TW201716263A - Management system for loadings on vehicle - Google Patents

Abstract

A management system for loadings on a vehicle comprises an energy storage unit, a voltage detection circuit, a rotating speed detection circuit, a decision circuit, a first electronical-controlled switch and a second electronical-controlled switch. The energy storage unit stores the energy generated by an AC generator driven by a kick starter. The voltage detection circuit is coupled to the energy storage unit. The decision circuit is coupled to the voltage detection circuit and the rotating speed detection circuit, and controls the first electronical-controlled switch and the second electronical-controlled switch based on a start voltage and a rotating speed signal. The first electronical-controlled switch and the second electronical-controlled switch respectively conducts a first conduction path and a second conduction path for respectively providing electricity to an electronic injection fuel supply/ignition system and the vehicle loadings. When the start voltage is lower than a normal start voltage but higher than a kick start voltage, and when the speed of the engine indicated by the rotating speed signal is higher than a preset speed, the first electronical-controlled switch is conducted but the second electronical-controlled switch is not conducted.

Description

Vehicle load management system

The invention relates to an on-board load management, and in particular to an on-board load management system for managing a load system on a vehicle when the battery on the vehicle fails or is not connected, so that the pedal-starting vehicle engine can be successfully achieved. .

Referring to FIG. 1, the conventional locomotive 100 is usually provided with a kick starter 101 in addition to the battery, so that it can be driven on the motor when the battery is dead (or the battery is not used). The generator generates electricity to start the engine. However, in recent years, pedal starters have gradually not been adopted. On the other hand, the current locomotive engine has gradually changed to an injection engine. The injection engine requires power in addition to the ignition system itself, and other vehicle loads on the vehicle also require power supply. The traditional pedal starter has limited torque and speed due to the limited force of the person, so that the power generated by the pedal starter does not meet the power supply requirements of the jet ignition system and other vehicle loads on the vehicle.

Embodiments of the present invention provide a load management system for a vehicle. When a battery fails or is not connected, the load system on the vehicle is managed when the engine is started, so that the pedal start locomotive engine can be successfully achieved.

Embodiments of the present invention provide an onboard load management system including an energy storage unit, a voltage detection circuit, a rotation speed detection circuit, a decision circuit, a first electronic control switch, and a second electronic control switch. The energy storage unit is configured to receive power from the alternator to provide a starting voltage. The voltage detection circuit is coupled to the energy storage unit for detecting the startup voltage. turn The speed detecting circuit receives the speed signal. The decision circuit is coupled to the voltage detecting circuit and the speed detecting circuit to receive the starting voltage and the speed signal. The first electronically controlled switch is coupled and controlled by the decision circuit for turning on the first power supply path such that the startup voltage is provided to the electronic injection fuel supply and ignition system. The second electronically controlled switch is coupled and controlled by the decision circuit for turning on the second power supply path such that the startup voltage is provided to the vehicle load. When the voltage detecting circuit detects that the starting voltage is less than the normal starting voltage but greater than the preset voltage, and the speed detecting circuit detects that the engine speed corresponding to the speed signal is greater than the preset speed, the decision circuit turns on the first electronically controlled switch. And does not turn on the second electronic control switch.

In summary, the embodiment of the present invention provides a vehicle load management system that changes the power supply path of the conventional vehicle load power supply system and controls the power supply condition, thereby enabling the pedal start locomotive engine to be successfully achieved.

The detailed description of the present invention and the accompanying drawings are to be understood by the claims The scope is subject to any restrictions.

100‧‧‧ locomotive

101‧‧‧ pedal starter

1‧‧‧ onboard load management system

2‧‧‧Electronic injection fuel supply and ignition system

3‧‧‧Car load

4‧‧‧Battery

5‧‧‧Electric door

6‧‧‧Vehicle Rectifier

ACG‧‧‧Alternator

11‧‧‧ Energy storage unit

Vs‧‧‧ start voltage

12‧‧‧Voltage detection circuit

13‧‧‧Speed detection circuit

RP‧‧‧speed signal

14‧‧‧Decision circuit

15‧‧‧First electronic switch

16‧‧‧Second electric switch

17, 18‧‧‧ drive

19‧‧‧Power processing circuit

I1‧‧‧First power supply path

I2‧‧‧second power supply path

V1‧‧‧ normal starting voltage

V2‧‧‧Preset voltage

S110, S120, S130, S140, S150, S160, S170, S180‧‧‧ step flow

1 is a schematic view of a conventional locomotive and its pedal starter.

2 is a circuit block diagram of an on-vehicle load management system according to an embodiment of the present invention.

FIG. 3 is a flowchart of action logic of the on-vehicle load management system according to an embodiment of the present invention.

[Embodiment of on-board load management system]

Please refer to FIG. 2. FIG. 2 is a circuit block diagram of a load management system for a vehicle according to an embodiment of the present invention. The on-vehicle load management system 1 of the present embodiment can be mounted to a locomotive, such as a locomotive having an electronic injection fuel supply and ignition system 2. In general, in addition to the electronic injection fuel supply and ignition system 2, the vehicle will need to use electricity, and there are other various vehicle loads such as horns, headlights, directional lights, and instrument panels. For convenience of explanation, this Embodiments In FIG. 2, various other vehicle load uniform vehicle load 3s are shown. The power source on the vehicle can generally be powered by the battery 4 through the electric door 5, and the battery 4 can receive the vehicle rectifier 6 to charge the electric power rectified by the AC generator ACG. The alternator ACG can usually be used as a starter motor and connected to the pedal starter to allow the pedal starter to drive the alternator to rotate, thereby using the human foot pedal to start the engine. The on-vehicle load management system 1 of the present embodiment changes the design of the conventional power supply circuit, and controls the power supply condition so that the pedal-starting locomotive engine can be smoothly achieved.

In detail, the onboard load management system 1 includes an energy storage unit 11, a voltage detection circuit 12, a rotation speed detection circuit 13, a decision circuit 14, a first electronic control switch 15, a second electronic control switch 16, and a drive 17, 18 And a power processing circuit 19. The power processing circuit 19 is coupled to the voltage detecting circuit 12, the rotational speed detecting circuit 13, and the decision circuit 14 for power conversion and power supply to the voltage detecting circuit 12, the rotational speed detecting circuit 13, and the decision circuit 14. The voltage detecting circuit 12 is coupled to the energy storage unit 11. The decision circuit 14 is coupled to the voltage detecting circuit 12 and the rotational speed detecting circuit 13. The first driver 17 is coupled between the decision circuit 14 and the first electronic control switch 15 . The second driver 18 is coupled between the decision circuit 14 and the second electronically controlled switch 16 . The form of the drivers 17, 18 is determined according to the type of the first electronically controlled switch 15 and the second electronically controlled switch 16, and the drivers 17, 18 may also be different depending on the type of the first electronically controlled switch 15 and the second electronically controlled switch 16. Removed or omitted. The first electronic control switch 15 is coupled to the electric switch 5 and the electronic injection fuel supply and ignition system 2 to constitute a first power supply path I1. The second electronic control switch 16 is coupled to the electric door 5 and the vehicle load 3 to form a second power supply path I2. Next, the connection relationship of the main components of the on-vehicle load management system 1 will be further described.

The voltage detecting circuit 12 is configured to detect the starting voltage Vs. As shown in FIG. 2, the voltage detecting circuit 12 is coupled to the energy storage unit 11 through the electric gate 5. The switch 5 can be a key switch or any mechanical or electronic start switch that allows the user to operate manually. The circuit 5 of the present embodiment is a double-pole switch to provide two power supply paths, one of which is the first power supply path I1 and the other is the second power supply path I2, but the embodiment is not limited. The manner in which the voltage detecting circuit 12 is coupled to the electric door 5 is as long as the electric door 5 is turned on. The voltage detecting circuit 12 can be configured to receive the starting voltage Vs of the energy storage unit 11. The decision circuit 14 is coupled to the voltage detecting circuit 12, the rotational speed detecting circuit 13, and the drivers 17, 18. The decision circuit 14 is coupled to the control end of the first electronically controlled switch 15 via the driver 17 and coupled to the control end of the second electronically controlled switch 16 via the driver 18. And the first electronic control switch 15 is coupled to one of the output terminals of the electric motor 5 to form a first power supply path I1 for the electronic injection fuel supply and the ignition system 2 to obtain electric power. The first electronically controlled switch 16 is coupled to the other output end of the switch 5 to form a second power supply path I2 for the vehicle load 3 to obtain power. Next, the functional characteristics of each main component of the on-board load management system 1 will be further described.

The energy storage unit 11 is for receiving power of the alternator ACG to provide a starting voltage Vs. As shown in FIG. 2, the energy storage unit 11 is coupled to the alternator ACG through the vehicular rectifier 6, wherein the alternator ACG is coupled to a kick starter (not shown in FIG. 2). The vehicle rectifier 6 may be a full-wave rectifier or a half-wave rectifier, but the invention is not so limited, and the type of the vehicle rectifier 6 may vary depending on design requirements. In the present embodiment, the energy storage unit 11 can be considered to be in parallel with the battery 4, and the vehicle rectifier 6 transmits the rectified power to the energy storage unit 11 and the battery 4. The voltage of the energy storage unit 11 is at the same voltage level as the voltage of the battery 4, referred to herein as the starting voltage Vs. In other words, the on-vehicle load management system 1 of the present embodiment provides another energy storage component other than the battery 4 on the vehicle to be able to store ACG from the alternator when the battery 4 is damaged or insufficient or removed. Electricity. When the locomotive has not yet started, the source of the AC generator's power generation is generated by the pedal starter to which it is connected. The user steps on the pedal starter to temporarily drive the alternator ACG to rotate to generate electric power, and the electric power generated at this time can be stored at least in the energy storage unit 11. The electric energy stored in the energy storage unit 11 is mainly used to start the electronic injection fuel supply and ignition system 2, so the electric power generated by the pedal starter must be stored in the energy storage unit, and the voltage of the energy storage unit 11 is stored. The (starting voltage Vs) can be greater than the preset voltage V2 demand of the electronic injection fuel supply and ignition system 2. If the user uses the kick starter to drive the alternator ACG to generate power once again, the starting voltage Vs is not enough to make the starting voltage Vs greater than the preset voltage V2. The user can step on the pedal starter again or more times to cause the energy storage unit 11 to be charged again or more to make the starting voltage Vs greater than the preset voltage V2. The energy storage unit 11 is, for example, a common energy storage element such as a capacitor or a secondary battery (such as a lithium battery), but the present invention does not thus limit the implementation of the energy storage unit 11, and the above capacitor or secondary battery is only used. Use this example to help illustrate.

The voltage detecting circuit 12 is configured to detect the magnitude of the starting voltage Vs and provide the starting voltage Vs to the decision circuit 14. In the present embodiment, when the starting voltage Vs is greater than the preset voltage V2, it means that the starting voltage Vs can be used for supplying only to the electronic injection fueling and ignition system 2 and only for starting the engine. When the starting voltage Vs is greater than the normal starting voltage V1, it means that the starting voltage Vs can be simultaneously supplied to the electronic injection oil supply and ignition system 2 and the vehicle load 3, and does not affect the electronic injection fuel supply and the ignition system 2 smoothly. Start the engine. Wherein, the voltage value of the preset voltage V2 is lower than the normal starting voltage V1, and the preset voltage V2 and the normal starting voltage V1 can be predicted or determined in advance during the locomotive design, and the present invention does not limit the preset voltage V2 and The actual value of the normal starting voltage V1.

The rotation speed detecting circuit 13 receives the rotation speed signal RP and provides the rotation speed signal RP to the decision circuit 14. The rotational speed signal RP is representative of engine speed, which may be provided, for example, by an alternator ACG coupled to the engine, or by an electronic injection fueling and ignition system 2. In detail, when the rotational speed signal RP is provided by the alternator ACG, the rotational speed signal RP may include the alternating wave number or frequency provided by the alternator ACG, or the pulse wave corresponding to the rotational state provided by the alternator ACG. This pulse wave can also be used to locate the angle of rotation of the alternator ACG. The speed signal RP can also be provided by the electronic injection fuel supply and ignition system 2 when the engine is started or is starting. However, the present invention does not limit the source of the rotational speed signal, nor does it limit the signal type of the rotational speed signal.

Decision circuit 14 receives start voltage Vs and speed signal RP. The decision circuit 14 is responsible for logically determining the start voltage Vs and the speed signal RP, and thereby controlling whether the first electronic switch 15 and the second electronic switch 16 are turned on or off. 14 cases of decision circuit As a microcontroller (MCU), or decision circuit 14 includes a plurality of logic decision elements, and is a circuit formed by the logic decision elements. However, the invention does not limit the implementation of the decision circuit. According to the action logic of the decision circuit 14, the voltage value interval of the startup voltage Vs is divided into three sections, for example, a section smaller than the preset voltage V2, a section larger than the pedal start voltage V2 but smaller than the normal startup voltage V1, and larger than The interval of the normal starting voltage V1. The engine speed represented by the rotational speed signal RP is also divided into three sections, which are intervals smaller than the preset rotational speed rpm1, larger than the preset rotational speed rmp1 but smaller than the normal rotational speed rmp2 interval, and larger than the normal rotational speed rpm2. When the starting voltage Vs is less than the pedal starting voltage V2, the engine cannot be started. When the starting voltage Vs is between the pedal starting voltage V2 and the normal starting voltage V1, the engine speed must be greater than the preset speed rpm1 to start the engine. When the starting voltage Vs is greater than the normal starting voltage V1, the engine can start normally. The detailed action logic will be further explained later.

Based on the magnitude of the starting voltage Vs and the rotational speed signal RP, the first electronically controlled switch 15 is controlled by the decision circuit 14 for turning on the first power supply path I1 such that the starting voltage Vs is supplied to the electronic injection fueling and ignition system 2. Similarly, the second electronically controlled switch 16 is controlled by the decision circuit 14 for turning on the second power supply path I2 such that the starting voltage Vs is supplied to the vehicle load 3. The first electronically controlled switch 15 or the second electronically controlled switch 16 is, for example, a controlled rectifier (SCR), a metal oxide field effect transistor (MOSFET), a bipolar junction transistor (BJT) or a relay (eg a solid state relay ( Solid State Real, SSR)), however, the invention does not limit the implementation of the first electronically controlled switch 15 or the second electronically controlled switch 16.

In order to achieve the purpose of the pedal activation, the voltage detecting circuit 12 detects that the starting voltage Vs is smaller than the normal starting voltage V1 but greater than the preset voltage V2, and the speed detecting circuit 13 detects that the engine speed corresponding to the speed signal RP is greater than When the preset speed rpm1 is reached, the decision circuit 14 turns on the first electronically controlled switch 15 and does not turn on the second electronically controlled switch 16, thereby allowing all power to be supplied only to the electronic injection fuel supply and ignition system 2 for starting the engine. Electronic injection fuel supply and ignition system 2 usually has an electronic control unit (Electronic Control Unit (ECU) or Electronic Fuel Injection (EFI), but the invention does not therefore limit the implementation of the electronic injection fueling and ignition system 2. Those skilled in the art should understand the implementation of the electronic fuel injection and ignition system 2, and will not be described again.

Based on the above, based on the magnitudes of the startup voltage Vs and the rotational speed signal RP, the operational logic of the on-vehicle load management system 1 of the present embodiment can be further described in detail using the flowchart of FIG. However, it should be understood that the flowchart of FIG. 3 is only used to help explain the design concept of the on-vehicle load management system 1 of the present embodiment, and is not intended to limit the present invention. Referring to FIG. 2 and FIG. 3, first, after the user manually opens the switch 5 (step S110), the starting voltage Vs of the energy storage unit 11 is transmitted to the voltage detecting circuit through the switch 5. Then, the onboard load management system 1 can determine the magnitude of the startup voltage Vs (step S120), and proceeds to step S130 or step S140 depending on the magnitude of the startup voltage Vs. When the starting voltage Vs is greater than the normal starting voltage V1, step S130 is performed to turn on the first electronic control switch 15 and the second electronic control switch 15. In detail, when the voltage detecting circuit 12 detects that the starting voltage Vs is greater than the normal starting voltage V1, it indicates that the battery 4 is connected and has sufficient power, and the engine can be normally started by the power of the battery 4. At this time, the decision circuit 14 (through the driver 17, 18) turns on the first electronic control switch 15 and the second electronic control switch 15, whereby the first power supply path I1 and the second power supply path I2 are both turned on, that is, the battery 4 can be simultaneously Power is supplied to the electronic injection fuel supply and ignition system 2 and the vehicle load 3. Then, after step S130, step S150 is followed to start the engine by the electronic injection fuel supply and ignition system 2.

When the starting voltage Vs is less than the normal starting voltage V1 but greater than the preset voltage V2, then step S140 is performed to determine the engine speed, that is, the determining circuit 14 determines the engine speed corresponding to the speed signal RP. Then, in step S160, when the rotation speed detecting circuit 13 detects that the engine speed corresponding to the speed signal RP is greater than the preset speed rpm1, the decision circuit 14 (via the driver 17, 18) turns on the first electronic control switch 15 and does not conduct. The second electronically controlled switch 16. At this time, the second power supply path I2 is turned off, power is not supplied to the vehicle load 3, and only the entire power is supplied to the first power supply path I1. Electronic injection oil supply and ignition system 2. Next, step S170 can be performed to start the engine by the electronic injection fuel supply and ignition system 2. It is worth mentioning that after the step S140, if the engine speed is less than the preset speed rpm1, the electronic injection fuel supply and ignition system 2 cannot start the engine due to insufficient engine speed. The value of this preset rotational speed rmp1 may vary with the design of the electronic injection fuel supply and ignition system 2, and the present invention is not limited thereto.

Then, after the end of step S170, the engine has been successfully started. When the speed detecting circuit 13 detects that the engine speed corresponding to the speed signal RP is greater than the normal speed rmp2, the decision circuit 14 maintains the conduction of the first electronic control switch 15. In addition, the second electronically controlled switch 16 is further turned on (step S180). Thereby, the vehicle load 3 can obtain electric power. Further, at this time, since the engine is in the activated state, the electric power used by the vehicle load 3 does not affect the electronic injection fuel supply and ignition system 2.

[Possible effects of the examples]

In summary, the on-vehicle load management system provided by the embodiment of the present invention changes the power supply path of the conventional on-vehicle load power supply system, and controls the power supply condition, thereby enabling the pedal-starting vehicle engine to be successfully achieved. Thereby, the problem that the conventional locomotive with the electronic injection engine cannot use the pedal start can be solved.

The above description is only an embodiment of the present invention, and is not intended to limit the scope of the invention.

1‧‧‧ onboard load management system

2‧‧‧Electronic injection fuel supply and ignition system

3‧‧‧Car load

4‧‧‧Battery

5‧‧‧Electric door

6‧‧‧Vehicle Rectifier

ACG‧‧‧Alternator

11‧‧‧ Energy storage unit

Vs‧‧‧ start voltage

12‧‧‧Voltage detection circuit

13‧‧‧Speed detection circuit

RP‧‧‧speed signal

14‧‧‧Decision circuit

15‧‧‧First electronic switch

16‧‧‧Second electric switch

17, 18‧‧‧ drive

19‧‧‧Power processing circuit

I1‧‧‧First power supply path

I2‧‧‧second power supply path

Claims (10)

An on-board load management system includes: an energy storage unit for receiving power of an alternator to provide a starting voltage; a voltage detecting circuit coupled to the energy storage unit to detect the starting voltage; The speed detecting circuit receives a speed signal; a decision circuit is coupled to the voltage detecting circuit and the speed detecting circuit to receive the starting voltage and the speed signal; a first electronically controlled switch coupled and controlled The decision circuit is configured to conduct a first power supply path to provide the startup voltage to an electronic injection fuel supply and ignition system; and a second electronic control switch coupled to and controlled by the decision circuit for conducting a second power supply path is configured to provide the startup voltage to a vehicle load; wherein, when the voltage detection circuit detects that the startup voltage is less than a normal startup voltage but greater than a predetermined voltage, and the rotation detection circuit detects When it is determined that the engine speed corresponding to the speed signal is greater than a preset speed, the decision circuit turns on the first electronic control switch and does not turn on the second electronic control switch. The on-vehicle load management system of claim 1, wherein the voltage detecting circuit is coupled to the energy storage unit through an electric gate. The on-board load management system of claim 1, wherein the on-board load management system further comprises: a first driver coupled between the decision circuit and the first electronically controlled switch. The on-board load management system of claim 1, wherein the on-board load management system further comprises: a second driver coupled between the decision circuit and the second electronically controlled switch. The on-vehicle load management system of claim 1, wherein the decision circuit is a microcontroller. The on-board load management system of claim 1 wherein the decision circuit comprises A plurality of logical decision components. The load management system of the vehicle according to claim 1 further includes: a power processing circuit coupled to the voltage detecting circuit, the speed detecting circuit and the determining circuit for supplying power to the voltage detecting circuit, the rotating speed The detection circuit and the decision circuit. The on-vehicle load management system of claim 1, wherein the first electronically controlled switch or the second electronically controlled switch is a controlled rectifier, a metal oxide field effect transistor, a dual carrier junction transistor or a relay. The on-vehicle load management system of claim 1 wherein the energy storage unit is in parallel with a battery. The on-vehicle load management system of claim 1, wherein the energy storage unit is coupled to an alternator via a vehicle rectifier, wherein the alternator is coupled to a pedal starter.