Safety control system and control method of multi-fuel electric jet engine set

Abstract

The present application belongs to the technical field of multi-fuel generator set, and relates to a safety control system and a control method of a multi-fuel electric injection generator set, which solves the problems of being unable to judge the consistency of fuel selection and actual supply and being unable to guarantee efficient treatment of tail gas. The safety control system of the multi-fuel electric injection generator set comprises an ECU, a fuel electric injection system and a gas electric injection system electrically connected with the ECU, an electronic fuel selection switch arranged between the fuel electric injection system and the gas electric injection system and the ECU, the electronic fuel selection switch being used for selecting the type of input fuel through an electronic button and judging the consistency with the type of actual fuel supply, a tail gas emission control mechanism arranged between the ECU and the engine, the tail gas emission control mechanism comprising a first oxygen sensor and a catalyst converter, and the ECU comprising a correction unit used for improving the catalytic efficiency of the catalyst converter and having a temperature control protection function. The consistency of fuel selection and supply can be effectively judged, and the quality of tail gas emission is high.

Description

Technical Field

[0001] This invention belongs to the technical field of multi-fuel generator sets, and specifically relates to a safety control system and control method for multi-fuel electronically controlled fuel injection generator sets. Background Technology

[0002] A multi-fuel generator set is a generator set capable of using multiple fuels as a power source, allowing it to select different fuels to generate electricity as needed. Common fuels include natural gas, liquefied petroleum gas (LPG), diesel, gasoline, ethanol, and biodiesel. The advantage of a multi-fuel generator set is its flexibility in selecting fuel based on fuel prices and availability, thus reducing power generation costs.

[0003] In the prior art, some multi-fuel generator sets allow administrators to select fuel modes via a rotary multi-position switch, which may occupy a large number of ECU ports. In addition, some existing technologies lack a simple and effective fuel judgment unit, which cannot determine whether the actual input fuel type is consistent with the fuel type selected by the administrator. If they are inconsistent, it may cause certain safety problems or damage the generator set.

[0004] In addition, some existing technologies lack catalytic treatment mechanisms for exhaust gas treatment, resulting in low exhaust gas emission quality and greater environmental pollution. Some existing technologies, although equipped with catalytic treatment mechanisms, often lack control over the excess air coefficient, i.e., the air-fuel ratio, preventing the catalytic converter from reaching its maximum efficiency and resulting in low exhaust gas emission quality. Furthermore, the lack of temperature protection for the catalytic converter means that excessively high temperatures during full-load operation may affect the effectiveness of the catalytic converter. Summary of the Invention

[0005] One objective of this invention is to address the aforementioned problems in the prior art by proposing a safety control system and control method for multi-fuel electronically controlled generator sets.

[0006] To achieve this objective of the present invention, the following technical solution can be used: a safety control system for a multi-fuel electronic fuel injection generator set, comprising an ECU and a fuel electronic fuel injection system and a gas electronic fuel injection system electrically connected to the ECU, wherein an electronic fuel selection switch is provided between the fuel electronic fuel injection system and the ECU, the electronic fuel selection switch being used to select the type of input fuel via an electronic button and to make a consistency judgment with the actual supplied fuel type; an exhaust emission control mechanism is provided between the ECU and the engine, the exhaust emission control mechanism comprising a first oxygen sensor and a catalytic converter sequentially connected to the engine exhaust port, and the ECU comprising a correction unit for improving the catalytic efficiency of the catalytic converter and having a temperature control protection function.

[0007] This invention is used for safety control of multi-fuel electronically controlled fuel injection generator sets. The fuel injection system and the gas injection system are connected to the engine to control the corresponding fuel input. Different fuels are controlled by independent electronic control systems. An electronic fuel selection switch allows the administrator to select the fuel type via an electronic button, and this fuel information is transmitted to the ECU. The ECU connects to the corresponding electronic control system based on the button selection. Additionally, the electronic fuel selection switch is connected to a fuel judgment unit, which compares and analyzes the selected fuel type with the actual supply type to prevent safety and equipment damage caused by mismatches between the electronic control system and the fuel type. The exhaust emission control mechanism uses a catalytic converter to catalyze NO, HC, and CO in the exhaust gas, improving emission quality. A first oxygen sensor is installed between the catalytic converter and the exhaust port to detect the oxygen content of the exhaust gas and transmit this data to the ECU. The ECU's correction unit calculates the excess air coefficient based on the oxygen content data. The catalytic converter achieves maximum catalytic efficiency when the excess air coefficient is around 1. The correction unit adjusts the excess air coefficient by controlling the fuel supply and air intake, thus controlling the air-fuel ratio to maximize the function of the catalytic converter and further improve exhaust emission quality. In addition, the correction unit also has a temperature control protection function for the catalytic converter. When the temperature is too high, it adjusts the excess air coefficient to reduce the exhaust temperature and prevent irreversible damage to the catalytic converter, ensuring its effectiveness. Of course, it also has a certain degree of temperature control protection for the operating environment.

[0008] In the aforementioned safety control system for multi-fuel electronically controlled fuel injection generator sets, the electronic fuel selection switch is located between the ECU and the ground wire and includes several electronic buttons, each corresponding to a different fuel type. The ECU includes a fuel selection port, and when different electronic buttons are pressed, the fuel selection port and the ground wire are connected in different circuit states. The ECU also includes a fuel determination unit for judging whether the actual input fuel matches the fuel type selected by the electronic button.

[0009] In multi-fuel electronic fuel injection generator sets, the gas fuel system is controlled by completely different electronic control systems. The electronic fuel selection switch has multiple push-button electronic buttons, each corresponding to a different fuel input. The ECU has a fuel selection port. When each electronic button is pressed, it connects to the fuel selection port and ground in different states. The voltage of the fuel selection port is different in different states. The ECU uses this specific voltage value to determine the fuel selection and activate the corresponding electronic control system. The structure is simple and easy to operate. The fuel judgment unit is used to detect whether the actual input fuel is consistent with the fuel type selected by the administrator through the electronic button, protecting the engine and enhancing safety.

[0010] In the safety control system of the aforementioned multi-fuel electronically controlled generator set, the electronic buttons are piano key type switches, with at least three provided, corresponding to gasoline, liquefied petroleum gas, and natural gas respectively;

[0011] At least three parallel circuits are provided between the fuel selection port and the ground wire, including a first line, a second line and a third line, and the electronic button is connected in series with each parallel circuit to control the connection and disconnection of the circuit.

[0012] The first line is a short-circuit path, including a short-circuit wire. When this line is connected, the fuel selection port voltage is 0. The second line is an open circuit. When this line is connected, the fuel selection port voltage is the ECU voltage. The third line has a fixed resistor connected in series between the ground wire and the electronic button. When this line is connected, the fuel selection port voltage is different from the previous two.

[0013] The piano-key style switches ensure that only one of the electronic buttons is pressed at any given time, aiding in accurate fuel type selection. Three parallel circuits are connected between the fuel selection port and the ground wire. Each parallel circuit has an electronic button that connects or disconnects the circuit; pressing a button connects the corresponding parallel circuit. The first circuit is a short circuit, essentially connecting the ground wire and the fuel selection port via a wire, resulting in a zero voltage at the fuel selection port. The second circuit is an open circuit; when connected, the fuel selection port and the ground wire are disconnected, and the voltage at that port is the ECU voltage. A fixed resistor is connected in series in the third circuit between the fuel selection port and the ground wire, providing a corresponding voltage value at that port. More parallel circuits can be added, and the fuel selection port voltage can be altered by changing the value of the fixed resistor. The ECU activates the corresponding electronic control system based on the voltage at the fuel selection port.

[0014] In the aforementioned safety control system for a multi-fuel electronically controlled fuel injection generator set, the ECU includes a fuel type input unit and a fuel type detection unit. The fuel type input unit is electrically connected to a fuel selection port, and the fuel type detection unit is electrically connected to a fuel detection mechanism. The fuel detection mechanism includes a gas pressure detection component for detecting the pressure in the gas pipeline. The ECU is equipped with a fuel detection port, which is electrically connected to both the gas pressure detection component and the fuel type detection unit.

[0015] The fuel input unit is electrically connected to the fuel selection port. The voltage value at this port determines the fuel type selected by the administrator. The fuel type detection unit uses a fuel detection mechanism to determine the actual input fuel type. The ECU compares the analysis results from the fuel type input unit and the fuel type detection unit to determine whether the fuel type selected by the administrator matches the actual input type, and issues a warning if they do not match. The determination of fuel oil and natural gas is relatively straightforward and is existing technology, so it will not be elaborated upon. The fuel detection mechanism here mainly determines the specific type of natural gas. Since different natural gases have different supply pressures, a gas pressure detection component detects the gas pressure in the gas pipeline and compares it with a preset pressure value to determine the gas type. Specifically, the gas pressure detection component detects the pressure value over a preset time, and the average pressure value is used in the specific judgment to improve accuracy.

[0016] In the aforementioned safety control system for multi-fuel electronically controlled fuel injection generator sets, each of the electronic buttons is equipped with an indicator light assembly. The ECU includes a fuel judgment unit for determining whether the fuel selection type and fuel input type are consistent. The fuel judgment unit is electrically connected to the fuel type input unit and the fuel type detection unit, respectively. The indicator light assembly is electrically connected to the fuel judgment unit. The ECU also includes an emergency stop unit, which is electrically connected to the fuel judgment unit and is used to stop the generator when the judgment results are inconsistent.

[0017] The indicator light assembly on the electronic button is controlled by the fuel type detection unit, which uses the outputs from the fuel type input unit and the fuel type detection unit to illuminate accordingly. For example, upon startup, the indicator light on the pressed electronic button glows yellow; after the fuel type detection unit completes its detection and determines a match, it glows green; otherwise, it glows red. If the fuel selected by the administrator does not match the actual fuel input, the emergency stop unit will shut down the engine, ensuring high safety and preventing engine damage.

[0018] In the aforementioned safety control system for a multi-fuel electronic fuel injection generator set, the exhaust emission control mechanism includes an exhaust gas treatment system. The exhaust gas treatment system includes a first oxygen sensor and a muffler containing the aforementioned catalytic converter, which are sequentially connected to the engine exhaust port. The first oxygen sensor is used to detect the oxygen content data of the exhaust gas and transmit it to the ECU. The engine is also provided with an intake passage. The ECU includes a correction unit for coordinating the fuel supply rate of the fuel electronic fuel injection system and the gas electronic fuel injection system with the intake rate of the intake passage.

[0019] The exhaust emission control mechanism is connected to the fuel injection system and the gas injection system to control the fuel supply to the engine. Air is input from the intake manifold to ensure combustion of fuel in the engine. The engine's exhaust port is equipped with a first oxygen sensor and a muffler. The first oxygen sensor detects the oxygen content in the exhaust gas and transmits this oxygen content data to the ECU. The ECU analyzes the oxygen content data to derive the excess air coefficient. The muffler reduces exhaust noise and contains a catalytic converter that catalyzes NO, HC, and CO in the exhaust gas, improving exhaust emission quality. For the catalytic converter, a catalytic conversion coefficient of 1 maximizes the catalytic treatment effect. The correction unit adjusts the excess air coefficient to be consistently around 1 by coordinating the input of fuel and air, maximizing the efficiency of the catalytic converter and improving exhaust emission quality.

[0020] In the aforementioned safety control system for a multi-fuel electronic fuel injection generator set, the fuel electronic fuel injection system includes a fuel line connected to the engine and a fuel injector disposed on the fuel line for controlling its on / off state; the fuel injector is electrically connected to the ECU. The gas electronic fuel injection system includes a gas line and a gas flow control component disposed on the gas line for controlling its on / off state; the gas flow control component is electrically connected to the ECU, and the gas flow control component includes a stepper motor and / or a solenoid valve for controlling the gas throttle valve. The intake passage is provided with a throttle valve assembly and a throttle valve control motor for controlling its opening degree; the throttle valve control motor is electrically connected to the ECU.

[0021] Fuel injectors are electronically controlled to inject fuel into the engine's combustion chamber, and the fuel input rate is controlled by adjusting the opening time of the fuel injectors. The gas flow control component can control the gas path using a solenoid valve or a stepper motor. The solenoid valve opens and closes the gas line by energizing and de-energizing its coil. When energized, the coil drives the sealing core upwards, opening the gas path for gas input. When de-energized, the pressure difference between the compression spring and the sealing core inside the solenoid valve causes the gas line to shut off, ensuring reliable engine shutdown. When a stepper motor is used, the ECU controls the gas intake volume in conjunction with the gas throttle position. The different positions of the tapered spindle at the end of the gas path on the stepper motor create different gas flow areas, thus controlling the gas flow rate. The engine operates under negative pressure, drawing in air. The throttle control motor adjusts the intake area of ​​the intake passage by controlling the opening of the throttle assembly, thereby controlling the air input efficiency.

[0022] The main structures of the oil and gas circuits are existing technologies and will not be elaborated here. The structural details and principles of the specific switching channels of the fuel injector, stepper motor, solenoid valve, and throttle control motor are common knowledge in existing technologies and will not be elaborated here either.

[0023] In the aforementioned safety control system for a multi-fuel electronically controlled fuel injection generator set, the correction unit is electrically connected to the gas flow control component, the fuel injector, and the throttle control motor. The correction unit adjusts the fuel supply and intake air volume based on oxygen content data to control the excess air coefficient to be close to or equal to 1. A temperature sensor is installed inside the muffler and is electrically connected to the correction unit. The temperature sensor detects the temperature data of the catalytic converter and transmits it to the correction unit. When the temperature of the catalytic converter rises abnormally, the correction unit temporarily controls the excess air coefficient to be greater than 1.

[0024] The correction unit controls the fuel and air input rates by controlling the gas flow control components, fuel injectors, and throttle control motor. By coordinating the fuel and air supply rates, it controls the excess air coefficient. The excess air coefficient α = 2¹ / (2¹-O²), where O² represents the oxygen content. The correction unit aims to control the excess air coefficient around 1 to maximize the catalytic converter's efficiency and improve exhaust emission quality. However, excessively high temperatures can cause irreversible damage to the catalytic converter, especially when the engine is running at full load or under abnormal conditions. Temperature sensors monitor the temperature in the catalytic converter in real time and transmit the data to the ECU. When the temperature is about to become too high, the ECU adjusts the fuel and air supply ratio through the correction unit. While ensuring stable engine operation, it increases the excess air coefficient and adopts a richer combustion control strategy to achieve relatively low exhaust temperatures and prevent high-temperature damage to the catalytic converter.

[0025] In the aforementioned safety control system for multi-fuel electronically controlled fuel injection generator sets, a second oxygen sensor is provided at the rear end of the muffler. The second oxygen sensor is electrically connected to the ECU and transmits the oxygen content data of the exhaust gas after catalytic oxidation to the ECU. The ECU includes a catalytic monitoring unit, and the oxygen content data of the first and second oxygen sensors are transmitted to the catalytic monitoring unit for comparison to determine the effectiveness of the catalytic converter and to provide an alert when a failure is detected.

[0026] The second oxygen sensor detects the oxygen content of the exhaust gas after treatment by the catalytic converter. By comparing the oxygen content data with that obtained from the first oxygen sensor, the effectiveness of the catalytic converter is determined, allowing for timely detection of any problems and ensuring high-quality exhaust emissions. The oxygen content data from both sensors is transmitted to the ECU's catalytic converter monitoring unit. This unit compares, analyzes, and judges the effectiveness of the catalytic converter, providing timely interactive alerts when its effectiveness is insufficient, thus facilitating the early detection of catalytic converter issues.

[0027] Another objective of this invention is to address the aforementioned problems in the prior art by proposing a safety control method for multi-fuel electronically controlled generator sets.

[0028] To achieve this objective of the innovative invention, the following technical solution can be used: a safety control method for multi-fuel electronically injected generator sets, applicable to the aforementioned safety control system for multi-fuel electronically injected generator sets, comprising the following steps:

[0029] S1. Fuel mode selection: The fuel input type is selected by an electronic fuel selection switch. The ECU determines the input fuel based on the voltage value of the fuel selection port and activates the corresponding electronic control system.

[0030] S2. Consistency verification of fuel selection and actual input in gas mode: After the engine starts, the generator set is not loaded. The gas pressure detection component detects the gas pipeline pressure for a preset time and transmits the pressure data to the ECU. The ECU's fuel judgment unit compares the average value of the pressure data with the preset pressure value to obtain the specific input fuel information. This information is then compared and verified with the fuel information selected by the fuel selection port.

[0031] S2.1. If the verification is inconsistent, the ECU's emergency stop unit will control the shutdown and issue an alarm.

[0032] S2.2 If the verification is consistent, the generator set may be loaded;

[0033] S3. Air excess coefficient calculation: The first oxygen sensor detects the oxygen content of the exhaust gas and transmits the oxygen content data to the ECU. The ECU's correction unit calculates the air excess coefficient.

[0034] S3.1. Air excess coefficient correction in fuel mode: The correction unit adjusts the next injection quantity by controlling the on / off time of the fuel injector according to the air excess coefficient, and / or controls the opening of the throttle assembly by controlling the throttle control motor, adjusts the air excess coefficient to 1, and maintains it.

[0035] S3.2. Air excess coefficient correction in gas mode: The correction unit controls the gas intake volume of the gas flow control component according to the air excess coefficient, and / or controls the opening of the throttle component through the throttle control motor to adjust the air excess coefficient to 1 and maintain it.

[0036] S4. Catalyst high temperature protection: The temperature sensor detects the temperature data of the catalyst in real time and transmits it to the ECU. When the temperature is higher than the preset value, the correction unit controls and coordinates the fuel supply and intake air volume to adjust the air excess coefficient to be higher than 1. After the temperature drops to the preset normal range, the air excess coefficient is adjusted to 1 and maintained.

[0037] S5. Catalyst effectiveness monitoring: The second oxygen sensor detects the oxygen content of the exhaust gas after catalytic treatment and transmits the oxygen content data to the ECU. The ECU's catalytic monitoring unit compares the oxygen content data from the first and second oxygen sensors. If the difference is less than a preset value, the catalyst is determined to be faulty and a reminder is issued. Otherwise, the catalyst is determined to be normal.

[0038] Compared with the prior art, the present invention has the following advantages:

[0039] 1. This invention is used for safety control of multi-fuel electronically controlled fuel injection generator sets. The fuel electronic injection system and the gas electronic injection system are connected to the engine to control the corresponding fuel input to the engine. Different fuels are controlled by independent electronic control systems. An electronic fuel selection switch allows the administrator to select the fuel type via an electronic button, and transmits this fuel information to the ECU. The ECU connects to the corresponding electronic control system based on the button selection. Furthermore, the electronic fuel selection switch is also connected to a fuel judgment unit, which can compare and analyze the selected fuel type with the actual supply type to prevent safety and equipment damage caused by mismatch between the electronic control system and the fuel type. The exhaust emission control mechanism uses a catalytic converter to catalyze NO, HC, and CO in the exhaust gas, improving emission quality. A first oxygen sensor is installed between the catalytic converter and the exhaust port to detect the oxygen content of the exhaust gas and transmit this data to the ECU. The ECU's correction unit calculates the excess air coefficient based on the oxygen content data. The catalytic converter achieves maximum catalytic efficiency when the excess air coefficient is around 1. The correction unit adjusts the excess air coefficient by controlling the fuel supply and air intake, thus controlling the air-fuel ratio to maximize the function of the catalytic converter and further improve exhaust emission quality. In addition, the correction unit also has a temperature control protection function for the catalytic converter. When the temperature is too high, it adjusts the excess air coefficient to reduce the exhaust temperature and prevent irreversible damage to the catalytic converter, ensuring its effectiveness. Of course, it also has a certain degree of temperature control protection for the operating environment.

[0040] 2. Since different gases have different supply pressures, the gas pressure detection component detects the gas pressure in the gas pipeline and compares it with the preset pressure value to determine the type of gas. Specifically, the gas pressure detection component detects the pressure value for a preset time and uses the average pressure value to make a specific judgment, thereby improving the accuracy of the judgment.

[0041] 3. When the fuel selected by the administrator is inconsistent with the actual fuel input, the emergency stop unit will shut down the engine immediately, ensuring high safety and avoiding damage to the engine.

[0042] 4. Excessive temperature can cause irreversible damage to the catalytic converter, especially when the engine is running at full load or when abnormal conditions occur, the temperature will rise accordingly. The temperature sensor monitors the temperature in the catalytic converter in real time and transmits the temperature data to the ECU. When the temperature is about to become too high, the ECU adjusts the fuel and air supply ratio through the correction unit. While ensuring stable engine operation, it increases the excess air coefficient and adopts a richer combustion control strategy to obtain a relatively low exhaust temperature and prevent the catalytic converter from being damaged by high temperature.

[0043] 5. The second oxygen sensor detects the oxygen content of the exhaust gas after treatment by the catalytic converter. By comparing the oxygen content data with that obtained from the first oxygen sensor, the effectiveness of the catalytic converter is determined, allowing for timely detection of any problems and ensuring high-quality exhaust emissions. The oxygen content data from both sensors is transmitted to the ECU's catalytic converter monitoring unit. This unit compares, analyzes, and judges the effectiveness of the catalytic converter, providing timely interactive alerts when its effectiveness is insufficient, thus facilitating the early detection of catalytic converter issues. Attached Figure Description

[0044] Figure 1 This is an overall schematic diagram of the generator set provided by the present invention;

[0045] Figure 2 This is a simplified schematic diagram illustrating the connection between the ECU, electronic button, and fuel detection mechanism provided by this invention.

[0046] Figure 3 This is a schematic diagram of the ECU composition related to the electronic fuel selection switch provided by the present invention;

[0047] Figure 4 This is a schematic diagram of the connection relationship between the ECU, engine, and various system units related to the exhaust emission control mechanism provided by the present invention.

[0048] Figure 5 This is a simplified schematic diagram showing the connection relationship of the various components of the exhaust gas treatment system provided by the present invention;

[0049] Figure 6 This is a flowchart illustrating the safety control method provided by the present invention.

[0050] In the diagram, ECU1, fuel selection port 11, fuel detection port 12, fuel type input unit 13, fuel type detection unit 14, fuel judgment unit 15, emergency stop unit 16, correction unit 17, catalytic monitoring unit 18, engine 2, electronic button 21, indicator light assembly 22, ground wire 31, first circuit 32, second circuit 33, third circuit 34, fixed resistor 35, fuel detection mechanism 4, fuel electronic injection system 5, fuel line 51, fuel injector 52, gas electronic injection system 6, air line 61, gas flow control assembly 62, exhaust gas treatment system 7, first oxygen sensor 71, muffler 72, temperature sensor 73, second oxygen sensor 74, catalytic converter 75, intake passage 8, throttle assembly 81, throttle control motor 82. Detailed Implementation

[0051] The following are specific embodiments of the present invention, which are described in conjunction with the accompanying drawings. However, the present invention is not limited to these embodiments.

[0052] Specific implementation examples Figure 1-5 As shown, the safety control system of this multi-fuel electronic fuel injection generator set includes an ECU1 and a fuel electronic fuel injection system 5 and a gas electronic fuel injection system 6 electrically connected to the ECU1. An electronic fuel selection switch is provided between the fuel electronic fuel injection system 5 and the gas electronic fuel injection system 6 and the ECU1. The electronic fuel selection switch is used to select the type of input fuel through an electronic button 21 and make a consistency judgment with the actual supplied fuel type. An exhaust emission control mechanism is provided between the ECU1 and the engine 2. The exhaust emission control mechanism includes a first oxygen sensor 71 and a catalytic converter 75 connected in sequence to the exhaust port of the engine 2. The ECU1 includes a correction unit 17 for improving the catalytic efficiency of the catalytic converter 75 and having a temperature control protection function.

[0053] Specifically, this invention is used for safety control of multi-fuel electronically controlled fuel injection generator sets. The fuel electronic injection system 5 and the gas electronic injection system 6 are connected to the engine 2 to control the corresponding fuel input to the engine 2. Different fuels are controlled by independent electronic control systems. An electronic fuel selection switch allows the administrator to select the fuel type via an electronic button 21, and transmits this fuel information to the ECU 1. The ECU 1 connects to the corresponding electronic control system based on the selection made by the electronic button 21. Furthermore, the electronic fuel selection switch is also connected to a fuel judgment unit 15, which can compare and analyze the selected fuel type with the actual supply type to prevent safety and equipment damage caused by mismatches between the electronic control system and the fuel type. The exhaust emission control mechanism uses a catalytic converter 75 to catalyze NO, HC, and CO in the exhaust gas, improving emission quality. A first oxygen sensor 71 is installed between the catalytic converter 75 and the exhaust port to detect the oxygen content of the exhaust gas and transmit this oxygen content data to the ECU1. The correction unit 17 of the ECU1 calculates the excess air coefficient based on the oxygen content data. The catalytic converter 75 achieves maximum catalytic efficiency when the excess air coefficient is around 1. The correction unit 17 adjusts the excess air coefficient by controlling the fuel supply and air intake, thereby controlling the air-fuel ratio to maximize the function of the catalytic converter 75 and further improve exhaust emission quality. In addition, the correction unit 17 also has a temperature control protection function for the catalytic converter 75. When the temperature is too high, it adjusts the excess air coefficient to reduce the exhaust temperature and prevent irreversible damage to the catalytic converter 75 caused by high temperature, ensuring the effectiveness of the catalytic converter 75. Of course, it also has a certain temperature control and protection function for the operating environment.

[0054] like Figure 1-3 As shown, the electronic fuel selection switch is located between the ECU1 and the ground wire 31, and includes several electronic buttons 21, each corresponding to a different fuel type. The ECU1 includes a fuel selection port 11, and when different electronic buttons 21 are pressed, the fuel selection port 11 and the ground wire 31 are connected in different circuit states. The ECU1 includes a fuel judgment unit 15 for judging whether the actual input fuel is consistent with the fuel type selected by the electronic button 21.

[0055] Specifically, in a multi-fuel electronic fuel injection generator set, the gas fuel system is controlled by completely different electronic control systems. The electronic fuel selection switch is equipped with multiple push-button electronic buttons 21, each corresponding to a different fuel input. The ECU1 has a fuel selection port 11. When each electronic button 21 is pressed, it connects to the fuel selection port 11 and the ground wire 31 in different states. The voltage of the fuel selection port 11 is different in different states. The ECU1 determines the fuel selection based on the specific voltage value to activate the corresponding electronic control system. The structure is simple and easy to operate. The fuel judgment unit 15 is used to detect whether the actual input fuel is consistent with the fuel type selected by the administrator through the electronic button 21, protecting the engine 2 and enhancing safety.

[0056] In this embodiment, the electronic button 21 is a piano key type switch, with at least three provided, corresponding to gasoline, liquefied petroleum gas, and natural gas respectively; at least three parallel circuits are provided between the fuel selection port 11 and the ground wire 31, including a first line 32, a second line 33, and a third line 34. The electronic button 21 is connected in series with each parallel circuit to control the connection and disconnection of the circuit; the first line 32 is a short-circuit path, including a short-circuit wire, and when this line is connected, the voltage of the fuel selection port 11 is 0; the second line 33 is an open circuit, and when this line is connected, the voltage of the fuel selection port 11 is the ECU1 voltage; a fixed resistor 35 is connected in series with the third line 34, and the fixed resistor 35 is located between the ground wire 31 and the electronic button 21. When this line is connected, the voltage of the fuel selection port 11 is different from the former two.

[0057] Specifically, the piano-key style switch ensures that only one of the electronic buttons 21 is pressed at any given time, which helps to accurately determine the fuel type. Three parallel circuits are provided between the fuel selection port 11 and the ground wire. Each parallel circuit has an electronic button 21 to connect or disconnect it. When an electronic button 21 is pressed, the corresponding parallel circuit is connected. The first line 32 is a short circuit, essentially connecting the ground wire 31 and the fuel selection port 11 via a wire; at this time, the voltage at the fuel selection port 11 is 0. The second line 33 is an open circuit; when this line is connected, the fuel selection port 11 and the ground wire are disconnected, and the voltage at this port is the ECU1 voltage. A fixed resistor 35 is connected in series in the third line 34, located between the fuel selection port 11 and the ground wire 31; at this time, the voltage at this port is a corresponding value. Of course, more parallel circuits can be set up, and the voltage at the fuel selection port 11 can be changed by altering the resistance value of the fixed resistor 35. The ECU1 activates the corresponding electronic control system based on the voltage at the fuel selection port 11.

[0058] like Figure 3As shown, ECU1 includes a fuel type input unit 13 and a fuel type detection unit 14. The fuel type input unit 13 is electrically connected to the fuel selection port 11, and the fuel type detection unit 14 is electrically connected to the fuel detection mechanism 4. The fuel detection mechanism 4 includes a gas pressure detection component for detecting the pressure in the gas pipeline. ECU1 is provided with a fuel detection port 12, which is electrically connected to the gas pressure detection component and the fuel type detection unit 14, respectively.

[0059] Specifically, the fuel input unit is electrically connected to the fuel selection port 11. The voltage value at this port determines the fuel type selected by the administrator. The fuel type detection unit 14, through the fuel detection mechanism 4, determines the actual input fuel type. The ECU1 compares the analysis results of the fuel type input unit 13 and the fuel type detection unit 14 to determine whether the fuel type selected by the administrator matches the actual input type, and issues a warning if they do not match. The fuel detection mechanism 4 mainly determines the specific type of gas. Since different gases have different supply pressures, the gas pressure detection component detects the gas pressure in the gas pipeline and compares it with a preset pressure value to determine the gas type. Specifically, the gas pressure detection component detects the pressure value over a preset time, and the average pressure value is used for specific judgment to improve the accuracy of the judgment.

[0060] As an optimization of this embodiment, each electronic button 21 is provided with an indicator light assembly 22. The ECU1 includes a fuel judgment unit 15 for judging whether the fuel selection type and the fuel input type are consistent. The fuel judgment unit 15 is electrically connected to the fuel type input unit 13 and the fuel type detection unit 14 respectively. The indicator light assembly 22 is electrically connected to the fuel judgment unit 15. The ECU1 includes an emergency stop unit 16, which is electrically connected to the fuel judgment unit 15 and is used to stop the engine when the judgment results are inconsistent.

[0061] Specifically, the indicator light assembly 22 on the electronic button 21 is controlled by the fuel type detection unit 15 based on the output results of the fuel type input unit 13 and the fuel type detection unit 14. For example, upon startup, the indicator light assembly 22 on the pressed electronic button 21 emits a yellow light; after the fuel type detection unit 14 completes its detection and determines a match, it emits a green light; otherwise, it emits a red light. If the fuel selected by the administrator does not match the actual input fuel, the emergency stop unit 16 will shut down the engine 2, ensuring high safety and preventing damage to the engine 2.

[0062] like Figure 4 , 5As shown, the exhaust emission control mechanism includes an exhaust gas treatment system 7. The exhaust gas treatment system 7 includes a first oxygen sensor 71 and a muffler 72 containing a catalytic converter 75, which are connected in sequence to the exhaust gas outlet of the engine 2. The first oxygen sensor 71 is used to detect the oxygen content data of the exhaust gas and transmit it to the ECU 1. The engine 2 is also provided with an intake passage 8. The ECU includes a correction unit 17 for coordinating the fuel supply rate of the fuel electronic injection system 5 and the gas electronic injection system 6 and the intake rate of the intake passage 8.

[0063] Specifically, the exhaust emission control mechanism is connected to the fuel electronic injection system 5 and the gas electronic injection system 6 to control the fuel supply to the engine 2. Air is input from the intake passage 8 to ensure fuel combustion in the engine 2. The exhaust port of the engine 2 is equipped with a first oxygen sensor 71 and a muffler 72. The first oxygen sensor 71 is used to detect the oxygen content in the exhaust gas and transmit the oxygen content data to the ECU1. The ECU1 analyzes the oxygen content data to derive the excess air coefficient. The muffler 72 is used to reduce exhaust noise. A catalyst 75 is installed in the muffler 72 to catalyze NO, HC, and CO in the exhaust gas, thereby improving the quality of exhaust emissions. For the catalyst 75, the catalytic treatment effect can be maximized when the excess air coefficient is 1. The correction unit 17 adjusts the excess air coefficient to always be close to 1 by coordinating the input of fuel and air, so as to maximize the efficiency of the catalyst 75 and improve the quality of exhaust emissions.

[0064] In this embodiment, the fuel electronic injection system 5 includes an oil passage 51 connected to the engine 2 and a fuel injector 52 disposed on the oil passage 51 for controlling the on / off state. The fuel injector 52 is electrically connected to the ECU 1. The gas electronic injection system 6 includes an air passage 61 and a gas flow control component 62 disposed on the air passage 61 for controlling the on / off state. The gas flow control component 62 is electrically connected to the ECU 1 and includes a stepper motor for controlling the gas throttle valve. The intake passage 8 is provided with a throttle valve assembly 81 and a throttle valve control motor 82 for controlling its opening degree. The throttle valve control motor 82 is electrically connected to the ECU 1.

[0065] Specifically, the fuel injector 52 can be switched on and off electronically to inject fuel into the combustion chamber of the engine 2. The fuel input rate is controlled by controlling the opening time of the fuel injector 52. The gas flow control component 62 can control the opening and closing of the gas passage 61 via a solenoid valve or a stepper motor. When a stepper motor is selected for the gas flow control component 62, the ECU1 controls the gas intake volume by coordinating the stepper motor with the gas throttle position. Different positions of the tapered spindle on the stepper motor at the end of the gas passage 61 result in different gas flow areas, thereby controlling the gas flow rate. The negative pressure intake of the engine 2 draws in air, and the throttle control motor 82 adjusts the intake area of ​​the intake passage 8 by controlling the opening of the throttle component 81, thereby controlling the air input efficiency.

[0066] like Figure 4 As shown, the correction unit 17 is electrically connected to the gas flow control component 62, the fuel injector 52, and the throttle control motor 82. The correction unit 17 adjusts the fuel supply and intake air volume based on the oxygen content data to control the excess air coefficient to be close to or equal to 1. A temperature sensor 73 is installed in the muffler 72 and is electrically connected to the correction unit 17. The temperature sensor 73 detects the temperature data of the catalyst 75 and transmits it to the correction unit 17. When the temperature of the catalyst 75 rises abnormally, the correction unit 17 temporarily controls the excess air coefficient to be greater than 1.

[0067] Specifically, the correction unit 17 controls the fuel and air input rates by controlling the gas flow control component 62 or the fuel injector 52 and the throttle control motor 82. By coordinating the fuel and air supply rates, it controls the excess air coefficient. The excess air coefficient α = 21 / (21-O2), where O2 is the oxygen content. The correction unit 17 aims to control the excess air coefficient to around 1, maximizing the catalytic efficiency of the catalyst 75 and improving exhaust emission quality. However, excessively high temperatures can cause irreversible damage to the catalyst 75, especially when the engine 2 is running at full load or when abnormal conditions occur, the temperature will rise accordingly. The temperature sensor 73 monitors the temperature in the catalyst 75 in real time and transmits the temperature data to the ECU 1. When the temperature is about to become too high, the ECU 1 adjusts the fuel and air supply ratio through the correction unit 17. While ensuring the stable operation of the engine 2, it increases the excess air coefficient and adopts a richer combustion control strategy to obtain a relatively low exhaust temperature and prevent the catalyst 75 from being damaged by high temperatures.

[0068] As an optimization of this embodiment, a second oxygen sensor 74 is provided at the rear end of the muffler 72. The second oxygen sensor 74 is electrically connected to the ECU1 and transmits the oxygen content data of the exhaust gas after catalysis to the ECU1. The ECU1 includes a catalytic monitoring unit 18. The oxygen content data of the first oxygen sensor 71 and the second oxygen sensor 74 are transmitted to the catalytic monitoring unit 18 for comparison to determine the effectiveness of the catalytic and to provide a reminder interaction when failure is detected.

[0069] Specifically, the second oxygen sensor 74 is used to detect the oxygen content of the exhaust gas after treatment by the catalytic converter 75. By comparing the oxygen content data with that obtained from the first oxygen sensor 71, the effectiveness of the catalytic converter 75 is determined, and problems with the catalytic converter 75 are detected in a timely manner to ensure high-quality exhaust emissions. The oxygen content data from the first oxygen sensor 71 and the second oxygen sensor 74 are transmitted to the catalytic monitoring unit 18 of the ECU1. The catalytic monitoring unit 18 compares, analyzes, and judges the effectiveness of the catalytic converter. When the effectiveness is insufficient, it provides timely interactive reminders, which helps to detect problems with the catalytic converter 75 in a timely manner.

[0070] like Figure 6 As shown, the safety control method for multi-fuel electronically controlled fuel injection generator sets provided by the present invention is applicable to the safety control system of the aforementioned multi-fuel electronically controlled fuel injection generator sets, and includes the following steps:

[0071] S1. Fuel mode selection: The fuel input type is selected by an electronic fuel selection switch. The ECU determines the input fuel based on the voltage value of the fuel selection port and activates the corresponding electronic control system.

[0072] S2. Consistency verification of fuel selection and actual input in gas mode: After the engine starts, the generator set is not loaded. The gas pressure detection component detects the gas pipeline pressure for a preset time and transmits the pressure data to the ECU. The ECU's fuel judgment unit compares the average value of the pressure data with the preset pressure value to obtain the specific input fuel information. This information is then compared and verified with the fuel information selected by the fuel selection port.

[0073] S2.1. If the verification is inconsistent, the ECU's emergency stop unit will control the shutdown and issue an alarm.

[0074] S2.2 If the verification is consistent, the generator set may be loaded;

[0075] S3. Air excess coefficient calculation: The first oxygen sensor detects the oxygen content of the exhaust gas and transmits the oxygen content data to the ECU. The ECU's correction unit calculates the air excess coefficient.

[0076] S3.1. Air excess coefficient correction in fuel mode: The correction unit adjusts the next injection quantity by controlling the on / off time of the fuel injector according to the air excess coefficient, and / or controls the opening of the throttle assembly by controlling the throttle control motor, adjusts the air excess coefficient to 1, and maintains it.

[0077] S3.2. Air excess coefficient correction in gas mode: The correction unit controls the gas intake volume of the gas flow control component according to the air excess coefficient, and / or controls the opening of the throttle component through the throttle control motor to adjust the air excess coefficient to 1 and maintain it.

[0078] S4. Catalyst high temperature protection: The temperature sensor detects the temperature data of the catalyst in real time and transmits it to the ECU. When the temperature is higher than the preset value, the correction unit controls and coordinates the fuel supply and intake air volume to adjust the air excess coefficient to be higher than 1. After the temperature drops to the preset normal range, the air excess coefficient is adjusted to 1 and maintained.

[0079] S5. Catalyst effectiveness monitoring: The second oxygen sensor detects the oxygen content of the exhaust gas after catalytic treatment and transmits the oxygen content data to the ECU. The ECU's catalytic monitoring unit compares the oxygen content data from the first and second oxygen sensors. If the difference is less than a preset value, the catalyst is determined to be faulty and a reminder is issued. Otherwise, the catalyst is determined to be normal.

[0080] The specific embodiments described herein are merely illustrative of the spirit of the invention. Those skilled in the art to which this invention pertains may make various modifications or additions to the described specific embodiments or use similar methods to substitute them, without departing from the spirit of the invention or exceeding the scope defined by the appended claims.

Claims

1. A safety control system for a multi-fuel electronically controlled fuel injection generator set, characterized in that, The system includes an ECU (1) and a fuel injection system (5) and a gas injection system (6) electrically connected to the ECU (1). An electronic fuel selection switch is provided between the fuel injection system (5) and the gas injection system (6) and the ECU (1). The electronic fuel selection switch is used to select the type of input fuel by an electronic button (21) and make a consistency judgment with the actual fuel type supplied. An exhaust emission control mechanism is provided between the ECU (1) and the engine (2). The exhaust emission control mechanism includes a first oxygen sensor (71) and a catalyst (75) connected in sequence to the exhaust port of the engine (2). The ECU (1) includes a correction unit (17) for improving the catalytic efficiency of the catalyst (75) and having a temperature control protection function. A safety control method for a multi-fuel electronically controlled fuel injection generator set, applicable to the safety control system of the aforementioned multi-fuel electronically controlled fuel injection generator set, includes the following steps: S1. Fuel mode selection: The fuel input type is selected by an electronic fuel selection switch. The ECU determines the input fuel based on the voltage value of the fuel selection port and activates the corresponding electronic control system. S2. Consistency verification of fuel selection and actual input in gas mode: After the engine starts, the generator set is not loaded. The gas pressure detection component detects the gas pipeline pressure for a preset time and transmits the pressure data to the ECU. The ECU's fuel judgment unit compares the average value of the pressure data with the preset pressure value to obtain the specific input fuel information. This information is then compared and verified with the fuel information selected by the fuel selection port. S2.

1. If the verification is inconsistent, the ECU's emergency stop unit will control the shutdown and issue an alarm. S2.2 If the verification is consistent, the generator set may be loaded; S3. Excess air coefficient analysis: The first oxygen sensor detects the oxygen content of the exhaust gas and transmits the oxygen content data to the ECU. The correction unit of the ECU calculates the excess air coefficient. S3.

1. Air excess coefficient correction in fuel mode: The correction unit adjusts the next injection quantity by controlling the on / off time of the fuel injector according to the air excess coefficient, and / or controls the opening of the throttle assembly by controlling the throttle control motor, adjusts the air excess coefficient to 1, and maintains it. S3.

2. Air excess coefficient correction in gas mode: The correction unit controls the gas intake volume of the gas flow control component according to the air excess coefficient, and / or controls the opening of the throttle component through the throttle control motor to adjust the air excess coefficient to 1 and maintain it. S4. Catalyst high temperature protection: The temperature sensor detects the temperature data of the catalyst in real time and transmits it to the ECU. When the temperature is higher than the preset value, the correction unit controls and coordinates the fuel supply and intake air volume to adjust the air excess coefficient to be higher than 1. After the temperature drops to the preset normal range, the air excess coefficient is adjusted to 1 and maintained. S5. Catalyst effectiveness monitoring: The second oxygen sensor detects the oxygen content of the exhaust gas after catalytic treatment and transmits the oxygen content data to the ECU. The ECU's catalytic monitoring unit compares the oxygen content data from the first and second oxygen sensors. If the difference is less than a preset value, the catalyst is determined to be faulty and a reminder is issued. Otherwise, the catalyst is determined to be normal.

2. The safety control system for the multi-fuel electronically controlled fuel injection generator set according to claim 1, characterized in that, The electronic fuel selection switch is located between the ECU (1) and the ground wire (31) and includes several electronic buttons (21). The electronic buttons (21) correspond to different fuel types. The ECU (1) includes a fuel selection port (11). When different electronic buttons (21) are pressed, the fuel selection port (11) and the ground wire (31) are connected in different circuit states. The ECU (1) includes a fuel judgment unit (15) for judging whether the actual input fuel is consistent with the fuel type selected by the electronic button (21).

3. The safety control system for the multi-fuel electronically controlled fuel injection generator set according to claim 2, characterized in that, The electronic button (21) is a piano key switch, and at least three are provided, corresponding to gasoline, liquefied petroleum gas and natural gas respectively; At least three parallel circuits are provided between the fuel selection port (11) and the ground wire (31), including a first line (32), a second line (33) and a third line (34). The electronic button (21) is connected in series with each parallel circuit to control the connection and disconnection of the circuit. The first line (32) is a short-circuit path, including a short-circuit wire. When this line is connected, the voltage of the fuel selection port (11) is 0. The second line (33) is an open circuit. When this line is connected, the voltage of the fuel selection port (11) is the ECU (1) voltage. The third line (34) has a fixed resistor (35) connected in series. The fixed resistor (35) is located between the ground wire (31) and the electronic button (21). When this line is connected, the voltage of the fuel selection port (11) is different from the previous two.

4. The safety control system for a multi-fuel electronically controlled fuel injection generator set according to claim 2, characterized in that, The ECU (1) includes a fuel type input unit (13) and a fuel type detection unit (14). The fuel type input unit (13) is electrically connected to the fuel selection port (11), and the fuel type detection unit (14) is electrically connected to the fuel detection mechanism (4). The fuel detection mechanism (4) includes a gas pressure detection component for detecting the pressure in the gas pipeline. The ECU (1) is provided with a fuel detection port (12), which is electrically connected to the gas pressure detection component and the fuel type detection unit (14) respectively.

5. The safety control system for the multi-fuel electronically controlled fuel injection generator set according to claim 4, characterized in that, Each of the aforementioned electronic buttons (21) is provided with an indicator light assembly (22). The ECU (1) includes a fuel judgment unit (15) for judging whether the fuel selection type and the fuel input type are consistent. The fuel judgment unit (15) is electrically connected to the fuel type input unit (13) and the fuel type detection unit (14) respectively. The indicator light assembly (22) is electrically connected to the fuel judgment unit (15). The ECU (1) includes an emergency stop unit (16), which is electrically connected to the fuel judgment unit (15) and is used to stop the engine when the judgment results are inconsistent.

6. The safety control system for a multi-fuel electronically controlled fuel injection generator set according to claim 1, characterized in that, The exhaust emission control mechanism includes an exhaust treatment system (7), which includes a first oxygen sensor (71) connected in sequence to the exhaust port of the engine (2) and a muffler (72) containing the catalyst (75). The first oxygen sensor (71) is used to detect the oxygen content data of the exhaust gas and transmit it to the ECU (1). The engine (2) is also provided with an intake passage (8). The ECU (1) includes a correction unit (17) for coordinating the fuel supply rate of the fuel electronic injection system (5) and the gas electronic injection system (6) and the intake rate of the intake passage (8).

7. The safety control system for a multi-fuel electronically controlled fuel injection generator set according to claim 6, characterized in that, The fuel electronic injection system (5) includes an oil passage (51) connected to the engine (2) and a fuel injector (52) disposed on the oil passage (51) to control the on / off state. The fuel injector (52) is electrically connected to the ECU (1). The gas electronic injection system (6) includes a gas passage (61) and a gas flow control component (62) disposed on the gas passage (61) for controlling the on and off. The gas flow control component (62) is electrically connected to the ECU (1). The gas flow control component (62) includes a stepper motor and / or a solenoid valve for controlling the gas throttle valve. The intake passage (8) is provided with a throttle valve assembly (81) and a throttle valve control motor (82) for controlling its opening degree. The throttle valve control motor (82) is electrically connected to the ECU (1).

8. The safety control system for a multi-fuel electronically controlled fuel injection generator set according to claim 7, characterized in that, The correction unit (17) is electrically connected to the gas flow control component (62), the fuel injector (52) and the throttle control motor (82) respectively. The correction unit (17) adjusts the fuel supply and intake air volume through oxygen content data to control the excess air coefficient to be close to or equal to 1. The muffler (72) is equipped with a temperature sensor (73), which is electrically connected to the correction unit (17). The temperature sensor (73) detects the temperature data of the catalyst (75) and transmits it to the correction unit (17). When the temperature of the catalyst (75) rises abnormally, the correction unit (17) temporarily controls the excess air coefficient to be greater than 1.

9. The safety control system for a multi-fuel electronically controlled generator set according to claim 6, characterized in that, The muffler (72) is equipped with a second oxygen sensor (74) at the rear end. The second oxygen sensor (74) is electrically connected to the ECU (1) and transmits the oxygen content data of the exhaust gas after catalytic catalysis to the ECU (1). The ECU (1) includes a catalyst monitoring unit (18), and the oxygen content data of the first oxygen sensor (71) and the second oxygen sensor (74) are transmitted to the catalyst monitoring unit (18) for comparison to determine the effectiveness of the catalyst and to provide a reminder interaction when failure is determined.

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