is preferably 100 mm, the outer diameter of the small diameter end of the tapered tube 55 is preferably 40 mm, and the length of the tapered tube 55 is preferably 338 mm.

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

[0089] In this embodiment, the exhaust pipe of each cylinder includes: an exhaust manifold section, an exhaust main pipe expanding section, an exhaust main pipe straight section, an exhaust main pipe contracting section, and an exhaust tailpipe section. Here, the exhaust manifold section is as described above: the first exhaust manifold 1, the second exhaust manifold 2, the third exhaust manifold 3, and the fourth exhaust manifold 4.

[0090] The exhaust manifold is as described above: first exhaust manifold 51 and second exhaust manifold 52; the expanding section of the first exhaust manifold 51 and second exhaust manifold 52 is the aforementioned expanding pipe 53; the straight section of the exhaust manifold is the aforementioned straight pipe 54; and the contracting section of the exhaust manifold is the contracting pipe 55.

[0091] The exhaust tailpipe section is as described above as exhaust tailpipe 6;

[0092] The exhaust manifold section, the main exhaust pipe expansion section, the main exhaust pipe straight section, the main exhaust pipe contraction section, and the exhaust tailpipe section of the exhaust pipeline are selected. The exhaust resonant tube combination with the smallest size is selected, and the final exhaust resonant tube structural parameters are determined.

[0093] Specifically, firstly, based on the engine size and the location of the exhaust pipe, the space occupied by the exhaust pipe and its approximate overall length are determined. Within this range, the lengths of the exhaust manifold section, diffuser 53, straight pipe 54, converging pipe 55, and exhaust tailpipe 6 are set according to the resonance principle. The outer diameter range of the straight pipe 54 is determined through spatial layout. The outer diameter of the outlet of the converging pipe 55 is determined by matching it with the inner diameter of the turbocharger interface. Based on the overall length of the exhaust pipe, the lengths and diameters of the exhaust manifold section, diffuser 53, straight pipe 54, converging pipe 55, and exhaust tailpipe 6 are optimized using GT-Power software (engine one-dimensional thermodynamic simulation analysis software) using Design of Experiments (DOE). With power and fuel consumption as optimization objectives, the lengths and diameters of the exhaust manifold section, diffuser 53, straight pipe 54, converging pipe 55, and exhaust tailpipe 6 are determined, and the final exhaust resonance pipe structural parameters are determined.

[0094] The method described above yields the smallest possible exhaust resonator assembly. The final determined exhaust resonator structural parameters ensure that the overall shape and length of the exhaust resonator assembly conform to the engine exhaust pressure fluctuation pattern, exhibiting a gradual expansion followed by a gradual contraction. This prevents the exhaust airflow from the third and fourth cylinders from being pushed back into the cylinders by the rebound waves of the exhaust airflow from the first and second cylinders, thus avoiding exhaust blockage. Simultaneously, in the later stages of exhaust, a pressure expansion wave can be formed, sealing fresh air within the cylinders, effectively reducing engine fuel consumption and increasing power.

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

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

[0097] In this embodiment, by providing a bellows 56 between the diffuser 53 and the straight pipe 54 or between the straight pipe 54 and the tapering pipe 55, it is possible to prevent the first exhaust manifold 51 and the second exhaust manifold 52 from vibrating and cracking during engine operation, and at the same time, the overall weight can be reduced.

[0098] In this embodiment, the bellows 56 is set between the diffuser 53 and the straight pipe 54 as an example.

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

[0100] A partition 61 is installed inside the exhaust tailpipe 6, which divides the inner cavity of the exhaust tailpipe 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 tailpipe 6 is divided into a first cavity 63 and a second cavity 62 by the 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. This can separate the exhaust gas flow from the first exhaust manifold 51 and the second exhaust manifold 52, and prevent the exhaust gas flow from the first exhaust manifold 51 and the second exhaust manifold 52 from colliding and being squeezed when entering the turbocharger.

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

[0103] In this embodiment, the vibration damper 7 and the damping pad 8 can reduce the impact of 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 absorber 7 includes:

[0105] An arc-shaped connecting part 71 that connects to the first exhaust manifold 51 or the second exhaust manifold 52;

[0106] The vertical support part 72 is connected to the arc-shaped connecting part 71, and the shock-absorbing pad 8 is connected to the vertical support part 72;

[0107] Both the arc-shaped connecting part 71 and the vertical support part 72 have U-shaped cross-sections.

[0108] In this embodiment, the arc-shaped connecting part 71 facilitates connection to the first exhaust manifold 51 or the second exhaust manifold 52, and the vertical support part 72 enables the connection of the shock-absorbing pad 8. The arc-shaped connecting part 71 and the vertical support part 72 both have U-shaped cross-sections, 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 simultaneous ignition of the first cylinder and the second cylinder, controlling the simultaneous ignition of the third cylinder and the fourth cylinder, 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, includes:

[0110] The engine controls the first and second cylinders during the ignition and power stroke, and controls the fourth and third cylinders during the compression stroke.

[0111] The exhaust ports of the first and second cylinders of the engine are both open, while the scavenging ports of the first and second cylinders are both closed. The exhaust ports of the fourth and third cylinders of the engine are both open, and the scavenging ports of the fourth and third cylinders of the engine are both open. The pressure in the first exhaust manifold 51 is lower than the pressure in the first cylinder, so the exhaust gas in the first cylinder quickly enters the first exhaust manifold 51. The pressure in the second exhaust manifold 52 is lower than the pressure in the second cylinder, so the exhaust gas in the second cylinder quickly enters the second exhaust manifold 52. Air enters the fourth and third cylinders of the engine. The pressure in the first exhaust manifold 51 is higher than the pressure in the fourth cylinder, so the air is sealed in the fourth cylinder. The pressure in the second exhaust manifold 52 is higher than the pressure in the third cylinder, so the air is sealed in the third cylinder.

[0112] The exhaust ports of the first and second cylinders of the engine are both open, as are the scavenging ports of the first and second cylinders. The exhaust ports of the fourth and third cylinders are both open, while the scavenging ports of the fourth and third cylinders are both closed. Air enters the first and second cylinders of the engine. The pressure in the first exhaust manifold 51 is greater than the pressure in the first cylinder, so the air is sealed in the first cylinder. The pressure in the second exhaust manifold 52 is greater than the pressure in the second cylinder, so the air is sealed in the second cylinder. The pressure in the first exhaust manifold 51 is greater than the pressure in the fourth cylinder, so the air is sealed in the fourth cylinder. The pressure in the second exhaust manifold 52 is greater than the pressure in the third cylinder, so the air is sealed in the third cylinder.

[0113] The engine controls the first and second cylinders during the compression stroke, and controls the fourth and third cylinders during the power stroke.

[0114] The exhaust ports of the fourth and third cylinders of the engine are both open, while the scavenging ports of the fourth and third cylinders are both closed. The exhaust ports of the first and second cylinders of the engine are both open, and the scavenging ports of the first and second cylinders are both open. The pressure in the first exhaust manifold 51 is lower than the pressure in the fourth cylinder, so the exhaust gas in the fourth cylinder quickly enters the first exhaust manifold 51. The pressure in the second exhaust manifold 52 is lower than the pressure in the third cylinder, so the exhaust gas in the third cylinder quickly enters the second exhaust manifold 52. Air enters the first and second cylinders of the engine. The pressure in the first exhaust manifold 51 is higher than the pressure in the first cylinder, so the air is sealed in the first cylinder. The pressure in the second exhaust manifold 52 is higher than the pressure in the second cylinder, so the air is sealed in the second cylinder.

[0115] The exhaust ports of the fourth and third cylinders of the engine are both open, as are the scavenging ports of the fourth and third cylinders. The exhaust ports of the first and second cylinders are both open, while the scavenging ports of the first and second cylinders are both closed. Air enters the fourth and third cylinders of the engine. The pressure in the first exhaust manifold 51 is greater than the pressure in the fourth cylinder, so the air is sealed inside the fourth cylinder. The pressure in the second exhaust manifold 52 is greater than the pressure in the third cylinder, so the air is sealed inside the third cylinder. The pressure in the first exhaust manifold 51 is greater than the pressure in the first cylinder, so the air is sealed inside the first cylinder. The pressure in the second exhaust manifold 52 is greater than the pressure in the second cylinder, so the air is sealed inside the second cylinder.

[0116] The gas discharged from the first exhaust manifold 51 and the second exhaust manifold 52 enters the exhaust tailpipe 6 and is discharged to the turbocharger through the exhaust tailpipe 6 outlet.

[0117] In this embodiment, the above process enables asynchronous dual exhaust of the horizontally opposed four-cylinder two-stroke engine, which can effectively reduce exhaust resistance, expel exhaust gas in a timely manner, and effectively seal air in the cylinder, thereby improving engine performance.

[0118] The asynchronous dual exhaust control system for an aero-engine disclosed in the above embodiments of the present invention connects the first cylinder and the fourth cylinder of the engine to the first exhaust manifold 51 via the first exhaust manifold 1 and the fourth exhaust manifold 4, respectively, and connects the second cylinder and the third cylinder of the engine to the second exhaust manifold 52 via the second exhaust manifold 2 and the third exhaust manifold 3, respectively. Exhaust collisions do not occur between the first cylinder and the fourth cylinder, nor between the second cylinder and the third cylinder. The first exhaust manifold 51 and the second exhaust manifold 52 work in conjunction 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 tailpipe 6 enable asynchronous dual exhaust of a horizontally opposed four-cylinder two-stroke engine. This allows for uniform exhaust from each cylinder, effectively reducing exhaust resistance, timely removal of exhaust gases, and effective sealing of air within the cylinders. This, in turn, reduces fuel consumption, increases power, and enhances engine performance. By employing parameters such as the length, outer diameter, and bending shape of the first exhaust manifold 51 and the second exhaust manifold 52, and conforming to pressure fluctuation patterns, overall engine configuration, and platform dimensional requirements, exhaust resistance can be effectively reduced, exhaust gases can be timely removed, and air can be effectively sealed within the cylinders, thus improving engine performance.

[0119] Embodiments of the present invention also provide an asynchronous dual exhaust control method for an aircraft engine, applied to the asynchronous dual exhaust control system of an aircraft engine in any of the above embodiments, the method comprising:

[0120] Receive the first control command and the second control command;

[0121] According to the first control command, the first cylinder and the second cylinder are controlled to ignite simultaneously, and the third cylinder and the fourth cylinder are controlled to ignite simultaneously.

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

[0123] In this embodiment, the above method can achieve asynchronous dual exhaust of a horizontally opposed four-cylinder two-stroke engine, avoiding exhaust collisions between the first and fourth cylinders of the engine, as well as between the second and third cylinders of the engine. This allows for uniform exhaust from each cylinder of the engine, effectively reducing exhaust resistance, timely removal of exhaust gas, and effective sealing of air within the cylinders, thereby effectively reducing engine fuel consumption, increasing power, and improving engine performance.

[0124] The above description represents the preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. An aeroengine asynchronous dual bleed control system, characterized in that, include: The first exhaust manifold is connected to the exhaust port of the first cylinder of the engine; A fourth exhaust manifold connected to the exhaust port of the fourth cylinder of the engine; the first cylinder and the fourth cylinder are located on the first side of the engine; A second exhaust manifold connected to the exhaust port of the second cylinder of the engine; A third exhaust manifold 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; The first cylinder and the second cylinder are arranged opposite to each other, and the fourth cylinder is arranged opposite to the first cylinder; The exhaust ends of both the first exhaust manifold and the fourth exhaust manifold are connected to the intake end of the first exhaust main pipe; The exhaust ends of both the second exhaust manifold and the third exhaust manifold are connected to the intake end of the second exhaust main pipe; The exhaust ends of both the first exhaust manifold and the second exhaust manifold are connected to the intake end of the exhaust tailpipe; the exhaust end of the exhaust tailpipe is connected to the intake end of the turbocharger. According to the first control command, the first cylinder and the second cylinder of the engine are controlled to ignite simultaneously, and the third cylinder and the fourth cylinder of the engine are controlled to ignite simultaneously. According to the second control command, 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 discharged from the first cylinder is discharged to the first exhaust manifold through the first exhaust manifold, and the gas discharged from the fourth cylinder is discharged to the first exhaust manifold through the fourth exhaust manifold. The gas discharged from the second cylinder is discharged to the second exhaust manifold through the second exhaust manifold, and the gas discharged from the third cylinder is discharged to the second exhaust manifold through the third exhaust manifold; the gas discharged from the first exhaust manifold and the second exhaust manifold enters the exhaust tailpipe and is discharged to the turbocharger through the exhaust tailpipe outlet. Both the first exhaust manifold and the second exhaust manifold include: A diffuser; the diffuser is connected to the first exhaust manifold and the fourth exhaust manifold, or to the second exhaust manifold and the third exhaust manifold; A straight pipe connected to the large-diameter end of the expanding tube; A tapered tube is connected to the straight tube, and the small-diameter end of the tapered tube is connected to the exhaust tailpipe.

2. The aeroengine asynchronous dual bleed control system of claim 1, wherein, Both the first exhaust manifold and the second exhaust manifold have a spiral structure.

3. The aeroengine asynchronous dual bleed control system of claim 1, wherein, The first exhaust manifold and the second exhaust manifold are symmetrically distributed with respect to the axis of the exhaust tailpipe.

4. The aeroengine asynchronous dual bleed control system in accordance with claim 1, wherein, Both the first exhaust manifold and the second exhaust manifold further include: A bellows, which is connected between the expanding tube and the straight tube or between the straight tube and the contracting tube.

5. The aeroengine asynchronous dual bleed control system in accordance with claim 1, wherein, Also includes: A baffle plate disposed inside the exhaust tailpipe divides the inner cavity of the exhaust tailpipe into a first cavity and a second cavity. The first cavity is connected to the first exhaust manifold, and the second cavity is connected to the second exhaust manifold.

6. The aeroengine asynchronous dual bleed control system in accordance with claim 1, wherein, Two shock absorbers are symmetrically arranged on both the first exhaust manifold and the second exhaust manifold, and a shock absorber pad is provided between the shock absorber and the engine block.

7. The aeroengine asynchronous dual bleed control system of claim 6, wherein, The shock-absorbing frame comprises: An arc-shaped connecting part connected with the first exhaust manifold or the second exhaust manifold; A vertical supporting part connected with the arc-shaped connecting part, and the shock-absorbing pad is connected with the vertical supporting part; The cross sections of the arc-shaped connecting part and the vertical supporting part are both U-shaped structures.

8. The aeroengine asynchronous dual bleed control system in accordance with claim 1, wherein, Controlling the first cylinder and the second cylinder to be ignited simultaneously, controlling the third cylinder and the fourth cylinder to be ignited simultaneously, controlling the ignition time of the first cylinder and the fourth cylinder to be 180°CA apart, and controlling the ignition time of the second cylinder and the third cylinder to be 180°CA apart, comprising: Controlling the first cylinder of the engine and the second cylinder of the engine to be in the ignition power stroke, and controlling the fourth cylinder of the engine and the third cylinder of the engine to be in the compression stroke: Controlling the exhaust ports of the first cylinder of the engine and the second cylinder of the engine to be open, controlling the scavenging ports of the first cylinder of the engine and the second cylinder of the engine to be closed, controlling the exhaust ports of the fourth cylinder of the engine and the third cylinder of the engine to be open, and controlling the scavenging ports of the fourth cylinder of the engine and the third cylinder of the engine to be open; the pressure in the first exhaust manifold is less than the pressure in the first cylinder of the engine, the exhaust gas in the first cylinder of the engine enters the first exhaust manifold rapidly, the pressure in the second exhaust manifold is less than the pressure in the second cylinder of the engine, and the exhaust gas in the second cylinder of the engine enters the second exhaust manifold rapidly; 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 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 air is sealed in the third cylinder of the engine; Controlling the exhaust ports of the first cylinder of the engine and the second cylinder of the engine to be open, controlling the scavenging ports of the first cylinder of the engine and the second cylinder of the engine to be open, controlling the exhaust ports of the fourth cylinder of the engine and the third cylinder of the engine to be open, and controlling the scavenging ports of the fourth cylinder of the engine and the third cylinder of the engine 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 is greater than the pressure in the first cylinder of the engine, and 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 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 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 air is sealed in the third cylinder of the engine; controlling the first cylinder and the second cylinder of the engine to be in the compression stroke, controlling the fourth cylinder and the third cylinder of the engine to be in the ignition power stroke: controlling the exhaust ports of the fourth cylinder and the third cylinder of the engine to be open, controlling the scavenging ports of the fourth cylinder and the third cylinder of the engine to be closed, controlling the exhaust ports of the first cylinder and the second cylinder of the engine to be open, and controlling the scavenging ports of the first cylinder and the second cylinder of the engine to be open; the pressure in the first exhaust manifold is less than the pressure in the fourth cylinder of the engine, the exhaust gas in the fourth cylinder of the engine enters the first exhaust manifold rapidly, the pressure in the second exhaust manifold is less than the pressure in the third cylinder of the engine, and the exhaust gas in the third cylinder of the engine enters the second exhaust manifold rapidly; 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 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 air is sealed in the second cylinder of the engine; controlling the exhaust ports of the fourth cylinder and the third cylinder of the engine to be open, controlling the scavenging ports of the fourth cylinder and the third cylinder of the engine to be open, controlling the exhaust ports of the first cylinder and the second cylinder of the engine to be open, and controlling the scavenging ports of the first cylinder and the second cylinder of the engine to be closed; air enters the fourth cylinder 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 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 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 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 air is sealed in the second cylinder of the engine; The gases discharged from the first exhaust manifold and the second exhaust manifold enter the exhaust tail pipe and are discharged to the turbocharger through the gas outlet end of the exhaust tail pipe.

9. An aeroengine asynchronous dual bleed control method, characterized in that, The method is applied to the asynchronous double-exhaust control system of the aero-engine as claimed in any one of claims 1 to 8, and the method comprises: receiving a first control instruction and a second control instruction; controlling the first cylinder and the second cylinder to be ignited at the same time according to the first control instruction, and controlling the third cylinder and the fourth cylinder to be ignited at the same time according to the second control instruction; According to the second control instruction, the first cylinder and the fourth cylinder are controlled to have a 180°CA difference in ignition time, and the second cylinder and the third cylinder are controlled to have a 180°CA difference in ignition time; so that the gas discharged by the first cylinder is discharged to the first exhaust manifold through the first exhaust manifold, and the gas discharged by the fourth cylinder is discharged to the first exhaust manifold through the fourth exhaust manifold; the gas discharged by the second cylinder is discharged to the second exhaust manifold through the second exhaust manifold, and the gas discharged by the third cylinder is discharged to the second exhaust manifold through the third exhaust manifold; the gas discharged by the first exhaust manifold and the second exhaust manifold is discharged to the turbocharger through the exhaust tail pipe and the gas outlet end of the exhaust tail pipe.

Images