TWI850780B - Control system - Google Patents

Abstract

A control system reducing the power consumption of a vehicle in a flameout state and including an electrical generation unit, a control unit and a load is provided. The electrical generation unit provides an output power. The control unit receives the output power to charge a battery and generates a driving signal according to the operation state of the electrical generation unit. The load operates according to the driving signal. When the operation state of the electrical generation unit does not match an electrical generation state, the control unit adjusts the driving signal according to the energy stored in the battery.

Description

Control system

The present invention relates to a control system, and more particularly to a control system capable of reducing power consumption after a vehicle is idle and turned off.

In a common idling stop, the headlights of a vehicle may continue to light up after the vehicle is turned off. At this time, due to the continuous power consumption of the headlights, the battery power may be exhausted in a short time (about 1 to 3 hours depending on the battery capacity or health). Therefore, if the driver forgets to turn off the power and leaves the vehicle for a period of time, the battery power will be exhausted and the vehicle will no longer be able to start.

One embodiment of the present invention provides a control system for reducing the power consumption of a vehicle after the vehicle is turned off. The control system of the present invention includes a power generation unit, a control unit and a load. The power generation unit provides an output power. The control unit receives the output power to charge a battery and generates a drive signal according to the operating state of the power generation unit. The load operates according to the drive signal. When the operating state of the power generation unit does not conform to a power generation state, the control unit adjusts the drive signal according to the power of the battery.

In order to make the purpose, features and advantages of the present invention more clearly understood, the following is a detailed description of the embodiments and the accompanying drawings. The present invention specification provides different embodiments to illustrate the technical features of different embodiments of the present invention. The configuration of each component in the embodiments is for illustration purposes only and is not intended to limit the present invention. In addition, the repetition of some of the figure numbers in the embodiments is for the purpose of simplifying the description and does not mean the correlation between different embodiments.

Figure 1 is a schematic diagram of the control system of the present invention. The control system of the present invention can be applied to vehicles to reduce power consumption and extend the battery power supply time after the vehicle is turned off. Therefore, when the vehicle is started again, the battery has sufficient power to start the engine. Furthermore, since the battery power is controlled, some power-consuming devices can continue to work during the vehicle shutdown period. For example, in order to increase visibility and safety, the headlights can continue to be lit when the vehicle is idling and turned off, but the brightness of the headlights will change with the battery power.

The present invention is not limited to the type of vehicle. In a possible embodiment, the vehicle may be a car, a motorcycle, or an electric bicycle. In some embodiments, when the kickstand of a motorcycle or a bicycle is lowered, it means that the vehicle has stopped, so the power output of the battery is reduced to save the battery power. In this embodiment, the control system 100 includes a power generation unit 110, a control unit 120, a load 130, and a battery 140.

The power generation unit 110 provides an output power VO. In a possible embodiment, the output power VO is a three-phase power source. In this example, the output power VO is a power source composed of three alternating current potentials with the same frequency, the same amplitude, and phases that are 120° apart from each other. When the operating state of the power generation unit 110 meets a power generation state, the power generation unit 110 can generate a stable output power VO. However, when the operating state of the power generation unit 110 does not meet the power generation state, the power generation unit 110 cannot provide a stable output power VO.

The present invention does not limit the structure of the power generation unit 110. In the present embodiment, the power generation unit 110 includes an engine 111 and a generator 112. The engine 111 is used to drive the generator 112 to operate so that the generator 112 generates a stable output power VO. In a possible embodiment, when the speed of the engine 111 reaches a power generation speed (such as 1200rpm), the generator 112 generates a stable output power VO. Therefore, as long as the speed of the engine 111 reaches a power generation speed, it can be regarded that the operating state of the power generation unit 110 meets a power generation state. In other embodiments, the generator 112 and the engine 111 are configured with a coaxial crankshaft. Therefore, the engine 111 and the generator 112 have a linkage relationship. The present invention does not limit the type of the generator 112. In one possible embodiment, the generator 112 is an integrated starter generator (ISG).

The control unit 120 receives and charges the battery 140 according to the output power VO. In one possible embodiment, the control unit 120 converts the output power VO into DC power, and then uses the DC power to charge the battery 140. In one possible embodiment, the battery 140 is a rated 12V battery. In some embodiments, when the battery 140 is insufficient in power, the control unit 120 draws a larger current from the output voltage VO to increase the power of the battery 140. At this time, the power generation unit 110 has a larger power generation capacity. When the battery 140 has sufficient power, the control unit 120 draws a smaller current from the output voltage VO to prevent the battery 140 from being overcharged. At this time, the power generation capacity of the power generation unit 110 is relatively small. Therefore, the control unit 120 can control the power generation of the power generation unit 110 according to the power of the battery 140.

In other embodiments, the control unit 120 generates a driving signal SD according to the power of the battery 140. For example, when the operating state of the power generation unit 110 meets a power generation state, the control unit 120 directly uses the power of the battery 140 as the driving signal SD. However, when the operating state of the power generation unit 110 does not meet the power generation state, it means that the vehicle has been turned off. Therefore, the control unit 120 adjusts the driving signal SD according to the power of the battery 140 to reduce the output power of the battery 140 and extend the power supply time of the battery 140.

The present invention does not limit the type of the drive signal SD. In a possible embodiment, the drive signal SD may be a pulse-width modulation (PWM) signal. In this example, the width of the positive pulse of the drive signal SD is related to the power of the battery 140. For example, when the power of the battery 140 is lower, the width of the positive pulse of the drive signal SD is shorter.

The present invention does not limit how the control unit 120 determines whether the operating state of the power generation unit 110 meets a power generation state. In one possible embodiment, the control unit 120 detects the speed of the engine 111 to determine whether the operating state of the power generation unit 110 meets a power generation state. For example, when the speed of the engine 111 reaches a power generation speed (such as 1200rpm), the control unit 120 believes that the operating state of the power generation unit 110 meets a power generation state. However, when the speed of the engine 111 does not reach a power generation speed, the control unit 120 believes that the operating state of the power generation unit 110 does not yet meet a power generation state.

In other embodiments, the control system 100 further includes a motor angle sensor 113. The motor angle sensor 113 is adjacent to the generator 112 and is used to detect the angle of the generator 112. The motor angle sensor 113 uses the angle of the generator 112 as a motor angle information SA. The control unit 120 can calculate the speed of the engine 111 based on the motor angle information SA, the angle increment and the time difference. When the speed of the engine 111 is not higher than a generating speed, the control unit 120 adjusts the drive signal SD according to the power of the battery 140.

The present invention does not limit how the control unit 120 adjusts the drive signal SD. In one possible embodiment, the control unit 120 adjusts the amplitude or duty cycle of the drive signal SD. Taking the duty cycle as an example, when the operating state of the power generation unit 110 does not conform to a power generation state, the control unit 120 detects the power of the battery 140. In this example, when the power of the battery 140 is greater than a first voltage threshold (such as any value in the range of 11V~11.8V), the control unit 120 sets the duty cycle of the drive signal SD to a first value. However, when the power of the battery 140 is not greater than the first voltage threshold, the control unit 120 sets the duty cycle of the drive signal SD to a second value. The second value is less than the first value. Since the amplitude or the working cycle of the driving signal SD decreases as the power of the battery 140 decreases, the time for consuming the power of the battery 140 can be extended to preserve the power of the battery 140 as much as possible.

In some embodiments, the first voltage threshold may be 11.8V, but this is not intended to limit the present invention. In other embodiments, the first voltage threshold may be adjusted to different values according to the vehicle model and in combination with batteries of different specifications.

The load 130 operates according to the drive signal SD. The present invention does not limit the type of the load 130. The load 130 may be a lamp, a USB jack, a driving recorder, or other power-consuming equipment. Assume that the load 130 is a vehicle lamp, such as a headlight, a high beam, a positioning light, a turn signal, or a brake light. When the load 130 receives the drive signal SD, the load 130 emits light. The lamp may emit light continuously or flash. In this example, the intensity of the light emitted by the load 130 changes with the energy of the drive signal SD. For example, when the energy of the driving signal SD is smaller (such as the amplitude becomes smaller or the duty cycle becomes shorter), the intensity of the light emitted by the load 130 becomes weaker.

In other embodiments, the load 130 may be a USB socket. In this example, the load 130 outputs a drive signal SD to charge an external device (such as a mobile phone). In another possible embodiment, the load 130 may be a dash cam. When the energy of the drive signal SD decreases (such as the amplitude decreases or the working cycle shortens), the USB socket no longer supplies power, or the dash cam temporarily stops operating. Since the load 130 stops operating, the output power of the battery 140 can be reduced.

In other embodiments, the control unit 120 further receives an engine start signal Start. When the engine start signal Start is enabled (e.g., the user presses the START button and the right brake of the motorcycle at the same time), the control unit 120 draws power from the battery 140 to the generator 112 to start the generator 112 and then start the engine 111. After the engine 111 starts (i.e., maintains a generating speed), the engine 111 drives the generator 112 to rotate, so that the generator 112 generates a stable output power VO.

In some embodiments, the control unit 120 further receives a switch signal SS1. In this example, the switch signal SS1 may be provided by a tripod sensor 151. The tripod sensor 151 detects the state of a first tripod of the vehicle to generate the switch signal SS1. The present invention does not limit the relationship between the state of the tripod and the switch signal SS1. Taking a motorcycle as an example, when the side tripod of the motorcycle is lowered, the tripod sensor 151 sets the switch signal SS1 to a first level. When the side tripod is retracted, the tripod sensor 151 sets the switch signal SS1 to a second level. In this example, the first level is relative to the second level. For example, when the first level is a high level (such as 12V, 5V, 3.3V), the second level is a low level (such as 0V). When the second level is a high level (such as 12V, 5V, 3.3V), the first level is a low level (such as 0V).

The control unit 120 adjusts the duty cycle of the drive signal SD according to the switch signal SS1. For example, when the control unit 120 learns from the motor angle information SA that the speed of the engine 111 is lower than a power generation speed, if the switch signal SS1 is equal to a preset value (such as a high level), it means that the vehicle has been turned off and the tripod has been lowered. Therefore, the control unit 120 sets the duty cycle of the drive signal SD to a third value. The third value is less than the second value. Then, the control unit 120 detects the power of the battery 140. When the power of the battery 140 is lower than the first voltage threshold (such as 11.8V), the control unit 120 sets the duty cycle of the drive signal SD to a fourth value. When the power of the battery 140 is lower than the second voltage threshold (such as 10.8V), the control unit 120 sets the duty cycle of the drive signal SD to a fifth value. In a possible embodiment, the fifth value is less than the fourth value. The fourth value is less than the third value.

However, when the engine 111 is running at a speed lower than a power generation speed, if the switch signal SS1 is not equal to a preset value, it means that the vehicle has been turned off but the kickstand has not been lowered. Therefore, the control unit 120 sets the duty cycle of the drive signal SD according to the power of the battery 140. In this example, if the power of the battery 140 is sufficient (e.g., higher than the first voltage threshold), the control unit 120 sets the duty cycle of the drive signal SD to a first value. If the power of the battery 140 is insufficient (e.g., lower than the first voltage threshold), the control unit 120 sets the duty cycle of the drive signal SD to a second value.

In some embodiments, the second voltage threshold is less than the first voltage threshold. For example, the second voltage threshold may be 10.8V, but this is not intended to limit the present invention. In other embodiments, the second voltage threshold may be adjusted to different values according to the vehicle model and in combination with batteries of different specifications.

In other embodiments, the control unit 120 further receives a switch signal SS2. In this example, the switch signal SS2 is provided by a tripod sensor 152. The tripod sensor 152 detects the state of a second tripod of the vehicle to generate the switch signal SS2. In a possible embodiment, the second tripod refers to the main tripod of the motorcycle. In this example, when one of the first and second tripods is put down, it means that the vehicle has stopped, so the control unit 120 sets the duty cycle of the drive signal SD to a third value. If the vehicle is not restarted, the power of the battery 140 will gradually decrease. If the power of the battery 140 continues to be consumed, the engine 111 will not be able to be started again. Therefore, the control unit 120 adjusts the duty cycle of the drive signal SD according to the power of the battery 140. For example, when the power of the battery 140 is lower than the first voltage threshold, the control unit 120 sets the duty cycle of the drive signal SD to a fourth value. When the power of the battery 140 continues to decrease and is lower than the second voltage threshold, the control unit 120 sets the duty cycle of the drive signal SD to a fifth value.

The present invention does not limit the circuit structure of the control unit 120. In this example, the control unit 120 is an integrated starter generator controller. In this example, the control unit 120 has a controller 121. The controller 121 adjusts the working cycle of the drive signal SD according to the speed of the engine 111 and the power of the battery 140.

For example, when the speed of the engine 111 is higher than a power generation speed, the controller 121 sets the duty cycle of the drive signal SD to a first value, such as 100%. However, when the speed of the engine 111 is lower than a power generation speed, the controller 121 adjusts the duty cycle of the drive signal SD according to the power of the battery 140. For example, when the power of the battery 140 is higher than a first voltage threshold, the controller 121 sets the duty cycle of the drive signal SD to remain at the first value. However, if the power of the battery 140 is not higher than the first voltage threshold, the controller 121 sets the duty cycle of the drive signal SD to a second value, such as 80%.

The present invention does not limit the circuit architecture of the controller 121. In a possible embodiment, the controller 121 has a PWM voltage control signal generator (not shown) for generating a PWM voltage control signal. In this example, the controller 121 further has a switch element (not shown). The switch element adjusts the voltage provided to the load 130 according to the PWM voltage control signal. In some embodiments, when the controller 121 is applied to different types of vehicles or with batteries of different specifications, the controller 121 generates PWM voltage control signals of different sizes.

In other embodiments, when either of the switch signals SS1 and SS2 is equal to a preset value (such as a high level), it indicates that the vehicle has been turned off and the vehicle has stopped. Therefore, the controller 121 sets the duty cycle of the drive signal SD to a third value, such as 70%. In this example, the controller 121 continues to detect the power of the battery 140. When the power of the battery 140 is lower than the first voltage threshold, the controller 121 sets the duty cycle of the drive signal SD to a fourth value, such as 40%. If the power of the battery 140 continues to decrease and is lower than a second voltage threshold (such as 10.8V), the controller 121 sets the duty cycle of the drive signal SD to a fifth value, such as 20%.

In a possible embodiment, if the load 130 is a controlled lamp, the controller 121 acts as a lamp voltage controller. In this example, when the power of the battery 140 gradually decreases, the controller 121 reduces the brightness of the controlled lamp through the drive signal SD to slow down the speed of the battery 140 power reduction. Therefore, when the driver restarts the vehicle, the power of the battery 140 is sufficient to start the engine 111.

FIG. 2 is a possible flow chart of the control method of the present invention. The control method of the present invention can exist through program code. When the program code is loaded and executed by a machine, the machine becomes a control unit for implementing the present invention. First, the driver starts the vehicle, so the vehicle is in the starting process (step S211).

Next, it is determined whether the engine speed is greater than a generating speed (step S212). When the engine speed is not greater than a generating speed, the process returns to step S212. When the engine speed is greater than a generating speed, it indicates that the vehicle has started normally. Therefore, a first specific PWM signal is output (step S213).

Then, it is determined whether the vehicle is idling off (step S214). In a possible embodiment, step S214 is to determine the engine speed. When the engine speed is lower than a generator speed, it means that the vehicle is idling off. However, when the engine speed is not lower than a generator speed, it means that the vehicle is not idling off.

When the vehicle is not idling and shutting down, return to step S213 and continue to output the first specific PWM signal. However, when the vehicle is idling and shutting down, determine whether the battery power is less than a first voltage threshold (step S215). When the battery power is less than a first voltage threshold, output the second specific PWM signal (step S216). The duty cycle of the second specific PWM signal is less than the duty cycle of the first specific PWM signal. However, when the battery power is not less than a first voltage threshold, it indicates that the battery has sufficient power. Therefore, continue to output the first specific PWM signal (step S217).

In some embodiments, the first voltage threshold may be 11.8V, but this is not intended to limit the present invention. In other embodiments, the first voltage threshold may be adjusted to different values according to the vehicle model and batteries of different specifications. In addition, the first and second specific PWM signals may also be adjusted to different sizes according to different vehicle models and batteries of different specifications.

Next, it is determined whether the engine is restarted (step S218). In a possible example, step S218 is to determine whether the engine speed is higher than a power generation speed. When the engine speed is higher than a power generation speed, it means that the engine is restarted. Therefore, it returns to step S211. When the engine speed is not higher than a power generation speed, it means that the vehicle is not restarted. Therefore, it returns to step S215 and continues to detect the battery power.

FIG. 3 is another flow chart of the control method of the present invention. Steps S311 to S318 of FIG. 3 are similar to steps S211 to S218 of FIG. 2, and are therefore not described in detail. In step S319, it is determined whether the scaffolding of the vehicle is lowered. In a possible embodiment, a sensor is disposed around the scaffolding and adjusts the level of a switch signal according to the state of the scaffolding (lowered or retracted). Therefore, by determining the level of the switch signal, it is possible to determine whether the scaffolding is lowered.

When the vehicle tripod is not lowered, determine whether the battery power is less than a first voltage threshold (step S315). Since step S315 is similar to step S215 in Figure 2, it is not repeated. When the vehicle tripod is lowered, output a third specific PWM signal (step S320). The duty cycle of the third specific PWM signal is less than the duty cycle of the second specific PWM signal. Then, determine whether the battery power is less than a second voltage threshold (step S321). When the battery power is less than the second voltage threshold, output a fifth specific PWM signal (step S322). When the battery power is not less than the second voltage threshold, it is determined that the battery power is less than the first voltage threshold (step S323). When the battery power is less than the first voltage threshold, a fourth specific PWM signal is output (step S322). In a possible embodiment, the duty cycle of the fifth specific PWM signal is less than the duty cycle of the fourth specific PWM signal, and the duty cycle of the fourth specific PWM signal is less than the duty cycle of the third specific PWM signal.

Next, it is determined whether the tripod is retracted and whether the vehicle is restarted (step S325). When the tripod is retracted and the vehicle is restarted, step S311 is executed. However, when the tripod is not retracted or the vehicle is not restarted, step S321 is executed to continue to provide a corresponding PWM signal according to the battery power.

In some embodiments, the second voltage threshold may be 10.8V, but this is not intended to limit the present invention. In other embodiments, the second voltage threshold may be adjusted to different values according to the vehicle model and batteries of different specifications. In addition, all the above-mentioned specific PWM signals may also be adjusted to different sizes according to different vehicle models and batteries of different specifications.

The control method of the present invention, or a specific form or part thereof, may exist in the form of program code. The program code may be stored in a physical medium, such as a floppy disk, an optical disk, a hard disk, or any other machine-readable (such as computer-readable) storage medium, or a computer program product that is not limited to an external form, wherein when the program code is loaded and executed by a machine, such as a computer, the machine becomes a control unit for participating in the present invention. The program code may also be transmitted through some transmission media, such as wires or cables, optical fibers, or any transmission type, wherein when the program code is received, loaded and executed by a machine, such as a computer, the machine becomes a control unit for participating in the present invention. When implemented on a general-purpose processing unit, the program code combines with the processing unit to provide a unique device that operates similarly to an application-specific logic circuit.

Unless otherwise defined, all terms (including technical and scientific terms) herein are generally understood by those with ordinary knowledge in the art to which the present invention belongs. In addition, unless expressly stated, the definitions of terms in general dictionaries should be interpreted as consistent with the meanings in articles in the relevant art, and should not be interpreted as ideal or overly formal. Although terms such as "first" and "second" can be used to describe various components, these components should not be limited by these terms. These terms are only used to distinguish one component from another.

Although the present invention has been disclosed as above with preferred embodiments, it is not intended to limit the present invention. Any person with ordinary knowledge in the relevant technical field may make some changes and modifications without departing from the spirit and scope of the present invention. For example, the system, device or method described in the embodiments of the present invention can be implemented in the form of hardware, software or a combination of hardware and software. Therefore, the scope of protection of the present invention shall be determined by the scope of the attached patent application.

100: Control system 110: Power generation unit 120: Control unit 130: Load 140: Battery VO: Output power 111: Engine 112: Generator SD: Drive signal SA: Motor angle information 113: Motor angle sensor Start: Engine start signal SS1, SS2: Switch signal S211~S218, S311~S325: Steps

Figure 1 is a schematic diagram of the control system of the present invention. Figure 2 is a schematic diagram of a possible process flow of the control method of the present invention. Figure 3 is another schematic diagram of the process flow of the control method of the present invention.

100: Control system 110: Power generation unit 120: Control unit 121: Controller 130: Load 140: Battery VO: Output power 111: Engine 112: Generator SD: Drive signal SA: Motor angle information 113: Motor angle sensor 151, 152: Bracket sensor Start: Engine start signal SS1, SS2: Switch signal

Claims (10)

A control system is provided for reducing the power consumption of a vehicle after the vehicle is turned off, comprising: a power generation unit providing an output power; a control unit receiving the output power to charge a battery and generating a driving signal according to the operating state of the power generation unit; and a load operating according to the driving signal, wherein when the operating state of the power generation unit does not meet a power generation state and the power of the battery is lower than a voltage threshold, the control unit reduces the driving signal to reduce the output power of the battery. As in the control system of claim 1, when the operating state of the power generation unit meets the power generation state, the control unit uses the power of the battery as the driving signal. As in claim 1, the control system, wherein the power generation unit includes: a generator for generating the output power; and an engine for driving the generator to operate, wherein when an engine start signal is enabled, the control unit draws power from the battery to start the generator and start the engine, and when the engine starts, the engine drives the generator so that the generator generates the output power. As in claim 3, the control unit comprises: a controller that adjusts the duty cycle of the drive signal according to the battery power. A control system as claimed in claim 4, wherein when the engine speed is lower than a power generation speed and the battery charge is higher than the voltage threshold, the controller sets the duty cycle of the drive signal to a first value, and when the engine speed is lower than the power generation speed and the battery charge is not higher than the voltage threshold, the controller sets the duty cycle of the drive signal to a second value, and the first value is greater than the second value. The control system of claim 5 further includes: a motor angle sensor to detect the generator and provide motor angle information of the generator. The control system of claim 5 further includes: a tripod sensor for detecting the state of a tripod to generate a switch signal, wherein the controller adjusts the duty cycle of the drive signal according to the switch signal. A control system as claimed in claim 7, wherein when the engine speed is lower than the power generation speed and the switch signal is equal to a preset value, the controller sets the duty cycle of the drive signal to a third value, and the third value is less than the second value. A control system as claimed in claim 4, wherein the drive signal is a pulse width modulated signal. A control system as claimed in claim 1, wherein the load is a lamp, a USB socket or a driving recorder.

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