High-pressure direct-injection forced-evaporation spark-ignition type rotary diesel engine and control method

Abstract

The invention provides a high-pressure direct-injection forced-evaporation spark-ignition type diesel rotor engine and a control method thereof. The air inlet pipeline provides controllable clean inlet air for the rotor engine through the throttle valve and the air inlet sensor assembly. An oil supply pipeline forms a high-pressure precise oil supply system through a low-pressure oil pump, a high-pressure oil pump, an oil pressure adjusting valve and a high-pressure direct injection oil injector, and high-pressure injection of the highest 80 MPa is achieved. The exhaust pipeline realizes exhaust waste heat recovery and parameter monitoring through an exhaust heat exchanger, a control valve and an exhaust sensor, the exhaust heat exchanger and a diesel oil tank form a heat exchange loop, and exhaust waste heat at 400 DEG C is used for heating diesel oil to 50 DEG C so as to improve the atomization effect and the combustion process; the high-energy glow plug in the rotor engine cylinder is forcibly evaporated to prevent carbon deposition when a diesel oil beam is close to a spark plug; the electronic control unit ECU is connected with all sensors and actuators, oil injection parameters, the heating temperature of the high-energy glow plug and the opening degree of a throttle valve are dynamically adjusted according to working condition parameters such as the rotating speed and the air inlet pressure, and efficient and stable operation is achieved.

Description

Technical Field

[0001] This invention proposes a high-pressure direct injection forced evaporation spark-ignition diesel rotary engine and its control method. Specifically, it relates to the design of a high-pressure direct injection forced evaporation spark-ignition diesel rotary engine device system and the control method for forced evaporation of high-energy preheating plugs and recovery and utilization of exhaust waste heat in the rotary engine, belonging to the field of internal combustion engine power engineering technology. Background Technology

[0002] Diesel fuel, as a widely used internal combustion engine fuel, boasts advantages such as high energy density, safe storage and transportation, and a well-established supply system, making it a preferred fuel type for automotive power, general machinery, and other fields. Rotary engines, with their inherent advantages of compact structure, small size, stable operation, and high power density, have become an important development direction for high-power-density power units. The combination of these two technologies results in a diesel rotary engine, an ideal high-power-density power unit that balances power performance and fuel practicality. However, the actual compression ratio of rotary engines is low, making it impossible to achieve compression ignition of diesel fuel. Using traditional spark plugs for ignition easily leads to carbon buildup, directly causing a decrease in spark plug ignition reliability and a shortened lifespan, severely affecting the overall operational stability of the engine. Coupled with a high-energy glow plug in a spark-ignition diesel rotary engine, it is an effective means to improve cold starts, achieve forced diesel atomization, and reduce spark plug carbon buildup. Simultaneously, the exhaust of a rotary engine contains a large amount of recoverable waste heat; recovering and utilizing this heat for diesel heating can effectively improve diesel atomization, further enhancing the engine's combustion and thermal efficiency. Therefore, integrating forced evaporation with high-energy glow plugs, exhaust waste heat recovery, and high-pressure direct injection becomes an effective path to improve the overall performance of diesel rotary engines.

[0003] This invention proposes a high-pressure direct injection forced evaporation spark-ignition diesel rotary engine and its control method. It mainly includes an intake manifold, a fuel supply manifold, an exhaust manifold, a rotary engine, and an electronic control unit (ECU). The intake manifold provides controllable clean intake air to the rotary engine through a throttle valve and an intake sensor assembly. The fuel supply manifold constitutes a high-pressure precision fuel supply system through a low-pressure fuel pump, a high-pressure fuel pump, a fuel pressure regulating valve, and a high-pressure direct injection injector. The exhaust manifold achieves exhaust waste heat recovery and parameter monitoring through an exhaust heat exchanger, a control valve, and an exhaust sensor. The rotary engine incorporates a rotor, an eccentric shaft, and a high-energy preheating system within the cylinder. The engine features a high-energy glow plug and a spark plug. The glow plug forces the diesel fuel jet to evaporate near the spark plug to prevent carbon buildup. The ECU connects with various sensors and actuators to achieve coordinated control. A heat exchange circuit is formed between the exhaust heat exchanger and the diesel tank, using the waste heat from the 400°C exhaust to heat the diesel fuel to 50°C to improve atomization and combustion. High-pressure injection of up to 80MPa is achieved using a high-pressure fuel pump and high-pressure direct injection injectors. The ECU dynamically adjusts the injection parameters, glow plug heating temperature, and throttle opening based on operating parameters such as engine speed and intake pressure to achieve efficient and stable engine operation. Summary of the Invention

[0004] This invention addresses the problems of diesel rotary engines, such as low actual compression ratio leading to incompression ignition, direct spark plug ignition resulting in carbon buildup and poor ignition reliability, difficulty in cold starting, and poor diesel atomization. It provides a high-pressure direct injection forced evaporation spark-ignition diesel rotary engine and its control method. By integrating high-energy preheating plug forced evaporation, exhaust waste heat recovery, and high-pressure direct injection technologies, reliable diesel ignition and efficient combustion are achieved, solving the technical problems of severe carbon buildup, unstable combustion, and low thermal efficiency associated with traditional ignition methods.

[0005] A high-pressure direct injection forced evaporation spark diesel rotary engine is characterized by comprising an intake manifold (P1), a fuel supply manifold (P2), an exhaust manifold (P3), a rotary engine (17), and an electronic control unit (ECU) (22).

[0006] The intake pipe (P1) has a throttle valve (1), an intake air temperature sensor (2), and an intake air pressure sensor (3) for supplying intake air with monitorable parameters to the rotary engine (17); the fuel supply pipe (P2) has a diesel tank (4), a diesel temperature sensor (5), a low-pressure fuel pump (6), a low-pressure fuel line pressure sensor (7), a high-pressure fuel pump (8), a high-pressure fuel line pressure sensor (9), a fuel pressure regulating valve (10), and a high-pressure direct injection injector (11) to form a stable and controllable high-pressure fuel supply system; the exhaust pipe (P3) has an exhaust temperature sensor (18), an exhaust pressure sensor (19), an exhaust heat exchanger (20), and a heat exchanger control valve (21) to realize the utilization of exhaust waste heat and the monitoring of exhaust parameters;

[0007] The rotary engine (17) includes an air intake, a fuel injection port, and an exhaust port. The air intake is connected to an intake pipe (P1), and a throttle valve (1) is provided on the intake pipe (P1) to provide the rotary engine (17) with clean intake air of controllable flow. The fuel injection port is connected to a high-pressure direct injection injector (11) through a fuel supply pipe (P2), and a low-pressure fuel pump (6), a high-pressure fuel pump (8), and a fuel pressure regulating valve (10) are provided on the fuel supply pipe (P2) to provide the rotary engine (17) with high-pressure precision-injected diesel fuel. The exhaust port is connected to an exhaust heat exchanger through an exhaust pipe (P3). (20) Connected, the exhaust pipe (P3) is equipped with an exhaust temperature sensor (18) and an exhaust pressure sensor (19), and the exhaust heat exchanger (20) is equipped with a heat exchanger control valve (21) to provide energy for heating diesel in the diesel tank (4) using exhaust waste heat; the rotary engine (17) is equipped with a high-energy preheating plug (12), a spark plug (13), a rotor (14), and an eccentric shaft (15) in the cylinder. The rotor (14) is precisely matched with the cylinder and the eccentric shaft (15). The high-energy preheating plug (12) is arranged close to the spark plug (13) to jointly ensure combustion efficiency and power output performance.

[0008] The electronic control unit (ECU) (22) receives exhaust pressure signal b, exhaust temperature signal c, speed signal d, intake pressure signal h, intake temperature signal i, high-pressure oil circuit oil pressure signal k, low-pressure oil circuit oil pressure signal m, and diesel temperature signal o, and sends out heat exchanger control valve signal a, spark plug signal e, high-energy preheating plug signal f, high-pressure direct injection signal g, throttle opening signal j, high-pressure oil pump signal l, and low-pressure oil pump signal n.

[0009] The high-energy preheating plug (12) is installed in the cylinder of the rotary engine (17) near the spark plug (13). It can heat the liquid diesel fuel injected by the high-pressure direct injection injector (11) when it approaches the spark plug (13), forcibly evaporating the diesel fuel and preventing carbon deposits from forming on the spark plug (13) due to diesel fuel adhesion. It also improves the ignition and combustion process of the diesel-air mixture. The exhaust heat exchanger (20) forms a heat exchange circuit with the diesel tank (4) through a pipeline. It uses the residual heat of the exhaust gas in the exhaust pipeline (P3) to heat the diesel fuel in the diesel tank (4), increasing the diesel fuel temperature and improving the atomization effect. The high-pressure direct injection injector (11) has a high-pressure direct injection function. The injection strategy can be dynamically adjusted according to the working conditions. Combined with the forced evaporation effect of the high-energy preheating plug (12), it can achieve full atomization, reliable ignition and efficient combustion of diesel fuel.

[0010] The electronic control unit (ECU) (22) is connected to the heat exchanger control valve (21) and controls the heat exchange energy through the heat exchanger control valve signal a;

[0011] The electronic control unit (ECU) (22) is connected to the exhaust pressure sensor (19) and obtains the exhaust pressure signal b;

[0012] The electronic control unit (ECU) (22) is connected to the exhaust temperature sensor (18) and obtains the exhaust temperature signal c;

[0013] The electronic control unit (ECU) (22) is connected to the speed signal sensor (16) and obtains the speed signal d;

[0014] The electronic control unit (ECU) (22) is connected to the spark plug (13) and controls the spark plug ignition through the spark plug signal e;

[0015] The electronic control unit (ECU) (22) is connected to the high-energy preheating plug (12) and controls the heating state of the high-energy preheating plug through the high-energy preheating plug signal f;

[0016] The electronic control unit (ECU) (22) is connected to the high-pressure direct injection injector (11) and controls the injection parameters through the high-pressure direct injection injection signal g;

[0017] The electronic control unit (ECU) (22) is connected to the intake pressure sensor (3) and obtains the intake pressure signal h;

[0018] The electronic control unit (ECU) (22) is connected to the intake air temperature sensor (2) and obtains the intake air temperature signal i;

[0019] The electronic control unit (ECU) (22) is connected to the throttle valve (1) and controls the throttle valve opening through the throttle valve opening signal j;

[0020] The electronic control unit (ECU) (22) is connected to the high-pressure oil circuit oil pressure sensor (9) and obtains the high-pressure oil circuit oil pressure signal k;

[0021] The electronic control unit (ECU) (22) is connected to the high-pressure oil pump (8) and controls the operation of the high-pressure oil pump through the high-pressure oil pump signal l;

[0022] The electronic control unit (ECU) (22) is connected to the low-pressure oil circuit oil pressure sensor (7) and obtains the low-pressure oil circuit oil pressure signal m;

[0023] The electronic control unit (ECU) (22) is connected to the low-pressure oil pump (6) and controls the operation of the low-pressure oil pump through the low-pressure oil pump signal n;

[0024] The electronic control unit (ECU) (22) is connected to the diesel temperature sensor (5) and obtains the diesel temperature signal o;

[0025] Control method for high-pressure direct injection forced evaporation spark-ignition diesel rotary engine:

[0026] Start-up phase: The high-energy glow plug (12) is started by controlling the high-energy glow plug signal f; air enters the rotary engine (17) stably through the intake pipe (P1); the electronic control unit (ECU) (22) controls the low-pressure oil pump (6) to start by controlling the low-pressure oil pump signal n, and controls the high-pressure oil pump (8) to start by controlling the high-pressure oil pump signal l, so that the pressure of the oil supply pipe (P2) is stabilized at 80MPa; the electronic control unit (ECU) (22) controls the throttle valve (1) to open to the preset initial opening by controlling the throttle valve opening signal j, and controls the injection pulse width of the high-pressure direct injection injector (11) by controlling the high-pressure direct injection injection signal g; the electronic control unit (ECU) (22) controls the spark plug (13) to ignite by controlling the spark plug signal e, and the start-up is completed. After the rotary engine enters idle speed, the high-energy glow plug (12) is closed.

[0027] Partial load stage: Do not start the high-energy preheating plug (12), keep the spark plug (13) igniting normally; the electronic control unit (ECU) (22) receives the diesel temperature signal o. If the diesel temperature is below 50°C, the heat exchanger control valve (21) is controlled to increase the opening through the heat exchanger control valve signal a. The exhaust waste heat recovered by the exhaust heat exchanger (20) is used to heat the diesel in the diesel tank (4) until the diesel temperature is stable at 50°C. If the diesel temperature is above 50°C, the opening of the heat exchanger control valve (21) is reduced or the heat exchange circuit is closed. The atomization effect is improved by heating the diesel, thereby improving the ignition stability and combustion efficiency of the diesel in the cylinder.

[0028] The electronic control unit (ECU) (22) calculates the target fuel injection quantity Q based on the speed signal d, intake pressure signal h, and intake temperature signal i, and dynamically adjusts the fuel injection parameters of the high-pressure direct injection injector (11) through the high-pressure direct injection signal g; it monitors and adjusts the fuel pressure in real time based on the low-pressure fuel pressure signal m from the low-pressure fuel pressure sensor (7) and the high-pressure fuel pressure signal k from the high-pressure fuel pressure sensor (9), so that the low-pressure fuel pressure is stabilized at 0.4MPa and the high-pressure fuel pressure is stabilized at 80MPa; at the same time, it receives the exhaust temperature signal c and the exhaust pressure signal b in real time, and dynamically adjusts the throttle opening and ignition timing in combination with the speed signal d and intake parameters to optimize combustion efficiency;

[0029] Full load stage: Under full load conditions, the rotary engine (17) improves the diesel atomization effect and increases the in-cylinder combustion efficiency through the dual effects of forced evaporation by high-energy preheating plug and diesel waste heat heating. The ECU (22) maintains the output of the spark plug signal e, so that the spark plug (13) continues to ignite. At the same time, it controls the high-energy preheating plug (12) to start through the high-energy preheating plug signal f. The ECU (22) receives the diesel temperature signal o and controls the opening of the heat exchanger control valve (21) through the heat exchanger control valve signal a. It uses the exhaust waste heat recovered by the exhaust heat exchanger (20) to heat the diesel and ensure that the diesel temperature is stable at 50℃. The ECU (22) calculates the target injection quantity Q under full load conditions based on the speed signal d, the intake pressure signal h, and the intake temperature signal i. It dynamically adjusts the injection parameters of the high-pressure direct injection injector (11) through the high-pressure direct injection injection signal g. At the same time, it monitors and adjusts the oil pressure in real time based on the low-pressure oil pressure signal m of the low-pressure oil pressure sensor (7) and the high-pressure oil pressure signal k of the high-pressure oil pressure sensor (9), so that the low-pressure oil pressure is stable at 0.4MPa and the high-pressure oil pressure is stable at 80MPa.

[0030] The ECU (22) adjusts the heating temperature T of the high-energy glow plug (12) according to the real-time fuel injection quantity Q. Under full load conditions, the minimum fuel injection quantity is Q1, corresponding to the heating temperature T1=800℃ of the high-energy glow plug (12). The maximum fuel injection quantity is Q2, corresponding to the heating temperature T2=1200℃ of the high-energy glow plug (12). The heating temperature T of the high-energy glow plug under different real-time fuel injection quantities satisfies: T=400 / (Q2-Q1)×(Q-Q1)+800. At the same time, the ECU (22) receives the exhaust temperature signal c and the exhaust pressure signal b in real time. Combined with the speed signal d and the intake pressure signal h and intake temperature signal i, it dynamically adjusts the output of the throttle opening signal j to adjust the throttle opening (1) and the ignition timing of the spark plug (13) to ensure that the diesel fuel is fully evaporated and stably burned, so as to achieve high power output of the rotary engine while ensuring the stability of power output.

[0031] This invention achieves forced diesel evaporation by arranging high-energy preheating plugs in the cylinder and integrating an exhaust waste heat recovery system, effectively preventing spark plug carbon buildup and improving ignition reliability and engine operation stability. It utilizes 400℃ exhaust waste heat to preheat diesel to 50℃, significantly improving atomization quality and combustion efficiency. Combined with high-pressure direct injection up to 80MPa and electronic control coordination, it optimizes the combustion process under various operating conditions, improving power density and thermal efficiency, enabling the diesel rotary engine to have both high power performance and fuel practicality. Attached Figure Description

[0032] Figure 1 Schematic diagram of a high-pressure direct injection forced evaporation spark-ignition diesel rotary engine device

[0033] In the diagram: 1. Throttle valve; P1. Intake pipe; 2. Intake air temperature sensor; 3. Intake air pressure sensor; 4. Diesel tank; P2. Fuel supply line; 5. Diesel temperature sensor; 6. Low-pressure fuel pump; 7. Low-pressure fuel line pressure sensor; 8. High-pressure fuel pump; 9. High-pressure fuel line pressure sensor; 10. Fuel pressure regulating valve; 11. High-pressure direct injection injector; 12. High-energy glow plug; 13. Spark plug; 14. Rotor; 15. Eccentric shaft; 16. Speed ​​signal sensor; 17. Rotary engine; P3. Exhaust pipe; 18. Exhaust temperature sensor; 19. Exhaust pressure sensor; 20. Exhaust heat exchanger; 21. Heat exchanger control valve; 22. Electronic control unit (ECU).

[0034] a) Heat exchanger control valve signal; b) Exhaust pressure signal; c) Exhaust temperature signal; d) Speed ​​signal; e) Spark plug signal; f) High-energy preheating plug signal; g) High-pressure direct injection signal; h) Intake pressure signal; i) Intake temperature signal; j) Throttle opening signal; k) High-pressure fuel circuit pressure signal; l) High-pressure fuel pump signal; m) Low-pressure fuel circuit pressure signal; n) Low-pressure fuel pump signal; o) Diesel fuel temperature signal. Detailed Implementation

[0035] The present invention will be further described below with reference to the accompanying drawings and specific embodiments:

[0036] Start-up phase: The high-energy glow plug (12) is started by controlling the high-energy glow plug signal f; air enters the rotary engine (17) stably through the intake pipe (P1); the electronic control unit (ECU) (22) controls the low-pressure oil pump (6) to start by controlling the low-pressure oil pump signal n, and controls the high-pressure oil pump (8) to start by controlling the high-pressure oil pump signal l, so that the pressure of the oil supply pipe (P2) is stabilized at 80MPa; the electronic control unit (ECU) (22) controls the throttle valve (1) to open to the preset initial opening by controlling the throttle valve opening signal j, and controls the injection pulse width of the high-pressure direct injection injector (11) by controlling the high-pressure direct injection injection signal g; the electronic control unit (ECU) (22) controls the spark plug (13) to ignite by controlling the spark plug signal e, and the start-up is completed. After the rotary engine enters idle speed, the high-energy glow plug (12) is closed.

[0037] Partial load stage: Do not start the high-energy preheating plug (12), keep the spark plug (13) igniting normally; the electronic control unit (ECU) (22) receives the diesel temperature signal o. If the diesel temperature is below 50°C, the heat exchanger control valve (21) is controlled to increase the opening through the heat exchanger control valve signal a. The exhaust waste heat recovered by the exhaust heat exchanger (20) is used to heat the diesel until the diesel temperature stabilizes at 50°C. If the diesel temperature is above 50°C, the opening of the heat exchanger control valve (21) is reduced or the heat exchange circuit is closed. The atomization effect is improved by heating the diesel, thereby improving the in-cylinder diesel ignition stability and combustion efficiency.

[0038] The electronic control unit (ECU) (22) calculates the target fuel injection quantity Q based on the speed signal d, intake pressure signal h, and intake temperature signal i. It dynamically adjusts the injection timing, injection pressure, and injection pulse width of the high-pressure direct injection injector (11) through the high-pressure direct injection signal g. It monitors and adjusts the oil pressure in real time based on the low-pressure oil pressure signal m from the low-pressure oil pressure sensor (7) and the high-pressure oil pressure signal k from the high-pressure oil pressure sensor (9), so that the low-pressure oil pressure is stabilized at 0.4 MPa and the high-pressure oil pressure is stabilized at 80 MPa. At the same time, it receives the exhaust temperature signal c and the exhaust pressure signal b in real time, and dynamically adjusts the throttle opening and ignition timing in combination with the speed signal d and intake parameters to optimize combustion efficiency.

[0039] Full load stage: Under full load conditions, the rotary engine (17) improves diesel atomization and in-cylinder combustion efficiency through the combined effects of forced evaporation by the high-energy preheating plug and heating by diesel waste heat. The electronic control unit (ECU) (22) maintains the output of the spark plug signal e to keep the spark plug (13) continuously ignited, and at the same time controls the start of the high-energy preheating plug (12) through the high-energy preheating plug signal f. The electronic control unit (ECU) (22) receives the diesel temperature signal o and controls the opening of the heat exchanger control valve (21) through the heat exchanger control valve signal a. It uses the exhaust waste heat recovered by the exhaust heat exchanger (20) to heat the diesel and ensure that the diesel temperature is stable at 50℃. The electronic control unit (ECU) (22) adjusts the diesel temperature according to the speed signal d, The intake pressure signal h and intake temperature signal i are used to calculate the target injection quantity Q under full load conditions. The injection timing, injection pressure and injection pulse width of the high-pressure direct injection injector (11) are dynamically adjusted by the high-pressure direct injection injection signal g. At the same time, the low-pressure oil circuit oil pressure signal m of the low-pressure oil circuit oil pressure sensor (7) and the high-pressure oil circuit oil pressure signal k of the high-pressure oil circuit oil pressure sensor (9) are used to monitor and adjust the oil circuit pressure in real time, so that the low-pressure oil circuit pressure is stabilized at 0.4MPa and the high-pressure oil circuit pressure is stabilized at 80MPa.

[0040] The ECU (22) adjusts the heating temperature T of the high-energy glow plug (12) according to the real-time fuel injection quantity Q. Under full load conditions, the minimum fuel injection quantity is Q1, corresponding to the heating temperature T1=800℃ of the high-energy glow plug (12). The maximum fuel injection quantity is Q2, corresponding to the heating temperature T2=1200℃ of the high-energy glow plug (12). The heating temperature T of the high-energy glow plug under different real-time fuel injection quantities satisfies: T=400 / (Q2-Q1)×(Q-Q1)+800. At the same time, the ECU (22) receives the exhaust temperature signal c and the exhaust pressure signal b in real time. Combined with the speed signal d and the intake pressure signal h and intake temperature signal i, it dynamically adjusts the output of the throttle opening signal j to adjust the throttle opening (1) and the ignition timing of the spark plug (13) to ensure that the diesel fuel is fully evaporated and stably burned, so as to achieve high power output of the rotary engine while ensuring the stability of power output.

Claims

1. A high-pressure direct injection forced evaporation spark-ignition diesel rotary engine, characterized in that, Including intake manifold (P1), fuel supply manifold (P2), exhaust manifold (P3), rotary engine (17) and electronic control unit (ECU) (22); The intake pipe (P1) has a throttle valve (1), an intake air temperature sensor (2), and an intake air pressure sensor (3) for supplying intake air with monitorable parameters to the rotary engine (17); the fuel supply pipe (P2) has a diesel tank (4), a diesel temperature sensor (5), a low-pressure fuel pump (6), a low-pressure fuel line pressure sensor (7), a high-pressure fuel pump (8), a high-pressure fuel line pressure sensor (9), a fuel pressure regulating valve (10), and a high-pressure direct injection injector (11) to form a stable and controllable high-pressure fuel supply system; the exhaust pipe (P3) has an exhaust temperature sensor (18), an exhaust pressure sensor (19), an exhaust heat exchanger (20), and a heat exchanger control valve (21). The rotary engine (17) includes an air intake, a fuel injection port, and an exhaust port. The air intake is connected to an intake pipe (P1), and the intake pipe (P1) is equipped with a throttle valve (1) to provide the rotary engine (17) with clean air of controllable flow. The fuel injection port is connected to a high-pressure direct injection injector (11) through a fuel supply pipe (P2), and the fuel supply pipe (P2) is equipped with a low-pressure fuel pump (6), a high-pressure fuel pump (8), and a fuel pressure regulating valve (10) to provide the rotary engine (17) with high-pressure precision-injected diesel fuel. The exhaust port is connected to an exhaust pipe (P1) P3) is connected to the exhaust heat exchanger (20). The exhaust pipe (P3) is equipped with an exhaust temperature sensor (18) and an exhaust pressure sensor (19). The exhaust heat exchanger (20) is equipped with a heat exchanger control valve (21) to provide energy for heating diesel in the diesel tank (4) using exhaust waste heat. The rotary engine (17) is equipped with a high-energy preheating plug (12), a spark plug (13), a rotor (14), and an eccentric shaft (15) in the cylinder. The rotor (14) is matched with the cylinder and the eccentric shaft (15). The high-energy preheating plug (12) is arranged close to the spark plug (13). The electronic control unit (ECU) (22) receives exhaust pressure signal b, exhaust temperature signal c, speed signal d, intake pressure signal h, intake temperature signal i, high-pressure oil circuit oil pressure signal k, low-pressure oil circuit oil pressure signal m, and diesel temperature signal o, and sends out heat exchanger control valve signal a, spark plug signal e, high-energy preheating plug signal f, high-pressure direct injection signal g, throttle opening signal j, high-pressure oil pump signal l, and low-pressure oil pump signal n.

2. The high-pressure direct injection forced evaporation spark-ignition diesel rotary engine according to claim 1, characterized in that: The high-energy preheating plug (12) is installed in the cylinder of the rotary engine (17) near the spark plug (13). It can heat the liquid diesel fuel injected by the high-pressure direct injection injector (11) when it approaches the spark plug (13) and force the diesel fuel to evaporate. The exhaust heat exchanger (20) forms a heat exchange circuit with the diesel tank (4) through the pipeline and uses the waste heat of the exhaust gas in the exhaust pipeline (P3) to heat the diesel fuel in the diesel tank (4). The electronic control unit (ECU) (22) is connected to the heat exchanger control valve (21) and controls the heat exchange energy through the heat exchanger control valve signal a; The electronic control unit (ECU) (22) is connected to the exhaust pressure sensor (19) and obtains the exhaust pressure signal b; The electronic control unit (ECU) (22) is connected to the exhaust temperature sensor (18) and obtains the exhaust temperature signal c; The electronic control unit (ECU) (22) is connected to the speed signal sensor (16) and obtains the speed signal d; The electronic control unit (ECU) (22) is connected to the spark plug (13) and controls the spark plug ignition through the spark plug signal e; The electronic control unit (ECU) (22) is connected to the high-energy preheating plug (12) and controls the heating state of the high-energy preheating plug through the high-energy preheating plug signal f; The electronic control unit (ECU) (22) is connected to the high-pressure direct injection injector (11) and controls the injection parameters through the high-pressure direct injection injection signal g; The electronic control unit (ECU) (22) is connected to the intake pressure sensor (3) and obtains the intake pressure signal h; The electronic control unit (ECU) (22) is connected to the intake air temperature sensor (2) and obtains the intake air temperature signal i; The electronic control unit (ECU) (22) is connected to the throttle valve (1) and controls the throttle valve opening through the throttle valve opening signal j; The electronic control unit (ECU) (22) is connected to the high-pressure oil circuit oil pressure sensor (9) and obtains the high-pressure oil circuit oil pressure signal k; The electronic control unit (ECU) (22) is connected to the high-pressure oil pump (8) and controls the operation of the high-pressure oil pump through the high-pressure oil pump signal l; The electronic control unit (ECU) (22) is connected to the low-pressure oil circuit oil pressure sensor (7) and obtains the low-pressure oil circuit oil pressure signal m; The electronic control unit (ECU) (22) is connected to the low-pressure oil pump (6) and controls the operation of the low-pressure oil pump through the low-pressure oil pump signal n; The electronic control unit (ECU) (22) is connected to the diesel temperature sensor (5) and obtains the diesel temperature signal o.

3. The method for controlling the engine as claimed in claim 1, characterized in that: Start-up phase: The high-energy glow plug (12) is started by controlling the high-energy glow plug signal f; air enters the rotary engine (17) stably through the intake pipe (P1); the electronic control unit (ECU) (22) controls the low-pressure oil pump (6) to start by controlling the low-pressure oil pump signal n, and controls the high-pressure oil pump (8) to start by controlling the high-pressure oil pump signal l, so that the pressure of the oil supply pipe (P2) is stabilized at 80MPa; the electronic control unit (ECU) (22) controls the throttle valve (1) to open to the preset initial opening by controlling the throttle valve opening signal j, and controls the injection pulse width of the high-pressure direct injection injector (11) by controlling the high-pressure direct injection injection signal g; the electronic control unit (ECU) (22) controls the spark plug (13) to ignite by controlling the spark plug signal e, and the start-up is completed. After the rotary engine enters idle speed, the high-energy glow plug (12) is closed. Partial load stage: Do not start the high-energy preheating plug (12), keep the spark plug (13) igniting normally; the electronic control unit (ECU) (22) receives the diesel temperature signal o. If the diesel temperature is below 50°C, the heat exchanger control valve (21) is controlled to increase the opening through the heat exchanger control valve signal a. The exhaust waste heat recovered by the exhaust heat exchanger (20) is used to heat the diesel in the diesel tank (4) until the diesel temperature is stable at 50°C. If the diesel temperature is above 50°C, the opening of the heat exchanger control valve (21) is reduced or the heat exchange circuit is closed. The electronic control unit (ECU) (22) calculates the target fuel injection quantity Q based on the speed signal d, intake pressure signal h, and intake temperature signal i, and dynamically adjusts the fuel injection parameters of the high-pressure direct injection injector (11) through the high-pressure direct injection signal g; it monitors and adjusts the fuel pressure in real time based on the low-pressure fuel pressure signal m from the low-pressure fuel pressure sensor (7) and the high-pressure fuel pressure signal k from the high-pressure fuel pressure sensor (9), so that the low-pressure fuel pressure is stabilized at 0.4MPa and the high-pressure fuel pressure is stabilized at 80MPa; at the same time, it receives the exhaust temperature signal c and the exhaust pressure signal b in real time, and dynamically adjusts the throttle opening and ignition timing in combination with the speed signal d and intake parameters. Full load stage: The electronic control unit (ECU) (22) maintains the output of the spark plug signal e, so that the spark plug (13) continues to ignite. At the same time, it controls the high-energy preheating plug (12) to start through the high-energy preheating plug signal f. The electronic control unit (ECU) (22) receives the diesel temperature signal o and controls the opening of the heat exchanger control valve (21) through the heat exchanger control valve signal a. It uses the exhaust waste heat recovered by the exhaust heat exchanger (20) to heat the diesel and ensure that the diesel temperature is stable at 50℃. The electronic control unit (ECU) (22) calculates the target fuel injection quantity under full load conditions based on the speed signal d, the intake pressure signal h, and the intake temperature signal i. Q The injection parameters of the high-pressure direct injection injector (11) are dynamically adjusted by the high-pressure direct injection signal g. At the same time, the low-pressure oil circuit oil pressure signal m of the low-pressure oil circuit sensor (7) and the high-pressure oil circuit oil pressure signal k of the high-pressure oil circuit sensor (9) are monitored and adjusted in real time to stabilize the low-pressure oil circuit pressure at 0.4MPa and the high-pressure oil circuit pressure at 80MPa. The electronic control unit (ECU) (22) adjusts the heating temperature T of the high-energy preheating plug (12) according to the real-time fuel injection quantity Q. Under full load conditions, the minimum fuel injection quantity is Q1, corresponding to the heating temperature T1=800℃ of the high-energy preheating plug (12). The maximum fuel injection quantity is Q2, corresponding to the heating temperature T2=1200℃ of the high-energy preheating plug (12). The heating temperature T of the high-energy preheating plug under different real-time fuel injection quantities satisfies: T=400 / (Q2-Q1)×(Q-Q1)+800. At the same time, the electronic control unit (ECU) (22) receives the exhaust temperature signal c and the exhaust pressure signal b in real time. Combined with the speed signal d and the intake pressure signal h and intake temperature signal i, it dynamically adjusts the output of the throttle opening signal j to adjust the throttle opening (1) and the ignition timing of the spark plug (13).

Images