CN112096517A - Electronic fuel injection engine system and integrated control method thereof - Google Patents
Electronic fuel injection engine system and integrated control method thereof Download PDFInfo
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- CN112096517A CN112096517A CN202010723244.8A CN202010723244A CN112096517A CN 112096517 A CN112096517 A CN 112096517A CN 202010723244 A CN202010723244 A CN 202010723244A CN 112096517 A CN112096517 A CN 112096517A
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B63/00—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices
- F02B63/04—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices for electric generators
- F02B63/042—Rotating electric generators
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
- H02K11/20—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection for measuring, monitoring, testing, protecting or switching
- H02K11/21—Devices for sensing speed or position, or actuated thereby
- H02K11/215—Magnetic effect devices, e.g. Hall-effect or magneto-resistive elements
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
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Abstract
The application provides an electronic fuel injection engine system and an integrated control method thereof. The electronic fuel injection engine system comprises: an engine; the starting and generating integrated motor is connected with the engine; magnetoelectric encoder, with the coaxial setting of integrative motor of launching, include: the magnetic field generator comprises a first multi-pair of polar magnets and a second multi-pair of polar magnets which are coaxially and annularly arranged, wherein the first multi-pair of polar magnets comprise m pairs of magnetic poles, the second multi-pair of polar magnets comprise n pairs of magnetic poles, and m and n are natural numbers larger than 2 and are mutually prime; a first linear hall sensor and a second linear hall sensor disposed adjacent to the first multi-pair pole magnet; a third linear hall sensor and a fourth linear hall sensor disposed adjacent to the second multi-pole magnet; and the integrated control device receives signals from the magnetoelectric encoder and controls the operation of the starting integrated motor. By integrating engine control, motor control and magnetoelectric encoder control, the real-time performance of control is greatly improved.
Description
Technical Field
The application relates to the technical field of motors, in particular to an electronic fuel injection engine system and an integrated control method thereof.
Background
A typical power plant includes a starter motor system and a generator system. Conventional aircraft and on-board engines are started by special starting devices such as: hydraulic, gas turbine starter, or electric starter. The electric starting adopts a special motor and a speed change gear box to drag the engine, and after the starting is finished, the starting device does not work any more, occupies limited space of an airplane, a vehicle system and the like, and increases the volume and the weight.
In the existing structure, the starting motor system and the power generation system are two completely independent systems, which not only occupy a large amount of space, but also have complex structure, and meanwhile, because the starting motor system is not used after the engine is started, the utilization rate is very low, and the defects of low starting efficiency, high failure rate and inconvenient maintenance exist, people always find a more efficient and simpler starting scheme.
The starting engine function and the power generation function are integrated on one motor to form the starting generator, so that the structure can be simplified, the cost can be reduced, the occupied space can be reduced, and the motor can be ensured to have larger torque and power output in a starting state. When the motor is used as a starting mechanism, power supply current is introduced into the motor, a stator armature winding of the motor generates a rotating magnetic field, the rotating magnetic field and a static rotor move relatively, magnetic lines of force of the rotating magnetic field cut a rotor conductor, the rotor conductor generates induction current, the induction current and the rotating magnetic field interact to generate electromagnetic force, electromagnetic torque is formed on a rotating shaft, the rotor rotates, and the rotor drives a shaft of the engine to rotate to start the engine. After the engine is started successfully, the motor is used as a generator to charge the storage battery and supply power to the vehicle-mounted system.
Disclosure of Invention
Based on this, the application provides an electronic fuel injection engine system, adopts many antipodal combination encoder to detect the rotational speed of motor to adopt integrated control to replace the ordinary control of function singleness, integrates engine control device, motor control device, magnetoelectric encoder controlling means, improves the real-time of control system by a wide margin, and with electronic fuel injection engine system phase-match, realize the real-time conversion and the control of start and electricity generation function.
According to an aspect of the present application, there is provided an electronic fuel injection engine system comprising:
an engine;
the starting and generating integrated motor is connected with the engine;
magnetoelectric encoder, with the coaxial setting of integrative motor of launching, include:
a first and a second plurality of pairs of polar magnets arranged coaxially and annularly, wherein,
the first multi-pair of pole magnets comprises m pairs of poles, the second multi-pair of pole magnets comprises n pairs of poles, and m and n are natural numbers larger than 2 and are coprime to each other;
a first linear hall sensor and a second linear hall sensor disposed adjacent to the first multi-pair pole magnet;
a third linear hall sensor and a fourth linear hall sensor disposed adjacent to the second multi-pole magnet;
and the integrated control device receives signals from the magnetoelectric encoder and controls the operation of the starting integrated motor.
According to some embodiments of the application, the starter-alternator is a permanent magnet synchronous machine.
According to some embodiments of the present application, the first and second linear hall sensors output first detection signals according to magnetic pole signals of the first multi-pair pole magnet.
According to some embodiments of the present application, the first detection signal and the first detection signal are 90 degrees out of phase.
According to some embodiments of the present application, the third and fourth linear hall sensors output third and fourth detection signals according to magnetic pole signals of the second multi-pair pole magnet.
According to some embodiments of the present application, the third detection signal and the fourth detection signal are 90 degrees out of phase.
According to some embodiments of the present application, the first and third linear hall sensors are aligned at one end.
According to some embodiments of the application, the first plurality of pairs of pole magnets are located on an outer ring, the second plurality of pairs of pole magnets are located on an inner ring, and m is greater than n.
According to some embodiments of the application, m and n are prime numbers.
According to some embodiments of the application, the integrated control device comprises:
the magnetoelectric encoder module is used for receiving a voltage signal from a linear Hall sensor in the magnetoelectric encoder and converting the voltage signal into a motor angle signal for output;
the motor control module is used for receiving the motor angle signal output by the magnetoelectric encoder module and converting the motor angle signal into a rotating speed signal for output;
the engine control module is used for receiving the rotating speed signal of the motor control module and outputting a control signal to the engine;
the motor interface is used for signal transmission between the motor control module and the motor;
the motor element interface is used for signal transmission between the magnetoelectric encoder module and the magnetoelectric encoder;
and the engine control interface is used for signal transmission between the engine control module and the engine.
According to some embodiments of the present application, the motor control module determines a starting state of the motor by the rotation speed signal and outputs a control signal.
According to some embodiments of the present application, the motor control module further comprises an inverter sub-module for receiving a control signal of the motor control module and converting the direct current into a three-phase alternating current.
According to some embodiments of the present application, the engine control module outputs the ignition control signal after determining that the rotation speed reaches the set value according to the rotation speed signal input by the motor control module.
According to some embodiments of the present application, the system further comprises a power interface module for signal transmission between the motor control module and the system power supply.
According to some embodiments of the present application, after the motor control module determines that the rotational speed of the motor reaches the set value, the motor control module switches to the power generation control mode, and the power supply of the motor is charged through the power interface module. According to some embodiments of the present application, further comprising a feedback interface module for feedback signal transmission between the engine and the engine control module.
According to some embodiments of the present application, the engine control module receives a working condition signal of the engine through the feedback interface module, determines an operation condition of the engine, and sends an oil injection control signal to correct an oil injection amount of the oil injector.
According to an example embodiment of the present application, there is provided an integrated control method of an electronic fuel injection engine system, comprising:
detecting and transmitting the position of the motor rotor through an encoder;
analyzing the working state of the motor, and starting the working mode of the starter;
collecting and transmitting motor angle signals;
analyzing the angle signal of the motor, igniting the engine and starting the working mode of the generator;
collecting and transmitting an engine working condition signal;
and judging the operating condition of the engine and outputting an oil injection quantity control signal.
The application provides an electronic fuel injection engine system, adopts many pairs of utmost point combination encoder to detect the rotational speed of motor to adopt integrated control to replace the ordinary control of function singleness, integrate engine control device, motor control device, magnetoelectric encoder controlling means, improve control system's real-time by a wide margin, with electronic fuel injection engine system phase-match, realize starting and the real-time conversion and the control of electricity generation function.
Additional aspects and advantages of the present application will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the present application.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without exceeding the protection scope of the present application.
FIG. 1 shows a block diagram of an electronic fuel injection engine system according to an exemplary embodiment of the present application.
Fig. 2 shows a schematic structural diagram of an initiator integrated motor according to an exemplary embodiment of the present application.
FIG. 3 shows a schematic view of a magneto encoder installation on a starter-integrated motor according to an example embodiment of the present application.
Fig. 4 illustrates a plan view of a magneto-electric encoder according to an example embodiment of the present application.
FIG. 5 illustrates a perspective view of a magnetoelectric encoder according to an example embodiment of the present application.
Fig. 6 shows an integrated control schematic of an electronic fuel injection engine system according to an exemplary embodiment of the present application.
Fig. 7 shows a block diagram of the integrated control device for an electronic fuel injection engine system according to an exemplary embodiment of the present application.
FIG. 8 shows a schematic diagram of an electric injection engine system operating according to an exemplary embodiment of the present application.
FIG. 9 shows a flow chart of an electronic fuel injection engine system integrated control method according to an example embodiment of the application.
Detailed Description
Example embodiments will now be described more fully hereinafter with reference to the accompanying drawings. Example embodiments may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. These embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of example embodiments to those skilled in the art. The same reference numerals denote the same or similar parts in the drawings, and thus, a repetitive description thereof will be omitted.
Furthermore, the described features, structures, or characteristics may be combined in any suitable manner in one or more embodiments. In the following description, numerous specific details are provided to give a thorough understanding of embodiments of the application. One skilled in the relevant art will recognize, however, that the subject matter of the present application can be practiced without one or more of the specific details, or with other methods, components, devices, steps, and so forth. In other instances, well-known methods, devices, implementations, or operations have not been shown or described in detail to avoid obscuring aspects of the application.
It will be understood that, although the terms first, second, etc. may be used herein to describe various components, these components should not be limited by these terms. These terms are used to distinguish one element from another. Thus, a first component discussed below may be termed a second component without departing from the teachings of the present concepts. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.
Those skilled in the art will appreciate that the drawings are merely schematic representations of exemplary embodiments, which may not be to scale. The blocks or flows in the drawings are not necessarily required to practice the present application and therefore should not be used to limit the scope of the present application.
The permanent magnet synchronous motor is selected to replace a brush direct current motor and a power generation system motor for starting, and the existing starting system and the existing power generation system are organically combined into a whole. The system is used as a starting system when the engine is started and as a power generation system after the engine is started. The structure is simplified, the cost is reduced, the occupied space is reduced, and the starting motor is ensured to have larger torque and power output when in use. When the energy-saving and emission-reducing power generation system is used as a power generation system, the engine drives the motor to operate to generate electric energy and serve as power, fuel oil is saved, emission of waste gas is reduced, and therefore the effects of energy conservation and emission reduction are achieved.
FIG. 1 shows a block diagram of an electronic fuel injection engine system according to an exemplary embodiment of the present application.
As shown in fig. 1, the electronic fuel injection engine system comprises: an integrated control device 1000, a starter-alternator 2000, and a magnetoelectric encoder 3000.
And the magnetoelectric encoder 3000 is coaxially arranged with the starting integrated motor 2000 and is electrically connected with the integrated control device 1000.
The integrated control device 1000 receives a signal from the magnetoelectric encoder 3000 and controls the operation of the starter-alternator 2000.
Referring to fig. 1, the electronic fuel injection engine system further comprises a power module 4000 and an engine 5000. The power module 4000 may be a storage battery, but is not limited thereto. The engine 5000 further includes an engine shaft 5001, an ignition coil 5002 and an injector 5003.
Fig. 2 shows a schematic structural diagram of an initiator integrated motor according to an exemplary embodiment of the present application.
As shown in fig. 2, the starter-alternator 2000 is a permanent magnet synchronous motor, and includes a stator 2001, a rotor 2002, and a bushing 2003. The rotor 2002 comprises a rotor shell, the inner wall of the rotor shell is provided with a permanent magnet magnetic pole, and the rotor shell is fixedly connected with the shaft sleeve; the stator 2001 includes a stator core around which the stator coil is wound, a sleeve 2003 fixedly connected to the motor shaft 5001, and a lead wire of the stator coil connected to the power module 4000.
Fig. 3 illustrates a structural schematic diagram of a magnetoelectric encoder according to an exemplary embodiment of the present application.
As shown in fig. 3, the magnetoelectric encoder 3000 is a multi-pair combined magnetoelectric encoder, which includes a first multi-pair magnet 3001 and a second multi-pair magnet 3002, which are coaxially and annularly disposed, and a circuit board 3003. The first and second pairs of polar magnets 3001 and 3002 and the circuit board 3004 operate simultaneously. The first and second pairs of pole magnets 3001 and 3002 rotate together with the rotating shaft of the starter-integrated motor 2000.
The magnetoelectric encoder 3000 is connected with the starter-alternator integrated motor 2000 through a series of connecting pieces, for example, a first steel bushing 1, a first bearing 2, a rotating shaft 3, a second bearing 7 and a second steel bushing 8.
The magnetoelectric encoder 3000 is arranged on a motor rotating shaft through a first steel sleeve 1, a first bearing 2, a second bearing 7 and a second steel sleeve 8 and is used for detecting the position information of a motor shaft and transmitting the detected position signal of the motor shaft to the integrated control system in the form of a voltage signal, and the integrated control system accurately feeds back the running conditions of the motor and the engine according to the received position signal. First many pairs of polar magnet 3001 and second many pairs of polar magnet 3002 set up on the motor shaft, and circuit board 3003 installs on the motor frame.
When encoding is performed with the encoder magnet, the motor rotor can be positioned according to the encoding result. However, if the coding has repetition, the positioning cannot be performed efficiently. In order to eliminate or reduce the repeated condition, the magnet structure with the multiple pairs of mutual-prime poles is adopted, the repeated coding condition can be eliminated by combining the magnetoelectric sensor, and the detection precision is improved.
Fig. 4 illustrates a plan view of a magneto-electric encoder according to an example embodiment of the present application.
FIG. 5 illustrates a perspective view of a magnetoelectric encoder according to an example embodiment of the present application.
As shown in fig. 4 and 5, the present application provides an encoder 3000 including: a first multi-pair magnet 3001 and a second multi-pair magnet 3002 arranged coaxially and annularly in the first spatial plane. The first multi-pair magnet 3001 includes m pairs of magnetic poles, and the second multi-pair magnet 3002 includes n pairs of magnetic poles, m and n being natural numbers greater than 2 and being coprime to each other. For example, according to some embodiments, m and n are prime numbers. As shown in fig. 1 and 2, in the present embodiment, m is 5 and n is 3, but the present application is not limited thereto.
According to an example embodiment of the present application, the first multi-pair magnet 3001 is located at the outer ring, the second multi-pair magnet 3002 is located at the inner ring, and the number of poles m of the first multi-pair magnet 3001 is greater than the number of poles n of the second multi-pair magnet 3002. This is because the diameter of the outer ring is larger than that of the inner ring, and the number of magnets of the outer ring is larger than that of the inner ring in order to make the size of the magnets uniform.
According to some embodiments of the present application, the first multi-pair pole magnet 3001 may be disposed with a magnetization direction coinciding with a radial or axial direction of the ring. In the embodiment shown in fig. 4 and 5, the magnetization direction of the first multi-pair pole magnet 3001 is set to be axial. The second plurality of pairs of pole magnets 3002 may also be arranged with a magnetization direction that coincides with the radial or axial direction of the ring. In the embodiment shown in fig. 4 and 5, the magnetization direction of the second multi-pair pole magnet 3002 is set to be axial. The magnetization direction is not limited to this, and the magnetization direction of the first multi-pair magnet 3001 may be set to be radial, the magnetization direction of the second multi-pair magnet 3002 may be set to be axial, or the magnetization directions of both the first multi-pair magnet 3001 and the second multi-pair magnet 3002 may be set to be radial, which is not limited in the present application.
The first and second multi-pair magnets 3001 and 3002 may be formed by adhering a plurality of magnetic pairs, but are not limited thereto. According to the embodiment of the application, the magnets can be made of neodymium iron boron permanent magnet materials, and a plurality of magnets can be attached to the substrate or directly attached to the end portion of the rotating shaft. According to some embodiments, a plurality of magnets may be disposed on the support plate. The support plate may have a ring-shaped structure, and a second plurality of pairs of polar magnets 3002 may be disposed along a circumferential normal direction of the inner hole thereof. The first multi-pair pole magnet 3001 is fixed to the annular surface of the support plate. The fixing means may be an adhesive bond.
As shown in fig. 4 and 5, the encoder 3000 further includes a first set of hall elements and a second set of hall elements for detecting this type of multi-pole magnet production. And the first group of Hall elements comprise a first linear Hall sensor 3011 and a second linear Hall sensor 3012, are arranged adjacent to the first multi-pole magnet 3001, and output a first group of detection signals according to magnetic pole signals of the first multi-pole magnet 3001. The output signals of the first linear hall sensor 3011 and the second linear hall sensor 3012 are 90 degrees out of phase.
A second group of hall elements, including a third linear hall sensor 3021 and a fourth linear hall sensor 3022, are disposed adjacent to the second multi-pole magnet 3002, and output a second group detection signal according to magnetic pole signals of the second multi-pole magnet 3002. The output signals of the third linear hall sensor 3021 and the fourth linear hall sensor 3022 are 90 degrees out of phase. According to some embodiments, in the encoder structure described above, the first and third linear hall sensors 3011 and 3021 are aligned at one end.
Fig. 6 shows an integrated control schematic of an electronic fuel injection engine system according to an exemplary embodiment of the present application.
As shown in fig. 6, the basic principle of integrated control of the electronic fuel injection engine system is as follows: and an angle signal of the motor rotor is transmitted to the integrated control system in real time through the magnetoelectric encoder. And the integrated control system converts the received motor rotor angle signal into a rotating speed signal according to the received motor rotor angle signal, and further judges the starting state or the power generation state. When the motor is judged to be in the starting state, the integrated control system sends an inversion control signal, so that the current of the storage battery is shaped and amplified by an inversion circuit in the integrated control system and then outputs a nearly three-phase sinusoidal alternating current for starting and running of the motor. When the rotating speed of the rotor reaches a set value, the integrated control system is switched to a power generation control mode, and the rotor continuously rotates along with the motor shaft to generate induced current in the stator part. The integrated control system sends an inversion control signal again, and the induced current generated by the stator part is converted into direct current through the inverter circuit and the voltage of the direct current is regulated, so that the integrated control system is used for charging the storage battery and supplying power for the work of the whole vehicle-mounted system.
Fig. 7 shows a block diagram of the integrated control device for an electronic fuel injection engine system according to an exemplary embodiment of the present application.
As shown in fig. 7, integrated control device 1000 includes a magneto encoder module 100, a motor control module 200, an engine control module 300, a motor interface 400, a motor element interface 500, and an engine control interface 600. The magnetoelectric encoder module 100 receives the collected signals from the magnetoelectric encoder and converts the collected signals into motor angle signals to be output. The motor control module 200 receives the motor angle signal output by the magnetoelectric encoder module 100, converts the motor angle signal into a rotation speed signal, and outputs the rotation speed signal. The engine control module 300 receives the rotational speed signal of the motor control module 200 and outputs a control signal to the engine. The motor interface 400 is used for signal transmission between the motor control module 200 and the motor. Motor element interface 500 is used for signal transmission between magnetoelectric encoder module 100 and the magnetoelectric encoder. The engine control interface 600 is used for signal transmission between the engine control module 300 and the engine.
In the integrated control apparatus, the motor control module 200 determines a starting state of the motor by the rotation speed signal and outputs a control signal. The control signal output by the motor control module 200 includes an inverter control signal.
As shown in fig. 7, the motor control module 200 further includes an inverter sub-module 210 for receiving an inverter control signal of the motor control module 200. When the motor control module 200 determines that the motor is still in the starting state through the rotation speed signal, the output inversion signal converts the direct current into a three-phase alternating current through the inversion submodule 210 to supply power to the motor. When the motor control module 200 determines that the motor is still in the power generation state through the rotation speed signal, the output inversion signal converts the three-phase alternating current generated by the motor into direct current through the inversion submodule 210 to supply power to the power supply of the power generation integrated motor. For example, the power source of the starter-integrated motor may be a battery.
In the integrated control device, the engine control module 300 outputs an ignition control signal after determining that the rotation speed reaches a set ignition speed value according to the rotation speed signal output by the motor control module, and the engine ignition coil ignites to start the engine.
As shown in fig. 7, the integrated control device may further include a power interface module 700 for signal transmission between the motor control module 200 and a system power supply. After the engine is ignited, when the motor control module 200 determines that the rotation speed of the motor reaches the set value, the motor control module 200 switches to the power generation control mode, and the power supply of the motor is charged through the power interface 700 module. Referring to fig. 7, the integrated control device further includes a feedback interface module 800 for feedback signal transmission between the engine and the engine control module 300. The engine control module 300 receives the working condition signal of the engine through the feedback interface module 800, judges the operation condition of the engine, and sends out an oil injection control signal to correct the oil injection quantity of the oil injector.
FIG. 8 shows a schematic diagram of an electric injection engine system operating according to an exemplary embodiment of the present application.
When the motor is started, a motor rotor position signal measured by the magnetoelectric encoder 3000 is transmitted to the integrated control device 1000. After the start state is determined, the power supply 4000 is controlled to be switched on and off, the three-phase alternating current is converted into the power for supplying power to the motor through the internal circuit, and the starter motor 2000 drives the motor shaft 5001 to rotate. When the starter motor 2000 drives the motor shaft 5001 to rotate to a certain rotation speed, the motor angle signal is transmitted to the integrated control device 1000 through the magnetoelectric encoder 3000. After the processing and judgment, the integrated control device 1000 outputs an ignition signal to the ignition coil 5002, so that the ignition system operates normally. When the rotation speed reaches the set value, the integrated control apparatus 1000 switches to the power generation control mode. The motor rotor continues to rotate with the motor shaft 5001, and an induced current is generated in the motor stator part to charge the power module 4000 for vehicle-mounted power supply.
In addition, in the working process of the electronic fuel injection engine system, the integrated control device 1000 monitors the manifold pressure of the engine 5000, the opening of a throttle valve and the content of oxygen in exhaust gas after combustion of the engine in real time, so that the operation condition of the engine 5000 is judged, and a control signal is sent to correct the fuel injection quantity of the fuel injector 5003.
As shown in fig. 8, a manifold pressure sensor 5004 detects changes in manifold vacuum and provides feedback on manifold pressure. The throttle position sensor 5005 converts the change in the opening degree of the throttle valve into a voltage signal, and feeds back the opening degree of the throttle valve to the integrated control apparatus 1000. The oxygen sensor 5006 measures the oxygen content in the exhaust gas after engine combustion, and detects and feeds back the exhaust gas amount after engine combustion, and converts the exhaust gas amount into a voltage signal to be transmitted to the integrated control device 1000.
FIG. 9 shows a flow chart of an electronic fuel injection engine system integrated control method according to an example embodiment of the application.
As shown in fig. 9, the integrated control method of the electronic fuel injection engine system comprises the following steps:
s1: detecting and transmitting the position of the motor rotor through an encoder;
s2: analyzing the working state of the motor, and starting the working mode of the starter;
s3: collecting and transmitting motor angle signals;
s4: analyzing the angle signal of the motor, igniting the engine and starting the working mode of the generator;
s5: collecting and transmitting an engine working condition signal;
s6: and judging the operating condition of the engine and outputting an oil injection quantity control signal.
The foregoing detailed description of the embodiments of the present application has been presented to illustrate the principles and implementations of the present application, and the description of the embodiments is only intended to facilitate the understanding of the methods and their core concepts of the present application. Meanwhile, a person skilled in the art should, according to the idea of the present application, change or modify the embodiments and applications of the present application based on the scope of the present application. In view of the above, the description should not be taken as limiting the application.
Claims (18)
1. An electronic fuel injection engine system, comprising:
an engine;
the starting and generating integrated motor is connected with the engine;
magnetoelectric encoder, with the coaxial setting of integrative motor of launching, include:
a first and a second plurality of pairs of polar magnets arranged coaxially and annularly, wherein,
the first multi-pair of pole magnets comprises m pairs of poles, the second multi-pair of pole magnets comprises n pairs of poles, and m and n are natural numbers larger than 2 and are coprime to each other;
a first linear hall sensor and a second linear hall sensor disposed adjacent to the first multi-pair pole magnet;
a third linear hall sensor and a fourth linear hall sensor disposed adjacent to the second multi-pole magnet;
and the integrated control device receives signals from the magnetoelectric encoder and controls the operation of the starting integrated motor.
2. An electronic fuel injection engine system as claimed in claim 1, wherein the starter-alternator is a permanent magnet synchronous motor.
3. An electronic fuel injection engine system as claimed in claim 1, wherein the first and second linear hall sensors output first detection signals based on magnetic pole signals of the first multi-pole magnet.
4. An electronic fuel injection engine system as claimed in claim 3, wherein the first detection signal and the first detection signal are 90 degrees out of phase.
5. An electronic fuel injection engine system as claimed in claim 1, wherein third and fourth linear hall sensors output third and fourth detection signals based on magnetic pole signals of the second multi-pole magnet.
6. An electronic fuel injection engine system as claimed in claim 5, wherein the third and fourth detection signals are 90 degrees out of phase.
7. An electronic fuel injection engine system as claimed in claim 1, wherein the first and third linear hall sensors are aligned at one end.
8. An electronic fuel injection engine system as in claim 1, wherein the first plurality of pairs of pole magnets are located in an outer ring and the second plurality of pairs of pole magnets are located in an inner ring, and m is greater than n.
9. An electronic fuel injection engine system as claimed in claim 1, wherein m and n are prime numbers.
10. An electronic fuel injection engine system as claimed in claim 1, wherein the integrated control device comprises:
the magnetoelectric encoder module is used for receiving a voltage signal from a linear Hall sensor in the magnetoelectric encoder and converting the voltage signal into a motor angle signal for output;
the motor control module is used for receiving the motor angle signal output by the magnetoelectric encoder module and converting the motor angle signal into a rotating speed signal for output;
the engine control module is used for receiving the rotating speed signal of the motor control module and outputting a control signal to the engine;
the motor interface is used for signal transmission between the motor control module and the motor;
the motor element interface is used for signal transmission between the magnetoelectric encoder module and the magnetoelectric encoder;
and the engine control interface is used for signal transmission between the engine control module and the engine.
11. An electronic fuel injection engine system as claimed in claim 10, wherein the motor control module determines the starting state of the motor by the rotation speed signal and outputs a control signal.
12. An electronic fuel injection engine system as in claim 11, wherein the motor control module further comprises an inverter sub-module for receiving control signals from the motor control module to convert direct current to three-phase alternating current.
13. An electronic fuel injection engine system as claimed in claim 10, wherein the engine control module outputs the ignition control signal after determining that the rotation speed reaches a set value according to the rotation speed signal input by the engine control module.
14. An electronic fuel injection engine system as claimed in claim 10, further comprising a power interface module for signal transmission between the motor control module and a system power supply.
15. An electronic fuel injection engine system as claimed in claim 14, wherein the motor control module switches to the power generation control mode to charge the power supply of the motor through the power interface module after determining that the rotational speed of the motor reaches a set value.
16. An electronic fuel injection engine system as claimed in claim 10, further comprising a feedback interface module for feedback signal transmission between the engine and the engine control module.
17. An electronic fuel injection engine system as claimed in claim 16, wherein the engine control module receives the operating condition signal of the engine through the feedback interface module, determines the operating condition of the engine, and sends out the fuel injection control signal to correct the fuel injection amount of the fuel injector.
18. An integrated control method for an electronic fuel injection engine system, comprising:
detecting and transmitting the position of the motor rotor through an encoder;
analyzing the working state of the motor, and starting the working mode of the starter;
collecting and transmitting motor angle signals;
analyzing the angle signal of the motor, igniting the engine and starting the working mode of the generator;
collecting and transmitting an engine working condition signal;
and judging the operating condition of the engine and outputting an oil injection quantity control signal.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010723244.8A CN112096517B (en) | 2020-07-24 | 2020-07-24 | Electronic fuel injection engine system and integrated control method thereof |
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| CN117411247A (en) * | 2023-10-10 | 2024-01-16 | 山西省机电设计研究院有限公司 | Industrial servo motor and electrical equipment |
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