Charging control method and electric energy processing system

Abstract

The invention provides a charging control method and an electric energy processing system. The charging control method is implemented by an electric energy processing system suitable for being arranged in a fuel vehicle, and the fuel vehicle comprises an engine and an electric energy storage device. The charging control method includes: (A) determining whether the engine is in a deceleration operation state according to a rotation speed sensing result indicating a rotation speed change condition of the engine, the deceleration operation state indicating that the rotation speed of the engine is decreased during a period of time; and (B) charging the electric energy storage device under the condition that the engine is judged to be in the deceleration operation state, otherwise, not charging the electric energy storage device. The electric energy processing system can reduce the consumption of kinetic energy output by the engine when a driver wants to accelerate or run at a constant speed, so that the kinetic energy generated by the engine is converted into the power of the fuel vehicle in a higher proportion, and the fuel vehicle can show better acceleration performance.

Description

Technical Field

[0001] The present invention relates to a charging control method, and more particularly to a charging control method for a fuel-powered vehicle. The present invention also relates to an electric energy processing system for a fuel-powered vehicle. Background Art

[0002] When the engine of a fuel vehicle is running, the power provided by the engine not only drives the vehicle's transmission system, but also drives the generator in the vehicle to generate electricity. After the electricity generated by the generator is converted into direct current, it can be used to charge the vehicle's battery.

[0003] With the rise of environmental awareness, how to more efficiently utilize the power provided by the engine to make fuel vehicles more energy-efficient and fuel-efficient has become a topic worth discussing. Summary of the Invention

[0004] One of the objectives of the present invention is to provide a charging control method that helps to make fuel vehicles more energy-efficient.

[0005] The charging control method of the present invention is implemented by an electric energy processing system, which is suitable for being arranged in a fuel vehicle, the fuel vehicle including an engine and an electric energy storage device, and the electric energy processing system is suitable for being electrically connected to the electric energy storage device, and is characterized in that: the charging control method includes: (A) judging whether the engine is in a deceleration operation state based on a speed sensing result indicating a change in the engine speed, wherein the deceleration operation state indicates that the engine speed decreases over a period of time; and (B) charging the electric energy storage device when it is judged that the engine is in the deceleration operation state, otherwise not charging the electric energy storage device.

[0006] In some embodiments of the charging control method of the present invention, the charging control method further includes, before step (A): (C) determining whether the energy storage device is in a low-power state based on a power sensing result indicating the remaining power of the energy storage device; and (D-1) executing steps (A) and (B) if the judgment result in step (C) is no.

[0007] In some embodiments of the charging control method of the present invention, the charging control method further includes, after step (C): (D-2) when it is determined that the electric energy storage device is in the low-power state, determining the operating state of the engine based on the speed sensing result; (E) when it is determined that the engine is in a constant-speed operating state, charging the electric energy storage device in a standard charging mode, wherein the constant-speed operating state indicates that the change in the engine speed over a period of time is less than a change threshold value; (F) when it is determined that the engine is in an accelerated operating state, charging the electric energy storage device in a low-power charging mode. charging the electric energy storage device, wherein the acceleration operation state indicates that the speed of the engine increases over a period of time, and the power used by the electric energy processing system to charge the electric energy storage device in the low-power charging mode is less than the power used to charge the electric energy storage device in the standard charging mode; and (G) charging the electric energy storage device in a high-power charging mode when it is determined that the engine is in the deceleration operation state, wherein the power used by the electric energy processing system to charge the electric energy storage device in the high-power charging mode is greater than the power used to charge the electric energy storage device in the standard charging mode.

[0008] In some embodiments of the charging control method of the present invention, in step (E), the power processing system charges the power storage device with a standard output voltage in the standard charging mode; in step (F), the power processing system charges the power storage device with a low-level output voltage lower than the standard output voltage in the low-power charging mode; and in step (G), the power processing system charges the power storage device with a high-level output voltage higher than the standard output voltage in the high-power charging mode.

[0009] Another object of the present invention is to provide a charging control system that helps to make fuel vehicles more energy-efficient.

[0010] The charging control system of the present invention is suitable for being set up in a fuel vehicle. The fuel vehicle includes an engine and an electric energy storage device; the electric energy processing system includes an electric energy conversion unit suitable for being electrically connected to the electric energy storage device, and a control unit electrically connected to the electric energy conversion unit. The control unit is used to: determine whether the engine is in a deceleration operation state based on the speed sensing result indicating the change in the engine speed, wherein the deceleration operation state indicates that the engine speed decreases over a period of time; control the electric energy conversion unit to charge the electric energy storage device when it is determined that the engine is in the deceleration operation state, otherwise control the electric energy conversion unit not to charge the electric energy storage device.

[0011] In some embodiments of the charging control system of the present invention, the control unit is further used to: determine whether the electric energy storage device is in a low-power state based on a power sensing result indicating the remaining power of the electric energy storage device, and if the judgment result is no, determine whether the engine is in the deceleration operation state; if it is determined that the engine is in the deceleration operation state, control the electric energy conversion unit to charge the electric energy storage device; otherwise, control the electric energy conversion unit not to charge the electric energy storage device.

[0012] In some embodiments of the charging control system of the present invention, the control unit is further configured to: determine the operating state of the engine according to the speed sensing result when it is determined that the electric energy storage device is in the low-power state; control the electric energy conversion unit to charge the electric energy storage device in a standard charging mode when it is determined that the engine is in a constant-speed operating state, wherein the constant-speed operating state indicates that the change in the engine speed over a period of time is less than a change threshold value; and control the electric energy conversion unit to charge the electric energy storage device in a low-power charging mode when it is determined that the engine is in an accelerated operating state. The electric energy storage device is charged, wherein the accelerated operating state indicates that the speed of the engine increases over a period of time, and the power used by the electric energy conversion unit to charge the electric energy storage device in the low-power charging mode is less than the power used to charge the electric energy storage device in the standard charging mode; when it is determined that the engine is in the decelerated operating state, the electric energy conversion unit is controlled to charge the electric energy storage device in the high-power charging mode, wherein the power used by the electric energy conversion unit to charge the electric energy storage device in the high-power charging mode is greater than the power used to charge the electric energy storage device in the standard charging mode.

[0013] In some embodiments of the charging control system of the present invention, the electric energy conversion unit charges the electric energy storage device with a standard output voltage in the standard charging mode, the electric energy conversion unit charges the electric energy storage device with a low-level output voltage lower than the standard output voltage in the low-power charging mode, and the electric energy conversion unit charges the electric energy storage device with a high-level output voltage higher than the standard output voltage in the high-power charging mode.

[0014] The beneficial effect of the present invention is that the power processing system can determine whether to charge the power storage device based on changes in the engine's speed. Through the control mechanism of "charging the power storage device only when the engine is in the deceleration operating state," the power processing system can reduce its own consumption of the engine's kinetic energy when the driver desires acceleration or constant speed, thereby converting a higher proportion of the engine's kinetic energy into power for the fuel-powered vehicle, thereby enabling the fuel-powered vehicle to exhibit better acceleration. Therefore, the power processing system can more efficiently utilize the kinetic energy generated by the engine, helping the vehicle quickly reach the driver's desired speed and maintain a more fuel-efficient constant speed for a longer period of time, thereby making fuel-powered vehicles more energy-efficient and fuel-efficient. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Other features and effects of the present invention will be more clearly seen in the following embodiments with reference to the accompanying drawings, in which:

[0016] Figure 1 is a block diagram illustrating an embodiment of a power processing system of the present invention, and an engine, a speed sensing unit, a generator, an energy storage device, and a power sensing unit included in a gasoline vehicle and suitable for use with the embodiment;

[0017] Figure 2 is a flow chart for exemplarily illustrating how the charging control method of this embodiment is implemented. DETAILED DESCRIPTION

[0018] Before the present invention is described in detail, it should be noted that, unless otherwise specified, the term "electrically connected" as used in this specification is used to describe the "coupled" relationship between computer hardware (e.g., electronic systems, devices, apparatuses, units, components), and generally refers to "wired electrical connections" achieved by physically connecting multiple computer hardware components via conductors / semiconductor materials, as well as "radio connections" achieved by wireless data transmission using wireless communication technologies (such as, but not limited to, wireless networks, Bluetooth, and electromagnetic induction). On the other hand, unless otherwise specified, the term "electrically connected" as used in this specification also generally refers to "direct electrical connections" achieved by directly coupling multiple computer hardware components to each other, as well as "indirect electrical connections" achieved by indirectly coupling multiple computer hardware components via other computer hardware components.

[0019] Before describing the present invention in detail, it should be noted that the term "unit" as used herein refers to computer hardware, not software. For example, a "processing unit" is used to represent computer hardware with data processing capabilities. Furthermore, a "unit" as used herein may refer to a single piece of computer hardware with a specific function, or a group of computer hardware with similar functions. For example, a "processing unit" may refer to a single processor with data processing capabilities, or it may refer to a collection of processors.

[0020] See Figure 1 One embodiment of the power processing system 1 of the present invention is suitable for installation in a fuel vehicle (not specifically shown in the figure). In the application environment of this embodiment, the fuel vehicle is, for example, a fuel locomotive, and the fuel vehicle includes an engine 10 (such as but not limited to a gasoline engine), a speed sensing unit 20 for measuring the speed of the engine 10, a generator 30 driven by the engine 10 to generate AC power, an energy storage device 40 capable of storing electrical energy and serving as a battery for the fuel vehicle, and a power sensing unit 50 electrically connected to the energy storage device 40 for measuring the remaining power of the energy storage device 40.

[0021] The speed sensing unit 20 is implemented, for example, as a hardware loop (e.g., a circuit), and is used to receive the AC power from the generator 30, thereby measuring the speed of the engine 10. The power sensing unit 50 is implemented, for example, as a hardware loop, and is used to measure the current remaining power of the energy storage device 40. Moreover, the power sensing unit 50 generates a signal indicating the remaining power by, for example, measuring the voltage values ​​at the positive and negative ends of the energy storage device 40. It should be understood that each of the engine 10, the speed sensing unit 20, the generator 30, the energy storage device 40, and the power sensing unit 50 can be implemented using a variety of different existing technologies, and their respective detailed operating methods and principles are not the technical focus of this specification, so their details will not be excessively detailed here. It should be additionally noted that this embodiment can also be applied to fuel vehicles, and is not limited to fuel motorcycles.

[0022] In this embodiment, the power processing system 1 is implemented as a digital voltage regulator and includes a power conversion unit 11 and a control unit 12 electrically connected to the driver unit. It should be noted that in different embodiments, the speed sensing unit 20 and the power sensing unit 50 may also be included in the power processing system 1.

[0023] The power conversion unit 11 includes an input connection terminal 111 , a voltage regulation module 112 electrically connected to the input connection terminal 111 , and an output connection terminal 113 electrically connected to the voltage regulation module 112 .

[0024] The input connection terminal 111 is adapted to be electrically connected to the generator 30 to receive an AC voltage (i.e., the voltage of the AC power) output by the generator 30 and to allow an AC current (i.e., the current of the AC power) output by the generator 30 to flow through the input connection terminal 111 into the voltage regulation module 112. In other words, the input connection terminal 111 allows the AC power generated by the generator 30 to be provided to the voltage regulation module 112 through the input connection terminal 111 itself.

[0025] The voltage regulation module 112 performs both rectification and controlled variation of the output voltage level. For example, it includes a three-phase bridge rectifier circuit implemented with multiple power switches. The three-phase bridge rectifier circuit is electrically connected between the input connection terminal 111 and the output connection terminal 113, and is also electrically connected to the control unit 12. The three-phase bridge rectifier circuit receives the AC power from the generator 30 via the input connection terminal 111, converts the AC power into DC power, and outputs the DC power through the output connection terminal 113. More specifically, in this embodiment, there are six power switches, each of which is a silicon-controlled rectifier (SCR), and the gate terminal of each SCR is electrically connected to the control unit 12. It should be noted that the three-phase bridge rectifier circuit can also be replaced with other types of rectifier circuits, such as, but not limited to, single-phase bridge rectifier circuits. The silicon controlled rectifier may also be replaced by other types of active power switches, such as but not limited to metal oxide semiconductor field effect transistors (MOSFETs).

[0026] The output connection terminal 113 is suitable for being electrically connected to a positive connection terminal (not specifically shown) of the electrical energy storage device 40 to allow the DC current flowing out of the voltage regulating module 112 to flow into the electrical energy storage device 40 via the output connection terminal 113 itself. In other words, the output connection terminal 113 allows the voltage regulating module 112 to provide the DC power to the electrical energy storage device 40 via the output connection terminal 113 itself, so that the voltage regulating module 112 can charge the electrical energy storage device 40.

[0027] The control unit 12 is, for example, a chip (i.e., an IC) or a chipset implemented as an integrated circuit. Furthermore, the control unit 12 is configured to control each power switch of the three-phase bridge rectifier circuit to switch between a conducting state and a non-conducting state, thereby controlling the voltage regulation module 112 to output the DC power to the energy storage device 40 via the output connection terminal 113, and to control the voltage regulation module 112 to output the DC power at different voltage values.

[0028] More specifically, the voltage regulation module 112 further includes a voltage detection circuit. The voltage detection circuit is implemented, for example, by one or more passive components (such as, but not limited to, resistors, capacitors, and / or diodes). In this embodiment, the voltage detection circuit is electrically connected between the control unit 12 and the input connection terminal 111. Thus, the control unit 12 can obtain its sensing result of the AC voltage from the voltage detection circuit and adjust the duty cycle of the power switch of the voltage regulation module 112 accordingly. In this way, the voltage regulation module 112 can output the DC power at a specific voltage value under the control of the control unit 12. For example, in this embodiment, the voltage regulation module 112 is configured to output the DC power at three voltage values ​​of 14 volts, 14.5 volts, and 15 volts under the control of the control unit 12, but the present invention is not limited thereto.

[0029] Under the control of the control unit 12, the voltage regulating module 112 can receive the AC power from the generator 30 through the input connection terminal 111, convert the AC power into DC power, and output the DC power at a specific voltage value (14 volts, 14.5 volts, or 15 volts in this embodiment) to the energy storage device 40 through the output connection terminal 113 to charge the energy storage device 40 at a constant voltage. Of course, the control unit 12 can also control the power switches of the three-phase bridge rectifier circuit to be non-conductive, thereby preventing the voltage regulating module 112 from outputting the DC power, that is, preventing the energy storage device 40 from being charged.

[0030] Furthermore, the control unit 12 is adapted to be electrically connected to the speed sensing unit 20 and the power sensing unit 50 of the fuel vehicle, and receives a speed sensing result generated by the speed sensing unit 20 from the speed sensing unit 20, and receives a power sensing result generated by the power sensing unit 50 from the power sensing unit 50. The speed sensing result indicates how the speed of the engine 10 changes over time, and more specifically, indicates a current speed value of the engine 10. On the other hand, the power sensing result indicates the real-time change in the remaining power of the energy storage device 40, that is, the current remaining power of the energy storage device 40. More specifically, the power sensing result can be presented in the form of a percentage, for example, but is not limited thereto.

[0031] For reference Figure 2 The following describes in detail how the power processing system 1 of this embodiment implements a charging control method.

[0032] First, in step S1, the control unit 12 determines whether the energy storage device 40 is in a low-power state based on the power sensing result from the power sensing unit 50. The low-power state indicates that the remaining power percentage of the energy storage device 40 is less than a default power threshold value (for example, but not limited to 50%, the actual value of which can be freely adjusted according to demand). In other words, the low-power state indicates that the current power of the energy storage device 40 is relatively insufficient. If the determination result of the control unit 12 is no, the process proceeds to step S2. On the other hand, if the determination result of the control unit 12 is yes, the process proceeds to step S5.

[0033] In step S2 following step S1, if the control unit 12 determines that the energy storage device 40 is not in the low-power state, it means that the energy storage device 40 currently has no urgent need to be charged. In this case, the control unit 12 then determines whether the engine 10 is in a deceleration operation state based on the speed sensing result from the speed sensing unit 20 and one or more historical speed values ​​corresponding to a historical period (e.g., within the last ten seconds). The deceleration operation state, for example, means that the speed of the engine 10 decreases over a period of time (e.g., within the last second), and the amount of decrease is greater than or equal to a preset change threshold value (e.g., a deceleration change threshold value). In other words, when the engine 10 is in the deceleration operation state, it means that the driver has released the accelerator of the fuel vehicle. If the control unit 12 determines yes, the process proceeds to step S3. On the other hand, if the control unit 12 determines no, the process proceeds to step S4.

[0034] In step S3 following step S2, once the control unit 12 determines that the engine 10 is indeed in the deceleration operating state, the control unit 12 controls the voltage regulation module 112 to output the DC power to the energy storage device 40 to charge the energy storage device 40. More specifically, when the engine 10 is in the deceleration operating state, the control unit 12 controls the voltage regulation module 112 to output the DC power to the energy storage device 40 in a standard charging mode. In the standard charging mode, the voltage regulation module 112 outputs the DC power at a standard output voltage to charge the energy storage device 40. The rated voltage value of the standard output voltage may be, for example, 14.5 volts, but is not limited thereto.

[0035] In step S4 following step S2, once the control unit 12 determines that the engine 10 is not in the deceleration operation state, it means that the engine 10 is currently in the acceleration or constant speed operation state. In this case, the control unit 12 controls the voltage regulation module 112 to stop outputting the DC power to the energy storage device 40, that is, the energy storage device 40 is not charged.

[0036] It should be noted that the electric energy (i.e., the DC electric energy) output by the voltage regulating module 112 when charging the electric energy storage device 40 is derived from the AC electric energy generated by the generator 30, and the AC electric energy generated by the generator 30 is derived from the kinetic energy generated by the operation of the engine 10. Therefore, when the voltage regulating module 112 charges the electric energy storage device 40, it actually consumes the kinetic energy generated by the engine 10, which is equivalent to generating an impedance to the operation of the engine 10. Furthermore, the greater the impedance, the more the driving force of the engine 10 on the transmission system (not shown) of the fuel vehicle is reduced, which will lead to a decrease in the overall acceleration performance of the fuel vehicle. If the overall kinetic energy generated by the engine 10 is to be increased to maintain the driving force on the transmission system (i.e., to maintain the overall acceleration performance of the fuel vehicle), fuel consumption will increase.

[0037] Looking at steps S1 through S4 above, in this embodiment, provided that the energy storage device 40 is not in a low-charge state (i.e., the remaining charge in the energy storage device 40 is relatively sufficient), the control unit 12 controls the voltage regulation module 112 to charge the energy storage device 40 only when the engine 10 is in the deceleration state (i.e., when the driver releases the accelerator). In other words, as long as the engine 10 is not in the deceleration state (i.e., the driver is accelerating or has not released the accelerator), the control unit 12 controls the voltage regulation module 112 not to charge the energy storage device 40. In this way, this embodiment prevents the voltage regulation module 112 from consuming the kinetic energy generated by the engine 10 and reducing the driving force of the engine 10 on the transmission system when the driver accelerates (or does not release the accelerator) to achieve acceleration (or a constant speed), thereby enabling the overall acceleration of the fuel-powered vehicle to be relatively better. Thus, this embodiment can make the kinetic energy generated by the engine 10 be used more efficiently, and also helps to prevent the driver from frequently pressing the accelerator due to insufficient acceleration, which leads to increased fuel consumption.

[0038] In step S5 following step S1, once the control unit 12 determines that the energy storage device 40 is in the low-power state, indicating that the remaining power of the energy storage device 40 is relatively insufficient and there is a relatively urgent need to charge, the control unit 12 then determines the operating state of the engine 10 based on the speed sensing result and one or more historical speed values ​​corresponding to a historical period (e.g., within the last ten seconds).

[0039] More specifically, the control unit 12 determines the operating state of the engine 10 by determining whether the engine 10 is in an accelerated operating state, a constant speed operating state, or a decelerated operating state based on the speed sensing result. The accelerated operating state, for example, represents that the speed of the engine 10 increases within a period of time (for example, within the last second), and the increase is greater than or equal to another preset change threshold value (for example, an acceleration change threshold value). Furthermore, when the engine 10 is in the accelerated operating state, it indicates that the driver has stepped on the accelerator of the fuel vehicle. On the other hand, the constant speed operating state, for example, represents that the speed of the engine 10 decreases within a period of time by a value less than the deceleration change threshold value, or the increase is less than the acceleration change threshold value. Furthermore, when the engine 10 is in the constant speed operating state, it indicates that the fuel vehicle is idling or the driving speed is relatively stable. It should be noted that in this embodiment, the deceleration change threshold and the acceleration change threshold can be implemented as the same or different values. However, in another embodiment, the deceleration change threshold and the acceleration change threshold can also be combined into a single change threshold. Furthermore, in other embodiments, the control unit 12 can also use the speed change slope indicated by the speed sensing result to assist in determining the operating status of the engine 10.

[0040] If the control unit 12 determines that the engine 10 is in the constant speed operation state, the process proceeds to step S6. On the other hand, if the control unit 12 determines that the engine 10 is in the acceleration operation state, the process proceeds to step S7. On the other hand, if the control unit 12 determines that the engine 10 is in the deceleration operation state, the process proceeds to step S8.

[0041] In step S6 following step S5, once it is determined that the engine 10 is in the constant speed operation state, the control unit 12 controls the voltage regulation module 112 to output the DC power to the energy storage device 40 in the standard charging mode (that is, at the standard output voltage) to charge the energy storage device 40.

[0042] In step S7, following step S5, once it is determined that the engine 10 is in the acceleration state, the control unit 12 controls the voltage regulation module 112 to output the DC power to the energy storage device 40 in a low-power charging mode to charge the energy storage device 40. Specifically, in the low-power charging mode, the voltage regulation module 112 outputs the DC power at a low-level output voltage lower than the standard output voltage. The rated voltage value of the low-level output voltage may be, for example, 14 volts, but is not limited thereto.

[0043] Specifically, because the low-level output voltage (14 volts, for example) is lower than the standard output voltage (14.5 volts, for example), the power used by the voltage regulator module 112 to charge the energy storage device 40 in the low-power charging mode is less than the power used to charge the energy storage device 40 in the standard charging mode. In other words, when the voltage regulator module 112 charges the energy storage device 40 in the low-power charging mode, the impedance it creates on the engine 10 is less than when charging in the standard charging mode. Thus, this embodiment reduces the kinetic energy consumption of the engine 10 by the voltage regulator module 112 when the driver desires to accelerate, allowing the overall gasoline vehicle to exhibit relatively better acceleration at the appropriate time.

[0044] In step S8 following step S5, once it is determined that the engine 10 is in the deceleration operating state, the control unit 12 controls the voltage regulation module 112 to output the DC power to the energy storage device 40 in a high-power charging mode to charge the energy storage device 40. Specifically, in the high-power charging mode, the voltage regulation module 112 outputs the DC power at a high-level output voltage higher than the standard output voltage. The rated voltage value of the high-level output voltage may be, for example, 15 volts, but is not limited thereto.

[0045] Specifically, because the high-level output voltage (15 volts, for example) is higher than the standard output voltage (14.5 volts, for example), the power used by the voltage regulator module 112 to charge the energy storage device 40 in the high-power charging mode is greater than when used in the standard charging mode. In other words, when the voltage regulator module 112 charges the energy storage device 40 in the high-power charging mode, the impedance it imposes on the engine 10 is greater than when it charges in the standard charging mode, and the charging speed is also higher than when in the standard charging mode. Thus, this embodiment can accelerate the charging of the energy storage device 40 when the driver desires to decelerate, thereby increasing the kinetic energy consumption of the engine 10 by the voltage regulator module 112 (i.e., increasing the impedance imposed on the engine 10), thereby reducing the driving force of the engine 10 on the transmission system and assisting in decelerating the gasoline vehicle.

[0046] After the process proceeds to any one of step S3 , step S4 , step S6 , step S7 and step S8 , the control unit 12 restarts the process from step S1 , for example.

[0047] It should be noted that in steps S2 to S4, the control unit 12 controls the voltage regulation module 112 to charge the energy storage device 40 only when the engine 10 is in the deceleration state. Although this charging mechanism helps the fuel-powered vehicle achieve better power performance when the engine 10 is not in the deceleration state, if the energy stored in the energy storage device 40 is low, the above charging mechanism may cause the energy storage device 40 to be depleted. To address this issue, in this embodiment, the control unit 12 first determines whether the energy storage device 40 is in the low-power state (step S1). Only when it is determined that the energy storage device 40 has sufficient energy (i.e., is not in the low-power state) will the charging mechanism described in steps S2 to S4 be executed. If the control unit 12 determines that the energy storage device 40 is in the low-power state, the control unit 12 will control the voltage regulation module 112 to charge the energy storage device 40 in the standard charging mode, the low-power charging mode, or the high-power charging mode according to the operating state of the engine 10 (i.e., the constant-speed operating state, the accelerating operating state, or the decelerating operating state) as described in steps S5 to S8. In this way, this embodiment enables the voltage regulation module 112 to continue charging the energy storage device 40 when the energy storage device 40 is in the low-power state, and can adjust the charging power of the voltage regulation module 112 accordingly according to the operating state of the engine 10, so that the fuel-powered vehicle can maintain better power performance even while the energy storage device 40 is being charged, thereby achieving greater energy and fuel efficiency.

[0048] The above is an example of how the power processing system 1 of this embodiment implements the charging control method.

[0049] It should be noted that in another embodiment, the voltage regulating module 112 can operate in the standard charging mode, the low-power charging mode, and the high-power charging mode, and can also output the DC power to charge the energy storage device 40 at different rated current values. Generally speaking, as long as the voltage regulating module 112 can charge the energy storage device 40 at standard, lower, and higher powers by switching between the standard charging mode, the low-power charging mode, and the high-power charging mode, it belongs to the embodiment of the present invention. In addition, the power processing system 1 of this embodiment can further be equipped with existing protection mechanisms such as overvoltage protection (OVP), undervoltage protection (UVP), overcurrent protection (OCP), overpower protection (OPP), short circuit protection (SCP), and over-temperature protection (OTP). However, the aforementioned protection mechanisms are not the technical focus of this specification, so their details are not described in detail here.

[0050] It is particularly noted that steps S1 to S8 of this embodiment and Figure 2 The flowchart is only used to illustrate one possible implementation of the charging control method of the present invention. It should be understood that even if steps S1 to S8 are combined, split or adjusted in order, if the process after the combination, split or adjustment achieves substantially the same effect as the present embodiment in substantially the same manner, it still belongs to the implementable aspects of the charging control method of the present invention. Therefore, steps S1 to S8 and Figure 2 The flowchart is not intended to limit the applicable scope of the present invention.

[0051] In summary, by implementing the charging control method, when the electric energy storage device 40 of the fuel vehicle is not in the low-power state, the electric energy processing system 1 can determine whether to charge the electric energy storage device 40 based on the change in the speed of the engine 10. When the electric energy storage device 40 of the fuel vehicle is in the low-power state, the electric energy processing system 1 can adjust the charging speed of the electric energy storage device 40 accordingly based on the change in the speed of the engine 10. More specifically, the electric energy processing system 1 can reduce its own consumption of the kinetic energy output by the engine 10 when the driver wants to accelerate or drive at a constant speed, so that the fuel vehicle can perform better. On the other hand, the electric energy processing system 1 can increase the power of charging the electric energy storage device 40 when the driver wants to slow down, thereby accelerating the charging of the electric energy storage device 40 and assisting the fuel vehicle to slow down. In this way, this embodiment can make more efficient use of the kinetic energy generated by the engine 10, and help the vehicle quickly reach the driver's desired speed and maintain a more fuel-efficient constant speed for a longer period of time, thereby truly achieving the purpose of the present invention.

[0052] The above descriptions are merely embodiments of the present invention and should not be used to limit the scope of the present invention. In other words, any simple equivalent changes and modifications made according to the claims and description of the present invention still fall within the scope of the present invention.

Claims

1. A charging control method implemented by a power processing system, wherein the power processing system is adapted to be disposed in a fuel-powered vehicle, the fuel-powered vehicle comprising an engine and a power storage device, and the power processing system is adapted to be electrically connected to the power storage device, characterized in that: The charging control method comprises: (A) determining whether the engine is in a deceleration operation state based on a speed sensing result indicating a change in the engine speed, wherein the deceleration operation state indicates that the engine speed decreases over a period of time; and (B) charging the electric energy storage device when it is determined that the engine is in the deceleration operation state; otherwise, not charging the electric energy storage device.

2. The charging control method according to claim 1, wherein: The charging control method further comprises, before step (A): (C) determining whether the electric energy storage device is in a low-power state based on a power sensing result indicating the remaining power of the electric energy storage device; (D-1) If the result of the judgment in step (C) is negative, execute steps (A) and (B).

3. The charging control method according to claim 2, wherein: The charging control method further comprises, after step (C): (D-2) when it is determined that the electric energy storage device is in the low-power state, determining the operating state of the engine based on the speed sensing result; (E) charging the electrical energy storage device in a standard charging mode when it is determined that the engine is in a constant speed operation state, wherein the constant speed operation state indicates that a change in the engine speed over a period of time is less than a change threshold value; (F) charging the energy storage device in a low-power charging mode when it is determined that the engine is in an accelerated operating state, wherein the accelerated operating state indicates that the engine speed increases over a period of time, and the power used by the energy processing system to charge the energy storage device in the low-power charging mode is less than the power used to charge the energy storage device in the standard charging mode; and (G) When it is determined that the engine is in the deceleration operation state, charging the energy storage device in a high-power charging mode, wherein the power used by the energy processing system to charge the energy storage device in the high-power charging mode is greater than the power used to charge the energy storage device in the standard charging mode.

4. The charging control method according to claim 3, wherein: In step (E), the power processing system charges the power storage device with a standard output voltage in the standard charging mode. In step (F), the power processing system charges the power storage device with a low-level output voltage lower than the standard output voltage in the low-power charging mode. In step (G), the power processing system charges the power storage device with a high-level output voltage higher than the standard output voltage in the high-power charging mode.

5. An electric energy processing system suitable for being installed in a fuel vehicle, characterized in that: The fuel vehicle includes an engine and an electric energy storage device; the electric energy processing system includes: an electric energy conversion unit, adapted to be electrically connected to the electric energy storage device; and A control unit is electrically connected to the electric energy conversion unit, and the control unit is used to: determining whether the engine is in a deceleration state based on a speed sensing result indicating a change in the engine speed, wherein the deceleration state indicates that the engine speed decreases over a period of time; and When it is determined that the engine is in the deceleration operation state, the electric energy conversion unit is controlled to charge the electric energy storage device; otherwise, the electric energy conversion unit is controlled not to charge the electric energy storage device.

6. The electric energy processing system according to claim 5, characterized in that: The control unit is further configured to determine whether the electric energy storage device is in a low-power state based on a power sensing result indicating the remaining power of the electric energy storage device, and if the determination result is no, determine whether the engine is in the deceleration operation state, and control the electric energy conversion unit to charge the electric energy storage device if it is determined that the engine is in the deceleration operation state; otherwise, control the electric energy conversion unit not to charge the electric energy storage device.

7. The power processing system according to claim 6, characterized in that: The control unit is further configured to: When it is determined that the electric energy storage device is in the low-power state, determining the operating state of the engine according to the speed sensing result; controlling the electric energy conversion unit to charge the electric energy storage device in a standard charging mode when it is determined that the engine is in a constant speed operation state, wherein the constant speed operation state indicates that a change in the engine speed over a period of time is less than a change threshold value; controlling the electric energy conversion unit to charge the electric energy storage device in a low-power charging mode when it is determined that the engine is in an accelerated operating state, wherein the accelerated operating state indicates that the engine speed increases over a period of time, and the power used by the electric energy conversion unit to charge the electric energy storage device in the low-power charging mode is less than the power used to charge the electric energy storage device in the standard charging mode; and When it is determined that the engine is in the deceleration operation state, the electric energy conversion unit is controlled to charge the electric energy storage device in a high-power charging mode, wherein the power used by the electric energy conversion unit to charge the electric energy storage device in the high-power charging mode is greater than the power used to charge the electric energy storage device in the standard charging mode.

8. The power processing system according to claim 7, characterized in that: In the standard charging mode, the electric energy conversion unit charges the electric energy storage device with a standard output voltage. In the low-power charging mode, the electric energy conversion unit charges the electric energy storage device with a low-level output voltage lower than the standard output voltage. In the high-power charging mode, the electric energy conversion unit charges the electric energy storage device with a high-level output voltage higher than the standard output voltage.

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