Knock blocking engine

Abstract

The invention relates to an obstructing detonation engine, which is obstructed between a combustion chamber and a gas compressor by an obstructing steel pipe and prevents detonation waves generated in the combustion chamber from generating resistance to a rotary piston rotating into a gas compression chamber, and comprises a main shaft, the obstructing detonation engine is characterized by further comprising an obstructing steel pipe, a rotary piston, a combustion chamber, an air compression chamber, an air injection channel, an air injection and exhaust channel, a fuel injection pipe, an air inlet channel, a piston inlet, a piston outlet and an exhaust pipe. High-speed airflow entering the air compression chamber is pushed by the high-speed rotating rotary piston to enter the high-speed rotating blocking steel pipe to receive fuel oil sprayed out of the fuel spray pipe to form an air-fuel mixture, then the air-fuel mixture is subjected to detonation combustion to generate detonation waves, and the detonation waves are sprayed out of the air spray channel to push an airplane where the air-fuel mixture is located to fly at a high speed. And afterwards, waste gas left in the blocking steel pipe is discharged through the air spraying and discharging channel, and the blocking steel pipe receives the air pressed in by the rotary piston again to enter the next working cycle.

Description

I. Technical Field

[0001] This technology pertains to engines and aircraft propelled by engines. II. Background Technology

[0002] The high-pressure combustion gases produced in the combustion chambers of existing turbine engines, turbofan engines, and gas turbines can prevent the turbine blades from compressing air into the combustion chamber. The turbine blades have poor air compression efficiency, making it difficult to compress air into the combustion chamber. Many countries around the world have spent enormous human, material, and material resources but have still not been able to truly realize or make good use of knock technology. III. Summary of the Invention

[0003] To address the shortcomings of the existing technologies, I have designed a variety of detonation engines that utilize a rotating piston to push gas, thereby improving the intake effect. The high-pressure combustion gas in the combustion chamber does not obstruct the intake, making it very simple to achieve detonation combustion and improving the detonation combustion effect.

[0004] The technical solution adopted in this invention is as follows:

[0005] An anti-knock engine includes a main shaft, bearings, bearing sleeves, fuel supply equipment, starting equipment, and igniter. The engine further comprises an anti-knock steel pipe, a rotating piston, a combustion chamber, a compression chamber, a jet duct, a jet exhaust duct, a circumferential housing, a fuel injection pipe, an inner cylinder tube, a connecting frame, an intake manifold, a retainer, a high-pressure fuel line connector, an end-face housing, a steel pipe rotating shaft, a main shaft gear, a steel pipe shaft gear, a counterweight, piston inlet and outlet, an exhaust pipe, a main shaft rotor, a steel pipe end wall, a steel pipe rotor, and a retaining ring. The rotating piston is fixedly connected to the rotor and is part of the rotor. During a certain rotation process, the gap between the rotating piston and the surrounding fixed inner cylinder wall is very small, but the surrounding inner cylinder wall does not impede the high-speed rotation of the rotating piston. Rotation: When the high-pressure fluid drives the rotary piston to rotate, the rotary piston can transfer the thrust of the high-pressure fluid to the main shaft to the greatest extent. In other words, the rotary piston is most effective at converting the thrust of the high-pressure fluid into rotational force. Similarly, the effect of using the rotary piston to generate high-pressure fluid is also the best. The number of teeth on the main shaft gear is three times the number of teeth on the steel tube shaft gear. The clockwise rotation speed of the steel tube rotor is three times the counterclockwise rotation speed of the main shaft rotor. When the main shaft rotor rotates 120 degrees counterclockwise, the main shaft gear on the main shaft rotor drives the steel tube rotor to rotate 360 ​​degrees clockwise through the steel tube shaft gear. The rotation of the rotary piston through the compression chamber realizes the function of the compressor, and the rotation of the rotary piston through the combustion chamber realizes the function of the engine. Detonation-proof engines are primarily used in all aircraft except missiles and electric unmanned aerial vehicles. They can also be modified to produce only rotational power. When a detonation-proof engine is fixedly mounted on an aircraft and propels it at high speeds in the high altitude, the oncoming high-speed airflow enters the compressor chamber through the intake duct. The high-speed airflow entering the compressor chamber is then pushed by a high-speed rotating piston into a high-speed rotating detonation tube, where it receives fuel injected from the fuel nozzle. The injected fuel and the high-speed airflow entering the detonation tube quickly form a fuel-air mixture. When the piston inlet / outlet on the detonation tube rotates to the position connecting with the combustion chamber, the detonation shock wave from the combustion chamber rapidly enters the detonation tube, explosively compressing the fuel-air mixture within. The air-fuel mixture is compressed and burned during the intense compression process. When the piston inlet and outlet of the isolation tube rotates to a position directly facing the combustion chamber, the already burned air-fuel mixture expands and explodes violently, generating a powerful blast shock wave, or detonation wave, which is ejected at high speed from the jet duct, propelling the aircraft at high speed. At the same time, the generated blast shock wave also drives the rotating piston in the combustion chamber, causing the engine to rotate. When the piston inlet and outlet of the isolation tube rotates to a position where it is not connected to the combustion chamber but only to the jet exhaust duct, the exhaust gas remaining in the isolation tube is quickly discharged from the jet exhaust duct. When the piston inlet and outlet of the isolation tube rotates to a position where it is only connected to the compressor chamber, it receives the air compressed by the rotating piston again and enters the next working cycle.

[0006] Advantages of this invention for preventing knocking engines:

[0007] 1. This engine utilizes the intense compression of the air-fuel mixture by the detonation combustion gases in the combustion chamber for combustion; therefore, this technology achieves detonation combustion technology.

[0008] 2. Because there is a barrier steel pipe between the combustion chamber and the compression chamber of the anti-knock engine, the knock wave generated in the combustion chamber does not create resistance to the rotating piston that rotates to the compression chamber, and does not prevent the rotating piston from pressing air into the barrier steel pipe. The gas pressure in the combustion chamber is much greater than the gas pressure in the compression chamber, but the gas pressure in the combustion chamber does not affect the rotating piston from effectively pushing the air entering the compression chamber into the barrier steel pipe. Therefore, this anti-knock engine has particularly high mechanical efficiency and a particularly high thrust-to-weight ratio.

[0009] 3. Because this engine uses a baffle pipe to release the high-pressure exhaust gas inside before rotating to the compressor chamber to receive fresh air, and then continues to rotate to receive fuel from the fuel injector before connecting to the combustion chamber, it transports the air-fuel mixture into the combustion chamber through the baffle pipe rather than forcing it in. Therefore, regardless of the pressure inside the combustion chamber, the baffle pipe can effectively transport the newly received air into the combustion chamber. This allows for a smaller jet duct, enabling the combustion chamber to generate enormous pressure and the jet duct to eject airflow at speeds of tens of Mach, thus propelling the aircraft. Achieving supersonic or hypersonic flight, or even subsonic flight, involves fundamentally different approaches to fresh air delivery and compression. Delivery is not limited by the pressure within the combustion chamber; regardless of the pressure, fresh air can be effectively delivered. Compression, on the other hand, is limited by the pressure within the combustion chamber. When the pressure generated by compression cannot reach the pressure within the combustion chamber, fresh air cannot be forced into it. Therefore, the ability to deliver fresh air into the combustion chamber through a barrier steel pipe, generating immense pressure and enabling hypersonic flight, is one of the main advantages of this invention.

[0010] 4. This knock-blocking engine uses a rotary piston to compress air, which is much better than turbine compression. This engine uses a rotary piston to receive the thrust generated by high-pressure gas, and its rotational force is also much better than that of a turbine. With better air compression and rotational force, the mechanical efficiency and power-to-weight ratio of this engine are much higher than those of a turbine engine.

[0011] 5. This detonation-blocking engine uses a rotating piston to push air into the rotating piston. The air intake is not affected by the huge pressure in the combustion chamber, resulting in a very good air intake effect. Therefore, aircraft using this engine have a strong ability to generate thrust at low speeds.

[0012] 6. This technology is completely independent of foreign technology; it is a completely Chinese creation and a Chinese technology that can replace the turbine technology that China has imported. IV. Description of the attached drawings

[0013] Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 , Figure 7 , Figure 8 , Figure 9 , Figure 10 , Figure 11 , Figure 12 , Figure 13 , Figure 14 , Figure 15 , Figure 16 , Figure 17 , Figure 18 , Figure 19 , Figure 20 , Figure 21 , Figure 22 , Figure 23 , Figure 24 , Figure 25 , Figure 26 , Figure 27 , Figure 28 , Figure 29 , Figure 30 , Figure 31 , Figure 32 This is a schematic diagram of the structure of the knock-blocking engine of the present invention. Figure 1 In the diagram, 1a, 1b – barrier steel pipes; 2a, 2b, 2c – rotary pistons; 3 – combustion chamber; 4 – compressor chamber; 5 – jet duct; 6 – jet exhaust duct; 7a, 7b – circumferential casing; 8b – fuel injection pipe; 9a, 9b – cylinder inner tubes; 10a – connecting bracket; 11 – main shaft; 12 – intake manifold; 25a, 25b – piston inlet and outlet; 26 – exhaust pipe; 27 – main shaft rotor; 31 – igniter; 32a – anti-knock engine. Figure 2 In the diagram, 2a, 2b, and 2c represent rotating pistons, while 25a and 25b represent piston inlets and outlets. Figure 3 In the diagram, 2a, 2b, and 2c represent rotating pistons, while 25a and 25b represent piston inlets and outlets. Figure 4 In the diagram, 2a, 2b, and 2c represent rotating pistons. Figure 5 In the diagram, 11 represents the main shaft, 17b represents the end face of the machine housing, and 18c and 18d represent the steel pipe rotating shafts. Figure 6 In the diagram, 11 represents the main shaft, 18c and 18d represent the steel pipe rotating shafts, 21 represents the main shaft gear, and 22a and 22b represent the steel pipe shaft gears. Figure 7In the diagram, 1a, 1b – barrier steel pipes; 7b – circumferential housing; 8a, 8b – fuel injection pipes; 9a, 9b – cylinder inner tubes; 10a, 10b – connecting brackets; 11 – main shaft; 15 – retainer; 16 – high-pressure oil pipe connector; 17a, 17b – end face housing; 18a, 18b, 18c, 18d – steel pipe rotating shafts; 19a, 19b, 19c, 19d, 19e, 19f – Bearings, 20a, 20b, 20c, 20d, 20e, 20f – bearing sleeves; 21 – main shaft gear; 22a, 22b – steel tube shaft gears; 23a, 23b – balance weights; 24 – standard technology including oil supply equipment and starting equipment; 27 – main shaft rotor; 28a, 28b, 28c, 28d – steel tube end walls; 29a, 29b – steel tube rotors; 30 – retaining ring. In Figure 8 In the diagram, 8a is the fuel injection pipe, 11 is the main shaft, 15 is the retainer, 17a is the end face housing, and 18a and 18b are the steel pipe rotating shafts. Figure 9 In the diagram, 32a and 32b are detonation isolation engines; 33 is a tungsten electrode rod; 34a and 34b are gas connection pipes; 35 is a high-pressure gas chamber; 36 is a high-pressure gas cannon; 37 is the aircraft body; 38a and 38b are the aircraft wings; and 39 is the trigger. Figure 10 In the diagram, 33—tungsten electrode rod, 35—high-pressure gas chamber, 36—high-pressure gas cannon, 37—aircraft body, 39—trigger. Figure 11 In the diagram, 2a, 2b, 2c, 2d are rotary pistons; 3 is the combustion chamber; 4 is the compression chamber; 7a is the circumferential housing; 9a is the inner cylinder tube; 10a is the connecting bracket; 11 is the main shaft; 26 is the exhaust pipe; 40a, 40b are the initial pressure gas inlet; 41 is the initial pressure gas connecting pipe; 42 is the compressed air output pipe; 43 is the high-pressure gas inlet pipe; 44a, 44b, 44c are the high-pressure gas jet passages; 52 is the interlocking engine; and 57 is the check valve. Figure 12 In the diagram, 7b – circumferential housing, 8b – fuel injector, 9b – cylinder inner tube, 10b – connecting bracket, 11 – main shaft, 31 – igniter, 45 – cylinder partition, 46 – knock combustion chamber, 47 – compressed air inlet, 48 – exhaust duct, 49 – high-pressure gas output pipe, 53 – knock engine, 63 – high-pressure reverse flow power injector, 100 – auxiliary exhaust intake pipe. Figure 13In the diagram, 2a—rotary piston; 7a, 7b—circumferential housing; 9a, 9b—inner cylinder tube; 10a, 10b—connecting bracket; 11—main shaft; 17c, 17d—end housing; 19a, 19b—bearings; 20a, 20b—bearing sleeves; 45—cylinder partition; 50—power output gear; 51—air compressor; 52—interlocking engine; 53—knock engine; 54—oil pump assembly; 55—partition between air compressor and interlocking engine; 56—partition between interlocking engine and knock engine. Figure 14 In the diagram, 5a – jet duct, 7a – circumferential housing, 8b, 8c, 8d – fuel injectors, 9a – cylinder inner tube, 10a – connecting bracket, 11 – main shaft, 12 – intake duct, 31a – ignition starter, 65a, 65b – venting ducts, 66 – purge intake duct, 67a – detonation combustion chamber, 68a, 68b, 68c – radial piston plates, 69a – radial jet engine, 73 – oxygen backup system. Figure 15 In the diagram, 5b is the jet duct, 7b is the circumferential casing, 8e and 8f are the fuel nozzles, 11 is the main shaft, 31b is the igniter, 63 is the high-pressure reverse flow power nozzle, 65c and 65d are the exhaust ducts, 67b is the knock combustion chamber, 70a is the fixed cylinder inner arc, 71a, 71b, and 71c are the centrifugal piston plates, and 72a is the centrifugal jet engine. Figure 16 In the diagram, 7a, 7b – circumferential housing; 9a, 9b – cylinder inner tubes; 10a – connecting bracket; 11 – main shaft; 17e, 17f – end face housing; 19a, 19b – bearings; 20a, 20b – bearing sleeves; 68b – radial piston plate; 69a – radial jet engine; 70a, 70b – fixed cylinder inner arc; 71a, 71b – centrifugal piston plate; 72a, 72b – centrifugal jet engine; 76a, 76b, 76c, 76d – end face air inlets; 78 – complementary rotor; 89 – starting gear; 115a, 115b – airflow guide grooves; 120a, 120b, 120c, 120d – annular cylinder partitions. Figure 17 In the diagram, 11 represents the main spindle, 79 represents the bearing support frame, and 80a and 80b represent air passages. Figure 18 In the diagram, 11 represents the main spindle, 80c and 80d represent air passages, and 81 represents the piston retainer. Figure 19In the diagram, 7a, 7b – circumferential housing; 8a, 8b, 8c – fuel injectors; 11 – main shaft; 26a, 26b – exhaust pipes; 31 – igniter; 58 – reverse-flow combustion chamber; 60 – auxiliary exhaust intake pipe; 63 – high-pressure reverse-flow power injector; 64 – heavy-duty thrust injector; 70 – fixed cylinder inner arc; 71a, 71b – centrifugal piston plates; 84 – thrust reverser internal combustion engine. Figure 20 In the diagram, 82a and 82b are piston retaining rings. Figure 21 In the diagram, 7a, 7b – circumferential housing; 11 – main shaft; 17h – end housing; 19a, 19b – bearings; 20a, 20b – bearing sleeves; 50 – power output gear; 70 – fixed cylinder inner arc; 71a – centrifugal piston plate; 79 – bearing support bracket; 81 – piston retainer; 82a, 82b – piston retaining rings; 83 – turbo compressor; 84 – thrust reverser internal combustion engine. Figure 22 In the diagram, 7a—circumferential housing, 9a—inner cylinder tube, 10a—connecting bracket, 11—main shaft, 17e, 17f—end housing, 19a, 19b—bearings, 20a, 20b—bearing sleeves, 68a—radial piston plate, 69a—radial jet engine, 89a—starting gear. Figure 23 In the diagram, 7a, 7b – circumferential housing; 8e, 8f, 8g, 8h – fuel injectors; 11 – main shaft; 26a, 26b – exhaust pipes; 31c, 31b – igniters; 60a, 60b – auxiliary exhaust intake pipes; 63a, 63b – high-pressure reverse flow power injectors; 67b, 67c – detonation combustion chamber; 70a, 70b – fixed cylinder inner arc; 71a, 71b, 71c – centrifugal piston plate; 86 – centrifugal detonation engine; 90a, 90b – air and fuel inlets; 91a, 91b – rotary cylinders. Figure 24 In the diagram, 5a, 5b – jet ducts; 7a, 7b – circumferential housing; 11 – main shaft; 17h – end housing; 19c, 19d – bearings; 20c, 20d – bearing sleeves; 67b, 67c – detonation combustion chamber; 70a, 70b – fixed cylinder inner arc; 71a, 71b – centrifugal piston plates; 79 – bearing support bracket; 81 – piston retainer; 82a, 82b – piston retaining rings; 83 – turbo compressor; 86 – centrifugal detonation engine; 89b – starting gear. Figure 25 In the diagram, 69a and 69b are radial jet engines, 86 is a centrifugal detonation engine, 87 is the airframe, 88a and 88b are wings, 135a and 135b are breaching connecting pipes, 136 is a breaching gas chamber, 137 is a breaching valve, and 138 is a breaching jet pipe. Figure 26In the diagram, 7a, 7b – circumferential housing; 8a, 8b, 8c, 8d – fuel injectors; 13a, 13c – auxiliary air intakes; 31a, 31b – igniters; 65c, 65d – exhaust ducts; 67a, 67b – detonation combustion chambers; 70a, 70b – fixed cylinder inner arcs; 71a, 71b, 71c – centrifugal piston plates; 77a, 77b – centrifugal compressor blades; 91a, 91b – rotary cylinders; 101a, 101b – detonation connecting pipes; 113 – centrifugal detonation engine. Figure 27 In the diagram, 7c, 7d – circumferential housing; 9a – inner cylinder tube; 10a – connecting bracket; 11 – main shaft; 17a, 17b, 17c – end housing; 19a, 19b – bearings; 20a, 20b – bearing sleeves; 67a, 67b – detonation combustion chamber; 70b, 70d, 70e – fixed inner cylinder arc; 71h, 71k – centrifugal piston plate; 74a, 74b – circular connecting steel plate; 76a – end face air inlet; 77c – centrifugal compressor blade; 82 – piston retaining ring; 89 – starting gear; 101a, 101b – detonation connecting pipe; 102 – reinforcing steel pipe; 113 – centrifugal detonation engine; 114 – supersonic detonation engine; 115 – air intake guide groove; 121 – rotor. Figure 28 In the diagram, 7c – circumferential housing, 8f – fuel injector, 11 – main shaft, 12 – intake port, 13b – venting intake port, 65a – venting port, 67c – knock combustion chamber, 70c – fixed cylinder inner arc, 71d, 71e – centrifugal piston plate, 91d – rotary cylinder, 101c – knock connecting pipe, 103b – knock jet port, 104b – check valve, 105a – high-pressure gas passage, 106 – high-pressure oil pipe, 107 – fuel nozzle, 108 – fuel pre-evaporation chamber, 109 – fuel vapor collection chamber, 110a, 110b, 110c, 110d – fuel vapor injector, 111 – high-pressure airflow conductor, 112 – acceleration jet port, 114 – scramjet engine, 116 – door stop, 117 – automatic vertical suspension door, 118 – door hinge, 119 – centrifugal intake port. exist Figure 29In the diagram, 7d – circumferential housing, 8e – fuel injector, 9a – cylinder inner tube, 10a – connecting bracket, 11 – main shaft, 12 – intake manifold, 31c – igniter, 65b – venting manifold, 67c – detonation combustion chamber, 71f – centrifugal piston plate, 91c – rotary cylinder, 101d – detonation connecting pipe, 103a – detonation jet passage, 104a – check valve, 105a – high-pressure gas passage, 106 – high-pressure oil pipe, 107 – fuel injector, 108 – fuel pre-evaporation chamber, 109 – fuel vapor collection chamber, 110a, 110b, 110c, 110d – fuel vapor injectors, 111 – high-pressure airflow conductor, 112 – acceleration jet pipe, 114 – scramjet engine, 116 – door stop, 117 – automatic vertical suspension door, 118 – door hinge. Figure 30 In the diagram, 1a, 1b – barrier steel pipes; 7b – circumferential housing; 9a, 9b – cylinder inner tubes; 10a, 10b – connecting brackets; 11 – main shaft; 17a, 17b – end face housings; 18a, 18b, 18c, 18d – steel pipe rotating shafts; 19a, 19b, 19d, 19e, 19f – bearings; 20a, 20b, 20c, 20d – bearing sleeves; 21 – main shaft gear; 22a, 22b – steel pipe shaft gears; 23a, 23b – flat blocks; 27 – main shaft. Rotor, 28a, 28b, 28c, 28d – steel pipe end walls, 29a, 29b – steel pipe rotor, 50 – power output gear, 122a, 122b – chain gear, 123 – gear chain, 124 – booster power shaft, 125 – booster inner circular tube, 126 – booster connecting frame, 127a, 127b – booster end face housing, 128a, 128b – fixed booster inner circular arc, 129a – booster piston plate, 130 – booster circumferential housing, 134 – booster rotor. Figure 31 In the diagram, 1a, 1b – barrier steel pipes; 2a, 2b, 2c – rotary pistons; 7b – circumferential housing; 8a, 8b – fuel injection pipes; 9a – cylinder inner tube; 10a – connecting bracket; 11 – main shaft; 26 – exhaust pipe; 31 – igniter; 104a, 104b – check valves; 124 – supercharger shaft; 128a – fixed supercharger inner arc; 129a, 129b, 129c, 129d, 129e – supercharger piston plates; 130 – supercharger circumferential housing; 131 – combustion chamber; 132 – high-pressure exhaust pipe; 133 – high-pressure air connecting pipe. Figure 32In the diagram, 1a is the barrier steel pipe, 2a is the rotary piston, 7b is the circumferential housing, 8a and 8b are the fuel injection pipes, 9a is the cylinder inner tube, 10a is the connecting bracket, 11 is the main shaft, 48 is the exhaust port, 104a and 104b are the check valves, 124 is the supercharger power shaft, 125 is the supercharger inner tube, 126 is the supercharger connecting bracket, 129a is the supercharger piston plate, 130 is the supercharger circumferential housing, 131 is the combustion chamber, 132 is the high-pressure exhaust pipe, and 133 is the high-pressure air connecting pipe. V. Detailed Implementation Methods

[0014] Based on the working principle of this detonation-blocking engine, a fluid engine driven by high-pressure fluid can be made, or a pump to drive fluid movement can be made. These are very simple and need not be described. Here, we will only describe the following methods:

[0015] 1. A knock-blocking engine that uses a barrier steel pipe to block the combustion chamber and the compressor chamber, preventing the knock wave generated in the combustion chamber from resisting the rotating piston as it moves into the compressor chamber. The specific structure of this method is as follows: Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 , Figure 7 , Figure 8 As shown, among them Figure 1 , Figure 2 , Figure 3 , Figure 4The diagram illustrates the state of the rotating piston passing through the blocking steel pipe when the piston inlet and outlet are rotated to different angles, and also shows that the blocking steel pipe does not obstruct the passage of the rotating piston. The anti-knock engine includes a main shaft 11, bearings 19a, 19b, 19c, 19d, 19e, and 19f, bearing sleeves 20a, 20b, 20c, 20d, 20e, and 20f, and all necessary conventional technologies 24, including fuel supply equipment and starting equipment, and an igniter 31. Its characteristic is that the anti-knock engine also includes a blocking steel pipe 1a... 1b, Rotary pistons 2a, 2b, 2c, Combustion chamber 3, Compressor chamber 4, Injection duct 5, Injection vent 6, Circumferential housing 7a, 7b, Fuel injection pipes 8a, 8b, Cylinder inner tubes 9a, 9b, Connecting brackets 10a, 10b, Intake duct 12, Fixer 15, High-pressure oil pipe connector 16, End face housing 17a, 17b, Steel pipe rotating shaft 18a, 18b, 18c, 18d, Main shaft gear 21, Steel pipe shaft gear 22a, 22b, Balance blocks 23a, 23b, Piston inlet and outlet 25a, 25a b, Exhaust pipe 26, Main shaft rotor 27, Steel pipe end walls 28a, 28b, 28c, 28d, Steel pipe rotors 29a, 29b, Fixing ring 30, Anti-knock engine 32a; First, place connecting brackets 10a and 10b on the appropriate positions on the main shaft and fix them to the main shaft. Then, place the cylinder inner tube on the appropriate positions on the connecting brackets 10a and 10b and fix them to the connecting brackets. Then, fix the three rotating pistons to the cylinder inner tubes respectively. These three rotating pistons... The outer wall is divided into three equal parts. The fixed connection body made in the above method is the main shaft rotor 27 of this engine. The steel pipe rotating shaft 18b is fixedly connected to the steel pipe end wall 28c, the steel pipe rotating shaft 18d is fixedly connected to the steel pipe end wall 28d, the steel pipe end wall 28c is fixedly connected to the left end of the blocking steel pipe 1b, and the steel pipe end wall 28d is fixedly connected to the right end of the blocking steel pipe 1b. The blocking steel pipe has piston inlet and outlet 25b. The fixed connection body made in the above method is the steel pipe rotor 29b of this engine.The fixture consists of a circular steel plate with a section of circular pipe fixedly connected to it and another circular steel plate without holes. The circular steel plate with the pipe has a groove for the fuel injection pipe. The fuel injection pipe is shaped as shown in the diagram. One end of the fuel injection pipe, which is fixedly connected to a high-pressure fuel pipe connector, passes through the grooved circular steel plate and the circular pipe connected to it, thus fixing the bend of the fuel injection pipe in the groove on the circular steel plate. The other circular steel plate without holes is then fixedly connected to the grooved circular steel plate, fixing the bend of the fuel injection pipe between these two circular steel plates. This completes the fixture for the fuel injection pipe. The connecting fixture has a hole in the center of the steel pipe rotating shaft 18a and a hole in the middle of the steel pipe end wall 28a, so that the steel pipe rotating shaft 18a and the steel pipe end wall 28a are fixedly connected. Then, the round tube on the fixture that is fixedly connected to the fuel injection pipe passes through the holes on the steel pipe end wall 28a and the steel pipe rotating shaft 18a. Then, the steel pipe end wall 28a is fixedly connected to the barrier steel pipe 1a, the steel pipe end wall 28b is fixedly connected to the barrier steel pipe 1a, and the steel pipe rotating shaft 18c is fixedly connected to the steel pipe end wall 28b. In this way, a steel pipe rotor 29a with a fixture and a fuel injection pipe in the middle is made.The circumferential housing has many screw rods at both ends, and the end housing has corresponding screw holes. The screw rods on the circumferential housing pass through the screw holes on the end housing 17a. The steel pipe rotating shaft 18a of the steel pipe rotor 29a, which has a retainer and fuel injector in the middle, passes through the shaft hole in the upper part of the end housing 17a. The main shaft 11 in the middle of the main shaft rotor 27 passes through the shaft hole in the middle of the end housing 17a. The steel pipe rotating shaft 18b on the steel pipe rotor 29b passes through the shaft hole in the lower part of the end housing 17a. Then, the steel pipe rotating shaft 18c on the steel pipe rotor 29a, the main shaft on the main shaft rotor, and the steel pipe rotating shaft 18d on the steel pipe rotor 29b pass through the corresponding shaft holes on the end housing 17b. Finally, the screw rods on the circumferential housing... The screw rods pass through the screw holes on the end face housing 17b. Tightening the nuts on each screw rod secures the end face housing 17a to the circumferential housings 7a and 7b, and the end face housing 17b itself. Each bearing sleeve is fixedly connected to the end face housing. Each bearing is installed between its corresponding shaft and bearing sleeve. The retainer 15 is fixedly connected to the bearing sleeve 20a via the retaining ring 30. In other words, the fuel injection pipes 8a and 8b are fixedly connected to the end face housing 17a via the retainer, retaining ring, and bearing sleeve 20a. The number of teeth on the main shaft gear 21 is three times the number of teeth on both the steel pipe shaft gear 22a and the steel pipe shaft gear 22b. The main shaft gear is fixedly installed on the main shaft, and the steel pipe gear 22a is fixed... Installed on the steel pipe rotating shaft 18c, the steel pipe gear 22b is fixedly installed on the steel pipe rotating shaft 18d. When installing the gear, pay attention to adjusting the rotation angles of the piston inlet / outlet and the rotating piston itself. This ensures that during the process of the rotating piston entering the blocking steel pipe, the convex surface of the rotating piston just enters the blocking steel pipe. That is, the rotating piston enters the blocking steel pipe with a very small gap between its convex surface and the piston inlet / outlet, and the rotating piston exits the blocking steel pipe in the same unobstructed manner. The main shaft gear 21 engages with the upper steel pipe shaft gear 2... 2a meshes with the steel pipe shaft gear 22b below; the balance block is fixedly connected to the rotating shaft of the steel pipe. The balance block only needs to balance the imbalance caused by the piston inlet and outlet of the corresponding blocking steel pipe; the igniter only needs to be able to ignite successfully on the first attempt. The igniter includes all the equipment that realizes its function; the main shaft can drive the oil supply equipment to supply oil. The oil supply equipment can be fixedly connected and communicated with the high-pressure oil pipe joint 16 fixed at the outer end of the fuel injection pipe through the high-pressure oil pipe. The main shaft gear can be started by the starting equipment, or a separate transmission mechanism can be set to drive the main shaft to rotate and start. The oil supply equipment and the starting equipment are existing conventional equipment. No matter where they are installed, as long as they can realize oil supply and starting, they are fine.The air intake, exhaust pipe, jet duct, and jet vent are all fixedly connected and communicate with the circumferential fuselage. When this anti-knock engine is fixedly mounted on the aircraft and propels it at high speed in the high altitude, the oncoming high-speed airflow enters the compressor chamber 4 through the air intake. Subsequently, the high-speed airflow entering the compressor chamber is pushed by the high-speed rotating piston 2a into the high-speed rotating anti-knock steel pipe 1a to receive fuel injected from the fuel nozzle. When the piston inlet / outlet on the anti-knock steel pipe 1a rotates to a position communicating with the combustion chamber, the deflagration shock wave from the combustion chamber rapidly enters the anti-knock steel pipe, explosively compressing the air-fuel mixture inside and causing it to burn during the intense compression process. When the piston inlet / outlet 25a on the anti-knock steel pipe rotates to a position directly facing the combustion chamber, the already burned air-fuel mixture undergoes a violent expansion and explosion, producing… A powerful explosive shockwave, or blast wave, is ejected at high speed from the jet duct, propelling the aircraft at high speed. Simultaneously, the shockwave also drives the rotating piston in the combustion chamber, causing the engine to rotate at high speed. This drives the main shaft rotor to rotate counterclockwise. The main shaft gear 21 on the main shaft rotor, through steel tube shaft gears 22a and 22b, drives the steel tube rotors 29a and 29b to rotate clockwise. When the piston inlet and outlet on the blocking steel tube rotate to a position where it is no longer connected to the combustion chamber but only to the jet exhaust duct 6, the exhaust gas remaining in the blocking steel tube is released through the jet exhaust duct. When the piston inlet and outlet on the blocking steel tube rotate to a position where it is only connected to the compressor chamber, it receives air compressed by the rotating piston again, entering the next working cycle.

[0016] 2. A tungsten anode rod aircraft, the specific structure of which is as follows: Figure 9 , Figure 10As shown, the tungsten inert gas (TIG) aircraft includes an aircraft body 37, wings 38a and 38b, and a trigger 39. The aircraft is characterized by further including, as described in claim 1, anti-knock engines 32a and 32b, a tungsten inert gas (TIG) 33, gas connecting pipes 34a and 34b, a high-pressure gas chamber 35, and a high-pressure gas cannon 36. The wings are fixedly connected to the aircraft body; the anti-knock engine 32a is fixedly mounted on the wing 38a; the anti-knock engine 32b is fixedly mounted on the wing 38b; the high-pressure gas chamber is fixedly mounted in the middle of the aircraft body; and the gas connecting pipe... The left side of 34a is fixedly connected and communicates with the combustion chamber of the detonation isolation engine 32a, and the right side is fixedly connected and communicates with the high-pressure gas chamber 35. The left side of the gas connecting pipe 34b is fixedly connected and communicates with the high-pressure combustion chamber 35, and the right side is fixedly connected and communicates with the combustion chamber of the detonation isolation engine 32b. The high-pressure gas cannon is fixedly connected and communicates with both the high-pressure gas chamber and the aircraft body. The trigger's fixing part is fixedly connected to the aircraft body. When the tungsten electrode is not being fired, the tungsten electrode 33 is locked in a groove above the rear barrel of the high-pressure gas cannon by the trigger. When firing, the trigger must be pulled. In other words, moving the upper handle of the trigger backward causes the lower latch, which is locked onto the tungsten electrode, to move forward. Because the tip of the tungsten electrode is pointed, the latch cannot hold it in place as it moves forward, causing the electrode to descend into the barrel of the high-pressure gas cannon and receive the immense detonation thrust generated by the high-pressure gas. The tip of the tungsten electrode is made of high-temperature, high-pressure resistant tungsten steel alloy. Tungsten electrodes can be made to weigh tens or hundreds of tons, with the aim of destroying an aircraft carrier with a single shot and sinking it into the sea. The combustion chambers of the detonation engines on both sides have gas control pipes that regulate the flow of gas into the combustion chamber. When not firing the tungsten inert gas (TIG) rod, the gas switch is closed. When the TIG rod-equipped aircraft flies over the enemy carrier fleet and dives rapidly towards the carrier, it quickly activates the gas switch in the combustion chamber of the detonation engine. This allows high-pressure gas to pass through the gas passage and high-pressure gas chamber at high speed and be ejected from the high-pressure gas cannon. Then, the trigger is pulled, allowing the TIG rod to enter the high-pressure gas cannon. The TIG rod is then propelled by the powerful detonation wave generated by the high-pressure gas, propelling it at an extremely high speed towards the enemy carrier. After firing, the gas switch is closed, and the aircraft turns and flies away from the enemy airspace.

[0017] 3. A mutual resistance detonation engine, the specific structure of which is as follows: Figure 11 , Figure 12 , Figure 13As shown, the interlocking detonation engine includes rotary pistons 2a, 2b, 2c, and 2d; a combustion chamber 3; a compression chamber 4; circumferential housings 7a and 7b; a fuel injector 8b; cylinder inner tubes 9a and 9b; connecting brackets 10a and 10b; a main shaft 11; end housings 17c and 17d; bearings 19a and 19b; bearing sleeves 20a and 20b; an exhaust pipe 26; an igniter 31; a power output gear 50; an air compressor 51; and an oil pump assembly 54. Its characteristic is that the interlocking detonation engine also includes a detonation engine 53. 55, partition between air compressor and inter-resistance engine, 56, partition between inter-resistance engine and knock engine, check valve 57, initial pressure gas inlet 40a, 40b, initial pressure gas connecting pipe 41, compressed air output pipe 42, high pressure gas inlet pipe 43, high pressure gas jet passages 44a, 44b, 44c, cylinder partition 45, knock combustion chamber 46, compressed air inlet 47, vent passage 48, high pressure gas output pipe 49, inter-resistance engine 52, high pressure reverse flow power nozzle 63, venting intake pipe 100;Rotary pistons 2a, 2b, 2c, and 2d are fixedly connected to the inner cylinder tube 9a. Cylinder partitions are fixedly connected to the inner cylinder tube 9b. Eighteen cylinder partitions divide the annular groove around the inner cylinder tube 9b into eighteen rotating cylinders. Connecting bracket 10a and connecting bracket 10b fix the inner cylinder tube 9a to the main shaft 11. This fixedly connected assembly constitutes the main body of the rotor of this inter-resistance detonation engine. The initial pressure gas output pipe of the air compressor 51 is fixedly connected and communicates with both the initial pressure gas communication pipe 41 and the auxiliary air intake pipe. One end of the compressed air output pipe 42 is connected to the circumferential housing 7. A is fixedly connected and connected; the other end of the compressed air output pipe 42 is fixedly connected and connected to the compressed air inlet 47; the pipe of the compressed air inlet 47 is fixedly connected and connected to the circumferential housing 7b; one end of the high-pressure gas output pipe 49 is fixedly connected and connected to the circumferential housing 7b, and the other end is fixedly connected and connected to the high-pressure gas inlet pipe 43; the high-pressure gas inlet pipe 43 is fixedly connected and connected to the high-pressure gas jet passages 44a, 44b, and 46c; the high-pressure gas jet passages 44a, 44b, and 44c are also fixedly connected and connected to the circumferential housing 7a; one end of the high-pressure reverse flow power nozzle 63 is fixedly connected and connected to the detonation combustion chamber, and the other end is fixedly connected and connected to the circumferential housing; the high-pressure reverse flow power... The nozzle's function is to guide the detonation combustion gases generated in the detonation combustion chamber to flow in the opposite direction and then impact the cylinder diaphragm, giving the cylinder diaphragm a huge rotational force. Simultaneously, the detonation combustion gases impacting the cylinder diaphragm also explosively compress, stir, mix, and burn the fuel-air mixture in the rotating cylinder. The auxiliary intake manifold's function is to deliver pre-compressed air into the rotating cylinder, allowing the exhaust gases remaining in the rotating cylinder to be released through the exhaust port. The end housings 17c and 17d are fixedly connected to the circumferential housings 7a and 7b. The partition 55 between the air compressor and the inter-resistance engine is fixedly connected to the circumferential housings 7a and 7b. The partition 56 between the inter-resistance engine and the detonation engine is fixedly connected to the circumferential housing 7a. 7b is fixedly connected, and the fuel injector 8b is fixedly connected to the circumferential housing 7b. The fuel injector has many small holes and can inject fuel into the rotary cylinder inside the circumferential housing. The fuel injector is fixedly connected to the fuel pump assembly through a high-pressure oil pipe and is connected to the end housing. The fuel pump assembly can be driven to rotate by the main shaft to achieve its function. The fuel pump assembly includes conventional devices that can achieve its function. The igniter includes conventional testing technology that can achieve its function. The igniter is fixedly connected to the circumferential housing. As long as it can achieve successful ignition on the first try, it is fine. The air compressor can be a conventional centrifugal compressor or a turbo compressor, or it can be a turbocharger driven by the exhaust gas discharged through the exhaust pipe and vent.When this interlocking detonation engine is working, the pre-compressed air generated by the air compressor enters the compression chamber through the initial pressure gas connecting pipe 41 and the initial pressure gas inlet 40a, preventing the exhaust gas from the combustion chamber from being drawn into the compression chamber by the rotating piston. At the same time, the exhaust gas from the combustion chamber also prevents the pre-compressed air entering from the initial pressure gas inlet from being discharged from the exhaust pipe 26, allowing the pre-compressed air to effectively enter the compression chamber. Simultaneously, the pre-compressed air also enters the compression chamber through the initial pressure gas inlet 40b. The pre-compressed air entering the compression chamber is compressed by the high-speed rotating piston. The compressed air is compressed and blocked by the reverse combustion gases generated in the combustion chamber. This compressed air is then pushed out of the compressed air output pipe 42 by the rotating piston. Simultaneously, the compressed air also blocks the backflow of the reverse combustion gases, thereby increasing the positive thrust of the combustion gases on the rotating piston. The compressed air discharged from the compressed air output pipe 42 enters the rotary cylinder of the detonation engine through the compressed air inlet 47. When the rotary cylinder, which has received the compressed air, rotates to the position of the fuel injector 8b to receive the fuel injected by the fuel injector, the rotary cylinder continues to rotate. When the rotary cylinder rotates to the position of the high-pressure reverse flow power injection... After the nozzle position of the nozzle, the detonation combustion gas ejected from the high-pressure reverse flow power nozzle causes the fuel-air mixture in the rotary cylinder to undergo detonation combustion. When the rotary cylinder continues to rotate until the cylinder head faces the detonation combustion chamber, the fuel-air mixture that has undergone detonation combustion expands violently, generating a detonation combustion gas flow that passes through the detonation combustion chamber and is ejected from the high-pressure reverse flow power nozzle, driving the cylinder baffle to rotate at high speed and do work. It then returns to the detonation combustion chamber. At the same time, the generated detonation combustion gas flow also passes through the rotary cylinder and is output from the high-pressure gas output pipe 49, and enters the inter-resistance engine through the high-pressure gas inlet pipe 43, and then passes through the high-pressure... Compressed gas jets 44a, 44b, and 44c are injected into the combustion chamber of the interlocking engine, driving the rotary piston to rotate and perform work. The gas is then discharged from the engine's exhaust pipe. Simultaneously, the intense detonation combustion gas flow, blocked by the rotary piston, creates a reverse thrust flow that prevents compressed air generated in the compressor chamber from entering the combustion chamber. This forces the compressed air to exit from the compressed air output pipe. When the rotary cylinder rotates to the position connecting with the vent pipe, the exhaust gas in the rotary cylinder is released. It then continues to rotate to the position connecting with the compressed air inlet, where it receives compressed air from the inlet again for the next working environment.

[0018] 4. A complementary knock engine, the specific structure of which is described. Figure 14 , Figure 15 , Figure 16As shown, the complementary knock engine includes jet ducts 5a and 5b, circumferential housings 7a and 7b, fuel injectors 8b, 8c, 8d, 8e, and 8f, cylinder inner tubes 9a and 9b, connecting bracket 10a, main shaft 11, intake duct 12, bearings 19a and 19b, bearing sleeves 20a and 20b, ignition starters 31a and 31b, vent ducts 65a, 65b, 65c, and 65d, scavenging intake duct 66, oxygen backup system 73, and starting gear 89. Its distinguishing feature is that the complementary knock engine also includes an end face housing 1. 7e, 17f; high-pressure reverse flow power nozzle 63; knock combustion chambers 67a, 67b; radial piston plates 68a, 68b, 68c; radial jet engine 69a; fixed cylinder inner arc 70a, 70b; centrifugal piston plates 71a, 71b, 71c; centrifugal jet engine 72a, 72b; end face air inlets 76a, 76b, 76c, 76d; complementary rotor 78; airflow guide grooves 115a, 115b; annular cylinder baffles 120a, 120b, 120c, 120d; oxygen The backup system 73 is a conventional technology, including all components that enable its function. Under normal circumstances, it does not use oxygen. Oxygen is only supplied to the engine when the aircraft is moving at low speed and the amount of air entering the engine is insufficient. If the aircraft can take off normally without supplemental oxygen in practical applications, then an oxygen backup system is unnecessary. The ignition system is also a conventional technology, including all components that enable its function. The fuel injector is also a conventional technology, including all components that enable its function. All 10 radial piston plates are fixedly connected to the cylinder inner tube. The cylinder inner tube is fixedly connected to the connecting bracket, which is fixedly connected to the main shaft. The centrifugal piston plates are fixedly connected to the annular cylinder partition. The annular cylinder partition is fixedly connected to the radial piston plate, which is fixedly connected to the cylinder inner tube. The cylinder inner tube is fixedly connected to the main shaft via the connecting bracket. The starting gear is fixedly connected to the main shaft. The entire assembly fixedly connected to the main shaft constitutes the complementary rotor 78 of this complementary knock engine. All components except the bearings and the complementary rotor are a single fixed connection.The starting gear includes all components that enable the starting function. The function of the oncoming air intake groove is to guide the high-speed airflow from the face into the middle of the centrifugal jet engine through the end face air intake. There is an end face air intake on the end face casing. Air enters the centrifugal jet engine through the end face air intake. The radial jet engine 69a shares a main shaft with the centrifugal jet engines 72a and 72b. The detonation combustion chambers 67a and 67b are connected, or it can be said that 67a and 67b are shared detonation combustion chambers. When the aircraft with the complementary detonation engine is traveling at low speed, the intake effect of the radial jet engine is not as good as that of the centrifugal jet engine. When the aircraft with the complementary detonation engine is traveling at high speed, the intake effect of the radial jet engine is much better than that of the centrifugal jet engine. Combining these two types of jet engines can make up for their respective deficiencies. Therefore, the engine composed of these two types of jet engines is called a complementary detonation engine. When the aircraft powered by the complementary detonation engine is in supersonic flight, the oncoming supersonic airflow mixes with fuel ejected from the fuel nozzle in the intake of the radial jet engine, forming an air-fuel mixture. This mixture is then guided by a high-speed rotating radial piston plate into the detonation combustion chamber, where it is violently compressed and burned by the detonation combustion gases. The mixture then expands and explodes violently, generating a powerful detonation wave that is ejected from the jet duct, propelling the aircraft to supersonic speeds. Simultaneously, in the centrifugal jet engine, a high-speed rotating centrifugal piston plate drives the air-fuel mixture to rotate at high speed. This mixture is then violently compressed and burned by high-pressure combustion gases ejected from the high-pressure reverse-flow nozzle, again resulting in a violent expansion and explosion. This again generates a powerful detonation wave that is ejected from the jet duct, propelling the aircraft to supersonic speeds. The resulting powerful detonation wave also ejected from the high-pressure reverse-flow nozzle, driving the centrifugal piston plate to rotate at high speed. The centrifugal piston plate then drives the complementary rotor of this engine to rotate at high speed.

[0019] 5. A centrifugal reverse thrust gas turbine, the specific structure of which is as follows: Figure 17 , Figure 18 , Figure 19 , Figure 20 , Figure 21As shown, the centrifugal thrust reverser gas turbine includes a turbine compressor 83, circumferential housings 7a and 7b, fuel injectors 8a, 8b, and 8c, a main shaft 11, an end housing 17h, bearings 19a and 19b, bearing sleeves 20a and 20b, exhaust pipes 26a and 26b, an igniter 31, and a power output gear 50. The centrifugal thrust reverser gas turbine also includes a reverse combustion chamber 58, an auxiliary exhaust intake pipe 60, a high-pressure reverse power injector 63, a heavy-duty thrust injector 64, a fixed cylinder inner arc 70, centrifugal piston plates 71a and 71b, a bearing support frame 79, air passages 80a, 80b, 80c, and 80d, a piston retainer 81, piston retaining rings 82a and 82b, and a thrust reverser internal combustion engine 84. The turbo compressor 83 is a conventional technology; its only requirement is to generate compressed air, which then enters the thrust reverser internal combustion engine 84 through air passages 80c and 80d. The fuel injector is also a conventional technology, including all components necessary for its function. The igniter is also a conventional technology, including all components necessary for its function. The right ends of the ten centrifugal piston plates are fixedly connected to piston retaining rings 82a and 82b, and the left ends are fixedly connected to the piston retainer 81. The piston retainer is fixedly connected to the main shaft. The fixed connection consisting of the piston retaining rings, centrifugal piston plates, piston retainer, main shaft, and turbine blades of the turbo compressor constitutes the rotor of this centrifugal thrust reverser gas turbine. The bearing support frame is fixedly connected to the circumferential housing. The bearing support frame and the bearing sleeve 20a fixed on the bearing support frame together fix the bearing housing. The fixed cylinder inner arc is fixedly connected to the end housing. The end housing is fixedly connected to the circumferential housing. The bearing sleeve 20b is fixedly connected to the end housing. Power output... The gear is fixedly connected to the main shaft. When the centrifugal reverse thrust gas turbine is working normally, the compressed air generated by the turbine compressor enters the reverse thrust internal combustion engine through air passages 80c and 80d, and then enters the space between the centrifugal piston plates through the notch of the fixed cylinder inner arc. When the compressed air between the centrifugal piston plates rotates to the position where it connects with the high-pressure reverse flow power nozzle, the high-pressure combustion gas injected by the high-pressure reverse flow power nozzle mixes with the compressed air to form a high-pressure air-fuel mixture. When the high-pressure air-fuel mixture rotates to the position where it connects with the reverse flow combustion chamber, the high-pressure air-fuel mixture and the fuel injected by the fuel nozzle combust together to produce a huge amount of high-pressure combustion gas that is ejected from the high-pressure reverse flow power nozzle. This gas pushes the rear centrifugal piston plate to drive the rotor of the centrifugal reverse thrust gas turbine to rotate at high speed and do work. At the same time, the huge amount of high-pressure combustion gas between the centrifugal piston plates is also ejected from the heavy thrust nozzle, which pushes the front centrifugal piston plate to drive the rotor of the centrifugal reverse thrust gas turbine to rotate at high speed and do work.

[0020] 6. A detonation wave aircraft, namely: a detonation wave aircraft that utilizes rotating components to guide the flow of propulsion fluid, the specific structure of which is as follows: Figure 14 , Figure 17 , Figure 18 , Figure 20 、 Figure 22 、 Figure 23 、 Figure 24 、 Figure 25As shown, it includes jet ducts 5a, 5b, and 5c; circumferential housings 7a and 7b; fuel injection pipes 8b, 8c, 8d, 8e, 8f, 8g, and 8h; cylinder inner tube 9a; connecting bracket 10a; main shaft 11; intake manifold 12; end face housings 17e, 17f, and 17h; bearings 19a, 19b, 19c, and 19d; bearing sleeves 20a, 20b, 20c, and 20d; igniters 31a, 31b, and 31c; auxiliary exhaust intake pipes 60a and 60b; venting ducts 65a and 65b; purge air passage 66; knock combustion chambers 67a, 67b, and 67c; oxygen reserve system 73; bearing support bracket 79; air passages 80a, 80b, 80c, and 80d; and piston. The aircraft is characterized by a fixed frame 81, piston retaining rings 82a and 82b, a turbine compressor 83, an aircraft body 87, wings 88a and 88b, and starting gears 89a and 89b. It further includes high-pressure reverse-flow power nozzles 63a and 63b, radial piston plates 68a, 68b, and 68c, a radial jet engine 69, fixed cylinder inner arcs 70a and 70b, centrifugal piston plates 71a, 71b, and 71c, a centrifugal detonation engine 86, air and fuel inlets 90a and 90b, rotary cylinders 91a and 91b, obstacle breaching connecting pipes 135a and 135b, an obstacle breaching gas collection chamber 136, an obstacle breaching valve 137, and an obstacle breaching jet pipe 138; one end of the obstacle breaching connecting pipe is fixed to the obstacle breaching gas collection chamber. One end is connected and communicated with the other end, which is fixedly connected and communicated with the detonation combustion chamber of the radial jet engine. The rear end of the obstacle-breaking jet pipe is fixedly connected and communicated with the obstacle-breaking gas collection chamber, and the front end faces the front of this detonation wave aircraft. The obstacle-breaking jet pipe is equipped with an obstacle-breaking valve, which is normally closed. When this detonation wave aircraft is flying at high speed and a sound barrier or heat barrier appears in front of the aircraft, the obstacle-breaking valve is opened, allowing the detonation wave airflow generated by the detonation combustion chamber to be ejected from the obstacle-breaking jet pipe at a speed of more than ten Mach, eliminating the sound barrier or heat barrier. The airflow of more than ten Mach or tens of Mach from this obstacle-breaking jet pipe can also be used to sweep swarms of drones, drive away enemy aircraft carrier fleets, sweep enemy battle groups, and level enemy city buildings, etc.; the fuel nozzle is an existing The conventional technology includes all components and fuel that enable its function. As long as fuel can be sprayed and mixed with the air entering the detonation combustion chamber to form an air-fuel mixture, it's acceptable. If the relevant personnel can achieve this, they can first use the heat energy of the combustion chamber to vaporize the fuel and then mix it with air to form an air-fuel mixture. The fuel injection part of the fuel injector is a fuel pipe fixedly connected to the end face or circumferential housing. One end of this fuel pipe is sealed, and the other end can be fixedly connected and communicated with the fuel pump assembly via a high-pressure fuel pipe. The middle section has many tiny fuel holes that can spray fuel. The igniter is a conventional technology, including all components that enable its function. The purpose of the scavenging intake is to help expel exhaust gases, ensuring that the exhaust gases are completely discharged.Oxygen backup systems are also a conventional technology, including all components that enable their function. If an aircraft using a radial jet engine has a sufficiently long runway and can take off normally without the aid of an oxygen backup system, then an oxygen backup system is not installed. Oxygen backup systems are only installed on carrier-based fighter jets that use radial jet engines as propulsion systems. The starting gear includes all components that enable the starting function; such as... Figure 14 and Figure 22 The radial jet engine shown is constructed by fixing the inner cylinder tube to the main shaft using a connecting bracket, and then fixing ten radial piston plates at equal intervals to the inner cylinder tube, thus obtaining the rotor of the radial jet engine; as shown... Figure 17 , Figure 18 , Figure 20 , Figure 23 , Figure 24 The centrifugal detonation engine shown is constructed by fixing ten centrifugal piston plates to the main shaft via a piston retainer, fixing piston retaining rings to the left ends of the ten centrifugal piston plates, and then fixing the rotor of the turbocompressor to the main shaft. This completes the rotor of the centrifugal detonation engine. The fixed cylinder inner arcs 70a and 70b are fixedly connected to the end face housing 17h. Figure 25The detonation-wave aircraft shown has a radial jet engine 69a fixedly mounted below wing 88a, a radial jet engine 69b fixedly mounted below wing 88b, and a centrifugal detonation engine 86 fixedly mounted at the center of the tail section. Air intakes are located on both sides of the aircraft. At high speeds, the radial jet engine is the most efficient propulsive engine in the world. However, at low speeds, its intake and propulsion are poor. Therefore, the radial jet engine must be combined with the centrifugal detonation engine, which provides the best intake and propulsion at low speeds, to ensure efficient and sufficient propulsion at any speed. When the aircraft is flying at hypersonic speeds, the oncoming hypersonic airflow mixes with fuel ejected from the fuel nozzle to form an air-fuel mixture. Guided by the radial piston plate, this mixture enters the detonation combustion chamber, where it undergoes detonation combustion with the detonation wave, generating a powerful detonation wave that is ejected from the jet duct. This generates tremendous thrust, propelling the detonation-powered aircraft to hypersonic speeds. Exhaust gas remaining between the radial piston plates is discharged through the vent pipe, receiving the air-fuel mixture again for the next working cycle. Simultaneously, compressed air generated by the turbocompressor 83 enters the fixed cylinder's inner arc through the air passage, forming an air-fuel mixture with fuel injected from the fuel nozzle. This air-fuel mixture then enters the rotary cylinder through the air-fuel inlet. Guided by the rotary cylinder, it enters the detonation combustion chamber to achieve detonation combustion with the detonation wave. Part of the high-pressure combustion gas generated by detonation combustion is ejected from the jet duct, generating thrust to propel the aircraft to hypersonic speeds. The other part is injected into the rotary cylinder from the high-pressure reverse flow nozzle, pushing the centrifugal piston plate to drive the rotor of the centrifugal detonation engine to rotate at high speed. Exhaust gas remaining in the rotary cylinder is discharged through the exhaust pipe, and the rotary cylinder receives the air-fuel mixture again for the next working cycle. The conventional components of the aircraft are set according to existing conventional technology.

[0021] 7. A combined knock engine, the specific structure of which is as follows: Figure 26 , Figure 27 , Figure 28 , Figure 29As shown, the combined detonation engine includes fuel injection pipes 8a, 8b, 8c, 8d, 8e, and 8f; a main shaft 11; end face housings 17a, 17b, and 17c; bearings 19a and 19b; bearing sleeves 20a and 20b; igniters 31a, 31b, and 31c; a starting gear 89; a high-pressure oil pipe 106; and a fuel injector 107. The characteristic feature is that this combined detonation engine also includes circumferential housings 7a, 7b, 7c, and 7d; an inner cylinder tube 9a; a connecting bracket 10a; an intake manifold 12; auxiliary exhaust intake ports 13a, 13b, and 13c; exhaust manifolds 65a, 65b, 65c, and 65d; detonation combustion chambers 67a, 67b, and 67c; fixed inner cylinder arcs 70a, 70b, 70c, 70d, and 70e; and a centrifugal piston. 71a, 71b, 71c, 71d, 71e, 71f, 71h, 71k; 74a, 74b; 76a; 77a; 77a; 77b, 77c; 82; 91a, 91b, 91c, 91d; 101a, 101b, 101c, 101d; 102; 103a, 103b; 104a, 104b; 105a; 108; 109; 110a, 110b, 110c, 110d; 111; 111; 112; 110a; 110b; 110c; 110d ...0a; 110b; 110c; 110d; 111; 112; 110a; 110b; 110c; 110d; 110a; 110b; 110c; 110d; 110a; 110c; 110d; 110b; 110c; 110d; 110a; 110b; 110c; 110d; 1 113, motor; 114, supersonic detonation engine; 115, air intake duct; 116, door stop; 117, automatic vertical suspension door; 118, door hinge; 119, centrifugal intake port; 121, rotor; fuel injector includes all components that realize its function and the fuel system control system; igniter includes all components that realize its function; the door stop is a triangular iron plate fixed in the intake duct to restrict the automatic vertical suspension door; the automatic vertical suspension door and door hinge are fixedly connected, and the door hinge passes through shaft holes on the outer wall of the intake duct on both sides. Bearings can be set on the outer wall of the intake duct on both sides to limit the door hinge. When the airflow pressure generated by the high-speed rotating centrifugal piston plate is greater than the pressure generated by the oncoming airflow, the automatic vertical suspension door closes. When the airflow pressure exceeds the airflow pressure generated by the high-speed rotating centrifugal piston plate, the automatic vertical suspension door opens; the centrifugal intake port is the channel through which air from inside the scramjet engine effectively enters the rotating cylinder using centrifugal force; the starting gear includes all components that enable the starting function; the fuel injector includes all components that enable the fuel injection function and the fuel control system; the circumferential housing is the fixed outer cylindrical wall of the rotating cylinder, which is fixedly connected to the end housing, and is fixedly connected and communicates with the detonation combustion chamber, intake port, exhaust port, detonation jet port, detonation connecting pipe, and high-pressure gas channel; the exhaust intake port allows air to enter the rotating cylinder quickly, so that the exhaust gas remaining in the rotating cylinder can be quickly discharged from the intake port through the exhaust port;The fixed inner arc of the cylinder is the inner arc of the cylinder that is fixedly connected to the end face housing. It is the stationary inner circular wall of the rotary cylinder. Only the inner circular tube of the cylinder and the centrifugal piston plate rotate at high speed in the rotary cylinder. The circumferential housing, the end face housing, and the fixed inner arc of the cylinder constitute a stationary fixed connection body. The end face housing defines the position of the main shaft through the bearing sleeve and bearings fixedly connected to the end face housing. The 11 centrifugal piston plates, including 71a, 71b, 71c, and 71h, are fixedly connected to the piston fixing ring 82 at their ends, and to the main shaft 11 at their right ends through the circular connecting steel plates 74a and 74b and the reinforcing steel pipe 102. The rotor 121 of this combined detonation engine consists of 11 centrifugal compressor blades, including 77a, 77b, and 77c, whose right ends are fixedly connected to the main shaft 11 via circular connecting steel plates 74a and 74b and reinforcing steel plate 102. The inner sides of 5 centrifugal piston plates, including 71d, 71e, 71f, and 71k, are fixedly connected to the main shaft 11 via cylinder inner circular tube 9a and connecting bracket 10a. The starting gear 89 is also fixedly connected to the main shaft. This entire assembly fixedly connected to the main shaft constitutes the rotor 121 of the combined detonation engine. The function of the oncoming airflow guide groove is to guide the high-speed airflow from the end face through-port to effectively enter the internal combustion detonation engine. The high-pressure gas passage is fixedly connected and communicates with the circumferential casing at one end, and fixedly connected and communicates with the detonation combustion chamber 67c at the other end; the high-pressure airflow conductor is fixedly connected to the two side walls of the detonation combustion chamber 67c at both ends, and the function of the high-pressure airflow conductor is to guide the high-pressure gas entering from the high-pressure gas passage into the detonation combustion chamber 67c from above and below the high-pressure airflow conductor respectively; the high-pressure fuel pipe is fixedly connected and communicates with the fuel nozzle, and the high-pressure fuel pipe is fixedly connected to the outer wall of the fuel pre-evaporation chamber. The fuel pre-evaporation chamber and the fuel vapor collection chamber together form a rectangular container, and the bottom surface of this rectangular container is the detonation combustion chamber. On the top surface of 67c, there is a partition in the rectangular container. To the left of the partition is the fuel vapor collection chamber, and to the right is the fuel pre-evaporation chamber. The fuel vapor generated in the fuel pre-evaporation chamber enters the fuel vapor collection chamber from above the partition. One end of the fuel vapor nozzles 110a and 110b is fixedly connected to and communicates with the fuel vapor collection chamber, and the other end is fixedly connected to and communicates with the air inlet of the knock combustion chamber 67c. One end of the fuel vapor nozzles 110c and 110d is fixedly connected to and communicates with the fuel vapor collection chamber, and the other end enters the high-pressure airflow conductor and is fixedly connected to the wall of the high-pressure airflow conductor and communicates with the knock combustion chamber 67c.When the aircraft containing this combined detonation engine is flying at hypersonic speeds, the high-speed rotating centrifugal compressor blades push the air-fuel mixture, formed by the mixture of air already inside the centrifugal detonation engine and fuel ejected from the fuel nozzle, into the rotating cylinder. When the rotating cylinder containing the air-fuel mixture rotates to a position connected to the detonation combustion chambers 67a and 67b, the detonation shock wave in the combustion chamber causes the air-fuel mixture in the rotating cylinder to undergo detonation combustion, generating a detonation wave that is injected into the scramjet engine through the detonation connecting pipe. This detonation wave then drives the centrifugal piston plate inside the scramjet engine, causing the rotor to rotate at high speed. Subsequently, this detonation wave is ejected at high speed from the detonation jet duct, propelling the aircraft containing the combined detonation engine to hypersonic speeds. Simultaneously, the generated detonation wave also causes the air-fuel mixture in the subsequent rotating cylinder 91b to undergo detonation combustion. As the rotating cylinder of the centrifugal detonation engine continues to rotate, the exhaust gas remaining in the rotating cylinder exits through the vent 65c... The air is discharged from 65d and then receives a new air-fuel mixture for the next working cycle. The oncoming hypersonic airflow from the intake duct and the high-pressure airflow from the centrifugal intake duct enter the rotary cylinder together. The airflow entering the rotary cylinder is pushed (blocked) by the rebound airflow of the detonation combustion gas entering from the detonation connecting pipe and pushed by the centrifugal piston plate. The airflow that has entered the rotary cylinder can only push open the check valve and enter the high-pressure gas passage. The airflow passing through the high-pressure gas passage and the fuel vapor injected by the fuel vapor nozzle (fuel nozzles 8e and 8f only inject fuel when the fuel vapor production effect is not good) form an air-fuel vapor mixture. After entering the detonation combustion chamber 67c, it is ignited by the detonation combustion gas in the detonation combustion chamber 67c, achieving supersonic combustion and generating a hypersonic airflow that is ejected from the acceleration jet pipe, propelling the aircraft containing this combined detonation engine to hypersonic flight.

[0022] 8. A method for isolating a gas turbine, the specific structure of which is as follows: Figure 30 , Figure 31 , Figure 32As shown, the barrier gas turbine includes fuel injection pipes 8a and 8b, connecting frames 10a and 10b, main shaft 11, bearings 19a, 19b, 19d, 19e, and 19f, bearing sleeves 20a, 20b, 20c, and 20d, main shaft gear 21, steel pipe shaft gears 22a and 22b, balance blocks 23a and 23b, starting igniter 31, power output gear 50, check valves 104a and 104b, chain gears 122a and 122b, gear chain 123, combustion chamber 131, high-pressure exhaust pipe 132, and high-pressure air connecting pipe 133. Its characteristic is that the barrier gas turbine also includes barrier steel pipes 1a and 1b, rotary pistons 2a, 2b, and 2c, circumferential housing 7b, cylinder inner tubes 9a and 9b, and end face housings 17a and 17b. 7b, steel pipe rotating shafts 18a, 18b, 18c, 18d, exhaust pipe 26, main shaft rotor 27, steel pipe end walls 28a, 28b, 28c, 28d, steel pipe rotors 29a, 29b, venting duct 48, booster power shaft 124, booster inner circular pipe 125, booster connecting frame 126, booster end face housing 127a, 127b, fixed booster inner circular arc 128a, 128b, booster piston plates 129a, 129b 9b, 129c, 129d, 129e, 130 (boosting circumferential casing), 134 (boosting rotor); the rotating body 29a and 29b of the blocking gas turbine is fixedly connected together by the steel pipe rotating shaft, steel pipe end wall, barrier steel pipe, steel pipe shaft gear, and balance block; the rotating body 27 of the blocking gas turbine is fixedly connected together by the power output gear, chain gear 122a, main shaft, connecting frame, cylinder inner tube, rotating piston, and main shaft gear; the rotating body 134 of the boosting rotor is fixedly connected together by the chain gear 122a, boosting power shaft, boosting connecting frame, boosting inner tube, and boosting piston plate; the main shaft rotor drives the steel pipe rotor to rotate through the gears, the main shaft rotor rotates 360 degrees, the steel pipe rotor rotates 1080 degrees, and the main shaft rotor drives the boosting rotor to rotate through the gear chain, the main shaft rotor rotates 360 degrees, and the boosting rotor rotates 1080 degrees;When this isolation gas turbine is operating, the air entering the space between the booster piston plates from inside the booster rotor rotates to the position of the check valve. It is then blocked by the high-pressure exhaust gas discharged from the high-pressure exhaust pipe and pushed by the booster piston plates. This air then passes through the check valve into the high-pressure air connecting pipe. The air in the high-pressure air connecting pipe flows rapidly into the space between the rotating pistons. Subsequently, this air is pushed by the rotating pistons into the intake end of the combustion chamber, where it mixes with the fuel injected from the fuel injector and burns. The high-pressure combustion gases generated in the combustion chamber then enter the rear of the rotating piston, pushing it to rotate at high speed and perform work. The exhaust gas, having completed its work, then passes through the high-pressure exhaust pipe into the space between the booster piston plates, pushing the booster piston plates to rotate and perform work. This prevents the air entering the space between the booster piston plates from continuing to rotate with them, causing it to pass through the check valve into the high-pressure air connecting pipe. Finally, the exhaust gas, having pushed the booster piston plates to rotate and perform work, is discharged from the exhaust pipe and vent, entering the next working cycle.

Claims

1. A knock-blocking engine that uses a barrier steel pipe to block the combustion chamber and the compressor chamber, preventing the knock wave generated in the combustion chamber from resisting the rotating piston in the compressor chamber, comprising a main shaft (11), bearings, bearing sleeves, fuel supply equipment, starting equipment, and igniter, characterized in that: The detonation-resistant engine also includes detonation steel pipes (1a, 1b), rotary pistons (2a, 2b, 2c), combustion chamber (3), compressor chamber (4), jet duct (5), jet exhaust duct (6), circumferential housing (7a, 7b), fuel injection pipes (8a, 8b), cylinder inner tubes (9a, 9b), connecting brackets (10a, 10b), intake duct (12), retainer (15), high-pressure oil pipe joint (16), end face housing (17a, 17b), steel pipe rotating shaft (18a, 18b, 18c, 18d), main shaft gear (21), steel pipe shaft gear (22a, 22b), and counterweight (23a, 22b). 23b), piston inlet and outlet (25a, 25b), exhaust pipe (26), main shaft rotor (27), steel pipe end wall (28a, 28b, 28c, 28d), steel pipe rotor (29a, 29b), fixed ring (30); the main shaft gear (21) meshes with the steel pipe shaft gear (22a), the main shaft gear (21) meshes with the steel pipe shaft gear (22b), the number of teeth of the main shaft gear is three times the number of teeth of the steel pipe shaft gear (22a), and also three times the number of teeth of the steel pipe shaft gear (22b). The main shaft rotor (27) rotates 120 degrees counterclockwise. The main shaft gear on the main shaft rotor drives the steel pipe to rotate through the steel pipe shaft gear (22a). The rotor (29a) rotates 360 degrees clockwise, and the steel pipe rotor (29b) is also driven to rotate 360 ​​degrees clockwise via the steel pipe shaft gear (22b). During the process of the rotating piston entering the blocking steel pipe, the convex surface of the rotating piston can just enter the blocking steel pipe. That is, the rotating piston enters the blocking steel pipe with a very small gap between the convex surface of the rotating piston and the piston inlet and outlet. The rotating piston enters the blocking steel pipe without obstructing the piston inlet and outlet. The rotating piston also rotates out of the blocking steel pipe without obstructing the piston inlet and outlet. The stationary fuel injector is fixed inside the high-speed rotating blocking steel pipe by the retainer. The optimal injection time of the fuel injector can be summarized in the practical application of this technology to achieve the best injection effect. The rotation radius of the rotary piston in this technology can be about 4 times the rotation radius of the piston inlet and outlet. This technology achieves that the rotary piston and the piston inlet and outlet on the barrier steel pipe do not obstruct each other during the process of the rotary piston passing through the barrier steel pipe by making the clockwise rotation speed of the steel pipe rotor three times the counterclockwise rotation speed of the main shaft rotor. The gas pressure in the combustion chamber of this anti-knock engine is much greater than the gas pressure in the compression chamber, but the gas pressure in the combustion chamber will not affect the rotary piston from effectively pushing the air entering the compression chamber into the barrier steel pipe.When the detonation-blocking engine is fixedly installed on the aircraft and propels the aircraft to high speed at high altitude, the oncoming high-speed airflow enters the compressor chamber (4) through the air intake. Subsequently, the high-speed airflow entering the compressor chamber is pushed by the high-speed rotating piston (2a) into the high-speed rotating barrier steel pipe (1a) to receive the fuel sprayed from the fuel nozzle and form an air-fuel mixture. When the piston inlet and outlet on the barrier steel pipe (1a) rotate to the position connected to the combustion chamber (3), the detonation shock wave in the combustion chamber rapidly enters the barrier steel pipe and explosively compresses the air-fuel mixture in the barrier steel pipe, which then burns during the intense compression process. When the piston inlet and outlet (25a) on the barrier steel pipe... After rotating to a position directly facing the combustion chamber, the already burned air-fuel mixture undergoes a massive expansion and explosion, generating a powerful blast shock wave, or detonation wave, which is ejected at high speed from the jet duct, propelling the aircraft at high speed. Simultaneously, the generated blast shock wave also drives the rotating piston, which rotates into the combustion chamber, to rotate the engine. When the piston inlet and outlet on the barrier pipe rotate to a position where they are no longer connected to the combustion chamber but only to the jet exhaust duct (6), the exhaust gas remaining in the barrier pipe quickly escapes from the jet exhaust duct. When the piston inlet and outlet on the barrier pipe rotate to a position where they are only connected to the compressor chamber, they receive air compressed by the rotating piston again, entering the next working cycle.

2. A tungsten anode rod aircraft, comprising an aircraft body (37), aircraft wings (38a, 38b), and a trigger (39), characterized in that: The tungsten rod aircraft also includes a detonation-blocking engine (32a, 32b), a tungsten rod (33), a gas connecting pipe (34a, 34b), a high-pressure gas chamber (35), and a high-pressure gas cannon (36). During the high-speed dive of the tungsten rod aircraft towards the aircraft carrier, the trigger is pulled to launch the tungsten rod.

3. An inter-resistance detonation engine, comprising a rotary piston (2a, 2b, 2c, 2d), a combustion chamber (3), a compressor chamber (4), a circumferential mechanism (7a, 7b), a fuel injector (8b), an inner cylinder tube (9a, 9b), a connecting bracket (10a, 10b), a main shaft (11), an end face housing (17a, 17b), bearings (19a, 19b), bearing sleeves (20a, 20b), an exhaust pipe (26), an igniter (31), a power take-off gear (50), an air compressor (51), and an oil pump assembly (54), characterized in that... The inter-resistance detonation engine also includes a detonation engine (53), a partition (55) between the air compressor and the inter-resistance engine, a partition (56) between the inter-resistance engine and the detonation engine, a check valve (57), a primary pressure gas inlet (40a, 40b), a primary pressure gas connecting pipe (41), a compressed air output pipe (42), a high-pressure gas inlet pipe (43), a high-pressure gas jet passage (44a, 44b, 44c), a cylinder partition (45), a detonation combustion chamber (46), a compressed air inlet (47), a vent passage (48), a high-pressure gas output pipe (49), an inter-resistance engine (52), and a high-pressure gas inlet. The compressor has a reverse flow power nozzle (63) and an auxiliary exhaust intake (100). When this inter-resistance detonation engine is working, the air generated by the compressor is initially compressed and enters the compressor chamber through the initial pressure gas connecting pipe (41) and the initial pressure gas inlet (40a). This prevents the exhaust gas from the combustion chamber from being sucked into the compressor chamber by the rotating piston. At the same time, the exhaust gas from the combustion chamber also prevents the initially compressed air from entering through the initial pressure gas inlet, thus preventing the initially compressed air from being discharged from the exhaust pipe (26). This allows the initially compressed air to effectively enter the compressor chamber. Meanwhile, the initially compressed air also enters the compressor chamber through the initial pressure gas inlet (40b) and enters the compressor chamber. The pre-compressed air in the combustion chamber is compressed into compressed air by the high-speed rotating piston. This compressed air is blocked by the reverse combustion gases formed in the combustion chamber, and is pushed out of the compressed air output pipe (42) by the rotating piston. At the same time, the compressed air also blocks the backflow of the reverse combustion gases, thereby increasing the positive thrust of the combustion gases on the rotating piston. The compressed air discharged from the compressed air output pipe (42) enters the rotary cylinder of the detonation engine through the compressed air inlet (47). When the rotary cylinder that has entered the compressed air rotates to the position of the fuel injector (8b), it receives the fuel injected by the fuel injector. Afterwards, the rotary cylinder continues to rotate. When the rotary cylinder rotates to the position connected with the detonation combustion chamber, the detonation combustion gas in the detonation combustion chamber performs explosive compression combustion on the fuel-air mixture in the rotary cylinder. Subsequently, the detonation combustion of the fuel-air mixture in the rotary cylinder forms a violent detonation combustion gas flow that is output from the high-pressure gas output pipe (49), enters the inter-resistance engine through the high-pressure gas inlet pipe (43), and is then injected into the combustion chamber of the inter-resistance engine through the high-pressure gas jet passages (44a, 44b, 44c) to drive the rotary piston to rotate and do work. After the work is done, the exhaust gas is discharged from the exhaust pipe of the inter-resistance engine.

4. A complementary knock engine, comprising a jet duct (5a, 5b), a circumferential housing (7a, 7b), a fuel injection pipe (8b, 8c, 8d, 8e, 8f), an inner cylinder tube (9a, 9b), a connecting bracket (10a), a main shaft (11), an intake manifold (12), bearings (19a, 19b), bearing sleeves (20a, 20b), a starter igniter (31a, 31b), a venting manifold (65a, 65b, 65c, 65d), a scavenging intake manifold (66), an oxygen reserve system (73), and a starting gear (89), characterized in that... The complementary knock engine also includes an end face housing (17e, 17f), a high-pressure reverse flow power nozzle (63), a knock combustion chamber (67a, 67b), radial piston plates (68a, 68b, 68c), a radial jet engine (69a), and a fixed cylinder inner arc (70a). 70b) Centrifugal piston plates (71a, 71b, 71c), centrifugal jet engine (72a, 72b), end face air inlets (76a, 76b, 76c, 76d), complementary rotor (78), air intake duct (115a, 115b), annular cylinder baffle (120a, 120b, 120c, 120d); When the aircraft containing this complementary detonation engine is in supersonic flight, the oncoming supersonic airflow mixes with the fuel ejected from the fuel nozzle in the intake duct of the centripetal jet engine to form an air-fuel mixture. This air-fuel mixture is then guided by the high-speed rotating centripetal piston plates into the detonation combustion chamber, where it is violently compressed and burned by the detonation combustion gases. Subsequently, the air-fuel mixture is violently... The expansion and explosion of the engine creates a violent detonation wave that is ejected from the jet duct, propelling the aircraft containing the engine to supersonic speeds. Simultaneously, in the centrifugal jet engine, the high-speed rotating centrifugal piston plate drives the air-fuel mixture, which is a mixture of air and fuel ejected from the fuel nozzle, to rotate at high speed. Subsequently, this air-fuel mixture is violently compressed and burned by the high-pressure combustion gas ejected from the high-pressure reverse flow nozzle. The air-fuel mixture then violently expands and explodes, creating a violent detonation wave that is ejected from the jet duct, propelling the aircraft containing the engine to supersonic speeds. At the same time, the violent detonation wave also ejected from the high-pressure reverse flow nozzle drives the centrifugal piston plate to rotate at high speed, which in turn drives the complementary rotor of the complementary detonation engine to rotate at high speed.

5. A centrifugal thrust reverser gas turbine, comprising a turbo compressor (83), a circumferential casing (7a, 7b), fuel injectors (8a, 8b, 8c), a main shaft (11), an end casing (17h), bearings (19a, 19b), bearing sleeves (20a, 20b), an exhaust pipe (26a, 26b), an igniter (31), and a power take-off gear (50), characterized in that... The centrifugal thrust reverser gas turbine also includes a reverse combustion chamber (58), an auxiliary exhaust intake pipe (60), a high-pressure reverse power nozzle (63), a heavy thrust nozzle (64), a fixed cylinder inner arc (70), centrifugal piston plates (71a, 71b), a bearing support frame (79), air passages (80a, 80b, 80c, 80d), a piston retainer (81), piston retaining rings (82a, 82b), and a thrust reverser internal combustion engine (84). The fixed cylinder inner arc is fixedly connected to the end face housing, and the end face housing is fixedly connected to the circumferential housing. When the centrifugal thrust reverser gas turbine is working normally, the compressed air generated by the turbine compressor enters the thrust reverser internal combustion engine through the air passages (80c, 80d), and then exits through the notch of the fixed cylinder inner arc. The compressed air enters between the centrifugal piston plates. When the compressed air between the centrifugal piston plates rotates to the position where it connects with the high-pressure reverse flow power nozzle, the compressed air mixes with the high-pressure combustion gas ejected from the high-pressure reverse flow power nozzle to form a high-pressure air-fuel mixture. When the high-pressure air-fuel mixture rotates to the position where it connects with the reverse flow combustion chamber, the high-pressure air-fuel mixture and the fuel ejected from the fuel nozzle undergo explosive combustion, producing intense high-pressure combustion gas that is ejected from the high-pressure reverse flow power nozzle. This gas drives the subsequent centrifugal piston plates, causing the rotor of this centrifugal reverse thrust gas turbine to rotate at high speed and perform work. At the same time, the intense high-pressure combustion gas between the centrifugal piston plates is also ejected from the heavy thrust nozzle, driving the preceding centrifugal piston plates, causing the rotor of this centrifugal reverse thrust gas turbine to rotate at high speed and perform work.

6. A detonation wave aircraft, comprising a jet duct (5a, 5b, 5c), a circumferential fuselage (7a, 7b), a fuel nozzle (8b, 8c, 8d, 8e, 8f, 8g, 8h), an inner cylinder tube (9a), a connecting frame (10a), a main shaft (11), an air intake duct (12), an end face fuselage (17e, 17f, 17h), bearings (19a, 19b, 19c, 19d), bearing sleeves (20a, 20b, 20c, 20d), and an igniter (31a, 31b, 31c). ), exhaust intake pipe (60a, 60b), vent duct (65a, 65b), purge air duct (66), detonation combustion chamber (67a, 67b, 67c), oxygen backup system (73), bearing support frame (79), air passage (80a, 80b, 80c, 80d), piston retainer (81), piston retaining ring (82a, 82b), turbo compressor (83), aircraft body (87), wings (88a, 88b), starting gear (89a, 89b), characterized in that The detonation aircraft also includes high-pressure reverse flow power nozzles (63a, 63b), radial piston plates (68a, 68b, 68c), a radial jet engine (69), fixed cylinder inner arcs (70a, 70b), centrifugal piston plates (71a, 71b, 71c), a centrifugal detonation engine (86), air and fuel inlets (90a, 90b), rotary cylinders (91a, 91b), breaching connecting pipes (135a, 135b), a breaching gas collection chamber (136), a breaching valve (137), and a breaching jet pipe (138); radial The jet engine must be combined with the centrifugal detonation engine to ensure that the detonation wave aircraft can generate high efficiency and sufficient thrust at any forward speed. When the aircraft is flying at high speed and a sound barrier or thermal barrier appears in front of it, the barrier-breaking valve is opened, allowing the detonation wave airflow generated by the detonation combustion chamber to be ejected from the barrier-breaking jet pipe at a speed of more than ten Mach to eliminate the sound barrier or thermal barrier. The airflow of more than ten Mach or tens of Mach from the barrier-breaking jet pipe can also be used to sweep away swarms of drones, drive away enemy aircraft carrier fleets, sweep away enemy battle groups, and even level enemy city buildings.

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