A dual-flow-path auxiliary air intake system and method for exhaust gas ejector face of a rotary engine

Abstract

This application provides a rotary engine exhaust gas ejector end-face dual-flow-path auxiliary intake system and method. The system includes: an engine housing, including an end cover and a cylinder block, with an end-face intake port on the end cover and a circumferential intake port on the cylinder block, the end cover and cylinder block forming a sealed combustion chamber; a circumferential main intake pipe connected to the circumferential intake port; an end-face auxiliary intake pipe connected to the end-face intake port; an EGR pipe connected to both the exhaust pipe and the end-face auxiliary intake pipe; and an ejector installed at the connection point between the EGR pipe and the end-face auxiliary intake pipe, the ejector being used to eject auxiliary gas from the end-face auxiliary intake pipe using exhaust gas from the EGR pipe, and the resulting mixture being sent into the combustion chamber through the end-face intake port. The system provided in this application solves the problems of current engine ejector EGR technology being unable to adapt to the structural characteristics of rotary engines, resulting in low charging efficiency, exhaust gas backflushing, and low exhaust energy utilization.

Description

Technical Field

[0001] This application relates to the field of auxiliary air intake treatment technology for rotary engines, and in particular to a dual-flow-path auxiliary air intake system and method for exhaust gas ejector end face of a rotary engine. Background Technology

[0002] Existing rotary engine intake methods mainly include circumferential intake and end-face intake. Circumferential intake has a larger airflow rate but is prone to intake and exhaust overlap; end-face intake can achieve intake and exhaust separation, which is beneficial for improving charging organization and reducing short-circuit exhaust. Meanwhile, exhaust gas recirculation (EGR) technology can reduce peak combustion temperature, suppress NOx formation, and improve fuel economy under certain operating conditions, and has been widely used in reciprocating engines. However, in rotary engines, the application of traditional EGR technology still faces challenges such as a long combustion chamber flow path, sensitivity to air-fuel combustion speed, and high requirements for EGR rate control.

[0003] For common rotary engine EGR strategies, EGR exhaust gas and fresh air are premixed in the intake manifold before entering the combustion chamber. However, the EGR concentration cannot achieve spatial stratification within the combustion chamber, and the mixing uniformity is constrained by the intake duct geometry. Mixing outside the combustion chamber leads to an overall increase in intake air temperature, reducing intake charge density and negatively impacting the already low charging efficiency of the rotary engine. Furthermore, the shared EGR pipeline with the circumferential main intake duct poses a risk of exhaust backflushing under overlapping intake and exhaust conditions, particularly noticeable at low speeds. Summary of the Invention

[0004] To address the aforementioned problems, one objective of this invention is to provide a dual-flow-path auxiliary intake system for the exhaust gas ejector face of a rotary engine, thereby solving the problems of low charging efficiency, exhaust gas backflushing, and low exhaust energy utilization caused by the inability of current engine ejector EGR technology to adapt to the structural characteristics of rotary engines. A second objective of this invention is to provide a dual-flow-path auxiliary intake control method for the exhaust gas ejector face of a rotary engine.

[0005] To achieve one of the objectives, in a first aspect, the present invention provides a dual-flow-path auxiliary air intake system for the exhaust gas ejector end face of a rotary engine, the technical solution of which is: A dual-flow-path auxiliary air intake system for exhaust gas ejector face of a rotary engine, the system comprising: An engine housing includes an end cover and a cylinder block. The end cover has an end face air inlet, and the cylinder block has a circumferential air inlet. The end cover and the cylinder block together form a sealed combustion chamber. The circumferential main intake pipe is connected to the circumferential intake port; An auxiliary air intake pipe is connected to the air intake port on the end face; The EGR piping is connected to both the exhaust piping and the auxiliary intake piping at the end face; and... An ejector is provided at the position where the EGR pipeline connects to the end-face auxiliary intake pipeline. The ejector is used to use the exhaust gas in the EGR pipeline to eject the auxiliary gas in the end-face auxiliary intake pipeline, and to send the mixture formed by ejection into the combustion chamber through the end-face intake port.

[0006] As one of the preferred embodiments, the end-face auxiliary air intake pipe includes: An air-assisted intake branch is connected to the air source and the first opening of the end face air inlet, respectively, and is used to supplement air to the first position in the combustion chamber through the first opening; A mixture-air auxiliary intake branch is provided, on which the ejector is provided. One end of the EGR pipeline is connected to the exhaust pipeline, and the other end is connected to the ejector. The mixture-air auxiliary intake branch is connected to the gas source and the second opening of the end face air inlet, respectively, and is used to supplement the exhaust gas-air mixture to the second position in the combustion chamber through the second opening.

[0007] As one of the preferred embodiments, an air control valve is provided on the air-assisted intake branch, and an ejector control valve is provided on the mixed-gas-assisted intake branch. The inlets of the air-assisted intake branch and the mixed-gas-assisted intake branch are connected to the same air source through the auxiliary intake manifold.

[0008] As one of the preferred solutions, the end face air inlet is divided into the first opening and the second opening by a partition.

[0009] As one of the preferred options, the EGR pipeline is equipped with an EGR cooler, an EGR pulsation damper, and an EGR control valve.

[0010] As one preferred embodiment, the system further includes: The sensor assembly includes at least one of a speed sensor, a throttle position sensor, an oxygen sensor, an exhaust temperature sensor, an EGR pressure sensor, an intake pressure sensor, and a housing temperature sensor.

[0011] As one preferred embodiment, the system further includes: The ECU, connected to the sensor assembly, the EGR control valve, the air control valve, and the ejector control valve, receives operating condition information collected by the sensor assembly and adjusts the valve openings of the EGR control valve, the air control valve, and the ejector control valve according to the operating condition information, so as to control the air intake volume delivered by the air-assisted intake branch, the air-mixture intake volume delivered by the air-mixture-assisted intake branch, and the total intake volume entering the combustion chamber.

[0012] To achieve the second objective, the present invention provides a dual-flow-path assisted intake control method for the exhaust gas ejector end face of a rotary engine, the technical solution of which is: A method for controlling dual-flow-path auxiliary intake of exhaust gas ejector face of a rotary engine, relying on the dual-flow-path auxiliary intake system of exhaust gas ejector face of a rotary engine provided in the first aspect of the present invention, the method is applied to an ECU, and the method includes: Obtain the current operating condition of the rotary engine; the current operating condition includes any one of the following: cold start condition, warm-up transition condition, medium load condition, and high load condition; In the cold start condition, the air control valve on the air-assisted intake branch is opened, and the ejector control valve on the air-mixed air-assisted intake branch and the EGR control valve on the EGR line are closed to achieve air-assisted intake. During the warm-up transition, the air control valve on the air-assisted intake branch is kept open, while the ejector control valve on the mixed-gas-assisted intake branch and the EGR control valve on the EGR pipeline are opened to a small degree to achieve dual-flow-path auxiliary air intake for air and mixed-gas. Under the medium load condition, the injector control valve on the air-fuel mixture auxiliary intake branch is controlled to be in the first opening range, the air control valve on the air-fuel mixture auxiliary intake branch is controlled to be in the second opening range, and the EGR control valve on the EGR pipeline is controlled to be in the third opening range, so as to achieve coordinated control of air intake volume, air-fuel mixture intake volume and total intake volume into the combustion chamber. Under the high-load operating conditions, the valve opening of the EGR control valve is adjusted to achieve directional regulation of the exhaust gas intake volume in the mixed gas.

[0013] As one preferred embodiment, the method further includes: Obtain the MAP diagram of the rotary engine under the current operating conditions. The MAP diagram represents multiple sets of EGR rates at different engine speeds and engine torques. Based on the MAP diagram, the current engine torque and the target EGR rate at the current engine speed are obtained; The condition described in the medium load operation includes: Based on the target EGR rate under the medium load condition, control the ejector control valve, the air control valve, and the EGR control valve to be at the corresponding opening degrees; The high-load operating condition includes: The valve opening of the EGR control valve is adjusted according to the target EGR rate under the high load condition.

[0014] As one preferred embodiment, obtaining the current operating condition of the rotary engine includes: Obtain the operating condition information of the rotary engine, which includes one or more of the following: eccentric shaft speed, throttle position, engine housing temperature, exhaust temperature, EGR line pressure, auxiliary intake manifold pressure, intake line pressure, exhaust oxygen concentration, and stable ignition indicator. Based on the operating condition information, the current operating condition of the rotary engine is determined.

[0015] Compared with the prior art, this application has the following advantages: The system provided in this application decouples the circumferential main intake pipe from the EGR pipe. At the overall intake level, on the one hand, the end-face auxiliary intake pipe allows the EGR mixture to enter a specific location in the combustion chamber through the end-face intake port. This allows the EGR auxiliary mixture to preferentially act on specific combustion zones based on the arrangement of the end-face intake port, thereby creating a gas distribution pattern with specific regional differences within the combustion chamber. While ensuring combustion stability in the main combustion zone, this overcomes the limitations of traditional intake manifolds on EGR mixing uniformity, achieving a more flexible spatial stratified combustion organization. On the other hand, the EGR exhaust gas is no longer pre-mixed with the main intake air; instead, it is introduced into the combustion chamber through the end-face auxiliary intake airflow path. The main intake duct can continuously maintain a high density of fresh air supply, maximizing the main charging efficiency and significantly reducing the charge density loss caused by the overall intake temperature rise due to pre-mixing in traditional solutions. Simultaneously, the EGR exhaust gas enters the combustion chamber through the end-face intake port, avoiding the risk of circumferential intake backflushing. On the other hand, the system utilizes the high-temperature, high-pressure exhaust gas of the rotary engine to provide superior driving conditions for the ejector. Therefore, it can fully utilize the pressure and heat energy released during the exhaust phase, driving a considerable flow of fresh air into the system without additional mechanical devices, thus achieving the cascade utilization of exhaust gas energy. At the same time, the ejector efficiently promotes the dynamic mixing of EGR exhaust gas and auxiliary gas during the ejection process, without the need for additional external high-pressure air drive. This solves the technical defects of traditional ejector technology, such as consuming main intake air resources, increasing the burden on the intake system, and reducing overall charging efficiency. Thus, it balances the EGR rate control, combustion stability, and charging efficiency of the rotary engine.

[0016] The method provided in this application, targeting a wide speed range from low-speed cold start to high-speed high load, designs a multi-condition segmented control strategy. Through real-time closed-loop adjustment of the EGR rate, ejector quantity, and dual airflow ratio, it comprehensively optimizes NOx emissions, fuel economy, and combustion stability across the entire operating range. In operating conditions with insufficient ejector capacity (such as cold start or low load), the ECU can automatically exit the mixture mode and restore a safe operating state dominated by pure fresh air intake via the air-assisted intake branch, ensuring the reliability of engine operation under all conditions. Attached Figure Description

[0017] To more clearly illustrate the technical solution of this application, the drawings used in the description of this application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the composition and structure of the dual-flow-path auxiliary air intake system for the exhaust gas ejector end face of a rotary engine according to an embodiment of this application; Figure 2 This is a flowchart of the steps of the dual-flow-path auxiliary intake control method for the exhaust gas ejector end face of a rotary engine according to an embodiment of this application.

[0019] Explanation of reference numerals in the attached figures: 1. Air supply box; 2. Air filter; 3. Auxiliary intake manifold; 4. Intake pressure sensor; 5. Ejector control valve; 6. Air control valve; 7. Mixture auxiliary intake branch; 8. Air auxiliary intake branch; 9. EGR cooler; 10. EGR pulsation damper; 11. EGR pressure sensor; 12. EGR control valve; 13. Ejector; 14. EGR line; 15. Exhaust line; 16. Exhaust temperature sensor; 17. Oxygen sensor; 18. Circumferential main intake line; 19. Throttle position sensor; 20. Second opening; 21. First opening; 22. Cylinder block; 23. Engine rotor; 24. Housing temperature sensor; 25. Spark plug; 26. Eccentric shaft; 27. Speed ​​sensor; 28. ECU. Detailed Implementation

[0020] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0021] As a further explanation of the background technology, existing end-face intake structures typically use the intake channel only as a supplementary path for fresh air. The intake organization is relatively simple, lacking the ability to independently transport and regulate different component gases (such as air and EGR exhaust gas), making it difficult to meet the combustion optimization requirements under complex operating conditions. Furthermore, existing end-face intakes mainly rely on the intake-exhaust pressure difference for passive intake, failing to fully utilize the high-temperature and high-pressure energy during the rotary engine's exhaust process, resulting in low energy utilization. Moreover, the end-face intake volume mostly lacks the ability to dynamically adjust according to engine load, speed, and emission requirements, failing to form a coordinated control mechanism with the EGR system, thus limiting the overall performance improvement of the system.

[0022] In related technologies, ejector technology, which utilizes high-speed fluid to create local negative pressure to achieve the suction and transport of another fluid, has been applied in some reciprocating engine EGR systems. In current EGR ejector technology, high-pressure fresh air is typically used as the active / ejector fluid, and high-temperature exhaust gas as the passive / ejected fluid. High-pressure fresh air creates negative pressure within the ejector 13 to draw in the high-temperature exhaust gas, achieving exhaust gas recirculation. While this method can improve exhaust gas recirculation efficiency to some extent, it relies on a portion of the intake drive, and the system structure and control logic can only be designed for the relatively stable intake and exhaust rhythm of reciprocating engines. This type of air-driven ejector EGR solution is not yet suitable for the high-temperature, high-pressure exhaust conditions, fixed-port valve timing, sensitivity to charging efficiency, and high EGR control complexity of rotary engines. It not only makes it difficult to efficiently utilize the exhaust energy of the rotary engine itself but also increases the burden on the intake system and reduces overall charging efficiency.

[0023] Therefore, most existing rotary engine EGR systems adopt the method of mixing outside the intake manifold before entering the combustion chamber. They lack system-level integration for rotary engines and have not yet formed a complete technical system that organically combines end-face auxiliary intake, EGR return path, ejector booster and multi-condition closed-loop control.

[0024] To solve or partially solve the above-mentioned technical problems, refer to Figure 1 As shown, Figure 1 This is a diagram illustrating the overall structural composition of the dual-flow-path auxiliary air intake system for the exhaust gas ejector end face of a rotary engine, as shown in this invention. Figure 1As shown, the present invention provides a rotary engine exhaust gas ejector end-face dual-flow-path auxiliary intake system. The system includes: an engine housing, including an end cover and a cylinder block 22, the end cover having an end-face air intake port, and the cylinder block 22 having a circumferential air intake port, the end cover and the cylinder block 22 enclosing a sealed combustion chamber; a circumferential main intake pipe 18, connected to the circumferential air intake port; an end-face auxiliary intake pipe, connected to the end-face air intake port; an EGR pipe 14, connected to the exhaust pipe 15 and the end-face auxiliary intake pipe respectively; and an ejector 13 is provided at the position where the EGR pipe 14 connects to the end-face auxiliary intake pipe, the ejector 13 using the exhaust gas in the EGR pipe 14 to eject the auxiliary gas in the end-face auxiliary intake pipe into the combustion chamber.

[0025] Specifically, the system provided in this embodiment is used to optimize the multi-flow intake organization in the combustion chamber, recover and utilize exhaust gas energy, and improve combustion control performance during the operation of a rotary engine by coordinating circumferential main intake and end-face auxiliary intake, combined with exhaust gas recirculation (EGR) and ejector turbocharging structure. Specifically, the system is applicable to rotary engines and can be a single-rotor, dual-rotor, or multi-rotor tandem structure. It includes at least a housing, an eccentric shaft 26, and internal rotor assemblies. The housing consists of end covers and a cylinder block 22. The cylinder block 22 is an outer shell with a double-arc epicycloid cavity structure. Intake ports, exhaust ports, and spark plugs 25 are provided on the circumferential sides of the cylinder block 22 for intake, combustion, and exhaust gas discharge. The end covers are typically located on both axial sides of the outer shell and may include front end covers, rear end covers, or intermediate partition end covers, providing a mounting base for the eccentric shaft 26, bearing assemblies, cooling structure, and end-face flow path structure. The engine rotor 23 is a triangular rotor with an outer contour that is approximately an equilateral triangle with arc-shaped sides. Sealing strips (corner seals) are provided at the three vertices. The three arc-shaped sides of the engine rotor 23, together with the end face of the end cover and the inner wall of the cylinder block 22, form a sealed inner cavity. The engine rotor 23 rotates in the combustion chamber under the drive of the eccentric shaft 26 and maintains sealed contact with the housing, thereby dividing the inner cavity into multiple sealed spaces with a periodically changing volume with rotation. These sealed spaces are usually called combustion chambers.

[0026] The circumferential main intake pipe 18 connects to the combustion chamber via a circumferential intake port (main intake port) located on the side wall of the cylinder block 22, providing the combustion chamber with the main fresh air or air-fuel mixture. The circumferential main intake pipe 18 typically includes components such as an air filter 2, throttle valve, turbocharger, intercooler, intake manifold, and flow control valve. The position of the circumferential intake port can be set at any angle on the circumference of the cylinder block 22 according to the engine's operating characteristics to adapt to different valve timing requirements. The exhaust pipe connects to the combustion chamber via an exhaust port to discharge combustion exhaust gases.

[0027] The auxiliary intake pipe is connected to the combustion chamber via an auxiliary intake port (end face air inlet) located on the upper end cover, providing auxiliary gas to the combustion chamber in addition to the main intake gas. The auxiliary gas can be fresh air, boost air, cooling air, EGR mixture, or other gaseous media suitable for combustion control. The auxiliary intake pipe can be located on one or both end covers, and the end face air inlet is positioned near the intake area, i.e., near the circumferential intake port, to cooperate with the circumferential main intake pipe 18 to achieve auxiliary intake. Preferably, in this embodiment, the auxiliary gas includes air and an EGR mixture, wherein the EGR mixture is configured as a mixture of air and exhaust gas.

[0028] One improvement in this embodiment is that the EGR line 14 is connected to the exhaust line 15 and the end-face auxiliary intake line, which is used to introduce part of the exhaust gas into the end-face auxiliary intake line to achieve auxiliary exhaust gas intake. The exhaust line 15 is connected to the combustion chamber in the corresponding exhaust area through the exhaust port on the cylinder block 22, which is used to discharge the combustion exhaust gas after power is completed from the combustion chamber. Connecting the EGR line 14 to the exhaust line 15 extracts part of the exhaust gas.

[0029] Another improvement involves connecting the EGR line 14 to the end-face auxiliary intake line via an ejector 13. The end-face auxiliary intake line is equipped with an ejector 13, which includes a nozzle section, an ejector inlet, an exhaust gas inlet, a mixing chamber, a throat, and a diffuser section. The EGR line 14 is connected to the ejector 13 via the exhaust gas inlet, and the end-face auxiliary intake line is connected to the ejector inlet, allowing the auxiliary gas in the end-face auxiliary intake line to be ejected by the exhaust gas in the EGR line 14 through the ejector inlet. The exhaust gas is accelerated by the nozzle to form a high-speed jet, creating a localized low-pressure zone in the mixing chamber area. This zone draws in the auxiliary gas (such as fresh air) supplied in the end-face auxiliary intake line, and the exhaust gas and auxiliary gas are mixed in the mixing section. Finally, after partially restoring pressure in the diffuser section, the mixture is sent to the end-face intake port connected to the end-face auxiliary intake line. Therefore, this embodiment utilizes the high-temperature, high-pressure EGR exhaust gas from the exhaust system as the driving flow, and the auxiliary gas (such as fresh air) provided by the end-face auxiliary intake pipe as the ejector flow. Momentum exchange and mixing are completed within the ejector 13 to form a mixture, which then enters the combustion chamber through the end-face intake port (hereinafter referred to as the second opening 20). Thus, the ejector 13 has no moving parts, a simple structure, and can be cast integrally with the end cover. It does not require a separate EGR pump or additional booster device, achieving EGR function integration while maintaining the high power density advantage of the rotary engine.

[0030] In some embodiments, the ejector 13 can be used in conjunction with corresponding electronically controlled valves on the exhaust pipe 15 and the auxiliary intake pipe to adjust the ejection intensity under different operating conditions. For example, it can increase the EGR ratio under medium load conditions and decrease the EGR ratio and increase the fresh air auxiliary intake volume under high load conditions. Furthermore, the ECU 28 can perform closed-loop control of the circumferential main intake, the auxiliary intake, and the EGR ejection volume by combining the eccentric shaft 26 speed, throttle position, engine housing temperature, exhaust temperature, EGR pipe 14 pressure, auxiliary intake manifold 3 pressure, intake pipe pressure, exhaust oxygen concentration, and stable ignition indicator. Further details regarding this part can be found in the method embodiments.

[0031] Thus, compared to EGR exhaust gas entering the combustion chamber separately, which can easily lead to excessively high exhaust gas concentration zones in localized areas of the combustion chamber, causing the oxygen concentration to drop too quickly and affecting combustion stability, and compared to the EGR scheme commonly used in existing rotary engines where exhaust gas and fresh air are premixed in the main intake duct before entering the combustion chamber, the overall EGR concentration of the mixture tends to be homogeneous and cannot be specifically adjusted according to the needs of different areas of the combustion chamber, this embodiment decouples the circumferential main intake pipe 18 from the EGR pipe 14. At the overall intake level, the circumferential main intake pipe 18 still mainly undertakes the function of supplying fresh air, and uses the end-face auxiliary intake pipe to couple the EGR pipe 14, preferentially introducing EGR exhaust gas into the end-face auxiliary intake flow path, realizing independent delivery and coordinated control of working gas and EGR auxiliary gas.

[0032] On the one hand, the end-face auxiliary intake pipeline enables the EGR mixture to enter a specific location in the combustion chamber through the end-face intake port. Thus, the EGR auxiliary mixture can preferentially act on a specific combustion area according to the arrangement of the end-face intake port, thereby forming a gas distribution pattern with specific regional differences inside the combustion chamber. While ensuring the combustion stability of the main combustion zone, it breaks through the limitation of traditional intake manifolds on the uniformity of EGR mixing and achieves a more flexible spatial stratified combustion organization.

[0033] On the other hand, EGR exhaust gas is no longer pre-mixed with the main intake air. Instead, it is introduced into the combustion chamber through an auxiliary intake airflow path at the end face. The main intake duct can continuously maintain a high density of fresh air supply, maximizing the main charging efficiency and significantly reducing the charge density loss caused by the overall intake temperature rise due to pre-mixing in traditional solutions. At the same time, the mixing of EGR exhaust gas with the auxiliary airflow before entering the combustion chamber also avoids excessive inerting in local areas caused by pure exhaust gas entering directly.

[0034] On the other hand, the system utilizes the high-temperature, high-pressure exhaust gas of the rotary engine to provide superior driving conditions for the ejector 13 (exhaust pressure 2-6 bar, far exceeding that of a reciprocating engine), with an ejection coefficient of 0.5-1.5. Therefore, it can fully utilize the pressure and heat energy released during the exhaust phase, driving a considerable flow of fresh air into the system without additional mechanical devices, thus achieving the cascade utilization of exhaust gas energy. At the same time, the ejector 13 efficiently promotes the dynamic mixing of EGR exhaust gas and auxiliary gas during the ejection process, without the need for additional external high-pressure air drive. This solves the technical defects of traditional ejector technology, such as consuming main intake air resources, increasing the burden on the intake system, and reducing overall charging efficiency. Thus, it balances the EGR rate control, combustion stability, and charging efficiency of the rotary engine.

[0035] Finally, when a conventional EGR is directly connected to the main intake manifold, the overlap of intake and exhaust gases makes it more prone to backflushing into the main intake system at low speeds, affecting overall intake stability. In this embodiment, the EGR exhaust gas enters the combustion chamber from the end-face intake port through an auxiliary intake pipe, avoiding the risk of circumferential backflushing.

[0036] Therefore, this embodiment not only solves the problems of insufficient spatial stratification, reduced charging efficiency, and backflush risk caused by external premixing in the existing rotary engine EGR system, but also achieves higher exhaust energy utilization, lower main intake loss, and a dual-flow path synergistic intake effect that is more adapted to the working characteristics of the rotary engine compared with the traditional high-pressure air ejector EGR scheme, thereby comprehensively improving the overall performance of the rotary engine in terms of combustion efficiency, emission control, and wide operating condition adaptability.

[0037] Another improvement in this embodiment is that the end-face auxiliary intake pipeline is set as a dual independent branch, so that the EGR exhaust gas is premixed with a part of the auxiliary gas, and the other part of the auxiliary gas is delivered independently. Correspondingly, the end-face auxiliary intake pipeline includes: an air auxiliary intake branch 8, which is connected to the first opening 21 of the air source and the end-face air inlet, respectively, and is used to supplement air to the first position in the combustion chamber through the first opening 21; a mixed gas auxiliary intake branch 7, which is provided with an ejector 13, and the EGR pipeline 14 is connected between the ejector 13 and the exhaust pipeline 15; wherein, the mixed gas auxiliary intake branch 7 is connected to the second opening 20 of the air source and the end-face air inlet, respectively, and is used to supplement the mixed gas formed by exhaust gas ejecting air to the second position in the combustion chamber through the second opening 20.

[0038] In this embodiment, an EGR exhaust gas ejector mixing channel is added. This mixing channel mixes the EGR exhaust gas from the exhaust system with the ejected fresh air through the ejector 13, and then sends it into the combustion chamber through the second opening 20 of the independent end-face air intake. Together with an auxiliary fresh air pipeline, it forms an end-face dual-flow coordinated intake structure. Among them, the air auxiliary intake branch 8 serves as the end-face fresh air intake channel, connected to the first opening 21 of the end-face air intake, and is used to provide pure fresh air and undertake the safety redundancy intake function under cold start, low temperature, low pressure, and fault conditions. The mixing auxiliary intake branch 7 is the EGR exhaust gas ejector mixing channel, on which the ejector 13 is installed. It uses the high-temperature and high-pressure EGR exhaust gas from the exhaust system as the driving flow and fresh air as the ejected flow. Momentum exchange and mixing are completed in the ejector 13, and then the mixture enters the combustion chamber through the end-face mixing intake. The two flow paths are structurally independent and are coordinated and regulated by the ECU 28.

[0039] In some embodiments, the air-assisted intake branch 8 and the mixture-assisted intake branch 7 can each be equipped with independent electronically controlled valves to dynamically adjust the flow ratio of each branch according to operating parameters. The ECU 28 achieves real-time matching of the air volume of the air-assisted intake branch 8, the air / EGR ratio of the mixture-assisted intake branch 7, and the injection intensity through closed-loop control. In other embodiments, the two branches can share some front-end air source processing modules, such as the air source box 1, the air filter 2, and the auxiliary intake manifold 3, but are divided into independent branches before entering the combustion chamber. Alternatively, the two branches can be configured with separate air source processing modules. For example, the air-assisted intake branch 8 is equipped with an air control valve 6, and the mixture-assisted intake branch 7 is equipped with an injection control valve 5 in front of the ejector 13. The inlets of the air-assisted intake branch 8 and the mixture-assisted intake branch 7 are connected to the same air source through the auxiliary intake manifold 3.

[0040] Therefore, a dual-flow-path coordinated structure for end-face air intake is designed, integrating the EGR flow path and ejector 13 into the end-face auxiliary air intake channel. This fully utilizes the zero-overlap advantage of end-face air intake, preventing the ejected mixture from being backflushed by exhaust pulses. Structurally, this achieves physical isolation and coordinated control between EGR intake and fresh air intake, providing a new approach for stratified mixture control within the combustion chamber. Based on the end-face auxiliary air intake, the air-assisted intake branch 8 and the mixture-assisted intake branch 7 act at different locations within the combustion chamber, enabling independent supply of high-oxygen air at the first opening 21 and directional delivery of EGR mixture at the second opening 20. This further creates a spatially differentiated stratified gas structure within the combustion chamber.

[0041] Secondly, at the auxiliary air intake level, the two branches are structurally independent, allowing the auxiliary air intake branch 8 to maintain its primary auxiliary air intake function while reducing coupling interference from the EGR system to the auxiliary air intake, thus preventing the overall EGR temperature rise from affecting the overall auxiliary air quality. This reduces the overall heat load and improves overall charging efficiency while ensuring combustion stability. Furthermore, during auxiliary air intake, the EGR mixture and auxiliary fresh air are mixed within the combustion chamber, further avoiding excessive overall temperature rise, decreased air density, and stoichiometric imbalance caused by pre-mixing of the auxiliary air before it enters the combustion chamber.

[0042] Furthermore, the first opening 21 (fresh air end face inlet) and the second opening 20 (mixed air end face inlet) are different areas divided by the end face air inlet, and the shape and size of the first opening 21 and the second opening 20 can be flexibly selected. For example, to achieve physical isolation and independent delivery of the air-assisted intake branch 8 and the mixed air-assisted intake branch 7 before entering the combustion chamber, a baffle structure is provided inside the end face air inlet, which divides the end face air inlet to form the first opening 21 and the second opening 20. As another example, the baffle can be arranged along the longitudinal, transverse, radial, or curved direction of the internal flow channel of the end face air inlet, so that the first opening 21 and the second opening 20 are arranged side-by-side, side-by-side, coaxially annularly, or irregularly partitioned, etc., to form two independent airflow channels according to the end cover structure space or processing method. This embodiment does not specifically limit this. Figure 1 As shown, the first opening 21 and the second opening 20 are arranged side by side, and the first opening 21 is further away from the circumferential air inlet than the second opening 20.

[0043] As a further explanation of this embodiment, the EGR pipeline 14 is equipped with an EGR cooler 9, an EGR pulsation damper 10, and an EGR control valve 12. An EGR intake port is provided on the exhaust duct of the EGR pipeline 14. EGR exhaust gas is transported through the EGR pipeline 14 and sequentially passes through the EGR cooler 9, the EGR pulsation damper 10, and the EGR control valve 12 before entering the nozzle of the ejector 13. The EGR cooler 9 is used to reduce the high-temperature exhaust gas to a temperature range that the ejector 13 material can withstand; the EGR pulsation damper 10 is used to reduce the impact of rotary engine exhaust pulsation on ejector stability; and the EGR control valve 12 is used to regulate the drive flow rate, thereby controlling the EGR rate and the operating state of the ejector 13.

[0044] In terms of system control, ECU28 collects parameters such as engine speed, load, throttle opening, exhaust temperature, EGR passage pressure, intake pressure, oxygen sensor 17 signal, and housing temperature. Based on the current operating conditions, it determines the target EGR rate and achieves real-time control of the dual auxiliary airflow ratio and total intake volume through the coordinated adjustment of air control valve 6, EGR control valve 12, and ejector control valve 5.

[0045] Correspondingly, the system also includes a sensor assembly, comprising at least one of the following: a speed sensor 27, a throttle position sensor 19, an oxygen sensor 17, an exhaust temperature sensor 16, an EGR pressure sensor 11, an intake pressure sensor 4, and a housing temperature sensor 24. All sensors can be connected to the engine control unit (ECU 28) via a CAN bus. Figure 1 As shown in the example, Figure 1 The dashed lines indicate electrical connections. The speed sensor 27 can be located at the end of the eccentric shaft 26 to monitor the engine speed. The throttle position sensor 19 can be located on the circumferential main intake manifold 18 to provide the ECU 28 with a real-time throttle opening signal, which can be used to coordinate the ratio of main intake volume to the auxiliary gas corresponding to the dual auxiliary intake manifolds. The oxygen sensor 17 can be located on the exhaust manifold 15 to monitor the oxygen concentration in the exhaust, thereby controlling the EGR rate. The exhaust temperature sensor 16 is located on the exhaust manifold 15 to monitor the exhaust gas temperature of the exhaust manifold 15 or the EGR manifold 14. The EGR pressure sensor 11 is located on the EGR manifold 14 to monitor the exhaust gas pressure in the EGR manifold 14. The intake pressure sensor 4 is located on the auxiliary intake manifold 3 to monitor the auxiliary gas pressure in the end-face auxiliary intake manifold. The housing temperature sensor is located on the cylinder block 22 to monitor the structural temperature of the outer casing of the rotary engine or the area adjacent to the combustion chamber. In some embodiments, the sensor assembly may further include an EGR temperature sensor, a flow sensor, a NOx sensor, etc.

[0046] The data collected by the sensor assembly can be input into the ECU28. The ECU28 can comprehensively determine the current operating state of the engine, such as cold start, idling, low load, and medium-high load, based on the various parameter information transmitted by the sensor assembly. It then controls the opening of the EGR valve to adjust the exhaust gas ejection intensity and the EGR ratio in the air-fuel mixture branch according to the corresponding operating state. It also controls the opening of the air control valve 6 to increase or decrease the fresh air auxiliary supply at the first opening 21, and controls the opening of the ejector control valve 5 to adjust the air / EGR mixture intake volume entering the second opening 20.

[0047] For example, in the specific control process, when the engine is in a cold start, low temperature, or insufficient EGR driving force, during auxiliary air intake, the system closes the mixture auxiliary air intake branch 7 and EGR line 14 through the corresponding valve, and only the air auxiliary air intake branch 8 is opened to ensure reliable engine start and stable operation; when the engine enters warm-up or medium-high load conditions, the system controls the opening degree of the corresponding valve to enable the mixture auxiliary air intake branch 7 to gradually start working. After the ejector 13 establishes a stable operating point, the EGR rate and the gas ratio in the dual flow path (mixture and air, air in the mixture and exhaust gas) enter a closed-loop regulation state.

[0048] Correspondingly, regarding the second aspect, please refer to Figure 2 As shown, Figure 2 This is a flowchart illustrating the steps of a control method for a dual-flow-path auxiliary air intake system for the exhaust gas ejector face of a rotary engine. The present invention also provides a control method for a dual-flow-path auxiliary air intake system for the exhaust gas ejector face of a rotary engine, utilizing the dual-flow-path auxiliary air intake system for the exhaust gas ejector face of a rotary engine provided in the first aspect of the present invention. This system includes an air-assisted intake branch and a mixed-gas-assisted intake branch. The method includes the following steps: S1. Obtain the current operating condition of the rotary engine; the current operating condition includes any one of the following: cold start condition, warm-up transition condition, medium load condition, and high load condition; S2. In the case of cold start, the air control valve 6 on the air-assisted intake branch 8 is opened, the ejector control valve 5 on the mixed gas-assisted intake branch 7 and the EGR control valve 12 on the EGR line 14 are closed to realize air-assisted intake. S3. During the warm-up transition, the air control valve 6 on the air-assisted intake branch 8 is kept open, and the ejector control valve 5 on the mixed gas-assisted intake branch 7 and the EGR control valve 12 on the EGR pipeline 14 are opened at a small degree to achieve air-assisted mixed gas dual-flow-path auxiliary intake. S4. Under medium load conditions, the injector control valve 5 on the air-fuel mixture auxiliary intake branch 7 is controlled to be in the first opening range, the air control valve 6 on the air-fuel mixture auxiliary intake branch 8 is controlled to be in the second opening range, and the EGR control valve 12 on the EGR pipeline 14 is controlled to be in the third opening range, so as to achieve coordinated control of air intake volume, air-fuel mixture intake volume and total intake volume into the combustion chamber. S5. Under high load conditions, adjust the valve opening of EGR control valve 12 to achieve directional adjustment of the exhaust gas intake in the mixture, and coordinately adjust the opening of air control valve 6 and ejector control valve 5 to ensure charging efficiency while directionally controlling the exhaust gas intake in the mixture.

[0049] The ECU28 uses data from the sensor assembly, including eccentric shaft 26 speed, throttle position, engine housing temperature, exhaust temperature, EGR line 14 pressure, auxiliary intake manifold 3 pressure, intake line pressure, exhaust oxygen concentration, and stable ignition indicator (Fstb), to determine whether the engine is in a cold start condition, warm-up transition condition, medium load condition, or high load condition.

[0050] The circumferential main intake pipe 18 maintains normal intake conditions under cold start, warm-up transition, medium load, and high load conditions, and continuously serves as the main basic intake path for the rotary engine combustion chamber, providing the combustion chamber with the primary fresh air or air-fuel mixture. The ECU 28 can supplement and regulate the intake of the circumferential main intake pipe 18 by controlling the air auxiliary intake branch 8, the mixture auxiliary intake branch 7, and the EGR pipe 14. The intake control strategy for the circumferential main intake pipe 18 is relatively mature and will not be elaborated upon in this embodiment. The following description focuses on the auxiliary intake control strategy dependent on this system.

[0051] When the engine casing temperature, EGR line 14 pressure, and exhaust temperature are all below a first preset threshold, and Fstb is 0, it can be considered a cold start condition. Under this condition, the engine casing temperature is low, the EGR pressure is insufficient, the exhaust temperature is too low, or the engine has not yet established stable combustion. The system controls the opening of the air control valve 6 on the air-assisted intake branch 8, the closing of the ejector control valve 5 on the mixture-assisted intake branch 7, and the closing of the EGR control valve 12 on the EGR line 14. The system relies solely on the air-assisted intake branch 8 for auxiliary air intake, supplementing the combustion chamber's first opening 21 with high-oxygen-concentration air, thus improving rapid start-up capability.

[0052] When the engine casing temperature, EGR line 14 pressure are within preset threshold ranges, and Fstb is 1, it can be considered a warm-up transition condition. Under this condition, the engine has established stable combustion, and the temperature and EGR pressure gradually rise but have not yet reached normal ejection conditions; the EGR rate slowly climbs from zero. The air control valve 6 is kept open, and the ejection control valve 5 and EGR control valve 12 are opened at a small degree. This small degree refers to opening at a preset ratio, which is 5% to 20% of the valve's full opening. Continuous auxiliary air intake is achieved through the air-assisted intake branch 8, while a small proportion of EGR mixture is introduced, realizing a gradual switch from pure air-assisted mode to dual-flow-path coordinated mode. The ejection stability of the mixture-assisted intake branch 7 is verified through the system.

[0053] When the engine casing temperature, EGR line 14 pressure, and eccentric shaft 26 speed are not less than the second preset threshold, and the throttle position is not fully open, and Fstb is 1, it can be considered a medium-load operating condition. Under this condition, when the engine reaches a warm-up state and the EGR driving force is sufficient, the system enters normal ejection operation. The ejection control valve 5 is controlled to be in the first opening range to control the intake volume of the ejected air in the air-fuel mixture auxiliary branch; the air control valve 6 is controlled to be in the second opening range to control the independent intake volume of fresh air in the air-fuel auxiliary branch; and the EGR control valve 12 is controlled to be in the third opening range to control the exhaust gas flow rate entering the ejector 13 in the EGR line 14, thereby adjusting the mixing ratio of air and exhaust gas in the air-fuel mixture auxiliary intake branch 7.

[0054] Under this operating condition, ECU28 can adjust the first opening range, the second opening range, and the third opening range in a coordinated manner according to the operating parameters. Through the coordinated operation of the injector control valve 5, the air control valve 6, and the EGR control valve 12, the air intake volume, the air-fuel mixture intake volume, and the total intake volume can all be adjusted independently and in a coordinated manner. The total intake volume preferably includes the total amount of gas entering the combustion chamber, that is, it includes not only the air intake volume and the air-fuel mixture intake volume from the end-face auxiliary intake system, but also the main air intake volume provided by the circumferential main intake pipe 18. This main air intake volume can be obtained by the throttle position sensor 19 located on the circumferential main intake pipe 18. Correspondingly, the circumferential main intake pipe 18 is also equipped with a main throttle assembly, and the main intake volume in the circumferential main intake pipe 18 is adjusted by the valve opening of the main throttle assembly.

[0055] When the engine casing temperature and the eccentric shaft 26 speed are not less than the second preset threshold, the throttle position is fully open, and Fstb is 1, it can be considered a high-load operating condition. Under this condition, in order to avoid excessive EGR affecting charging and combustion, the system limits the target EGR rate to a low range. By directionally controlling the proportion of exhaust gas in the EGR pipeline 14, it avoids the problem of power reduction caused by excessive exhaust gas under high load in traditional EGR systems. At the same time, the air-assisted intake branch 8 ensures fresh air assistance intake to guarantee charging efficiency.

[0056] The small opening degree, the first / second / third opening degree range, the first preset threshold, the preset threshold range, and the second preset threshold can all be set according to the rotary engine model, structural parameters, fuel type, emission target, control requirements, etc. This embodiment does not limit this.

[0057] Thus, a multi-condition segmented control strategy is designed for a wide speed range from low-speed cold start to high-speed high load. By adjusting the EGR rate, injection volume, and dual airflow ratio in real time through closed-loop control, the overall performance of NOx emissions, fuel economy, and combustion stability is optimized across the entire operating range. Under conditions where the injection capacity is insufficient (such as cold start and low load), ECU28 can automatically exit the mixture mode and restore a safe operating state with pure fresh air intake dominated by the air-assisted intake branch 8, ensuring the reliability of engine operation under all operating conditions.

[0058] Furthermore, the method also includes: S6. Obtain the MAP diagram of the rotary engine under the current operating conditions. The MAP diagram is represented by multiple sets of EGR rates at different engine speeds and engine torques. S7. Based on the MAP diagram, obtain the current engine torque and the target EGR rate at the current engine speed.

[0059] Further, step S4 includes: S41. Based on the target EGR rate under medium load conditions, control the ejector control valve 5, air control valve 6 and EGR control valve 12 to the corresponding opening degrees.

[0060] Further, step S5 includes: S51. Adjust the valve opening of EGR control valve 12 according to the target EGR rate under high load conditions.

[0061] In this embodiment, the ECU28 first acquires the MAP (Modular Access Scale) of the rotary engine under the current operating conditions. The MAP is pre-established through engine bench testing, emission calibration, thermal efficiency optimization experiments, knock boundary testing, simulation modeling, or an empirical database, and stored in the internal storage unit of the ECU28. Based on the currently monitored engine speed and torque information, the ECU28 obtains the target EGR rate uniquely matched to the current operating conditions from the MAP. The target EGR rate characterizes the optimal EGR ratio required to balance combustion stability, power output, NOx emissions, and thermal efficiency under the current operating conditions.

[0062] Therefore, when the ECU28 determines that the engine is under medium load, the ECU28 can further obtain the target EGR rate based on the engine speed and engine torque information corresponding to the medium load condition. Based on the target EGR rate, the ECU28 adjusts the EGR control valve 12, the ejector control valve 5 and the air control valve 6 in a coordinated manner, so that the air / exhaust gas ratio in the air-fuel mixture auxiliary branch, the pure air supply in the air auxiliary branch and the overall end-face auxiliary air intake simultaneously match the target EGR rate requirements.

[0063] Under medium load conditions, the target EGR rate is typically in a relatively high range, while under high load conditions, the system usually limits the target EGR rate to a lower range. Therefore, when the ECU28 determines that the engine is under high load conditions, the system also obtains the target EGR rate from the MAP graph based on the current speed and torque. Based on the lower target EGR rate, the ECU28 mainly reduces the exhaust gas intake by adjusting the opening of the EGR control valve 12 to match the target EGR rate requirement under high load conditions. In this way, the control method provided in this embodiment can achieve dynamic coordination between the dual-branch auxiliary intake and the EGR system, resulting in higher adaptability to operating conditions and control accuracy.

[0064] It should be noted that, for the method embodiments, the embodiments of this application are not limited to the described order of actions, because according to the embodiments of this application, some steps may be performed in other orders or simultaneously.

[0065] The above method embodiments are basically similar to the system embodiments, so the description is relatively simple. For relevant details, please refer to the description of the system embodiments.

[0066] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0067] It should also be noted that, in this document, the terms "upper," "lower," "left," "right," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations, nor should they be construed as indicating or implying relative importance. Moreover, the term "comprising" or any other variation thereof is intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that comprises a list of elements includes not only those elements, but also other elements not expressly listed, or elements inherent to such a process, method, article, or terminal device.

Claims

1. A dual-flow-path auxiliary air intake system for the exhaust gas ejector end face of a rotary engine, characterized in that, The system includes: An engine housing includes an end cover and a cylinder block. The end cover has an end face air inlet, and the cylinder block has a circumferential air inlet. The end cover and the cylinder block together form a sealed combustion chamber. The circumferential main intake pipe is connected to the circumferential intake port; An auxiliary air intake pipe is connected to the air intake port on the end face; The EGR piping is connected to both the exhaust piping and the auxiliary intake piping at the end face; and... An ejector is provided at the position where the EGR pipeline connects to the end-face auxiliary intake pipeline. The ejector is used to use the exhaust gas in the EGR pipeline to eject the auxiliary gas in the end-face auxiliary intake pipeline, and to send the mixture formed by ejection into the combustion chamber through the end-face intake port.

2. The rotary engine exhaust gas ejector end face dual-flow-path auxiliary air intake system according to claim 1, characterized in that, The end-face auxiliary air intake pipe includes: An air-assisted intake branch is connected to the air source and the first opening of the end face air inlet, respectively, and is used to supplement air to the first position in the combustion chamber through the first opening; A mixture-air auxiliary intake branch is provided, on which the ejector is provided. One end of the EGR pipeline is connected to the exhaust pipeline, and the other end is connected to the ejector. The mixture-air auxiliary intake branch is connected to the gas source and the second opening of the end face air inlet, respectively, and is used to supplement the exhaust gas-air mixture to the second position in the combustion chamber through the second opening.

3. The dual-flow-path auxiliary air intake system for the exhaust gas ejector end face of a rotary engine according to claim 2, characterized in that, An air control valve is provided on the air-assisted intake branch, and an ejector control valve is provided on the mixed-gas-assisted intake branch; The inlets of the air-assisted intake branch and the mixed-gas-assisted intake branch are connected to the same air source through the auxiliary intake manifold.

4. The dual-flow-path auxiliary air intake system for the exhaust gas ejector end face of a rotary engine according to claim 2, characterized in that, The end face air inlet is divided into the first opening and the second opening by a partition.

5. The dual-flow-path auxiliary air intake system for the exhaust gas ejector end face of a rotary engine according to claim 1, characterized in that, The EGR pipeline is equipped with an EGR cooler, an EGR pulsation damper, and an EGR control valve.

6. A dual-flow-path auxiliary air intake system for the exhaust gas ejector end face of a rotary engine according to any one of claims 1-5, characterized in that, The system also includes: The sensor assembly includes at least one of a speed sensor, a throttle position sensor, an oxygen sensor, an exhaust temperature sensor, an EGR pressure sensor, an intake pressure sensor, and a housing temperature sensor.

7. The dual-flow-path auxiliary air intake system for the exhaust gas ejector end face of a rotary engine according to claim 6, characterized in that, The system also includes: The ECU includes a signal input port and a control signal output port. The signal input port is connected to the sensor assembly, and the control signal output port is connected to the EGR control valve, the air control valve, and the injector control valve, respectively. The ECU is configured to receive operating condition information collected by the sensor assembly and adjust the valve openings of the EGR control valve, the air control valve, and the injector control valve according to the operating condition information, so as to control the air intake volume delivered by the air-assisted intake branch, the air-mixture intake volume delivered by the air-mixture auxiliary intake branch, and the total intake volume entering the combustion chamber.

8. A method for controlling the dual-flow-path auxiliary intake of exhaust gas at the ejector end face of a rotary engine, characterized in that, Relying on the rotary engine exhaust gas ejector end face dual-flow-path auxiliary intake system as described in any one of claims 1-7, the method is applied to an ECU, and the method includes: Obtain the current operating condition of the rotary engine; the current operating condition includes any one of the following: cold start condition, warm-up transition condition, medium load condition, and high load condition; In the cold start condition, the air control valve on the air-assisted intake branch is opened, and the ejector control valve on the air-mixed air-assisted intake branch and the EGR control valve on the EGR line are closed to achieve air-assisted intake. During the warm-up transition, the air control valve on the air-assisted intake branch is kept open, while the ejector control valve on the mixed-gas-assisted intake branch and the EGR control valve on the EGR pipeline are opened to a small degree to achieve dual-flow-path auxiliary air intake for air and mixed-gas. Under the medium load condition, the injector control valve on the air-fuel mixture auxiliary intake branch is controlled to be in the first opening range, the air control valve on the air-fuel mixture auxiliary intake branch is controlled to be in the second opening range, and the EGR control valve on the EGR line is controlled to be in the third opening range, so as to achieve coordinated control of air intake volume, air-fuel mixture intake volume and total intake volume into the combustion chamber. Under the high-load operating conditions, the valve opening of the EGR control valve is adjusted to achieve directional regulation of the exhaust gas intake volume in the mixed gas.

9. The method for dual-flow-path auxiliary intake control of exhaust gas ejector face of a rotary engine according to claim 8, characterized in that, The method further includes: Obtain the MAP diagram of the rotary engine under the current operating conditions. The MAP diagram represents multiple sets of EGR rates at different engine speeds and engine torques. Based on the MAP diagram, the current engine torque and the target EGR rate at the current engine speed are obtained; The condition described in the medium load operation includes: Based on the target EGR rate under the medium load condition, control the ejector control valve, the air control valve, and the EGR control valve to be at the corresponding opening degrees; The high-load operating condition includes: The valve opening of the EGR control valve is adjusted according to the target EGR rate under the high load condition.

10. The method for dual-flow-path assisted intake control of exhaust gas ejector face of a rotary engine according to claim 8, characterized in that, The acquisition of the current operating conditions of the rotary engine includes: Obtain the operating condition information of the rotary engine, which includes one or more of the following: eccentric shaft speed, throttle position, engine housing temperature, exhaust temperature, EGR line pressure, auxiliary intake manifold pressure, intake line pressure, exhaust oxygen concentration, and stable ignition indicator. Based on the operating condition information, the current operating condition of the rotary engine is determined.

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