Engine control system, engine and generator set

Abstract

The utility model discloses an engine control system, an engine and a generator set. A power module of the engine control system is electrically connected with the air inlet system and the ECU and supplies power to the air inlet system and the ECU; the ECU is electrically connected with the throttle body and the air inlet system and controls the throttle body and the air inlet system. A throttle valve for controlling the air inlet amount and a fuel feeding port are integrated on the throttle valve body, the throttle valve body is used for mixing fuel and air and feeding the mixed fuel into a combustion chamber in an engine air cylinder, specifically, a stepping motor for controlling the opening degree of the throttle valve is arranged on the throttle valve body, and the ECU is electrically connected with the stepping motor so as to control the stepping motor. The throttle valve body is connected with the gas inlet system, the gas inlet system comprises an electromagnetic valve and a PEAK-HOLD control module, the power supply module is electrically connected with the electromagnetic valve through the PEAK-HOLD control module, the ECU is electrically connected with the PEAK-HOLD control module, the gas inlet amount of the structure is controlled only through the electromagnetic valve, a motor structure is removed, non-electric hand-pulling starting during gas inlet is achieved, and the gas inlet efficiency is improved. And the gas valve body is more compact, and the response is quicker.

Description

Technical Field

[0001] The utility model relates to the technical field of generator set manufacturing, in particular to an engine control system, an engine and a generator set. Background Art

[0002] The control logic of the existing electronically controlled generator set system is as follows: when the fuel is gasoline, the gas-related components do not work, and in this state, the engine can be started manually without power; when the fuel is NG or LPG, the gasoline-related components do not work, and in this state, the generator set cannot be started manually without power; the reasons are as follows: currently, the electronically controlled gas system controls the gas volume by the lift of a plunger type stepper motor. The disadvantage of the plunger type stepper motor is that it will reset to find the reference every time the system is powered on, and this process takes about 2 s. Generally, the normal temperature hand-pulled engine rotates at 300 rpm - 400 rpm (the speed is lower at low temperature). In this state, the duration of the voltage output by the monitored power supply module is about 0.5 s. During this process, the plunger type stepper motor has not completed the reset action, that is, the gas cannot enter the engine to participate in combustion at this time. Therefore, the generator set cannot be started manually without power in this state. Summary of the Utility Model

[0003] One of the purposes of the utility model is to solve the problem that the generator set cannot be started manually without power when the fuel is gas.

[0004] To solve the above technical problems, the utility model provides an engine control system, which includes a power supply module, an oil supply system, an air intake system, an ECU, and a throttle body;

[0005] The power supply module is electrically connected to the air intake system and the ECU respectively, and supplies power to the air intake system and the ECU; the ECU is electrically connected to the throttle body and the air intake system, and controls the throttle body and the air intake system; the throttle body is used to mix fuel and air. The throttle body is connected to the air intake system. The air intake system includes a solenoid valve and a PEAK-HOLD control module. The solenoid valve is used to control the gas intake volume. The power supply module is electrically connected to the solenoid valve through the PEAK-HOLD control module. The PEAK-HOLD control module is electrically connected to the solenoid valve. The ECU is electrically connected to the PEAK-HOLD control module to control the on-off of the solenoid valve.

[0006] Through this structural design, the gas intake volume is only controlled by the solenoid valve, the motor structure is removed, the manual start without power during gas intake is realized, the design of the gas valve body can be more compact, and the response is more rapid. At the same time, the newly added PEAK-HOLD control module can accelerate the opening speed of the solenoid valve and the power consumption after the engine starts.

[0007] Further, the PEAK-HOLD control module includes a sampling unit, a differential amplification unit, a voltage division unit, and a driving unit; the driving unit is electrically connected to the first power supply terminal of the solenoid valve, the differential amplification unit is electrically connected to the driving unit through the voltage division unit, and at the same time, the differential amplification unit is electrically connected to the second power supply terminal of the solenoid valve, thereby forming a step-down control loop with the solenoid valve. The power supply module is electrically connected to the second power supply terminal of the solenoid valve through the sampling unit, and the power supply module is electrically connected to the differential amplification unit. The ECU can send a solenoid valve opening signal to the driving unit.

[0008] Further, the PEAK-HOLD control module further includes a control unit. The ECU is electrically connected to the control unit, and the control unit is electrically connected to the driving unit. The ECU sends a control signal to the control unit to realize sending a solenoid valve opening signal to the driving unit.

[0009] Further, the engine control system further includes an ignition module, and the ignition module is electrically connected to the power supply module and the ECU respectively.

[0010] Further, the engine control system further includes a pressure reducing valve, and the pressure reducing valve is connected to the solenoid valve.

[0011] Further, the engine control system further includes a fuel inlet system. The ECU is electrically connected to the fuel inlet system and controls the fuel inlet system; the throttle body is connected to the fuel inlet system, and the power supply module is electrically connected to the fuel inlet system to supply power to the fuel inlet system.

[0012] Further, the fuel inlet system includes an oil pump and an injector. The ECU is electrically connected to the oil pump and the injector respectively. One end of the injector is communicated with the oil pump, and the other end is communicated with the throttle body. Gasoline is transmitted to the injector through the oil pump and then sprayed to the throttle body by the injector.

[0013] In a second aspect, the present invention further provides an engine, including any one of the above engine control systems.

[0014] In a third aspect, the present invention further provides a generator set, including the above engine, and the generator set is driven by the engine to generate electricity.

[0015] Both the above engine and the generator set can achieve electric-free hand starting when using gas as fuel, and have fast starting response and low power consumption. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the embodiments of the present invention, the following will briefly introduce the drawings required in the embodiments. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0017] Figure 1 is a schematic diagram of the circuit connection of an engine control system in the prior art;

[0018] Figure 2 is a schematic diagram of the circuit connection of an engine control system provided by an embodiment of the present invention;

[0019] Figure 3 is a circuit connection block diagram of a peak-hold control module provided by an embodiment of the present invention;

[0020] Figure 4 is a schematic diagram of the circuit connection of a peak-hold control module provided by an embodiment of the present invention;

[0021] Figure 5 is a schematic diagram of the circuit connection of a drive unit provided by an embodiment of the present invention. Specific embodiments

[0022] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without making creative efforts belong to the protection scope of the present invention.

[0023] The core of the present invention is to provide an engine control system to solve the problem that the generator set cannot achieve no-power hand starting when using gas as fuel.

[0024] In order to enable those skilled in the art to better understand the solution of the present invention, the present invention will be further described in detail below in conjunction with the accompanying drawings and specific embodiments.

[0025] Refer to Figures 2 - 5, the utility model provides an engine control system, including a power supply module, an oil inlet system, an air intake system, an ECU, and a throttle body; the power supply module is electrically connected to the air intake system and the ECU respectively, and supplies power to the air intake system and the ECU; the ECU is electrically connected to the throttle body and the air intake system, and controls the throttle body and the air intake system; the throttle body is integrated with a throttle for controlling the air intake volume and a fuel inlet for fuel, which is used to mix fuel and air, and then send the mixed fuel into the combustion chamber in the engine cylinder. Specifically, a stepping motor for controlling the throttle opening is provided on the throttle body, and the ECU is electrically connected to the stepping motor to control the stepping motor. The throttle body is connected to the air intake system, and the air intake system includes a solenoid valve and a PEAK-HOLD control module. The solenoid valve is used to control the gas intake volume. The power supply module is electrically connected to the solenoid valve through the PEAK-HOLD control module, the PEAK-HOLD control module is electrically connected to the solenoid valve, and the ECU is electrically connected to the PEAK-HOLD control module to control the on-off of the solenoid valve.

[0026] In the initial stage of the solenoid valve working, the solenoid valve is started by a large PEAK current. The large current can accelerate the opening speed of the solenoid valve. After the start is completed, the current is reduced to maintain the solenoid valve in an open state. At the same time, the ECU can also control the on-off of the solenoid valve according to the monitoring signals received from multiple sensors (such as the pressure sensor on the gas valve, the oxygen sensor on the exhaust pipe, the intake air temperature, pressure, and throttle plate position sensors on the throttle body, etc.) set in the engine. Through this structural design, the gas intake volume is only controlled by the solenoid valve, removing the motor structure, making the design of the gas valve body more compact, and the response more rapid. More importantly, it can achieve a non-electric hand start when using gas as fuel. At the same time, the newly added PEAK-HOLD control module can accelerate the opening speed of the solenoid valve and the power consumption after the engine starts.

[0027] PEAK-HOLD has been widely used in the control of high-power actuators. Simply put, it has a built-in time control unit and a current limiting unit. In the initial stage of power-on, the load operates at full power. When the time set by the time control unit arrives, the current limiting unit makes the load operate at low power.

[0028] Only one of the implementation manners will be briefly described herein. The PEAK-HOLD control module includes a sampling unit, a differential amplification unit, a voltage division unit, and a driving unit. The driving unit is electrically connected to the first power terminal VP1 of the solenoid valve and controls the conduction and cut-off of the first power terminal VP1 of the solenoid valve. After the differential amplification unit is electrically connected to the voltage division unit, the voltage division unit is electrically connected to the driving unit, and the differential amplification unit is electrically connected to the second power terminal VP2 of the solenoid valve, thereby forming a step-down control loop with the solenoid valve. The power supply module is electrically connected to the second power terminal VP2 of the solenoid valve through the sampling unit, and the power supply module is electrically connected to the differential amplification unit. The ECU controls the start of the driving unit.

[0029] When the driving unit is controlled to start, the power supply module supplies voltage to the second power terminal VP2 of the solenoid valve and the differential amplification module, and the voltage of the second power terminal VP2 of the solenoid valve is equal to the voltage of the power supply module. The output voltage of the differential amplification module is subjected to voltage division processing by the voltage division unit to obtain a feedback voltage, and the feedback voltage is transmitted to the driving unit. The driving unit controls the conduction of the step-down control loop according to the comparison between the feedback voltage and the internal reference voltage Vref2, so that the solenoid valve is opened. At this time, there will be current flowing through the sampling unit. After adjustment by the differential amplification unit, the feedback voltage is equal to the internal reference voltage of the driving unit. At this time, the voltage of the second power terminal VP2 of the solenoid valve is less than the voltage of the power supply module, so that the current value flowing through the solenoid valve decreases, and the solenoid valve is continuously enabled with this current value.

[0030] The above sampling unit may be composed of a sampling resistor R1. According to the principle that the current is the same when the two are connected in series, the sampling of the magnitude of the current flowing through the solenoid valve can be realized. The second power terminal VP2 of the solenoid valve is electrically connected to the VS terminal of the power supply module through the sampling resistor R1.

[0031] Specifically, the differential amplification unit includes a differential amplification chip U1, and the voltage division unit includes a resistor R6 and a resistor R10. The first pin of the differential amplification chip U1 is connected to the 2.5V power supply terminal; the second pin is respectively connected to one end of a resistor R2 and one end of a capacitor C1, and the resistor R2 is connected to the second power terminal VP2 of the solenoid valve; the third pin is respectively connected to one end of a resistor R3 and the other end of the capacitor C1, and the other end of the resistor R3 is connected to the first terminal VS1 of the power supply module; the fourth pin is respectively connected to the -15V power supply terminal and one end of a capacitor C2, and the other end of the capacitor C2 is grounded; the fifth pin is respectively connected to the 2.5V power supply terminal and one end of a capacitor C3, and the other end of the capacitor C3 is grounded; the sixth pin is connected to one end of a resistor R4, the resistor R4 is respectively connected to the driving unit and one end of a resistor R5, and the other end of the resistor R5 is grounded; the seventh pin is connected to the +15V power supply terminal and one end of a capacitor C4, and the other end of the capacitor C4 is grounded.

[0032] When the control drive unit is started, the power supply module supplies voltage to the second power terminal VP2 of the solenoid valve, and supplies voltage to the differential amplifier chip U1 through two differential lines. After there is a voltage difference between the two differential lines of the differential amplifier chip U1, the capacitor C1 will be charged. During the charging process of the capacitor C1, the voltage difference between the two ends of the differential amplifier chip U1 connected to the resistor R2 and the resistor R3 is always 0V. According to the calculation formula of the differential amplifier: Vout = (+IN) - (–IN) + Vref1, the output voltage of the differential amplifier chip U1 is equal to the reference voltage Vref1 and is divided by the voltage dividing resistor to obtain the feedback voltage. After the feedback voltage is transmitted to the drive unit, the drive module controls the buck control loop to conduct, and there will be current flowing through the sampling resistor R1, so that the solenoid valve is opened at full power. The voltage on the sampling resistor R1 will reach the second pin and the third pin of the differential amplifier chip U1 through two differential lines. After there is a voltage difference between the second pin and the third pin, the capacitor C1 will be charged and adjusted. When the capacitor C1 is fully charged, when the feedback voltage obtained by dividing the output voltage value of the differential amplifier chip U1 by the voltage dividing resistor is equal to the reference voltage Vref2 inside the drive unit, that is, Vout * [R5 / (R4 + R5)] = Vref2, the feedback voltage will reach a stable value and remain unchanged. At this time, there is a voltage difference between the two ends of the differential amplifier chip U1 connected to the resistor R2 and the resistor R3, and this difference is the voltage difference between the VS terminal of the power supply module and the second power terminal VP2 of the solenoid valve. Then the voltage value supplied by the power supply module to the second power terminal VP2 of the solenoid valve is reduced, so as to complete the bucking. According to I = U / R, the current value is also reduced.

[0033] In one embodiment, the drive unit consists of a drive chip, an electronic switch, and a ground wire. The drive chip can receive control instructions issued by the ECU or the control unit to drive the electronic switch to close, so that the first power terminal VP1 of the solenoid valve is grounded, thus forming an electrical circuit. More preferably, the drive chip is a PWM output drive chip, and its reference voltage Vref2 is also set to 2.5V. It controls the duty cycle of the PWM according to the comparison of the feedback voltage and the reference voltage Vref2 of the drive chip. When the feedback voltage is lower than 2.5V, the duty cycle of the output PWM wave increases. When the feedback voltage is higher than 2.5V, the duty cycle decreases, so as to maintain the dynamic balance between the feedback voltage and the internal reference voltage Vref2 of the drive chip. Briefly, the model of the drive chip is UC2843AQD8R. The PWM output terminal of the drive chip is connected to the gate of the MOS tube Q1. The source of the MOS tube Q1 is grounded, and the drain of the MOS tube is connected to the first power terminal VP1 of the solenoid valve. The control of PWM is a mature technology in this field and will not be elaborated here.

[0034] Further, the PEAK-HOLD control module further includes a control unit. The ECU is electrically connected to the control unit, and the control unit is electrically connected to the drive unit. The ECU controls the drive unit to open and close the solenoid valve by sending a control signal to the control unit. Of course, the control unit can also be integrated into the ECU, and the ECU directly sends a start signal to the drive unit. This solution reduces the number of chips and optimizes the cost and volume.

[0035] Further, the engine control system further includes an ignition module. The ignition module is electrically connected to the power supply module and the ECU respectively, and the ignition module is also integrated into this set of systems to achieve more complete engine control.

[0036] Further, the engine control system further includes a pressure reducing valve, and the pressure reducing valve is connected to the solenoid valve.

[0037] Further, the engine control system further includes a fuel supply system. The ECU is electrically connected to the fuel supply system and controls the fuel supply system. The throttle body is connected to the fuel supply system, and the power supply module is electrically connected to the fuel supply system to supply power to the fuel supply system.

[0038] Specifically, the fuel supply system includes an oil pump and an injector. The ECU is electrically connected to the oil pump and the injector respectively, and is used to control the opening and closing of the oil pump and the injector. One end of the injector is communicated with the oil pump, and the other end is communicated with the throttle body. Gasoline is transmitted to the injector through the oil pump and then sprayed to the throttle body by the injector.

[0039] The fuel supply system is added so that the engine or generator set using this set of systems can be applicable to more fuel types, greatly improving the fuel selection flexibility of the whole machine.

[0040] In a second aspect, the present invention further provides an engine, including any one of the above engine control systems.

[0041] In a third aspect, the present invention further provides a generator set, including the above engine, and is driven by the engine to generate electricity.

[0042] Both the above engine and generator set can achieve no-electricity manual start when using gas as fuel, and have fast start response and low power consumption.

[0043] In the present specification, the various embodiments are described in a progressive manner. Each embodiment focuses on the differences from other embodiments. For the same or similar parts among the various embodiments, reference can be made to each other. For the devices disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the description is relatively simple. For the relevant parts, reference can be made to the description in the method section. It should be noted that for those of ordinary skill in the art in the technical field of the present invention, without departing from the principle of the present invention, several improvements and modifications can be made to the present invention, and these improvements and modifications also fall within the protection scope of the present invention.

[0044] It should also be noted that in this specification, 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 actual relationship or order between these entities or operations. Moreover, the terms "comprise", "include" or any other variant thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements not only includes those elements, but also includes other elements not expressly listed, or further includes elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "comprising one..." does not exclude the existence of another identical element in the process, method, article or device including the element. The terms "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", "outer", etc. indicating the orientation or position relationship are based on the orientation or position relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device, component or structure referred to must have a specific orientation, be constructed or operated in a specific orientation, and cannot be construed as a limitation to the present invention.

Claims

1. An engine control system, comprising a power supply module, an intake system, an ECU, and a throttle body; The power supply module is electrically connected to the intake system and the ECU respectively, and supplies power to the intake system and the ECU; The ECU is electrically connected to the throttle body and the intake system, and controls the throttle body and the intake system; The throttle body is used for mixing fuel and air, and the throttle body is connected to the intake system; It is characterized in that: The intake system includes a solenoid valve and a PEAK-HOLD control module. The solenoid valve is used to control the gas intake volume. The power supply module is electrically connected to the solenoid valve through the PEAK-HOLD control module. The PEAK-HOLD control module is electrically connected to the solenoid valve. The ECU is electrically connected to the PEAK-HOLD control module to control the on-off of the solenoid valve.

2. The engine control system according to claim 1, wherein: The PEAK-HOLD control module includes a sampling unit, a differential amplification unit, a voltage division unit, and a driving unit; The driving unit is electrically connected to the first power supply terminal of the solenoid valve. The differential amplification unit is electrically connected to the driving unit through the voltage division unit. The differential amplification unit is electrically connected to the second power supply terminal of the solenoid valve. The power supply module is electrically connected to the second power supply terminal of the solenoid valve through the sampling unit, and the power supply module is electrically connected to the differential amplification unit. The ECU can send a solenoid valve opening signal to the driving unit.

3. The engine control system according to claim 2, characterized in that: The PEAK-HOLD control module further includes a control unit. The ECU is electrically connected to the control unit, and the control unit is electrically connected to the driving unit. The ECU sends a control signal to the control unit to realize sending a solenoid valve opening signal to the driving unit.

4. The engine control system according to claim 1, wherein: It further includes An ignition module, which is electrically connected to the power supply module and the ECU respectively.

5. The engine control system according to claim 1, characterized in that: It further includes a pressure reducing valve, which is connected to the solenoid valve.

6. The engine control system according to claim 1, wherein: It further includes a fuel supply system. The ECU is electrically connected to the fuel supply system and controls the fuel supply system; the throttle body is connected to the fuel supply system, and the power supply module is electrically connected to the fuel supply system to supply power to the fuel supply system.

7. The engine control system according to claim 6, wherein: The fuel supply system includes an oil pump and an injector. The ECU is electrically connected to the oil pump and the injector respectively. One end of the injector is communicated with the oil pump, and the other end is communicated with the throttle body. Gasoline is transmitted to the injector through the oil pump and then sprayed to the throttle body by the injector.

8. An engine, characterized in that It includes the engine control system according to any one of claims 1-7.

9. A generator set, characterized in that, It includes the engine according to claim 8, and the generator set is driven by the engine to generate electricity.

Images