Adjusting device and adjusting method for oil film generation characteristic of air inlet channel of rotor engine

Abstract

The invention discloses an air inlet channel oil film generation characteristic adjusting device and method for a rotor engine, the air inlet channel oil film generation characteristic adjusting device comprises a driving module and an execution module, the driving module is internally provided with a steering engine and a microcontroller, and the execution module is composed of a fuel spray impact unit, a universal movement assembly and a fixed support; the universal assembly comprises a short rotating shaft, a circular ring universal shaft and a long rotating shaft, and multi-shaft rotation can be achieved. And the steering engine drives the long rotating shaft to rotate, so that the spraying impact unit is matched with the fixed support through the bevel notch to complete unfolding and folding switching. The device integrated ceramic heating element is used for oil film evaporation control. According to the scheme, the spraying direction and the oil film generation state can be dynamically adjusted according to the working condition of the engine, so that the valveless rotor engine obtains the capability of controlling the quality of an oil film in an air inlet channel according to a valve opening or closing injection strategy of an air inlet channel injection type four-stroke engine, and the combustion efficiency and the emission performance are improved.

Description

Technical Field

[0001] This invention relates to energy-saving and emission-reduction technologies, specifically to a device and method for adjusting the oil film formation characteristics of a rotary engine intake manifold. Background Technology

[0002] Rotary engines are mostly used in small agricultural or military drones. These drones choose this type of engine primarily because it offers advantages such as high speed, high power, and light weight. However, due to limitations in the combustion chamber structure and the high speed, this type of engine also suffers from disadvantages such as lower combustion efficiency and poor pollutant emissions.

[0003] To control size and cost, these engines generally use low-pressure injection via the intake manifold. Because the fuel supply lines can be designed to be relatively simple, this method is low-cost, technologically mature and reliable, and the system size is much smaller than the direct injection technology currently popular in automotive engines, making it very suitable for small, low-cost aircraft engines. In rotary engines, because the airflow in the intake manifold is continuous—one cylinder intakes and the next immediately follows—the fuel cannot be injected onto the intake manifold wall before the intake valve opens, unlike traditional four-stroke piston engines that allow fuel to fully evaporate and mix with air. In rotary engines, the fuel spray injected through the intake manifold is directly carried into the cylinder by the airflow, with only a very small amount of fuel forming an oil film adhering to the intake manifold wall.

[0004] Therefore, fuel spray can only evaporate and mix with air in the cylinder of a rotary engine. However, due to the high operating speed of this type of engine, the process of fuel evaporation and air-fuel mixing in the cylinder is not complete before it is ignited by the spark plug, resulting in low combustion efficiency and combustion speed of this type of engine. In addition, the engine speed is high, and the time for fuel to burn and do work in the cylinder is short. A small portion of unburned fuel and unreacted compounds are discharged during the exhaust process of the cylinder. The combination of these factors leads to poor emission performance of this type of engine. Summary of the Invention

[0005] Purpose of the invention: The purpose of this invention is to overcome the shortcomings of the existing technology and provide a device and method for adjusting the oil film formation characteristics of the intake manifold of a rotary engine.

[0006] Technical Solution: The present invention provides a rotary engine intake manifold oil film formation characteristic adjustment device, comprising an execution module and a drive module. The drive module contains a servo motor and a microcontroller. The execution module includes a fuel spray impact unit, a universal motion assembly, and a fixed support. The housing of the fuel spray impact unit is hollow, with a first bevel cut at the bottom. The universal motion assembly is installed inside the housing of the fuel spray impact unit. The universal motion assembly includes a short rotating shaft, a circular universal joint, and a long rotating shaft connected sequentially from top to bottom. The upper end of the short rotating shaft is threaded to the inner wall of the fuel spray impact unit, and the lower end of the long rotating shaft is connected to the servo motor's shaft interface via a cross key. The short and long rotating shafts can rotate around their respective axes, and also around the front, rear, left, and right axes on the circular universal joint, respectively. The fuel spray impact unit's housing also contains a ceramic heating element, which is connected to the microcontroller via a cable. The upper surface of the fixed support is provided with a threaded post, and the threaded post has a second inclined cut that matches the first inclined cut. The lower surface of the fixed support is fixed to the drive module. When the servo motor of the drive module drives the long rotating shaft of the universal joint module to rotate at a specified angle, the first inclined cut of the fuel spray impact unit rotates along the second inclined cut of the fixed support, realizing the vertical unfolding and bending retraction of the fuel spray impact unit.

[0007] The fuel spray impact unit of the present invention can be rotated to adjust its own position, thereby controlling the quality of the oil film entering the unit. At the same time, it also has a heating function to reduce oil film deposition on the surface of the spray impact unit and promote evaporation.

[0008] Furthermore, the fuel spray impact unit is installed inside the intake manifold of the rotary engine and directly in front of the injector's injection direction. When the fuel spray impact unit is erected and deployed, the fuel spray from the injector collides with the fuel spray impact unit, generating a large amount of oil film inside the intake manifold. At the same time, the ceramic heating element inside the fuel spray impact unit increases the intake manifold temperature, promoting the evaporation of the oil film inside the intake manifold. This solves the problem that intake manifold injection rotary engines often have difficulty retaining a sufficient amount of oil film inside the intake manifold, leading to poor fuel evaporation before entering the cylinder, resulting in poor air-fuel mixture quality and poor engine emissions and performance.

[0009] To increase the collision area between the unit and the fuel spray and reduce the flow resistance within the air passage, the head of the spray impact unit is spherical. A groove for mounting a ceramic heating element is provided within the spherical head. The ceramic heating element is powered and transmits signals via a cable. The ceramic heating element contains a built-in thermocouple temperature sensor. The cable contains four wires: positive and negative wires for powering the ceramic heating element, and two thermocouple sensor signal wires. One end of the cable is directly connected to the ceramic heating element, and the other end is connected to the microcontroller of the drive module via a cable interface within the servo motor shaft interface. The microcontroller reads the electrical signal from the thermocouple sensor and controls the heat output of the ceramic heating element by controlling the power supply voltage. In short, the cable of this invention extends from the ceramic heating element, passes sequentially through a short shaft, a circular universal joint, and a long shaft, and then connects to the cable interface of the servo motor shaft interface at the other end.

[0010] Furthermore, the circular universal joint has connecting protrusions along its outer circumference in the front-back and left-right directions, allowing the short and long shafts to rotate around their own central axis. The short shaft also rotates around the front-back and left-right axes of the circular universal joint, while the long shaft rotates around the central axis of the fixed support. Both the short and long shafts are equipped with bayonets for connecting to the circular universal joint (the long and short shafts are also connected via bayonets). Each of the short, long, and circular universal joints has a through-hole at its center, through which cables pass sequentially to connect to the cable interface within the servo shaft interface. The fixed support has threads on its upper surface. The column mates with the threaded hole pre-drilled on the intake duct of the rotor engine; the second bevel cut on the threaded column mates with the first bevel cut of the fuel spray impact unit, so that the fuel spray impact unit rotates with the second bevel cut of the fixed support as the plane of rotation. When the servo motor of the drive module provides driving force and drives the long rotating shaft to rotate to a specified angle, the fuel spray impact unit rotates along the second bevel cut of the fixed support, thereby realizing the erection and storage of the fuel spray impact unit. Through the cooperation of the short rotating shaft, the circular universal joint and the long rotating shaft, the first bevel cut and the second bevel cut always remain in close contact and will not interfere.

[0011] In this invention, the omnidirectional motion structure allows the fuel spray impact unit to be erected and retracted within the intake duct. This design is based on the following: in the erected state, the collision between the fuel spray and the fuel spray impact unit causes an oil film to form on the outer surface of the unit; while in the retracted state, since the fuel spray impact unit remains within the intake duct, the oil film on its surface can continue to evaporate, reducing fuel loss. The different states of the fuel spray impact unit alter the intake duct oil film formation characteristics of the intake low-pressure injection rotary engine, enabling a valveless intake low-pressure injection rotary engine to achieve an effect similar to that of a conventional four-stroke engine, which changes the intake duct oil film formation characteristics by switching between open-valve injection and closed-valve injection strategies under different operating conditions.

[0012] This invention also discloses an adjustment method for a rotary engine intake manifold oil film formation characteristic adjustment device. First, the threaded post on the fixed support is connected to a pre-drilled threaded mounting hole on the intake manifold of a low-pressure injection rotary engine, and this pre-drilled threaded mounting hole is located directly in front of the injector nozzle of the intake manifold.

[0013] The microcontroller in the drive module reads the rotor engine data from the ECU, calculates and judges the engine's operating condition based on the engine data, and sends commands to the drive module's servo motor to adjust the fuel spray impact unit so that it is in the corresponding state according to the engine's operating condition.

[0014] When the fuel spray impact unit is in the upright position, the fuel spray injected by the rotary engine changes its trajectory due to the collision with the fuel spray impact unit. Most of the fuel spray moves toward the wall of the intake manifold, and eventually most of the fuel forms an oil film attached to the wall inside the intake manifold of the rotary engine.

[0015] When the fuel spray impact unit is in the retracted state, the fuel spray injected by the rotary engine will not be blocked by the fuel spray impact unit. Under the action of the airflow in the intake duct, most of the fuel spray will directly enter the combustion chamber of the rotary engine, and only a small part of the fuel spray will form an oil film adhering to the wall after colliding with the intake duct wall.

[0016] Furthermore, the specific adjustment process of the microcontroller adjusting the state of the fuel spray impact unit includes:

[0017] After the drive module is powered on, the microcontroller first performs initialization, then reads the engine data from the ECU and determines whether the rotary engine has started.

[0018] If the engine is not started at this time, the drive servo will adjust the fuel spray impact unit to the upright state and output the upright state identifier, then adjust the temperature of the ceramic heating element until the engine starts, and finally read the engine data of the ECU again for real-time adjustment.

[0019] After the rotary engine starts successfully, the state of the fuel spray impact unit is adjusted reasonably according to the rotary engine speed and load, including the following three scenarios:

[0020] Scenario 1) When the engine speed is high, the microcontroller first calculates the load based on the engine speed and torque data previously obtained from the ECU, and then judges the engine load. If the load is high, the microcontroller drives the servo motor to rotate, so that the fuel spray impact unit is in the retracted state, and outputs the retracted state identifier; if the load is medium or low, the microcontroller drives the servo motor to rotate, so that the fuel spray impact unit is in the upright state, and outputs the upright state identifier.

[0021] Scenario 2) When the engine speed is low, the microcontroller first calculates the load based on the engine speed and torque data previously obtained from the ECU, and then judges the engine load. If the load is high, the microcontroller drives the servo motor to rotate, so that the fuel spray impact unit is in the retracted state, and outputs the retracted state identifier; if the load is medium or low, the microcontroller drives the servo motor to rotate, so that the fuel spray impact unit is in the upright state, and outputs the upright state identifier.

[0022] Scenario 3) When the engine speed is at a medium speed, the engine microcontroller drives the servo motor to rotate, so that the fuel spray impact unit is in the upright state and outputs the upright state identifier.

[0023] After the fuel impact unit is controlled and adjusted in the above three scenarios and the corresponding status identifier is output, the temperature of the ceramic heating element is adjusted. After the temperature of the ceramic heating element is fully adjusted, the engine data of the ECU is read again and the real-time adjustment is achieved in a loop.

[0024] Furthermore, the microcontroller simultaneously adjusts the temperature of the ceramic heating element, and the specific temperature adjustment steps are as follows:

[0025] First, initialize the local variables, then determine the status identifier of the fuel spray impact unit. If the fuel spray impact unit is in the retracted state, the ceramic heating element does not need to be started, and the temperature control program controls the power supply to stop supplying power to the heating element.

[0026] If the fuel spray impact unit is determined to be in the upright position, the temperature control program reads data such as engine speed and injector status from the ECU, and then reads data from the temperature sensors in the intake manifold and engine block. Based on the collected data, it determines whether the engine has started successfully, including the following operating conditions:

[0027] If the engine has started, the engine operating condition is determined based on the collected data. Operating condition 1 is defined as the condition with high engine block temperature and intake air temperature and high load. Under this condition, the temperature adjustment program stops supplying power to the ceramic heating unit.

[0028] If the engine has started, the engine operating condition is determined based on the collected data. Operating condition 2 is defined as the condition where the engine block temperature and intake air temperature are moderate and the load is moderate. In this condition, the evaporation conditions are good. The temperature adjustment program sets the target temperature of the ceramic heating unit to a lower value. Then, the PID algorithm is called to calculate the voltage required to make the heating element temperature reach the target value. The power supply voltage of the heating element is then adjusted according to the calculation result of the PID algorithm.

[0029] If the engine has started, the engine operating condition is determined based on the collected data. Operating condition 3 is defined as the condition where the engine block temperature and intake air temperature are low, the load is low, and the fuel oil film evaporation conditions in the intake manifold are poor. Under this condition, the temperature adjustment program sets the target temperature of the ceramic heating unit to a medium value, and then calls the PID algorithm to calculate the voltage required to make the heating element temperature reach the target value. Then, the power supply voltage of the heating element is adjusted according to the calculation result of the PID algorithm.

[0030] If the engine is not started, the engine operating condition is determined based on the collected data. The engine hot start condition is defined as operating condition 4. Under this condition, the temperature adjustment program sets the target temperature of the ceramic heating unit to a higher value. Then, the PID algorithm is called to calculate the voltage required to make the heating element temperature reach the target value. The power supply voltage of the heating element is then adjusted according to the calculation result of the PID algorithm.

[0031] If the engine is not started, the engine's operating condition is determined based on the collected data. The engine cold start condition is defined as condition 5. Under this condition, the temperature adjustment program sets the target temperature of the ceramic heating unit to the highest value. Then, the PID algorithm is called to calculate the voltage required to make the heating element temperature reach the target value. The power supply voltage of the heating element is then adjusted according to the calculation result of the PID algorithm.

[0032] Beneficial effects: Compared with the prior art, the present invention has the following advantages:

[0033] 1. The rotary engine intake oil film formation characteristic adjustment device proposed in this invention can adjust the position of the fuel spray impact unit according to different operating conditions of the rotary engine, so that the rotary engine without valve mechanism can also achieve the same effect as a conventional four-stroke engine by changing the intake oil film formation characteristics under different operating conditions through open valve injection or closed valve injection.

[0034] 2. This invention erects a fuel spray impact unit during cold starts, medium-speed operation, and low-speed, low-load conditions of a rotary engine. This causes most of the fuel spray from the injector to collide with the unit, resulting in the fuel droplets breaking into smaller sub-droplets, achieving secondary atomization. These sub-droplets also change direction due to the collision with the fuel spray impact unit, splashing towards the intake manifold walls and forming a thin oil film. This thin oil film facilitates evaporation and the formation of a uniform air-fuel mixture within the intake manifold, improving combustion efficiency and reducing hydrocarbon and carbon monoxide emissions. Under low-speed, high-load or high-speed, high-load conditions, the fuel spray impact unit is retracted, allowing sufficient fuel spray to directly enter the combustion chamber, ensuring a high fuel mass fraction and improving the engine's output power and power response.

[0035] 3. This invention adopts a structured design, which makes it simple to manufacture and has low cost. It is also easy to install and maintain, and has high reliability. It can be installed by only making moderate modifications to the air intake of the rotary engine on the market. The micro controller of this invention can intelligently adjust the position of the spray impact unit according to different engine operating conditions.

[0036] 4. This invention has a wide range of applications and is applicable to different types of rotary engines, such as drones, motorcycles, small cars, military special engines, and aviation experimental engines, and has extensive engineering application value. Attached Figure Description

[0037] Figure 1 This is a schematic diagram of the overall structure and installation of the present invention;

[0038] Figure 2 This is a diagram showing the effect after the invention is installed.

[0039] Figure 3 This is a schematic diagram of the ceramic heating element and cable in this invention;

[0040] Figure 4 This is a side view of the present invention when the state of the spray impact unit is adjusted by rotating it around an axis;

[0041] Figure 5 This is a side view of the present invention when the state of the spray impact unit is adjusted by rotating it around an axis;

[0042] Figure 6 This is a schematic diagram of the fuel injection section of the air passage when the spray impact unit of the present invention is in the vertical state.

[0043] Figure 7 for Figure 6 Sectional view along the BB direction;

[0044] Figure 8 for Figure 6 Sectional view along the AA direction;

[0045] Figure 9 This is a schematic diagram of the fuel injection section of the air intake duct when the spray impact unit of the present invention is in the retracted state.

[0046] Figure 10 for Figure 9 Sectional view along the AA direction;

[0047] Figure 11 for Figure 9 Sectional view along the BB direction;

[0048] Figure 12 This is a partial schematic diagram of the spray collision unit of the present invention in a vertical state during the adjustment and rotation process;

[0049] Figure 13 This is a partial schematic diagram of the spray collision unit of the present invention during the adjustment and rotation process;

[0050] Figure 14 This is a partial schematic diagram of the spray collision unit of the present invention in its retracted state after the adjustment and rotation are completed;

[0051] Figure 15 This is a schematic diagram of the overall adjustment and control process of the present invention;

[0052] Figure 16 This is a flowchart illustrating the process of controlling the temperature of the ceramic heating element according to the present invention;

[0053] Figure 17 This is a schematic diagram of the control module in this invention. Detailed Implementation

[0054] The technical solution of the present invention will be described in detail below, but the scope of protection of the present invention is not limited to the embodiments described.

[0055] like Figure 1 and Figure 2As shown, the rotary engine intake manifold 3 oil film formation characteristic adjustment device of the present invention includes an execution module 1 and a drive module 2. The drive module 2 is equipped with a servo motor and a microcontroller. The execution module 1 includes a fuel spray impact unit 11, a universal motion assembly, and a fixed support 15. The housing 22 of the fuel spray impact unit 11 is hollow in structure, and a first bevel is provided at the bottom of the housing 22. The universal motion assembly is installed inside the housing 22 of the fuel spray impact unit 11. The universal motion assembly includes a short rotating shaft 12, a circular universal shaft 13, and a long rotating shaft 14 connected sequentially from top to bottom. The upper end of the short rotating shaft 12 is threaded to the inner wall of the fuel spray impact unit 11, and the bottom end of the long rotating shaft 14 is connected to the rotating shaft interface 21 of the servo motor through a cross key. The short shaft 12 and the long shaft 14 can rotate around their respective rotation axes, and rotate around the front, rear, left, and right axes on the annular universal joint 13, respectively. The housing 22 of the fuel spray impact unit 11 also contains a ceramic heating element 16, which is connected to the microcontroller via a cable 17. The upper surface of the fixed support 15 is provided with a threaded post, and the threaded post is provided with a second inclined cut that matches the first inclined cut. The lower surface of the fixed support 15 is fixed to the drive module 2. When the servo of the drive module 2 drives the long shaft 14 of the universal joint to rotate at a specified angle, the first inclined cut of the fuel spray impact unit 11 rotates along the second inclined cut of the fixed support 15, realizing the vertical unfolding and bending storage of the fuel spray impact unit 11.

[0056] The fuel spray impact unit 11 of the present invention can be rotated to adjust its own position, thereby controlling the quality of the oil film entering the unit. At the same time, it also has a heating function to reduce the oil film deposition phenomenon on the surface of the spray impact unit 11 and promote evaporation.

[0057] The fuel spray impact unit 11 is installed inside the intake manifold 3 of the rotary engine and directly in front of the fuel injector 32 in the direction of fuel injection. When the fuel spray impact unit 11 is erected and deployed, the fuel spray injected by the fuel injector 32 will collide with the fuel spray impact unit 11 and generate a large amount of oil film in the intake manifold 3. At the same time, the ceramic heating element 16 inside the fuel spray impact unit 11 increases the temperature of the intake manifold and promotes the evaporation of the oil film in the intake manifold 3. This solves the problem that it is difficult for the intake manifold 3 of the rotary engine to retain a sufficient amount of oil film, which leads to poor evaporation of fuel before entering the cylinder, resulting in poor quality air-fuel mixture and poor engine emissions and performance.

[0058] To increase the collision area between the unit and the fuel spray and reduce the flow resistance of the unit within the air passage, the head of the spray impact unit 11 is spherical, and the spherical head has a groove for mounting the ceramic heating element 16, such as... Figure 3As shown, the ceramic heating element 16 is powered and transmits signals via cable 17. The ceramic heating element 16 has a built-in thermocouple temperature sensor. Cable 17 contains four wires: positive and negative leads for powering the ceramic heating element 16, and two thermocouple sensor signal lines. Figure 12 As shown, one end of cable 17 is directly connected to the ceramic heating element 16, and the other end of cable 17 is connected to the microcontroller of the drive module 2 through the cable 17 interface in the servo shaft interface 21. The microcontroller reads the electrical signal from the thermocouple sensor and controls the heat generation of the ceramic heating element 16 by controlling the power supply voltage. In short, the cable 17 of this invention extends from the ceramic heating element 16, passes through the short shaft 12, the circular universal joint 13 and the long shaft 14 in sequence, and then connects to the cable 17 interface of the servo shaft interface 21 at the other end.

[0059] The circular universal joint 13 has connecting protrusions along its outer circumference in the front-back and left-right directions, allowing the short shaft 12 and the long shaft 14 to rotate around their own central axis while simultaneously rotating around the front-back and left-right axes of the circular universal joint 13. Both the short shaft 12 and the long shaft 14 are equipped with bayonets for connection with the circular universal joint 13. A through-hole is designed at the center of each of the short shaft 12, the long shaft 14, and the circular universal joint 13, through which the cable 17 passes and connects to the cable 17 interface in the servo shaft interface 21. The threaded post on the upper surface of the fixed support 15 matches the threaded hole pre-drilled on the rotor engine air intake duct 3. The second beveled notch on the threaded column mates with the first beveled notch of the fuel spray impact unit 11, allowing the fuel spray impact unit 11 to rotate with the second beveled notch of the fixed support 15 as its plane of rotation. When the servo motor of the drive module 2 provides driving force and drives the long rotating shaft 14 to rotate to a specified angle, the fuel spray impact unit 11 rotates along the second beveled notch of the fixed support 15, thus achieving the erection and retraction of the fuel spray impact unit 11. Through the cooperation of the short rotating shaft 12, the annular universal joint 13, and the long rotating shaft 14, the first and second beveled notches always remain tightly fitted and do not interfere with each other. Figure 4 and Figure 5 As shown.

[0060] In this invention, the omnidirectional motion structure allows the fuel spray impact unit 11 to be erected and retracted within the intake duct 3. This design is based on the following: in the erected state, the collision between the fuel spray and the fuel spray impact unit 11 causes an oil film to form on the outer surface of the unit; while in the retracted state, since the fuel spray impact unit 11 remains within the intake duct 3, the oil film on its surface can continue to evaporate, reducing fuel loss. The different states of the fuel spray impact unit 11 alter the oil film formation characteristics of the intake duct 3 in the low-pressure injection rotary engine, enabling the valveless intake duct 3 low-pressure injection rotary engine to achieve an effect similar to that of a conventional four-stroke engine, which changes the oil film formation characteristics of the intake duct 3 by switching between valve injection and closed-valve injection under different operating conditions.

[0061] In this embodiment, the adjustment method of the oil film generation characteristic adjustment device of the rotary engine intake duct 3 is as follows: First, connect the threaded post on the fixed support 15 to the threaded mounting hole reserved on the low-pressure injection rotary engine intake duct 3, and the reserved threaded mounting hole is located directly in front of the fuel injector 32 nozzle of the intake duct 3:

[0062] The microcontroller in drive module 2 reads the rotor engine data from the ECU, calculates and judges the engine's operating condition based on the engine data, and sends a command to the servo motor of drive module 2 to adjust the fuel spray impact unit 11 so that it is in the corresponding state according to the engine's operating condition.

[0063] The servo motor's driving force is output from the servo motor shaft interface 21, and transmitted to the cross key at the tail of the long shaft 14, causing the long shaft 14 to rotate around its own axis. The rotation of the long shaft 14, through the bayonet, drives the universal joint to rotate, which in turn drives the short shaft 12 to rotate. Since the short shaft 12 is threadedly connected to the spray collision unit, the spray collision unit is driven by the short shaft 12, and its rotation can only occur around its own axis. Figure 4 The rotation axis 5, indicated by the dashed line, rotates;

[0064] When the fuel spray impact unit 11 is in the upright position, such as Figures 6 to 8 As shown, the trajectory of the fuel spray injected by the rotary engine changes due to its collision with the fuel spray impact unit 11. Most of the fuel spray moves toward the wall of the intake passage, and eventually most of the fuel forms an oil film attached to the wall inside the intake passage 3 of the rotary engine.

[0065] When the fuel spray impact unit 11 is in the retracted state, such as Figures 9 to 11As shown, the fuel spray injected by the rotary engine will not be blocked by the fuel spray impact unit 11. Under the action of the airflow in the intake duct 3, most of the fuel spray will directly enter the combustion chamber of the rotary engine, and only a small portion of the fuel spray will form an oil film attached to the wall after colliding with the intake duct wall.

[0066] During the rotation of the fuel spray impact unit 11 driven by the drive module 2, the movement and bending of the internal cable 17 are as follows: Figures 12 to 14 As shown.

[0067] The ceramic heating element 16 inside the fuel spray impact unit 11 can quickly generate a large amount of heat, promoting the rapid evaporation of fuel adhering to the surface of the spray impact unit 11 and preventing the formation of a thick oil film that is difficult to evaporate on the surface of the spray impact unit 11. At the same time, the ceramic heating element 16 can also raise the internal temperature of the intake manifold 3, promoting the evaporation of the oil film adhering to the inner wall of the intake manifold 3. This has a good effect on improving the power response speed of the rotary engine and promoting fuel spray atomization during the cold start stage of the heavy oil rotary engine.

[0068] like Figure 6 As shown, in this embodiment, on the rotary engine intake duct 3, the rotary engine intake duct oil film formation characteristic adjustment device is installed on the threaded mounting hole reserved in front of the injector 32 via the external thread on the fixed support 15. In this section of the intake duct, the intake duct airflow inlet end 31 is connected to the throttle mechanism of the rotary engine intake duct, and is the airflow inlet end. The intake duct airflow outlet end 35 is connected to the combustion chamber of the rotary engine, and is the airflow outlet end. Figure 7 As shown, the fuel spray impact unit 11 is in an upright position at this time. The fuel spray region 4 refers to the area enclosed by the dashed line in the figure. This region represents the shape of the oil mist region formed by the movement and development of the fuel spray within the intake duct after the injector 32 injects fuel. The shape of this oil mist region is obtained through simulation calculation using computational fluid dynamics (CFD) software. When the injector 32 injects fuel, the fuel spray collides with the fuel spray impact unit 11, causing a deviation in its trajectory. Most of the fuel spray will move towards the left wall 33, right wall 34, upper wall 36, and lower wall 37 of the intake duct. Ultimately, a thin oil film is formed on the four wall surfaces of the intake duct. The remaining fuel is carried directly into the combustion chamber of the rotary engine by the airflow.

[0069] like Figure 9As shown, the fuel spray impact unit 11 is in a retracted state at this time. When the injector 32 starts spraying fuel spray, since there is no obstruction from the fuel spray impact unit 11, the fuel spray can move directly towards the left wall 33 of the intake duct. Because the airflow in the intake duct flows from the intake airflow inlet 31 to the intake airflow outlet 35, some fuel spray droplets follow the airflow and flow directly towards the intake airflow inlet 31 without colliding with the left wall 33 of the intake duct. Most of the fuel spray droplets will collide with the left wall 33 of the intake duct and then bounce off, but under the action of the intake airflow, they are blown through the intake airflow outlet 35 and enter the rotary engine combustion chamber. A small number of fuel droplets adhere to the left wall 33 of the intake duct to form a wall-attached oil film, but under the movement of the airflow, they are scraped off again and move towards the intake airflow outlet 35, resulting in only a small amount of wall-attached oil film remaining in the intake duct.

[0070] like Figure 15 and Figure 17 As shown, the specific adjustment process of the microcontroller adjusting the state of the fuel spray impact unit 11 in this embodiment includes:

[0071] After the drive module 2 is powered on, the microcontroller first performs initialization, then reads the engine data from the ECU and determines whether the rotary engine has started.

[0072] If the engine is not started at this time, the drive servo will adjust the fuel spray impact unit 11 to the upright state and output the upright state identifier, then adjust the temperature of the ceramic heating element 16 until the engine starts, and finally read the engine data of the ECU again for real-time adjustment.

[0073] After the rotary engine starts successfully, the state of the fuel spray impact unit 11 is adjusted reasonably according to the speed and load of the rotary engine, including the following three situations:

[0074] Scenario 1) When the engine speed is high, the microcontroller first calculates the load based on the engine speed and torque data previously obtained from the ECU and then judges the engine load. If the load is high, the microcontroller drives the servo motor to rotate, so that the fuel spray impact unit 11 is in the retracted state and outputs the retracted state identifier. If the load is medium or low, the microcontroller drives the servo motor to rotate, so that the fuel spray impact unit 11 is in the upright state and outputs the upright state identifier.

[0075] Scenario 2) When the engine speed is low, the microcontroller first calculates the load based on the engine speed and torque data previously obtained from the ECU and then judges the engine load. If the load is high, the microcontroller drives the servo motor to rotate, so that the fuel spray impact unit 11 is in the retracted state and outputs the retracted state identifier. If the load is medium or low, the microcontroller drives the servo motor to rotate, so that the fuel spray impact unit 11 is in the upright state and outputs the upright state identifier.

[0076] Case 3) When the engine speed is at a medium speed, the engine microcontroller drives the servo motor to rotate, so that the fuel spray impact unit 11 is in the upright state and outputs the upright state identifier.

[0077] After the fuel impact unit 11 is controlled and adjusted in the above three ways and outputs the corresponding status identifier, the temperature of the ceramic heating element 16 is adjusted. After the temperature of the ceramic heating element 16 is fully adjusted, the engine data of the ECU is read again and the real-time adjustment is achieved in a loop.

[0078] like Figure 16 As shown, in this embodiment, the microcontroller simultaneously adjusts the temperature of the ceramic heating element 16. The specific temperature adjustment steps are as follows:

[0079] First, initialize the local variables, then determine the status identifier of the fuel spray impact unit 11. If the fuel spray impact unit 11 is in the storage state, the ceramic heating element 16 does not need to be started, and the temperature control program controls the power supply to stop supplying power to the heating element.

[0080] If the fuel spray impact unit 11 is determined to be in the upright position, the temperature control program reads data such as engine speed and injector 32 status through the ECU, and then reads data from the temperature sensors of the intake manifold 3 and the engine block. Based on the collected data, it determines whether the engine has started successfully, including the following operating conditions:

[0081] If the engine has started, the engine operating condition is determined based on the collected data. Operating condition 1 is defined as the condition with high engine block temperature and intake air temperature and high load. Under this condition, the temperature adjustment program stops supplying power to the ceramic heating unit.

[0082] If the engine has started, the engine operating condition is determined based on the collected data. Operating condition 2 is defined as the condition where the engine block temperature and intake air temperature are moderate and the load is moderate. In this condition, the evaporation conditions are good. The temperature adjustment program sets the target temperature of the ceramic heating unit to a lower value. Then, the PID algorithm is called to calculate the voltage required to make the heating element temperature reach the target value. The power supply voltage of the heating element is then adjusted according to the calculation result of the PID algorithm.

[0083] If the engine has started, the engine operating condition is determined based on the collected data. Operating condition 3 is defined as the condition where the engine block temperature and intake air temperature are low, the load is low, and the fuel oil film evaporation conditions in intake manifold 3 are poor. Under this condition, the temperature adjustment program sets the target temperature of the ceramic heating unit to a medium value, and then calls the PID algorithm to calculate the voltage required to make the heating element temperature reach the target value. Then, the power supply voltage of the heating element is adjusted according to the calculation result of the PID algorithm.

[0084] If the engine is not started, the engine operating condition is determined based on the collected data. The engine hot start condition is defined as operating condition 4. Under this condition, the temperature adjustment program sets the target temperature of the ceramic heating unit to a higher value. Then, the PID algorithm is called to calculate the voltage required to make the heating element temperature reach the target value. The power supply voltage of the heating element is then adjusted according to the calculation result of the PID algorithm.

[0085] If the engine is not started, the engine's operating condition is determined based on the collected data. The engine cold start condition is defined as condition 5. Under this condition, the temperature adjustment program sets the target temperature of the ceramic heating unit to the highest value. Then, the PID algorithm is called to calculate the voltage required to make the heating element temperature reach the target value. The power supply voltage of the heating element is then adjusted according to the calculation result of the PID algorithm.

Claims

1. A device for adjusting the oil film formation characteristics of a rotary engine intake manifold, characterized in that, It includes an execution module and a drive module. The drive module contains a servo motor and a micro controller. The execution module includes a fuel spray impact unit, a universal motion component, and a fixed support. The housing of the fuel spray impact unit is hollow, with a first bevel cut at the bottom. A universal motion assembly is installed inside the housing. The universal motion assembly includes a short shaft, a circular universal joint, and a long shaft connected sequentially from top to bottom. The upper end of the short shaft is threaded to the inner wall of the fuel spray impact unit, and the bottom end of the long shaft is connected to the servo motor's shaft interface via a cross key. The short and long shafts can rotate around their respective axes, specifically around the front, rear, left, and right axes of the circular universal joint. A ceramic heating element is also located inside the housing of the fuel spray impact unit, connected to a microcontroller via a cable. A threaded post is provided on the upper surface of the fixed support, with a second bevel cut on the threaded post that matches the first bevel cut. The lower surface of the fixed support is fixed to the drive module. When the servo motor of the drive module drives the long shaft of the universal motion module to rotate at a specified angle, the first inclined cut of the fuel spray impact unit rotates along the second inclined cut of the fixed support, realizing the vertical unfolding and bending storage of the fuel spray impact unit.

2. The rotary engine intake manifold oil film formation characteristic adjustment device according to claim 1, characterized in that, The fuel spray impact unit is installed inside the intake manifold of the rotary engine and directly in front of the fuel injector's injection direction. When the fuel spray impact unit is erected and deployed, the fuel spray from the fuel injector will collide with the fuel spray impact unit and generate a large amount of oil film in the intake manifold. At the same time, the ceramic heating element inside the fuel spray impact unit increases the intake manifold temperature and promotes the evaporation of the oil film in the intake manifold.

3. The rotary engine intake manifold oil film formation characteristic adjustment device according to claim 1, characterized in that, The head of the spray impact unit is spherical, and a groove for mounting a ceramic heating element is provided inside the spherical head. The ceramic heating element has a built-in thermocouple temperature sensor, and the cable contains four wires: positive and negative wires for powering the ceramic heating element and two thermocouple sensor signal wires. One end of the cable is directly connected to the ceramic heating element, and the other end of the cable is connected to the microcontroller of the drive module through the cable interface in the servo shaft interface. The microcontroller reads the electrical signal of the thermocouple sensor and controls the heat generation of the ceramic heating element by controlling the power supply voltage.

4. The rotary engine intake manifold oil film formation characteristic adjustment device according to claim 1, characterized in that, The circular universal joint has connecting protrusions along its outer circumference in the front-back and left-right directions, which allows the short and long shafts to rotate around their own central axis. It also allows the short shaft to rotate around the front-back and left-right axes of the circular universal joint, and allows the long shaft to rotate around the central axis of the fixed support. Both the short and long shafts are equipped with bayonets for connecting to the circular universal joint; the center of the short shaft, long shaft, and circular universal joint is designed with a through hole, through which the cable passes in sequence and connects to the cable interface in the servo shaft interface. The threaded post on the upper surface of the fixed support mates with the threaded hole reserved on the intake duct of the rotor engine; the second inclined cut on the threaded post mates with the first inclined cut of the fuel spray impact unit, so that the fuel spray impact unit rotates with the second inclined cut of the fixed support as the plane of rotation. When the servo motor of the drive module provides driving force and drives the long rotating shaft to rotate to a specified angle, the fuel spray impact unit rotates along the second inclined cut of the fixed support, thereby realizing the erection and retraction of the fuel spray impact unit. Through the cooperation of the short rotating shaft, the circular universal joint and the long rotating shaft, the first and second inclined cuts always remain in close contact and will not interfere with each other.

5. A method for adjusting the oil film formation characteristics adjustment device for the intake manifold of a rotary engine according to any one of claims 1 to 4, characterized in that, First, connect the threaded post on the fixed support to the pre-drilled threaded mounting hole on the intake manifold of the low-pressure injection rotary engine, with the pre-drilled threaded mounting hole located directly in front of the injector nozzle in the intake manifold: The microcontroller in the drive module reads the rotor engine data transmitted by the ECU, calculates and judges the engine's operating condition based on the engine data, and sends commands to the drive module's servo motor to adjust the fuel spray impact unit so that it is in the corresponding state according to the engine's operating condition. When the fuel spray impact unit is in the upright position, the fuel spray injected by the rotary engine changes its trajectory due to the collision with the fuel spray impact unit. Most of the fuel spray moves toward the wall of the intake manifold, and eventually most of the fuel forms an oil film attached to the wall inside the intake manifold of the rotary engine. When the fuel spray impact unit is in the retracted state, the fuel spray injected by the rotary engine will not be blocked by the fuel spray impact unit. Under the action of the airflow in the intake duct, most of the fuel spray will directly enter the combustion chamber of the rotary engine, and only a small part of the fuel spray will form an oil film adhering to the wall after colliding with the intake duct wall.

6. The method for adjusting the oil film formation characteristics of the intake manifold of a rotary engine according to claim 5, characterized in that, The specific adjustment process of the microcontroller to adjust the state of the fuel spray impact unit is as follows: After the drive module is powered on, the microcontroller first performs initial initialization, then reads the engine data from the ECU and determines whether the rotary engine has started. If the rotary engine does not start, the drive servo will adjust the fuel spray impact unit to the upright position and output the upright position identifier, then adjust the temperature of the ceramic heating element, and then read the engine data from the ECU until the engine starts. After the rotary engine starts successfully, the state of the fuel spray impact unit is adjusted reasonably according to the rotary engine speed and load, including the following three scenarios: Scenario 1) When the engine speed is high, the microcontroller first calculates the load based on the engine speed and torque data previously obtained from the ECU, and then judges the engine load. If the load is high, the microcontroller drives the servo motor to rotate, so that the fuel spray impact unit is in the retracted state, and outputs the retracted state identifier; if the load is medium or low, the microcontroller drives the servo motor to rotate, so that the fuel spray impact unit is in the upright state, and outputs the upright state identifier. Scenario 2) When the engine speed is low, the microcontroller first calculates the load based on the engine speed and torque data previously obtained from the ECU, and then judges the engine load. If the load is high, the microcontroller drives the servo motor to rotate, so that the fuel spray impact unit is in the retracted state, and outputs the retracted state identifier; if the load is medium or low, the microcontroller drives the servo motor to rotate, so that the fuel spray impact unit is in the upright state, and outputs the upright state identifier. Scenario 3) When the engine speed is at a medium speed, the engine microcontroller drives the servo motor to rotate, so that the fuel spray impact unit is in the upright state and outputs the upright state identifier. After the fuel impact unit is controlled and adjusted in the above three scenarios and the corresponding status identifier is output, the temperature of the ceramic heating element is adjusted. After the temperature of the ceramic heating element is fully adjusted, the engine data of the ECU is read again.

7. The method for adjusting the oil film formation characteristics of the intake manifold of a rotary engine according to claim 5, characterized in that, The steps for the microcontroller to adjust the temperature of the ceramic heating element are as follows: First, determine the status identifier of the fuel spray impact unit. If the fuel spray impact unit is in the retracted state, the ceramic heating element does not need to be started, and the control power supply stops supplying power to the ceramic heating element. If the fuel spray impact unit is determined to be in the upright position, the temperature control program reads data such as engine speed and injector status through the ECU, and then reads data from the temperature sensors in the intake manifold and engine block. Based on the collected data, it determines whether the rotary engine has started successfully, including the following operating conditions: If the engine has started, the engine operating condition is determined based on the collected data. Operating condition 1 is defined as the condition with high engine block temperature and intake air temperature and high load. Under this condition, the temperature adjustment program stops supplying power to the ceramic heating unit. If the engine has started, the engine operating condition is determined based on the collected data. Operating condition 2 is defined as the condition where the engine block temperature and intake air temperature are moderate and the load is moderate. In this condition, the evaporation conditions are good. The temperature adjustment program sets the target temperature of the ceramic heating unit to a lower value. Then, the PID algorithm is called to calculate the voltage required to make the heating element temperature reach the target value. The power supply voltage of the heating element is then adjusted according to the calculation result of the PID algorithm. If the engine has started, the engine operating condition is determined based on the collected data. Operating condition 3 is defined as the condition where the engine block temperature and intake air temperature are low, the load is low, and the fuel oil film evaporation conditions in the intake manifold are poor. Under this condition, the temperature adjustment program sets the target temperature of the ceramic heating unit to a medium value, and then calls the PID algorithm to calculate the voltage required to make the heating element temperature reach the target value. Then, the power supply voltage of the heating element is adjusted according to the calculation result of the PID algorithm. If the engine is not started, the engine operating condition is determined based on the collected data. The engine hot start condition is defined as operating condition 4. Under this condition, the temperature adjustment program sets the target temperature of the ceramic heating unit to a higher value. Then, the PID algorithm is called to calculate the voltage required to make the heating element temperature reach the target value. The power supply voltage of the heating element is then adjusted according to the calculation result of the PID algorithm. If the engine is not started, the engine's operating condition is determined based on the collected data. The engine cold start condition is defined as condition 5. Under this condition, the temperature adjustment program sets the target temperature of the ceramic heating unit to the highest value. Then, the PID algorithm is called to calculate the voltage required to make the heating element temperature reach the target value. The power supply voltage of the heating element is then adjusted according to the calculation result of the PID algorithm.

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