Exhaust valve device and aircraft engine

Abstract

The utility model relates to an exhaust valve device and aero-engine and belong to aerospace technology field, solve the problem that the power source that drives the valve piece movement appears the failure influence engine work in prior art. The utility model discloses valve piece, stand, switch solenoid valve and linear drive unit, the output of linear drive unit passes through the cylinder wall of engine and connects valve piece after, the end of valve piece is provided with the exhaust pipe of engine, and the both sides of valve piece are provided with stand, and stand is connected with valve piece, and stand has installation cavity, and switch solenoid valve is arranged between oil passage and the installation cavity of stand, when switch solenoid valve opens, the oil in oil passage enters the installation cavity of stand, and the stand is lifted up to the column. The utility model can realize the power source that valve piece movement appears the failure, and the exhaust pipe can still open, guarantees the engine to meet the power output requirement when high -power use.

Description

Technical Field

[0001] This utility model relates to the field of aerospace technology, and in particular to an exhaust valve device and an aircraft engine. Background Technology

[0002] Currently, the variable exhaust valves used in engines typically employ electronically controlled valve plates, which control the variable exhaust area by adjusting the valve plate's rotation opening angle.

[0003] This control method is prone to jamming when carbon buildup forms on the valve plate. Once jammed, the angle cannot be readjusted, making disassembly of the variable exhaust valve plate difficult. When the jammed position is at a low opening, engine power will be lost. If the power source for the valve plate movement malfunctions, the valve plate cannot change its vertical position, thus preventing changes in the exhaust pipe area and ensuring that the engine output power meets requirements, thereby affecting aircraft safety. Utility Model Content

[0004] Based on the above analysis, the present invention aims to provide an exhaust valve device and an aircraft engine to solve the problem in the prior art where the failure of the power source driving the valve plate movement affects engine operation.

[0005] The objective of this utility model is mainly achieved through the following technical solutions:

[0006] In one aspect, the present invention provides an exhaust valve device, including a valve plate, a column, a switching solenoid valve, and a linear drive unit, wherein the output end of the linear drive unit passes through the cylinder wall of the engine and is connected to the valve plate.

[0007] The valve plate is provided with an exhaust pipe for the engine at its end; the column is provided on both sides of the valve plate and is connected to the valve plate;

[0008] The column has a mounting cavity, and the solenoid valve is located between the oil passage and the mounting cavity of the column.

[0009] When the solenoid valve is opened, the oil in the oil passage enters the mounting cavity of the column and pushes the column upward.

[0010] Furthermore, the valve plate includes a first valve plate and a second valve plate, the second valve plate being disposed on a first side of the first valve plate, and the second side of the first valve plate facing outwards from the cylinder of the engine.

[0011] Furthermore, the columns are disposed on both sides of the first valve plate, and the columns are connected to the first valve plate;

[0012] The first valve plate has a first arc surface at one end near the exhaust pipe; the second valve plate has a second arc surface at one end near the exhaust pipe; the second arc surface corresponds to the exhaust pipe; when the first valve plate and the second valve plate move together, the first arc surface extends out of the second arc surface.

[0013] Furthermore, the output end of the linear drive unit is connected to the second valve plate, and the first valve plate has a protrusion at one end near the output end of the linear drive unit, the protrusion extending toward the first side in a direction perpendicular to the plane of the first valve plate;

[0014] An elastic structural member is provided between one end of the first valve plate near the output end of the linear drive unit and the cylinder wall of the engine;

[0015] When the output end of the linear drive unit drives the second valve plate to move toward the cylinder wall, the second valve plate drives the first valve plate to move synchronously by pushing the protrusion, and the elastic structural member is compressed and deformed.

[0016] When the output end of the linear drive unit drives the second valve plate to move away from the cylinder wall, the restoring force generated by the compression deformation of the elastic structural member pushes the first valve plate and the second valve plate to move synchronously.

[0017] The elastic deformation capability of the elastic structural member allows the first valve plate to vibrate under the influence of the airflow in the exhaust pipe.

[0018] Furthermore, it also includes a decarbonizing agent flow channel, which connects the second side of the first valve plate to the outside of the engine cylinder.

[0019] Furthermore, it also includes a telescopic sleeve; the output end of the linear drive unit passes through the cylinder wall of the engine and is connected to the telescopic sleeve; the telescopic sleeve has a first flow channel inside, which is used to output decarbonizing agent to the valve plate.

[0020] Furthermore, the first valve plate and the second valve plate are bonded together, the first valve plate having a first bonding surface; the second valve plate having a second bonding surface;

[0021] The second mating surface is provided with a second groove, which forms a second flow channel with the first mating surface, and the second flow channel is connected to the first flow channel; the first valve plate is provided with a through hole, the position of which corresponds to the second groove.

[0022] Furthermore, the surface of the second side of the first valve plate is provided with a plurality of first grooves, the length direction of the first grooves being non-parallel to the movement direction of the valve plate.

[0023] Furthermore, the surface of the second side of the first valve plate is also provided with a third groove that intersects with the first groove; the through hole is provided on the third groove.

[0024] In another aspect, the present invention provides an aircraft engine including the aforementioned exhaust valve device.

[0025] Compared with the prior art, the present invention can achieve at least one of the following beneficial effects:

[0026] (1) In this utility model, the end of the valve plate is connected to the exhaust pipe of the engine, and the exhaust pipe area is changed by the movement of the valve plate. Columns are set on both sides of the valve plate, and a pipeline is connected between the mounting cavity of the column and the solenoid valve. When the power source of the valve plate or the valve plate is stuck due to carbon buildup on the edge of the cylinder head and cannot achieve vertical position change, the solenoid valve opens, and the lubricating oil from the main oil passage of the engine enters the pipeline. The oil pressure from the main oil passage enters the mounting cavity of the column, lifting the column and causing the valve plate to move upward, increasing the exhaust pipe area, ensuring that the engine meets the power output requirements when using high power, and ensuring the safety of the aircraft.

[0027] (2) The valve plate of this utility model is set in a split manner. When the first valve plate moves upward, it changes the extension length of the first arc surface to change the cross-sectional area of ​​the exhaust pipe. When the engine needs maximum power, the exhaust pipe is fully opened. At this time, the first valve plate is raised to the second arc surface to cover the first arc surface.

[0028] (3) The top of the first valve plate of this utility model has a protrusion extending in a direction perpendicular to the plane of the first valve plate. The protrusion rests on the top of the second valve plate. When the second valve plate moves upward, it pushes the protrusion and the first valve plate upward, causing the first valve plate to move upward. When the first valve plate moves downward under the elastic force of the spring, it drives the second valve plate to move downward. The first valve plate moves upward under the drive of the second valve plate, and the second valve plate can drive the first valve plate to move downward. When the first valve plate is stuck, the second valve plate can move upward independently.

[0029] (4) This utility model uses multiple first grooves crisscrossed on the contact surface between the valve plate and the engine cylinder head to scrape off carbon deposits on the contact surface in real time, reducing the risk of carbon buildup. A decarbonizing agent flow channel is provided inside the telescopic sleeve and the valve plate. The decarbonizing agent flow channel includes a first flow channel and a second flow channel that are connected. The first and second flow channels are connected to the third groove on the contact surface via a third flow channel. When it is difficult to disassemble the exhaust valve plate due to carbon buildup, a decarbonizing agent is injected into the telescopic sleeve. The decarbonizing agent enters the third groove on the contact surface along the first and second flow channels and the through hole, flushing away the carbon deposits and reducing the difficulty of disassembling the exhaust valve plate.

[0030] (5) In the exhaust valve of this utility model, the first valve plate is provided with a protrusion. The protrusion extends to the first side perpendicular to the plane of the first valve plate. An elastic structural member is provided between one end of the first valve plate near the output end of the linear drive unit and the cylinder wall. When the second valve plate moves towards the cylinder wall, it pushes the protrusion to drive the first valve plate to move synchronously, and the elastic structural member is compressed and deformed. When it moves away from the cylinder wall, the restoring force generated by the compression deformation of the elastic structural member pushes the first valve plate and the second valve plate to move synchronously. The airflow order vibration of the engine exhaust pipe causes the valve plate to move upward. During the interruption of the airflow order vibration, the elastic structural member drives the valve plate to move, removes carbon deposits on the contact surface between the valve plate and the engine cylinder head, prevents the valve plate from sticking due to carbon deposits, affects engine operation, improves engine output power, reduces fuel consumption, and extends the service life of the exhaust valve and cylinder head.

[0031] In this invention, the above-described technical solutions can be combined with each other to achieve more preferred combinations. Other features and advantages of this invention will be set forth in the following description, and some advantages will become apparent from the description or be learned by practicing this invention. The objectives and other advantages of this invention can be realized and obtained from the details specifically pointed out in the text and accompanying drawings. Attached Figure Description

[0032] The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of the invention. Throughout the drawings, the same reference numerals denote the same parts.

[0033] Figure 1 This is a schematic diagram of the installation structure of the exhaust valve device in Example 1;

[0034] Figure 2 This is one of the structural schematic diagrams of the exhaust valve device in Example 1;

[0035] Figure 3 This is the second schematic diagram of the exhaust valve device in Example 1;

[0036] Figure 4 This is a schematic diagram of the structure of the first valve plate in Example 1;

[0037] Figure 5 This is a schematic diagram of the structure of the second valve plate in Example 1;

[0038] Figure 6 This is a schematic diagram of the column structure in Example 1;

[0039] Figure 7 This is a schematic diagram of the structure of the first valve plate, column, and spring in Example 1;

[0040] Figure 8 This is a schematic diagram of the oil circuit connection in Example 1.

[0041] Figure label:

[0042] 1-Vacuum chamber; 2-Valve plate; 21-First valve plate; 211-First groove; 212-Third groove; 213-Through hole; 214-First arc surface; 215-Extending rod; 216-Protrusion; 22-Second valve plate; 221-Second groove; 222-Second arc surface; 3-Telescopic sleeve; 4-Spring; 5-Cylinder wall; 6-Column; 7-Switch solenoid valve; 8-Position sensor; 81-Sensor mounting bracket; 82-Hall sensor first connector; 83-Hall sensor second structure; 9-Exhaust pipe. Detailed Implementation

[0043] The preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, which constitute a part of the present invention and are used together with the embodiments of the present invention to illustrate the principles of the present invention, but are not intended to limit the scope of the present invention.

[0044] Example 1

[0045] A specific embodiment of this utility model is as follows: Figures 1-3 As shown, it includes valve plate 2, column 6, switching solenoid valve 7 and linear drive unit. The output end of the linear drive unit passes through the cylinder wall of the engine and is connected to valve plate 2.

[0046] The end of the valve plate 2 is provided with an exhaust pipe for the engine; the column 6 is provided on both sides of the valve plate 2 and is connected to the valve plate 2.

[0047] The column 6 has a mounting cavity, and the solenoid valve 7 is located between the oil passage and the mounting cavity of the column 6;

[0048] When the solenoid valve 7 is opened, the oil in the oil passage enters the mounting cavity of the column 6 and pushes the column 6 upward.

[0049] In this embodiment, the end of the valve plate 2 is connected to the exhaust pipe 9 of the engine, and the area of ​​the exhaust pipe 9 is changed by the movement of the valve plate 2. Columns 6 are provided on both sides of the valve plate 2, and a pipeline connects the mounting cavity of the column 6 to the solenoid valve 7. When the power source of the valve plate 2 or the valve plate 2 is stuck due to carbon buildup on the edge of the cylinder head, preventing vertical position changes, the solenoid valve 7 opens, and lubricating oil from the engine's main oil passage enters the pipeline. The oil pressure from the main oil passage enters the mounting cavity of the column 6, lifting the column 6 and causing the valve plate 2 to move upward, increasing the area of ​​the exhaust pipe 9. This ensures that the engine meets power output requirements during high-power operation and guarantees aircraft safety.

[0050] For example, such as Figure 1 As shown, the linear drive unit in this embodiment is a vacuum chamber 1.

[0051] Furthermore, it also includes telescopic structures. For example... Figure 2 and Figure 3 As shown, the telescopic structure is positioned between the cylinder wall 5 and the valve plate 2; the vacuum chamber 1 is connected to the telescopic structure via the cylinder wall 5, and one end of the valve plate 2 is connected to the engine's exhaust pipe 9. The contraction and expansion of the vacuum chamber 1 causes the telescopic structure and the valve plate 2 to move, thereby increasing or decreasing the area of ​​the exhaust pipe 9. When the valve plate 2 moves upward, the area of ​​the exhaust pipe 9 increases; when the valve plate 2 moves downward, the area of ​​the exhaust pipe 9 decreases.

[0052] For example, the telescopic structure in this embodiment is a telescopic sleeve 3.

[0053] Furthermore, it also includes a position sensor 8, which is disposed on one side of the vacuum chamber 1 and fixed on a sensor mounting bracket 81, for monitoring the extension and retraction position of the vacuum chamber 1. In this embodiment, the position sensor 8 is a Hall sensor, including a first Hall sensor connector 82 and a second Hall sensor connector 83.

[0054] Smaller exhaust pipe 9 is suitable for engine operating conditions with low speed, low power, low torque, and high fuel economy. Larger exhaust pipe 9 is suitable for engine operating conditions with high power, high speed, and high torque. By controlling the area of ​​the engine exhaust pipe 9, optimal engine power output can be achieved.

[0055] Furthermore, such as Figure 3 As shown, the side of the valve plate 2 that contacts the engine cylinder head is the first side, and the side opposite to the contact surface of the valve plate 2 is the second side. The first side is provided with multiple first grooves 211 for scraping away carbon deposits on the contact surface. The length direction of the first grooves 211 is not parallel to the movement direction of the valve plate 2; preferably, the length direction of the first grooves 211 is perpendicular to the movement direction of the valve plate 2. By providing multiple first grooves 211, carbon deposits on the contact surface can be scraped away in real time, reducing the risk of accumulation.

[0056] When there is a large amount of carbon buildup between the valve plate 2 and the engine cylinder head, the valve plate 2 is difficult to disassemble. In this embodiment, a desiccant flow channel is provided in the valve plate 2 to further remove carbon buildup from the contact surface. The desiccant flow channel connects the second side of the valve plate 2 to the outside of the engine cylinder.

[0057] The telescopic sleeve 3 has a first flow channel inside, which is used to output the decarbonizing agent to the valve plate 2. The valve plate 2 has a second flow channel inside; the first flow channel and the second flow channel are connected.

[0058] In addition to the first groove 211, the contact surface of the valve plate 2 is also provided with a third groove 212 that is obliquely intersecting. The valve plate 2 is also provided with a third flow channel that connects the second flow channel and the third groove 212. Preferably, the direction of the third flow channel is perpendicular to the second flow channel and the third groove 212.

[0059] In this embodiment, a first flow channel, a second flow channel, and a third flow channel are connected within the telescopic sleeve 3 and the valve plate 2. The third flow channel is connected to a third groove 212 on the contact surface. When carbon buildup makes disassembling the exhaust valve plate 2 difficult, a decarbonizing agent is injected into the telescopic sleeve 3. The decarbonizing agent enters the third groove 212 on the contact surface along the first and second flow channels and the through hole 213, flushing away the carbon buildup and reducing the difficulty of disassembling the exhaust valve plate 2.

[0060] Preferably, in order to avoid carbon buildup that could cause the valve plate 2 to become stuck, the valve plate 2 in this embodiment is configured as a split structure.

[0061] The valve plate 2 includes a first valve plate 21 and a second valve plate 22. The second valve plate 22 is disposed on a first side of the first valve plate 21, and the second side of the first valve plate 21 faces outward from the cylinder of the engine.

[0062] The first valve plate 21 moves upward under the action of the second valve plate 22, and the second valve plate 22 can drive the first valve plate 21 to move downward; when the first valve plate 21 is stuck, the second valve plate 22 can move upward independently. For example, as... Figure 4 As shown, the top of the first valve plate 21 has a protrusion 216 extending in a direction perpendicular to the plane of the first valve plate 21. The protrusion 216 rests on the top of the second valve plate 22. When the second valve plate 22 moves upward, it pushes the protrusion 216 and the first valve plate 21 upward, causing the first valve plate 21 to move upward. When the first valve plate 21 moves downward, it drives the second valve plate 22 to move downward.

[0063] Preferably, such as Figure 3 As shown, the first valve plate 21 has a first arcuate surface 214 at one end near the exhaust pipe 9; the second valve plate 22 has a second arcuate surface 222 at one end near the exhaust pipe 9; the second arcuate surface 222 corresponds to the exhaust pipe 9 of the engine. When the first valve plate 21 and the second valve plate move together, the first arcuate surface 214 extends beyond the second arcuate surface 222. When the second valve plate 22 cannot move due to jamming, the first valve plate 21 changes the extension length of the first arcuate surface 214 by its own movement to change the cross-sectional area of ​​the exhaust pipe 9; when the engine requires maximum power, the exhaust pipe 9 is fully open, at which time the first valve plate 21 rises until the second arcuate surface 222 covers the first arcuate surface 214.

[0064] In the split-type valve plate 2, a decarbonizing agent flow channel is provided inside, which connects the second side of the first valve plate 21 to the outside of the engine cylinder.

[0065] At the point where the two valve plates 2 meet, the first valve plate 21 has a first contact surface; the second valve plate 22 has a second contact surface.

[0066] The second valve plate 22 is integrally connected to the telescopic sleeve 3. For example... Figure 5 As shown, a second groove 221 is provided on the second contact surface of the second valve plate 22 near one end of the telescopic sleeve 3. The second groove 221 and the first contact surface form a second flow channel; the second flow channel is connected to the first flow channel inside the telescopic sleeve 3.

[0067] The bottom surface of the first valve plate 21 is provided with a third groove 212. In order to remove carbon deposits from the bottom surface more quickly, the third groove 212 is arranged diagonally and crosswise; at the same time, the third groove 212 intersects with the first groove 211.

[0068] To enable communication between the second flow channel and the third groove 212, the first valve plate 21 is provided with a through hole 213 connecting the second flow channel and the third groove 212. Specifically, the position of the through hole 213 corresponds to the second groove 221, so that the decarbonizing agent in the second flow channel can flow into the third groove 212 through the through hole 213. Furthermore, the through hole 213 is located at the intersection of the third groove 212, so that the decarbonizing agent can be distributed more quickly into the third groove 212 and the first groove 211, thereby covering the entire contact surface.

[0069] When carbon deposits accumulate on the valve plate 2, it is prone to jamming, which affects the engine operation. In this embodiment, an elastic structural component is provided between the cylinder wall 5 and the valve plate 2.

[0070] When the output of the linear drive unit drives the second valve plate 22 to move toward the cylinder wall, the second valve plate 22 drives the first valve plate 21 to move synchronously by pushing the protrusion 216, and the elastic structural member is compressed and deformed.

[0071] When the output of the linear drive unit drives the second valve plate 22 to move away from the cylinder wall, the restoring force generated by the compression deformation of the elastic structural component pushes the first valve plate 21 and the second valve plate 22 to move synchronously.

[0072] The elastic deformation capability of the elastic structural component allows the first valve plate 21 to vibrate under the influence of the airflow in the exhaust pipe.

[0073] For example, the elastic structural component in this embodiment includes a spring 4. The spring 4 is disposed on both sides of the telescopic structure, with one end of the spring 4 connected to the cylinder wall 5 and the other end connected to the valve plate 2.

[0074] Specifically, a first protrusion is provided on the cylinder wall 5, and a second protrusion is provided on the top of the valve plate 2. The first protrusion and the second protrusion are opposite to each other, and the spring 4 is sleeved on the outside of the first protrusion and the second protrusion.

[0075] The exhaust pipe 9 experiences intermittent airflow vibrations. During these vibrations, the vibration is transmitted through the end of the valve plate 2 to the second protrusion at the front end of the valve plate 2. The second protrusion causes the spring 4 to move upward and compress the spring 4. When the vibrations are intermittent, the spring 4 uses its own elastic force to push the valve plate 2 downward, thereby repeatedly removing carbon deposits from the part of the valve plate 2 that contacts the engine cylinder head. During the extension and retraction movement, the first and second protrusions also act as limiters.

[0076] In this embodiment, the airflow order vibration of the engine exhaust pipe 9 causes the valve plate 2 to move upward. During the interruption of the airflow order vibration, the spring 4 drives the valve plate 2 to move, remove carbon deposits on the contact surface between the valve plate 2 and the engine cylinder head, prevent carbon deposits from causing the valve plate 2 to stick, affect engine operation, improve engine output power, reduce fuel consumption, and extend the service life of the exhaust valve and cylinder head.

[0077] like Figure 6 and Figure 7 As shown, the column 6 is disposed on both sides of the valve plate 2 and connected to the valve plate 2. Specifically, as... Figure 6 As shown, the column 6 is connected to the first valve plate 21. The column 6 has a mounting cavity. The first valve plate 21 extends into two sides with protruding rods 215, which are embedded in the column 6.

[0078] like Figure 7 and Figure 8 As shown, the solenoid valve 7 is located on one side of the vacuum chamber 1, between the oil passage and the mounting cavity of the column 6. The solenoid valve 7 receives commands from the engine control unit to open or close the main oil passage leading to the exhaust valve. When the solenoid valve 7 is open, oil in the oil passage enters the mounting cavity of the column 6 and pushes the column 6 upwards.

[0079] In this embodiment, columns 6 are provided on both sides of the first valve plate 21, and a pipeline connects the mounting cavity of the column 6 to the solenoid valve 7. When the vacuum chamber 1 malfunctions or the second valve plate 22 is stuck due to carbon buildup on the edge of the cylinder head and cannot change its vertical position, the solenoid valve 7 opens, and the lubricating oil from the engine's main oil passage enters the pipeline. The oil pressure from the main oil passage enters the mounting cavity of the column 6, lifting the column 6 and causing the first valve plate 21 to move. This changes the extension length of the first arc surface 214, thereby changing the cross-sectional area of ​​the exhaust pipe 9. When the engine requires maximum power, the exhaust pipe 9 is fully open. At this time, the first valve plate 21 is raised until the second arc surface 222 covers the first arc surface 214, ensuring that the engine meets the power output requirements when using high power and ensuring the safety of the aircraft.

[0080] Example 2

[0081] This embodiment discloses an aircraft engine, including the exhaust valve device described in Embodiment 1.

[0082] The advantages of the aircraft engine in this embodiment are the same as those of the variable exhaust valve device described in Embodiment 1, and will not be repeated here.

[0083] The above description is only a preferred embodiment of the present utility model, but the protection scope of the present utility model is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present utility model should be included within the protection scope of the present utility model.

Claims

1. An exhaust valve device, characterized in that, It includes a valve plate (2), a column (6), a switching solenoid valve (7) and a linear drive unit (1), the output end of which passes through the cylinder wall of the engine and is connected to the valve plate (2). The valve plate (2) is provided with an exhaust pipe (9) of the engine at its end; the column (6) is provided on both sides of the valve plate (2) and is connected to the valve plate (2); The column (6) has a mounting cavity, and the solenoid valve (7) is located between the oil passage and the mounting cavity of the column (6); When the solenoid valve (7) is opened, the oil in the oil passage enters the mounting cavity of the column (6) and pushes the column (6) upward.

2. The exhaust valve device according to claim 1, characterized in that, The valve plate (2) includes a first valve plate (21) and a second valve plate (22), the second valve plate (22) being disposed on a first side of the first valve plate (21), and the second side of the first valve plate (21) facing outward from the cylinder of the engine.

3. The exhaust valve device according to claim 2, characterized in that, The column (6) is disposed on both sides of the first valve plate (21), and the column (6) is connected to the first valve plate (21); The first valve plate (21) has a first arc surface (214) at one end near the exhaust pipe (9); the second valve plate (22) has a second arc surface (222) at one end near the exhaust pipe (9); the second arc surface (222) corresponds to the exhaust pipe (9); when the first valve plate (21) and the second valve plate (22) move together, the first arc surface (214) extends out of the second arc surface (222).

4. The exhaust valve device according to claim 2, characterized in that, The output end of the linear drive unit (1) is connected to the second valve plate (22). The first valve plate (21) has a protrusion (216) on one end near the output end of the linear drive unit (1). The protrusion (216) extends to the first side in a direction perpendicular to the plane of the first valve plate (21). An elastic structural component is provided between one end of the first valve plate (21) near the output end of the linear drive unit (1) and the cylinder wall of the engine; When the output end of the linear drive unit (1) drives the second valve plate (22) to move toward the cylinder wall, the second valve plate (22) drives the first valve plate (21) to move synchronously by pushing the protrusion (216), and the elastic structural member is compressed and deformed; When the output end of the linear drive unit (1) drives the second valve plate (22) to move away from the cylinder wall, the restoring force generated by the compression deformation of the elastic structural member pushes the first valve plate (21) and the second valve plate (22) to move synchronously. The elastic deformation capability of the elastic structural member allows the first valve plate (21) to vibrate under the influence of the airflow from the exhaust pipe (9).

5. The exhaust valve device according to claim 2, characterized in that, It also includes a decarbonizing agent flow channel that connects the second side of the first valve plate (21) to the outside of the engine cylinder.

6. The exhaust valve device according to claim 5, characterized in that, It also includes a telescopic sleeve; the output end of the linear drive unit (1) passes through the cylinder wall of the engine and is connected to the telescopic sleeve (3); the telescopic sleeve (3) has a first flow channel inside, which is used to output decarbonizing agent to the valve plate (2).

7. The exhaust valve device according to claim 6, characterized in that, The first valve plate (21) and the second valve plate (22) are attached together, the first valve plate (21) has a first contact surface; the second valve plate (22) has a second contact surface; The second mating surface is provided with a second groove (221), the second groove (221) and the first mating surface form a second flow channel, and the second flow channel is connected to the first flow channel; the first valve plate (21) is provided with a through hole, and the position of the through hole corresponds to the second groove (221).

8. The exhaust valve device according to claim 7, characterized in that, The second side surface of the first valve plate (21) is provided with a plurality of first grooves (211), and the length direction of the first grooves (211) is not parallel to the movement direction of the valve plate (2).

9. The exhaust valve device according to claim 8, characterized in that, The second side surface of the first valve plate (21) is also provided with a third groove (212) that intersects with the first groove (211); the through hole is provided on the third groove (212).

10. An aircraft engine, characterized in that, Includes the exhaust valve device according to any one of claims 1-9.

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