A box-type generator

Abstract

The utility model discloses a box type generator, including the casing, the casing is provided with the air inlet, the inside of casing is provided with engine unit, the outside of engine unit is surrounded with the wind scooper that sets up, be provided with the airflow passageway between engine unit and wind scooper, the air inlet end of wind scooper is to the air inlet setting, the inside of casing is provided with the throttle mechanism that is connected with engine unit, the inside of casing still is provided with the ECU controller for controlling throttle mechanism, the inside of casing still is provided with the inverter that is electrically connected with ECU controller, ECU controller and throttle mechanism split type setting. This scheme has solved the installation of ECU controller in the prior art and can cause the problem of engine unit heat dissipation.

Description

Technical Field

[0001] This utility model relates to a box-type generator. Background Technology

[0002] A box-type generator is a generator device that uses a relatively enclosed shell to enclose the various components of the generator, thereby protecting the components and reducing the spread of noise during generator operation.

[0003] Chinese patent document CN110410205A discloses a small, high-speed, ultra-quiet generator set, including an engine assembly and a generator assembly. The engine assembly comprises a crankcase, cylinder block, cylinder head, and fuel supply system. The crankcase includes a right crankcase and a left crankcase, with the crankshaft supported on both. The camshaft is located at the center of the cylinder head and is equipped with a starting decompression device. The intake and exhaust valves are driven by rocker arms, which contact the camshaft via rocker arm rollers. The fuel supply system is positioned above the cylinder head. The throttle opening is automatically controlled by a stepper motor according to the load. The intake pipe is connected to the air outlet II of the booster pump. The stator of the generator assembly is fixed within the inner cavity of the right crankcase, and the rotor is mounted on the output end of the crankshaft. After the engine assembly starts, the fuel supply system begins operation. The stepper motor controlling the throttle adjusts the throttle opening according to the generator load, controlling the air intake volume. The purpose of intake turbocharging is to increase the intake volume, which helps to improve the overall success rate of the engine. The fuel supply system controller (ECU) injects a certain amount of fuel according to the intake volume, so that the engine assembly runs continuously.

[0004] In the aforementioned prior art, the ECU controller of the fuel supply system and the throttle control motor are generally integrated into a single unit, facilitating assembly and maintenance. However, with the increasing miniaturization requirements for box-type generators and the growing diversification of generator functions, the ECU controller is becoming increasingly larger to accommodate more features. This increased size makes it difficult to meet installation requirements within the space originally intended for the ECU controller and other components such as the throttle. While recessing the outer wall of the air deflector towards the engine unit to gain more installation space could compress the effective cross-section of the airflow channel between the air deflector and the engine unit, potentially leading to overheating of the engine and malfunctions. Utility Model Content

[0005] The purpose of this invention is to provide a box-type generator to solve the problem that the installation of the ECU controller in the prior art easily leads to poor heat dissipation of the engine unit.

[0006] To achieve the above objectives, the basic solution of this utility model provides a box-type generator, including a housing, an air inlet, an engine unit inside the housing, an air guide shroud surrounding the engine unit, an airflow channel between the engine unit and the air guide shroud, the air inlet end of the air guide shroud facing the air inlet, a throttle mechanism connected to the engine unit inside the housing, an ECU controller for controlling the throttle mechanism inside the housing, and an inverter electrically connected to the ECU controller inside the housing. The ECU controller and the throttle mechanism are separate components.

[0007] The beneficial effects of this basic solution are as follows: by setting the ECU controller and the throttle mechanism separately, the ECU controller does not need to be installed in the location of the throttle mechanism. Consequently, there is no need to compress the airflow channel through the air duct to meet the installation requirements of the throttle mechanism and the ECU controller. This ensures that the heat dissipation of the engine unit is not affected and avoids abnormal operation. Thus, it solves the problem that the installation of the ECU controller in the prior art easily causes poor heat dissipation of the engine unit.

[0008] Preferably, the ECU controller and inverter are separate units. This arrangement avoids the problem of an excessively large overall size and inconvenient assembly caused by integrating the ECU controller and inverter together. Furthermore, since the ECU controller operates on low-voltage circuits while the inverter operates on high-voltage circuits, the separate arrangement also prevents electromagnetic interference from the inverter to the ECU controller, thereby improving the reliability of the ECU controller's signal communication.

[0009] Preferably, the ECU controller is connected to the top of the air duct. This arrangement facilitates the assembly of the ECU controller and also simplifies the arrangement of its electrical connection wires, thus improving assembly convenience.

[0010] Preferably, the ECU controller is positioned close to the air inlet of the air duct. This arrangement results in a relatively low temperature at the air inlet of the air duct, reducing the adverse effects of heat on the ECU controller and improving its reliability.

[0011] Preferably, the inverter is located between the air inlet end of the air guide shroud and the air inlet of the housing. This arrangement facilitates the use of airflow generated at the air inlet when air enters through the air guide shroud to dissipate heat from the inverter, thereby improving its reliability.

[0012] This utility model has the following beneficial effects: Compared with existing technologies, this solution separates the ECU controller from the throttle mechanism, eliminating the need for the ECU controller to be installed where the throttle mechanism is located. This also eliminates the need to compress the airflow channel through the air duct to meet the installation requirements of the throttle mechanism and the ECU controller, ensuring that the engine unit's heat dissipation is not affected and preventing malfunctions. This solves the problem of poor engine unit heat dissipation caused by the installation of the ECU controller in existing technologies, thus enabling the box-type generator to meet both the requirements of miniaturization and functional versatility. Attached Figure Description

[0013] Figure 1 This is a schematic diagram of an embodiment of the box-type generator of this utility model after the top of the casing has been removed; Figure 2 for Figure 1 Top view; Figure 3 for Figure 2 AA section view in the image. Detailed Implementation

[0014] The following detailed description illustrates the specific implementation methods: The reference numerals in the accompanying drawings include: housing 1, air guide 2, air inlet 21, throttle mechanism 3, ECU controller 4, inverter 5, air inlet 6, airflow passage 7, and engine unit 8.

[0015] The basic implementation examples are as follows: Figure 1 , Figure 2 and Figure 3 As shown: A box-type generator includes a housing 1 with an air inlet 6. An engine unit 8 is housed inside the housing 1, and an air guide shroud 2 surrounds the engine unit 8. An airflow channel 7 is provided between the engine unit 8 and the air guide shroud 2, with the air inlet end 21 of the air guide shroud 2 facing the air inlet 6. When the engine unit 8 operates, it drives a cooling fan to rotate, causing air from outside the air guide shroud 2 to enter the air guide shroud 2 from the air inlet end 21 and flow along the airflow channel 7 to cool the engine unit 8.

[0016] The housing 1 houses a throttle mechanism 3 connected to the engine unit 8. The throttle mechanism 3 controls the amount of fuel-air mixture entering the engine unit 8, thereby controlling the engine unit 8. The housing 1 also houses an ECU controller 4 for controlling the throttle mechanism 3. Furthermore, the housing 1 houses an inverter 5 electrically connected to the ECU controller 4.

[0017] The ECU controller 4 and the throttle mechanism 3 are separate units, allowing the ECU controller 4 to be installed away from the mounting space of the throttle mechanism 3. The ECU controller 4 and the throttle mechanism 3 are connected by a wire for signal transmission. The ECU controller 4 and the inverter 5 are also separate units, avoiding the problem of excessive size and inconvenience in assembly when the ECU controller 4 and the inverter 5 are integrated together. The ECU controller 4 is connected to the inverter 5 by a wire for signal transmission.

[0018] In this embodiment, the ECU controller 4 is connected to the top of the air guide shroud 2, so that the air guide shroud 2 supports and fixes the ECU controller 4. Preferably, the ECU controller 4 is located close to the air inlet 21 of the air guide shroud 2, which can minimize the impact of heat on the ECU controller 4. The inverter 5 is located between the air inlet 21 of the air guide shroud 2 and the air inlet 6 of the housing 1.

[0019] Compared with the prior art, this solution separates the ECU controller 4 from the throttle mechanism 3, thus eliminating the need for the ECU controller 4 to be installed in the same location as the throttle mechanism 3. Consequently, it eliminates the need to compress the airflow channel 7 through the air guide 2 to meet the installation requirements of the throttle mechanism 3 and the ECU controller 4, ensuring that the heat dissipation of the engine unit 8 is not affected and preventing abnormal operation. This solves the problem in the prior art where the installation of the ECU controller 4 easily leads to poor heat dissipation of the engine unit 8, thereby enabling the box-type generator to meet both the requirements of miniaturization and functional diversity.

[0020] The above description is merely an embodiment of this utility model, and common knowledge such as specific structures and characteristics of the solution is not described in detail here. It should be noted that those skilled in the art can make several modifications and improvements without departing from the structure of this utility model, and these should also be considered within the protection scope of this utility model. These modifications and improvements will not affect the effectiveness of the implementation of this utility model or the practicality of the patent.

Claims

1. A box-type generator, comprising a housing, an air inlet provided in the housing, an engine unit disposed inside the housing, an air guide shroud surrounding the engine unit, an airflow channel provided between the engine unit and the air guide shroud, the air inlet end of the air guide shroud facing the air inlet, a throttle mechanism connected to the engine unit disposed inside the housing, an ECU controller for controlling the throttle mechanism disposed inside the housing, and an inverter electrically connected to the ECU controller disposed inside the housing, characterized in that: The ECU controller and the throttle mechanism are separate components.

2. A box-type generator according to claim 1, characterized in that: The ECU controller and inverter are set up separately.

3. A box-type generator according to claim 2, characterized in that: The ECU controller is connected to the top of the air duct.

4. A box-type generator according to claim 3, characterized in that: The ECU controller is located near the air inlet end of the air guide shroud.

5. A box-type generator according to claim 4, characterized in that: The inverter is located between the air inlet end of the air guide shroud and the air inlet of the housing.

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