Rotor engine with direct ignition of main combustion chamber and control method of rotor engine

Abstract

The invention provides a rotor engine with a main combustion chamber directly ignited and a control method of the rotor engine, and belongs to the technical field of rotor engines. The rotor engine part comprises a driving gear, a rotor machine, an eccentric shaft, a rotating speed sensor, an eccentric shaft position sensor, a spark plug position sensor, an engine cylinder body and two lifting type spark plugs, and the driven shaft part comprises a driven gear, a driven shaft, two driven circular truncated cones, two connecting rods, an electric control unit and an electromagnetic valve. Through the direct ignition design of the main combustion chamber, accurate ignition is achieved, the flame propagation distance is reduced, sufficient combustion of fuel is promoted, emission is reduced, and meanwhile the active safety protection and ignition advance angle regulation and control capacity is achieved.

Description

Technical Field

[0001] The present invention relates to the technical field of rotary engines, and in particular to a rotary engine with direct ignition in a main combustion chamber and a control method thereof. Background Art

[0002] The rotary engine has irreplaceable application value in the fields of aviation, automobiles, small power equipment, etc. due to its significant advantages such as compact structure, high power density and smooth operation. Its unique triangular rotor rotation motion mode enables the combustion process to be completed in a narrow and dynamically changing combustion chamber space, which places strict requirements on the reliability of the ignition system and the efficiency of flame propagation. At present, the pre-combustion chamber ignition method has been widely studied and applied in the ignition technology for rotary engines. This technology is achieved by setting an independent pre-combustion chamber on the engine cylinder block and installing the spark plug in the pre-combustion chamber. When working, the spark plug first ignites the mixture in the pre-combustion chamber, and uses the high-pressure flame jet generated by the combustion in the pre-combustion chamber to spray into the main combustion chamber to ignite the combustible mixture in the main combustion zone. However, it still has significant defects in actual application:

[0003] 1) Poor compatibility between the pre-combustion chamber and the main combustion chamber: The combustion chamber of a rotary engine undergoes periodic dynamic changes as the rotor rotates. However, the fixed position, number, and angle of the nozzle holes in a traditional pre-combustion chamber make it difficult to adapt to the spatial configuration of the main combustion chamber at different phases. When the main combustion chamber is in the late compression stroke or early power stroke, the pre-combustion chamber jet may not accurately cover the core area with high mixture concentration, resulting in delayed ignition of the local mixture or incomplete combustion. This is particularly prone to the formation of unburned zones in narrow areas of the combustion chamber, increasing hydrocarbon (HC) emissions.

[0004] 2) Insufficient control precision for the pre-combustion chamber mixture: Existing pre-combustion chambers often use passive fuel supply (relying on the main combustion chamber mixture to flow back through the nozzles), or employ active fuel supply but lack coordinated control logic with the main combustion chamber fuel injection. This results in large fluctuations in the mixture concentration within the pre-combustion chamber. When the mixture is too rich, it easily forms carbon deposits that clog the nozzles. When the mixture is too lean, the ignition energy is insufficient, the jet flame intensity is unstable, and this in turn causes combustion fluctuations in the main combustion chamber, reducing engine operating stability.

[0005] 3) Energy loss and thermal management issues: The nozzle channel between the pre-combustion chamber and the main combustion chamber needs to withstand high-frequency high-pressure flame impact and temperature changes, and is prone to cracks due to thermal fatigue; at the same time, continuous blowby at the nozzle (especially at the moment when the rotor sweeps across the nozzle) will cause part of the combustion energy to be lost through the channel, reducing thermal efficiency. Relevant data show that this type of energy loss can reduce the effective power of the engine by 5%-8%.

[0006] 4) Weak adaptability to complex working conditions: Under high-speed and high-load conditions, the compression speed of the main combustion chamber mixture is fast, and the ignition timeliness is extremely high, while the flame jet formation of the traditional pre-combustion chamber has a certain delay; under low-load lean-burn conditions, the main combustion chamber mixture is thin, and if the pre-combustion chamber jet energy is insufficient, it is difficult to achieve reliable ignition, which limits the expansion of the engine's lean-burn limit.

[0007] The above-mentioned problems make it difficult for existing pre-combustion chamber ignition technology to fully realize the performance potential of the rotary engine. There is an urgent need for an optimization solution for the direct ignition scenario of the main combustion chamber to solve core problems such as the compatibility of the pre-combustion chamber and the dynamic combustion chamber, precise control of ignition energy, and adaptability to complex working conditions. Summary of the Invention

[0008] The purpose of the present invention is to provide a rotary engine with direct ignition in the main combustion chamber and a control method thereof. Through the direct ignition design of the main combustion chamber, precise ignition is achieved, the flame propagation distance is reduced, the full combustion of the fuel is promoted, and emissions are reduced. At the same time, it has active safety protection and ignition advance angle control capabilities.

[0009] To achieve the above object, the present invention provides the following technical solutions:

[0010] A rotary engine with direct ignition in the main combustion chamber is characterized by comprising a rotary engine part and a driven shaft part.

[0011] The rotor engine part includes a driving gear, a rotor machine and an eccentric shaft, a speed sensor, an eccentric shaft position sensor, a spark plug position sensor, an engine cylinder and two lifting spark plugs. The driving gear is fixedly assembled on the power output end of the rotor machine and the eccentric shaft. The rotor machine and the eccentric shaft pass through the engine cylinder. The speed sensor and the eccentric shaft position sensor are respectively fixedly installed above the two combustion chambers of the engine cylinder through through holes. The spark plug position sensor is fixedly installed on the lower part of the rear end surface of the engine cylinder through a through hole. The two lifting spark plugs are respectively arranged at the bottom of the engine cylinder and located at the center below the two combustion chambers. The spark plug position sensor and the two lifting spark plugs are in the same YZ plane. A guide groove is provided on the engine cylinder.

[0012] The driven shaft portion includes a driven gear, a driven shaft, two driven cones, two connecting rods, an electronic control unit and a solenoid valve. The driven gear has the same radius and module as the driving gear. The driven gear is arranged at the bottom of the driving gear and is fixedly assembled on the left end of the driven shaft. The two driven cones are eccentrically connected to the driven shaft. The two connecting rods are eccentrically connected to the two driven cones respectively. The installation angle between the driven cones and the driven shaft is adjusted according to the position of the rotor machine and the eccentric shaft. The two connecting rods are respectively connected to two lifting spark plugs. The solenoid valve is arranged on the driven shaft. The speed sensor, eccentric shaft position sensor, and spark plug position sensor are respectively electrically connected to the electronic control unit via data lines. The two connecting rods, two lifting spark plugs and the solenoid valve are respectively electrically connected to the electronic control unit via signal lines.

[0013] Furthermore, the lifting spark plug includes two electromagnetic springs, two armatures, two limiting cones, a spark plug sleeve, a spark plug and a sealing ring.

[0014] The spark plug sleeve is sleeved on the outside of the spark plug, the two limiting cones are fixed to the middle of the spark plug sleeve through grooves, the two armatures are respectively arranged on the two limiting cones, the two electromagnetic springs are respectively sleeved on the two armatures, the sealing groove is arranged on the upper part of the spark plug sleeve, and the sealing ring is installed on the sealing groove.

[0015] Furthermore, the electronic control unit controls the solenoid valve to be in an energized and attracted state when it is working, and calculates the rotor phase and speed in real time based on the signals of the eccentric shaft position sensor and the speed sensor, and dynamically adjusts the solenoid valve angle to accurately control the rotation angle of the driven table, so that when the rotor rotates to the top dead center, the spark plug just extends into the preset ignition position in the combustion chamber, and the rotation angle of the solenoid valve and the driven shaft can be adjusted according to the needs of the ignition advance angle.

[0016] Furthermore, the electromagnetic spring is in a compressed energy storage state when working. When the spark plug extends to the highest point of the combustion chamber, the limiting cone just contacts the armature of the electromagnetic spring without squeezing it. When the electromagnetic spring is released, the spark plug is pushed below the wall of the combustion chamber.

[0017] Furthermore, the transmission ratio of the driving gear and the driven gear is set to 1:1, so that the ratio of the rotational speed of the rotor machine and the eccentric shaft to the rotational speed of the rotor is 3:1.

[0018] Furthermore, the electronic control unit has a built-in ignition control algorithm that dynamically optimizes the ignition advance angle control amount according to the real-time speed, load and knock sensor signal.

[0019] Furthermore, the armature and the limiting cone are made of high-hardness wear-resistant material.

[0020] A control method for a rotary engine with direct ignition in the main combustion chamber, characterized by comprising the following steps:

[0021] S1: After the engine cylinder is started, the eccentric shaft drives the driving gear to rotate, and the driving gear is engaged with the driven gear, thereby driving the driven shaft to rotate. During the working process, the solenoid valve remains energized and attracted.

[0022] S2: Based on the real-time relative position data of the eccentric shaft and the rotor, the driven frustum angle is dynamically adjusted to a preset threshold range.

[0023] S3: When the rotor reaches the top dead center, the spark plug synchronously reaches the combustion chamber to ignite. The speed ratio of the rotor to the eccentric shaft is kept constant at 1:3, ensuring that each time the spark plug rises to the ignition position, the corresponding combustion chamber is exactly at the top dead center.

[0024] S4: During operation, the eccentric shaft position sensor, speed sensor and spark plug position sensor collect operating parameter signals in real time and transmit them to the electronic control unit.

[0025] S5: Based on the fusion data received by the speed sensor, eccentric shaft position sensor and spark plug position sensor, the electronic control unit uses a preset algorithm model to determine whether the spark plug lifting moment meets the requirements of the dynamic ignition mapping table; when a parameter mismatch is detected among the spark plug position, eccentric shaft position and speed, the solenoid valve and electromagnetic spring are immediately triggered; the electromagnetic spring hits the limit cone through the armature, causing the spark plug to quickly return to a safe position below the wall of the rotor machine combustion chamber to avoid motion interference.

[0026] S6: The electronic control unit dynamically adjusts the solenoid valve angle based on real-time operating data through the PID control algorithm to achieve closed-loop precise control of the ignition advance angle.

[0027] Advantages of the present invention:

[0028] 1. The present invention utilizes a mechanical transmission with a specific gear ratio (1:3) and combines the ECU's real-time angle control of the solenoid valve to accurately achieve the spark plug extending into the ignition position when the rotor is at top dead center.

[0029] 2. This invention uses real-time comparison and monitoring of signals from multiple sensors (eccentric shaft position, speed, and spark plug position) to proactively determine collision risk and immediately trigger an independent electromagnetic spring protection device to forcibly retract the spark plug to avoid the collision. This active safety mechanism significantly differs from passive protection methods that occur after a fault has occurred.

[0030] 3. The present invention utilizes the angle adjustment function of the same solenoid valve to achieve the regulation of the ignition advance angle, which is a significant technical advancement.

[0031] 4. The present invention improves the problems of high oil consumption, incomplete combustion and high pollutant content in traditional rotor machines. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 It is a schematic diagram of the structural principle of the present invention;

[0033] Figure 2 Schematic diagram of the structure of the lifting spark plug of the present invention;

[0034] Figure 3 Schematic diagram of the working process of the lifting spark plug of the present invention;

[0035] In the figure: 1-driving gear; 2-rotor and eccentric shaft; 3-speed sensor; 4-eccentric shaft position sensor; 5-spark plug position sensor; 6-driven gear; 7-driven shaft; 8-engine cylinder; 9-driven table; 10-connecting rod; 11-lifting spark plug; 111-electromagnetic spring; 112-armature; 113-limiting table; 114-spark plug sleeve; 115-spark plug; 116-sealing ring; 12-electronic control unit; 13-solenoid valve. DETAILED DESCRIPTION

[0036] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention. Therefore, the following detailed description of the embodiments of the present invention provided in the drawings is not intended to limit the scope of the invention claimed for protection, but merely represents selected embodiments of the present invention.

[0037] like Figure 1 As shown, a rotary engine with direct ignition in the main combustion chamber includes a rotary engine part and a driven shaft part.

[0038] The rotor engine part includes a driving gear 1, an eccentric shaft 2, a speed sensor 3, an eccentric shaft position sensor 4, a spark plug position sensor 5, an engine cylinder 8 and two lifting spark plugs 11. The driving gear 1 is fixedly assembled on the power output end of the eccentric shaft 2, and the eccentric shaft 2 passes through the engine cylinder 8. The speed sensor 3 and the eccentric shaft position sensor 4 are respectively fixedly mounted above the two combustion chambers of the engine cylinder 8 through through holes, and are used to monitor the rotor speed and the phase position of the eccentric shaft in real time; the spark plug position sensor 5 is fixedly mounted on the lower part of the rear end face of the engine cylinder 8 through a through hole, and the two lifting spark plugs 11 are respectively arranged at the bottom of the engine cylinder 8 and located at the center below the two combustion chambers to match the ignition space layout of the combustion chamber; the spark plug position sensor 5 and the two lifting spark plugs 11 are in the same YZ plane to ensure the accuracy of position detection; a guide groove is provided on the engine cylinder 8.

[0039] The driven shaft portion includes a driven gear 6, a driven shaft 7, two driven cones 9, two connecting rods 10, an electronic control unit 12, and a solenoid valve 13. The driven gear 6 has the same radius and module as the driving gear 1 to ensure that the driven shaft 7 and the eccentric shaft 2 have the same rotational speed. The driven gear 6 is disposed at the bottom of the driving gear 1 and is fixedly mounted on the left end of the driven shaft 7. The two driven cones 9 are eccentrically connected to the driven shaft 7, and the two connecting rods 10 are eccentrically connected to the two driven cones 9. The installation angle between the driven cones 9 and the driven shaft 7 is adjusted according to the desired ignition timing. The two connecting rods 10 are respectively connected to the two lifting spark plugs 11, the solenoid valve 13 is arranged on the driven shaft 7, the speed sensor 3, the eccentric shaft position sensor 4, and the spark plug position sensor 5 are respectively electrically connected to the electronic control unit 12 through data lines, and the two connecting rods 10, the two lifting spark plugs 11 and the solenoid valve 13 are respectively electrically connected to the electronic control unit 12 through signal lines to realize signal acquisition and transmission of control signals.

[0040] As a preferred embodiment of the present invention, the speed sensor 3 is electrically connected to the electronic control unit 12 through a data line a, the eccentric shaft position sensor 4 is electrically connected to the electronic control unit 12 through a data line k, the spark plug position sensor 5 is electrically connected to the electronic control unit 12 through a data line g, the two connecting rods 10 are electrically connected to the electronic control unit 12 through a signal line d and a signal line f, respectively, the two lifting spark plugs 11 are electrically connected to the electronic control unit 12 through a signal line e and a signal line i, respectively, and the solenoid valve 13 is electrically connected to the electronic control unit 12 through a signal line b and a signal line c.

[0041] As a preferred embodiment of the present invention, the lifting spark plug 11 includes two electromagnetic springs 111 , two armatures 112 , two limiting cones 113 , a spark plug sleeve 114 , a spark plug 115 and a sealing ring 116 .

[0042] The spark plug sleeve 114 is sleeved on the outside of the spark plug 115, the two limiting cones 113 are fixed to the middle of the spark plug sleeve 114 through grooves, the two armatures 112 are respectively arranged on the two limiting cones 113, the two electromagnetic springs 111 are respectively sleeved on the two armatures 112, the sealing groove is arranged on the upper part of the spark plug sleeve 114, and the sealing ring 116 is installed on the sealing groove.

[0043] The electromagnetic spring 111 is in a compressed energy storage state during operation. When the position of the spark plug 115 does not match the position and speed of the eccentric shaft, the electronic control unit 12 will instantly release the solenoid valve 13 and the electromagnetic spring 111. The electromagnetic spring 111 will hit the limit cone 113 through the armature 112 to retract the spark plug 115 to the bottom of the combustion chamber wall of the engine cylinder 8 to prevent the rotor from colliding with the spark plug 115.

[0044] As a preferred embodiment of the present invention, the electronic control unit 12 controls the solenoid valve 13 to be in an energized and attracted state when it is working, and calculates the rotor phase and speed in real time based on the signals of the eccentric shaft position sensor 4 and the speed sensor 3, and dynamically adjusts the angle of the solenoid valve 13 to accurately control the rotation angle of the driven table 9, so that when the rotor rotates to the top dead center, the spark plug 115 just extends into the preset ignition position of the combustion chamber, and the rotation angle of the solenoid valve 13 and the driven shaft 7 can be adjusted according to the needs of the ignition advance angle.

[0045] When the eccentric connection point is at the lowest point of the driven cone 9, the spark plug 115 should be located below the inner wall of the combustion chamber of the engine block 8. When the eccentric connection point is at the highest point of the driven cone 9, the spark plug 115 should be located at the ideal fire core formation position in the combustion chamber. This determines the size of the driven cone 9 and connecting rod 10. Both driven cones 9 and connecting rods 10 should be adjusted to the appropriate position according to the position of the eccentric shaft and their respective rotors.

[0046] As a preferred embodiment of the present invention, the electromagnetic spring 111 is in a compressed energy storage state when working. When the spark plug 115 extends to the highest point of the combustion chamber, the limiting cone 113 just contacts the armature 112 of the electromagnetic spring 111 without squeezing. When the electromagnetic spring 111 is released, the spark plug 115 is pushed below the wall of the combustion chamber.

[0047] As a preferred embodiment of the present invention, the transmission ratio of the driving gear 1 to the driven gear 6 is set to 1:1, so that the ratio of the rotational speed of the eccentric shaft 2 to the rotational speed of the rotor is 3:1.

[0048] As a preferred embodiment of the present invention, the electronic control unit 12 has a built-in ignition control algorithm to dynamically optimize the ignition advance angle control amount according to the real-time speed, load and knock sensor signal.

[0049] As a preferred embodiment of the present invention, the armature 112 and the limiting circular platform 113 are made of high-hardness and wear-resistant materials.

[0050] A control method for a rotary engine with direct ignition in the main combustion chamber comprises the following steps:

[0051] S1: After the engine cylinder 8 is started, the eccentric shaft drives the driving gear 1 to rotate, and the driving gear 1 is engaged with the driven gear 6, thereby driving the driven shaft 7 to rotate. During the operation, the solenoid valve 13 remains energized and in an engaged state.

[0052] S2: Based on the real-time relative position data of the eccentric shaft and the rotor, the angle of the driven circular table 9 is dynamically adjusted to a preset threshold range.

[0053] S3: When the rotor reaches the top dead center, the spark plug 115 synchronously reaches the combustion chamber ignition position to ignite. The speed ratio of the rotor to the eccentric shaft is kept constant at 1:3, ensuring that each time the spark plug 115 rises to the ignition position, the corresponding combustion chamber is exactly at the top dead center.

[0054] S4 : During operation, the eccentric shaft position sensor 4 , the speed sensor 3 and the spark plug position sensor 5 collect operating parameter signals in real time and transmit them to the electronic control unit 12 .

[0055] S5: The electronic control unit 12 determines whether the lifting moment of the spark plug 115 meets the requirements of the dynamic ignition mapping table based on the fusion data received by the speed sensor 3, the eccentric shaft position sensor 4 and the spark plug position sensor 5 through a preset algorithm model; when it is detected that there is a parameter mismatch between the spark plug 115 position, the eccentric shaft position and the speed, the solenoid valve 13 and the electromagnetic spring 111 are immediately triggered; the electromagnetic spring 111 hits the limit cone 113 through the armature 112, so that the spark plug 115 quickly returns to a safe position below the wall of the rotor machine combustion chamber to avoid motion interference.

[0056] S6: Based on real-time operating condition data, the electronic control unit 12 dynamically adjusts the angle of the solenoid valve 13 through the PID control algorithm to achieve closed-loop precise control of the ignition advance angle.

[0057] Working principle of the present invention:

[0058] The rotation of the eccentric shaft drives the synchronous rotation of the connected driving gear. The driving and driven gears are meshed, and through the gear transmission, the rotation of the driving gear drives the driven gear, which in turn drives the driven shaft connected to the driven gear, thus transmitting power. During engine operation, the solenoid valve is in a closed position. At this time, an angle adjustment mechanism (such as a servo motor) adjusts the angle of the driven table based on the position of the eccentric shaft and the current position of the rotor to ensure that the table is at the appropriate operating angle, preparing for subsequent spark plug ignition. Because the rotor and eccentric shaft speed ratio is 1:3, the rotor rotates one full rotation for every three rotations of the eccentric shaft. During rotor rotation, when the rotor reaches top dead center, the spark plug precisely enters the ignition position in the combustion chamber for ignition. Specifically, by setting the speed ratio of the eccentric shaft and rotor and precisely designing the mechanical structure, the spark plug reaches the ignition position exactly at the moment the rotor reaches top dead center, achieving precise ignition. During engine operation, the eccentric shaft position sensor, a speed sensor for detecting engine speed, and a spark plug position sensor located at the spark plug collect real-time signals from the eccentric shaft position, engine speed, and spark plug position, transmitting these signals to the electronic control unit (ECU). After receiving information from all sensors, the ECU controls and determines the timing for spark plug lift. Specifically, the ECU analyzes the collected information, including eccentric shaft position, engine speed, and spark plug position, to determine whether the current spark plug position matches the eccentric shaft position and engine speed, thereby determining the appropriate spark plug lift timing.

[0059] When it detects that the spark plug position does not match the eccentric shaft position and speed, the electronic control unit immediately triggers the solenoid valve and electromagnetic spring device. When energized, the electromagnetic spring generates electromagnetic force, which strikes the limit cone through the armature, thereby quickly retracting the spark plug to below the wall of the engine cylinder combustion chamber, preventing the rotor from colliding with the spark plug during rotation and avoiding damage to engine components. In addition, the electronic control unit can also adjust the ignition advance angle by adjusting the angle of the solenoid valve. Specifically, the electronic control unit changes the position of the driven cone according to the engine's operating conditions by controlling the angle of the solenoid valve, thereby adjusting the spark plug ignition timing to optimize the engine's combustion efficiency and power performance.

[0060] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art may adjust the technical solutions described in the aforementioned embodiments or replace some of the technical features therein with equivalents. Therefore, if such modifications and variations of the present invention fall within the scope of the claims and their equivalents, the present invention is intended to include such modifications and variations.

Claims

1. A rotary engine with direct ignition in the main combustion chamber, characterized in that: It includes a rotor engine part and a driven shaft part; The rotary engine part comprises a driving gear (1), an eccentric shaft (2), a speed sensor (3), an eccentric shaft position sensor (4), a spark plug position sensor (5), an engine cylinder (8) and two lifting spark plugs (11), wherein the driving gear (1) is fixedly assembled on the power output end of the eccentric shaft (2), the eccentric shaft (2) passes through the engine cylinder (8), the speed sensor (3) and the eccentric shaft position sensor (4) are respectively fixedly mounted above the two combustion chambers of the engine cylinder (8) through through holes, the spark plug position sensor (5) is fixedly mounted on the lower part of the rear end surface of the engine cylinder (8) through through holes, the two lifting spark plugs (11) are respectively arranged at the bottom of the engine cylinder (8) and located at the center below the two combustion chambers, the spark plug position sensor (5) and the two lifting spark plugs (11) are in the same YZ plane, and a guide groove is provided on the engine cylinder (8); The driven shaft portion comprises a driven gear (6), a driven shaft (7), two driven cones (9), two connecting rods (10), an electronic control unit (12) and a solenoid valve (13); the driven gear (6) has the same radius and module as the driving gear (1); the driven gear (6) is arranged at the bottom of the driving gear (1); the driven gear (6) is fixedly assembled on the left end of the driven shaft (7); the two driven cones (9) are eccentrically connected to the driven shaft (7); and the two connecting rods (10) are eccentrically connected to the two driven cones (9). The driven cone (9) and the driven shaft (7) are installed at an angle according to a desired ignition moment. The two connecting rods (10) are respectively connected to the two lifting spark plugs (11). The solenoid valve (13) is arranged on the driven shaft (7). The speed sensor (3), the eccentric shaft position sensor (4), and the spark plug position sensor (5) are respectively electrically connected to the electronic control unit (12) via data lines. The two connecting rods (10), the two lifting spark plugs (11), and the solenoid valve (13) are respectively electrically connected to the electronic control unit (12) via signal lines.

2. A rotary engine with direct ignition in the main combustion chamber according to claim 1, characterized in that: The lifting spark plug (11) comprises two electromagnetic springs (111), two armatures (112), two limiting cones (113), a spark plug sleeve (114), a spark plug (115) and a sealing ring (116); The spark plug sleeve (114) is sleeved on the outside of the spark plug (115); the two limiting cones (113) are fixed to the middle of the spark plug sleeve (114) through grooves; the two armatures (112) are respectively arranged on the two limiting cones (113); the two electromagnetic springs (111) are respectively sleeved on the two armatures (112); the sealing groove is arranged on the upper part of the spark plug sleeve (114); and the sealing ring (116) is installed on the sealing groove.

3. A rotary engine with direct ignition in the main combustion chamber according to claim 2, characterized in that: The electronic control unit (12) controls the solenoid valve (13) to be in an energized and attracted state when in operation, and calculates the rotor phase and speed in real time based on the signals of the eccentric shaft position sensor (4) and the speed sensor (3), and dynamically adjusts the angle of the solenoid valve (13) to accurately control the rotation angle of the driven circular table (9), so that when the rotor rotates to the top dead center, the spark plug (115) just extends into the preset ignition position of the combustion chamber, and the rotation angle of the solenoid valve (13) and the driven shaft (7) can be adjusted according to the needs of the ignition advance angle.

4. A rotary engine with direct ignition in the main combustion chamber according to claim 3, characterized in that: The electromagnetic spring (111) is in a compressed energy storage state when in operation. When the spark plug (115) extends into the highest point of the combustion chamber, the limiting cone (113) just contacts the armature (112) of the electromagnetic spring (111) without squeezing. When the electromagnetic spring (111) is released, the spark plug (115) is pushed out to below the wall of the combustion chamber.

5. A rotary engine with direct ignition in the main combustion chamber according to claim 4, characterized in that: The transmission ratio of the driving gear (1) and the driven gear (6) is set to 1:1, so that the ratio of the rotational speed of the rotor machine and the eccentric shaft (2) to the rotational speed of the rotor is 3:

1.

6. A rotary engine with direct ignition in the main combustion chamber according to claim 5, characterized in that: The electronic control unit (12) has a built-in ignition control algorithm, which dynamically optimizes the ignition advance angle control amount according to real-time speed, load and knock sensor signals.

7. A rotary engine with direct ignition in the main combustion chamber according to claim 6, characterized in that: The armature (112) and the limiting circular platform (113) are made of high-hardness wear-resistant material.

8. The control method of a rotary engine with direct ignition in the main combustion chamber according to any one of claims 1 to 7, characterized in that: The following steps are involved: S1: After the engine cylinder (8) is started, the eccentric shaft drives the driving gear (1) to rotate, and the driving gear (1) is meshed with the driven gear (6), thereby driving the driven shaft (7) to rotate. During the operation, the solenoid valve (13) remains in an energized and attracted state; S2: Based on the real-time relative position data of the eccentric shaft and the rotor, dynamically adjust the angle of the driven frustum (9) to a preset threshold range; S3: When the rotor runs to the top dead center position, the spark plug (115) synchronously penetrates into the combustion chamber ignition position to implement ignition, wherein the rotational speed ratio of the rotor and the eccentric shaft is constant at 1:3, ensuring that each time the spark plug (115) rises to the ignition position, the corresponding combustion chamber is exactly at the top dead center position; S4: During operation, the eccentric shaft position sensor (4), the rotation speed sensor (3) and the spark plug position sensor (5) collect operating parameter signals in real time and transmit them to the electronic control unit (12); S5: The electronic control unit (12) determines whether the lifting moment of the spark plug (115) meets the requirements of the dynamic ignition mapping table based on the fusion data received by the speed sensor (3), the eccentric shaft position sensor (4) and the spark plug position sensor (5) through a preset algorithm model; when it is detected that there is a parameter mismatch between the spark plug (115) position, the eccentric shaft position and the speed, the electromagnetic valve (13) and the electromagnetic spring (111) are immediately triggered; the electromagnetic spring (111) hits the limiting cone (113) through the armature (112), so that the spark plug (115) quickly returns to a safe position below the wall of the rotor machine combustion chamber to avoid motion interference; S6: The electronic control unit (12) dynamically adjusts the angle of the solenoid valve (13) through the PID control algorithm based on the real-time working condition data to achieve closed-loop precise control of the ignition advance angle.

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