An electrically non-starting device for a gasoline direct injection engine

Abstract

The utility model provides a kind of electric gasoline engine no electricity starting device, comprising: rectifier module, voltage conducting module, dynamic voltage regulating control module, ECU main working power module, charging power module, energy storage module;Voltage conducting module is connected with rectifier module and ECU main working power module, and ECU main working power module is opened when voltage conducting module is conducted;Dynamic voltage regulating control module is connected with rectifier module and charging power module, and charging power module is opened when dynamic voltage regulating control module is conducted;Charging power module charges energy storage module, and energy storage module supplies power to ECU main working power module after charging is completed.The utility model can realize wide voltage input, multiple mode switching, adapt to electric gasoline engine no electricity starting, solve the power supply problem when engine cold start without external power supply, and realize three-way power supply automatic switching and voltage stabilizing in operation.

Description

Technical Field

[0001] This utility model relates to the technical field of DC generator starting control, and in particular to a non-electric starting device for an electronically fuel-injected gasoline engine. Background Technology

[0002] In recent years, the combination of magnetic generator and energy storage module has become the mainstream solution for zero external electric start of electronic fuel injection gasoline engines. The principle is that when the magnetic generator is not generating electricity stably and outputs low speed and low voltage, the fuel pump motor and ECU cannot work properly and need to be driven and powered by the energy storage module.

[0003] However, the instantaneous discharge capability of the energy storage module is limited by low temperature, making it difficult to maintain continuous power supply to the ECU; and when the load changes suddenly, the delayed action of the power switching relay will cause the ECU power supply voltage to drop to below 9V instantly, causing fuel injection timing disorder. Utility Model Content

[0004] To address the shortcomings of existing technologies, this utility model provides a non-electric start device for electronically fuel-injected gasoline engines, which solves the problem that existing non-electric start solutions for electronically fuel-injected gasoline engines cannot achieve continuous power supply and seamless switching between multiple power sources.

[0005] According to an embodiment of the present invention, a non-electric start device for an electronically fuel-injected gasoline engine includes: a rectifier module, a voltage conduction module, a dynamic voltage regulation control module, an ECU main working power supply module, a charging power supply module, and an energy storage module.

[0006] The voltage conduction module is connected to the rectifier module and the ECU main power supply module. When the voltage conduction module is turned on, the ECU main power supply module is turned on. The ECU main power supply module is also connected to the oil pump motor and the ECU chip.

[0007] The dynamic voltage regulation control module is connected to the rectifier module and the charging power module. When the dynamic voltage regulation control module is turned on, the charging power module is turned on. The charging power module is also connected to the oil pump motor and the ECU chip.

[0008] The energy storage module is connected to the ECU main power supply module and the charging power supply module. The charging power supply module charges the energy storage module, and the energy storage module supplies power to the ECU main power supply module after charging is completed.

[0009] The oil pump motor and ECU chip are used to start the engine. The voltage input of the rectifier module is the AC voltage provided by the magneto generator or the AC voltage provided by the engine. The voltage output of the rectifier module is DC voltage. The rectifier module is connected to the ECU main power supply module and the charging power supply module.

[0010] Optionally, the voltage conduction module is turned on when the output voltage of the rectifier module is less than a preset value.

[0011] Optionally, the dynamic voltage regulation control module is turned on after the output voltage of the rectifier module is greater than a preset value or after the ECU main power supply module is turned on and the engine is started for a preset time.

[0012] Optionally, the dynamic voltage regulation control module outputs a DC voltage when it is turned on.

[0013] Optionally, the charging power module includes a current limiting unit, which limits the power supply current of the charging power module to the oil pump motor, ECU chip and energy storage module to 1.5A.

[0014] Optionally, the ECU main power supply module includes a first isolation unit, the charging power supply module includes a second isolation unit, and the energy storage module includes a third isolation unit.

[0015] Optionally, the first isolation unit, the second isolation unit, and the third isolation unit are unidirectional isolation diodes.

[0016] Optionally, it also includes a charging indicator module, which includes a voltage indicator light, a control processing unit, and a sampling unit;

[0017] The sampling unit samples the output current of the energy storage module, and the control processing unit is connected to the sampling unit and the voltage indicator.

[0018] Optionally, the operating modes of the charging indicator module include: the voltage indicator light is off, the voltage indicator light is on at a first brightness level, and the voltage indicator light is on at a second brightness level.

[0019] Compared with the prior art, this utility model has the following beneficial effects: the ECU main working power module, the charging power module, and the energy storage module provide a multi-mode power-free start mode for electronic fuel injection gasoline engines, and realize the automatic switching between power-free start and power-on start through the rectifier module, the voltage conduction module, and the dynamic voltage regulation control module. It also maintains power supply to the ECU main working power module through the energy storage module, ensuring seamless switching between power-free start and power-on start. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the composition of the electronic fuel injection gasoline engine non-electric start device according to an embodiment of the present invention;

[0021] Figure 2 This is a schematic diagram of the circuit structure of the electronic fuel injection gasoline engine non-electric start device according to an embodiment of the present invention. Detailed Implementation

[0022] The technical solution of this utility model will be further described below with reference to the accompanying drawings and embodiments.

[0023] like Figure 1 As shown in the figure, this utility model embodiment proposes an electronic fuel injection gasoline engine start-up device without electricity, including a rectifier module 10, a voltage conduction module 20, a dynamic voltage regulation control module 30, an ECU main working power supply module 40, a charging power supply module 50, and an energy storage module 60.

[0024] The connection relationships of the above-mentioned parts are as follows: the voltage input of the rectifier module 10 is the AC voltage provided by the magneto generator or the AC voltage provided by the engine, and the voltage output of the rectifier module 10 is the DC voltage. The rectifier module 10, the voltage conduction module 20, and the ECU main working power module 40 form a series branch. The rectifier module 10, the dynamic voltage regulation control module 30, and the charging power module 50 form a series branch. The ECU main working power module 40 and the charging power module 50 are not turned on at the same time, and both are connected to the oil pump motor and the ECU chip. The charging power module 50 is also connected to the energy storage module 60, and the ECU main working power module 40 is also connected to the energy storage module 60.

[0025] One detailed operating mode of the aforementioned electronic fuel injection gasoline engine no-electric start device is as follows: When the voltage conduction module 20 is turned on, the ECU main power supply module 40 is activated. The series branch consisting of the rectifier module 10, voltage conduction module 20, and ECU main power supply module 40 operates. The ECU main power supply module 40 is in standby mode under the power supply of the energy storage module 60. After the voltage conduction module 20 activates the ECU main power supply module 40, it powers on the fuel pump motor and the ECU chip, thereby starting the engine. Specifically, the voltage conduction module 20 is turned on when the output voltage of the rectifier module 10 is less than a preset value. Therefore, the series branch consisting of the rectifier module 10, voltage conduction module 20, and ECU main power supply module 40 is used to achieve no-electric start. Here, "no electricity" refers to low-speed, low-voltage input of the magneto generator, such as a manual start at 300 RPM.

[0026] Another detailed operating mode of the aforementioned electronic fuel injection gasoline engine non-electric starter is as follows: When the dynamic voltage regulation control module 30 is turned on, the charging power module 50 is turned on, and the series branch of the rectifier module 10, dynamic voltage regulation control module 30, and charging power module 50 works. The charging power module 50 powers on the fuel pump motor and ECU chip, thereby starting the engine, and at the same time, it charges the energy storage module 60. The dynamic voltage regulation control module 30 is turned on after the output voltage of the rectifier module 10 is greater than a preset value or after the ECU main working power module 40 is turned on and the engine has started for a preset time. Therefore, the series branch of the rectifier module 10, dynamic voltage regulation control module 30, and charging power module 50 is used to achieve electric start. Here, "electric" refers to the high-speed, high-voltage input of the magneto generator or the AC voltage provided after the engine is running stably, such as the engine speed rising to 3500 rpm after starting.

[0027] It should be noted that the energy storage module 60 can be a battery, and when there is power (such as when the power is greater than 10%), it supplies power to the ECU main working power module 40. Understandably, it can also enable the ECU chip and oil pump motor to run for a short time.

[0028] In this embodiment of the present invention, the ECU main power supply module 40, the charging power supply module 50, and the energy storage module 60 provide a multi-mode power-free start mode for the electronically fuel-injected gasoline engine. The automatic switching between power-free start and power-on start is achieved through the rectifier module 10, the voltage conduction module 20, and the dynamic voltage regulation control module 30. The energy storage module 60 also maintains power supply to the ECU main power supply module 40 to ensure seamless switching between power-free start and power-on start.

[0029] In one embodiment, the rectifier module 10 implements wide-range rectification; for example, the voltage input range of the rectifier module 10 is 5 to 280V.

[0030] In one embodiment, since the dynamic voltage regulation control module 30 is turned on when the magnetogenerator receives a high-speed, high-voltage input or when the engine has stabilized and is providing AC voltage, the voltage value is relatively high. Therefore, the dynamic voltage regulation control module 30 also triggers clipping voltage regulation when the voltage is greater than 30V, thereby outputting DC voltage. Furthermore, the downstream circuit of the dynamic voltage regulation control module 30, namely the charging power supply module 50, includes a current limiting unit to limit the power supply current from the charging power supply module 50 to the fuel pump motor, ECU chip, and energy storage module 60 to 1.5A, adapting to the operating current of the electronic fuel injection gasoline engine.

[0031] This embodiment of the invention also isolates the multiple power supplies used to implement the multi-mode power-free start-up method, namely the ECU main power supply module 40, the charging power supply module 50, and the energy storage module 60. The ECU main power supply module 40 includes a first isolation unit, the charging power supply module 50 includes a second isolation unit, and the energy storage module 60 includes a third isolation unit. In a preferred implementation, the first isolation unit, the second isolation unit, and the third isolation unit are unidirectional isolation diodes.

[0032] Another embodiment of this utility model provides a no-electric-start device for an electronically fuel-injected gasoline engine, further comprising a charging indicator module. The charging indicator module includes a voltage indicator light, a control processing unit, and a sampling unit. The sampling unit samples the output current of the energy storage module, and the control processing unit is connected to the sampling unit and the voltage indicator light. Exemplarily, the operating modes of the charging indicator module include: the voltage indicator light is off, the voltage indicator light is on at a first brightness level, and the voltage indicator light is on at a second brightness level. Exemplarily, the sampled current from the sampling unit is amplified and sent to the control processing unit for calculation. When the calculation result is <100mA, the voltage indicator light is off; when the calculation result is 100-400mA, the voltage indicator light is half-lit; and when the calculation result is >400mA, the voltage indicator light is fully lit.

[0033] like Figure 2 As shown in the figure, this utility model embodiment also provides a complete circuit topology diagram of the electronic fuel injection gasoline engine start-up device, including several resistors, such as the first resistor R1 to the twenty-first resistor R21. It includes several diodes, with different diodes performing different circuit functions, exemplarily including: unidirectional isolation diodes, such as the first diode D1, the second diode D2, and the third diode D3; Zener diodes, such as the first Zener diode ZD1 and the second Zener diode ZD2; and driving diodes, such as the first driving diode ZW1, the second driving diode ZW2, and the fourth driving diode ZW4. It includes a first thyristor S1, a second thyristor S2, and a third thyristor S3. It includes multiple switching transistors, such as the first switching transistor T1, the second switching transistor T2, and the third switching transistor T3. It also includes a relay K1, a first inductor L1, a second inductor L2, a power management chip U1, a current limiting chip U2, and a microcontroller U3 as a control processing unit, etc.

[0034] The first thyristor S1 and the second thyristor S2 are the main components of the rectifier module 10. The relay K1, the first Zener diode DZ1, the second Zener diode DZ2, the second switch T2, the fourth diode D4, the fifth diode D5, the sixth diode D6, and the seventh diode D7 are the main components of the voltage conduction module 20. The third thyristor S3, the third resistor R3, the fourth resistor R4, the first capacitor C1, the second capacitor C2, and the third capacitor C3 are the main components of the dynamic voltage regulation control module 30. The first switch T1, the first inductor L1, the power management chip U1, and the first diode D1 are the main components of the ECU main power supply module 40, and are unidirectionally powered through the first diode D1. The third switch T3, the current limiting chip U2, the fourth capacitor C4 to the seventh capacitor C7, the fifth resistor R5 to the tenth resistor R10, the second inductor L2, and the second diode D2 are the main components of the charging power supply module 50, and are unidirectionally powered through the second diode D2. The energy storage module 60 provides a stable voltage of 14.5V or 14V and is powered unidirectionally using the third diode D3.

[0035] It should be noted that the first diode D1, the second diode D2, and the third diode D3 are the first isolation unit, the second isolation unit, and the third isolation unit, respectively. They are unidirectional isolation diodes and also isolate the operation of the ECU main working power module 40 from the charging power module 50 and the energy storage module 60 through the first switching transistor T1 and the relay K1.

[0036] based on Figure 2 The working process of the electronic fuel injection gasoline engine no-electric start device is exemplarily as follows: AC signals are first input from AC1 and AC2, and then rectified by the first thyristor S1 and the second thyristor S2, mainly through the rectifier module 10. This rectifier module converts the varying AC voltage, such as 5V to 250V, into DC voltage, providing energy to the fuel pump motor and ECU chip during manual start at 300 RPM, ensuring engine start-up without external power. If in a low-speed, low-voltage state, the voltage conduction module 20 connected to the rectifier module 10 is activated, enabling the ECU main power supply module 40 to operate, ensuring the normal operation of the fuel pump motor and ECU. Once the engine starts and the speed increases, the input voltage reaches the downstream power supply standard, and the voltage conduction module 20 automatically stops working and locks in place.

[0037] When the engine starts and the speed reaches 3500 rpm, the AC voltage output by the magneto generator rises to 280V. This voltage signal triggers the drive diode to generate a trigger signal, which drives the first thyristor S1 and the second thyristor S2 to clip and regulate the AC waveform: at low voltage, it is a full-wave rectified output; when the voltage exceeds the DC voltage, such as 30V, the trigger signal is shifted back, the dynamic voltage regulation control module 30 works, and the output is a stable DC, which is then filtered by the first capacitor C1, the second capacitor C2, and the third capacitor C3 to provide DC power for subsequent circuits.

[0038] In addition, the three power supply signal paths are as follows: ① In the absence of power, the ECU main working power module 40 is powered unidirectionally through the first transistor D1. This circuit uses the first switching transistor T1 as the switching power transistor, the eleventh resistor R11 and the twelfth resistor R12 for current limiting and sampling, the thirteenth resistor R13 for freewheeling, the first inductor L1 for output inductance, and the power management chip U1 (powered by D1, R13, R14, and T4) for control. The output is adjusted by voltage division by the fifteenth resistor R15 to the nineteenth resistor R19, with short-circuit protection; ② 10 seconds after startup, when the engine is running normally, the charging power module 50 is powered unidirectionally through the second diode D2. The switch is controlled by the twentieth resistor R20 and the third switching transistor T3. The current limiting chip limits the current to 1.5A; ③ When the energy storage module is powered, it is powered unidirectionally through the twenty-first resistor R21 and the third diode D3.

[0039] Based on this, the present invention can achieve wide voltage input and multi-mode switching, adapt to the non-electric start of electronic fuel injection gasoline engines, solve the power supply problem of cold start of engine when there is no external power supply, and realize automatic switching and voltage stabilization of three power sources during operation.

[0040] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model and are not intended to limit it. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of this utility model without departing from the spirit and scope of the technical solutions of this utility model, and all such modifications or substitutions should be covered within the scope of the claims of this utility model.

Claims

1. A non-electric start device for an electronically fuel-injected gasoline engine, characterized in that, include: Rectifier module, voltage conduction module, dynamic voltage regulation control module, ECU main working power supply module, charging power supply module, energy storage module; The voltage conduction module is connected to the rectifier module and the ECU main power supply module. When the voltage conduction module is turned on, the ECU main power supply module is turned on. The ECU main power supply module is also connected to the oil pump motor and the ECU chip. The dynamic voltage regulation control module is connected to the rectifier module and the charging power module. When the dynamic voltage regulation control module is turned on, the charging power module is turned on. The charging power module is also connected to the oil pump motor and the ECU chip. The energy storage module is connected to the ECU main power supply module and the charging power supply module. The charging power supply module charges the energy storage module, and the energy storage module supplies power to the ECU main power supply module after charging is completed. The oil pump motor and ECU chip are used to start the engine. The voltage input of the rectifier module is the AC voltage provided by the magneto generator or the AC voltage provided by the engine. The voltage output of the rectifier module is DC voltage. The rectifier module is connected to the ECU main power supply module and the charging power supply module.

2. The electronic fuel injection gasoline engine start-up device as described in claim 1, characterized in that, The voltage conduction module is activated when the output voltage of the rectifier module is less than a preset value.

3. The electronic fuel injection gasoline engine start-up device as described in claim 1, characterized in that, The dynamic voltage regulation control module is activated after the output voltage of the rectifier module exceeds a preset value or after the ECU main power supply module is turned on and the engine is started for a preset time.

4. The electronic fuel injection gasoline engine start-up device as described in claim 1, characterized in that, The dynamic voltage regulation control module outputs DC voltage when it is turned on.

5. The electronic fuel injection gasoline engine start-up device as described in claim 1, characterized in that, The charging power module includes a current limiting unit, which limits the power supply current of the charging power module to the oil pump motor, ECU chip and energy storage module to 1.5A.

6. The electronic fuel injection gasoline engine start-up device as described in any one of claims 1 to 5, characterized in that, The ECU main power supply module includes a first isolation unit, the charging power supply module includes a second isolation unit, and the energy storage module includes a third isolation unit.

7. The electronic fuel injection gasoline engine start-up device as described in claim 6, characterized in that, The first isolation unit, the second isolation unit, and the third isolation unit are unidirectional isolation diodes.

8. The electronic fuel injection gasoline engine start-up device as described in claim 6, characterized in that, It also includes a charging indicator module, which includes a voltage indicator light, a control processing unit, and a sampling unit; The sampling unit samples the output current of the energy storage module, and the control processing unit is connected to the sampling unit and the voltage indicator.

9. The electronic fuel injection gasoline engine start-up device as described in claim 8, characterized in that, The charging indicator module has the following operating modes: the voltage indicator light is off, the voltage indicator light is on at a first brightness level, and the voltage indicator light is on at a second brightness level.

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