Voltage regulator module

Abstract

The module is powered by an electrical generator (AGC) of a vehicle, which can be coupled to a battery (B), an electronic injection system (FIS) and headlight bulbs (LED) and comprises an injection module (MI) powered by the battery (B) and a microprocessor (MR) associated with: a zero detector circuit (CD0); respective thyristors (SRC) for powering the battery (B) and the headlight (LED) bulbs; and an integrated circuit (CI) that receives, from the microprocessor (MP), after the vehicle engine has started, a desired power supply voltage value situated within a predetermined range, said integrated circuit (CI) supplying a predetermined stable current to the headlight (LED) bulbs on the basis of the desired power supply voltage value received from the microprocessor (MP).

Description

“VOLTAGE REGULATOR MODULE” Technical field

[0001] The present invention relates to a voltage regulator module for supplying a stable and regulated voltage, in direct current, to different electrical components of a vehicle, particularly a motorcycle, and which are mainly defined by the electronic injection system, the battery charging system and, especially, the LED lamps of the high and low beam headlights.

[0002] The voltage regulator module of the invention proposes a way of controlling the voltage supplied by it to the different electrical components of a vehicle, particularly a motorcycle, capable of preventing abrupt voltage fluctuations, received from the vehicle's electrical generator, from causing undesirable and noticeable variations in the energization of said electrical components of the vehicle, particularly undesirable variations in voltage and direct current in the power supply of the LED headlight bulbs. Prior art

[0003] A voltage regulator module applied to a vehicle, particularly a motorcycle, and equipped with a battery, an electronic injection system, and headlights (high and low beam) with LED lamps, receives a voltage, in alternating current, from the output of a single-phase AGC electric generator, comprising a metal rotor and a stator composed of several coils, the rotor of the electric generator being rotatably driven from the shaft of the vehicle's engine, which, according to the invention, is usually defined by a motorcycle.

[0004] Due to its design, the AGC electric generator generates an AC alternating current signal and, therefore, generates an alternating voltage at its output. Because the rotor of the AGC electric generator is driven by the vehicle's engine shaft, the voltage and current supplied by the electric generator are variable, with amplitude and frequency largely dependent on the engine's angular velocity (rotation). The typical output of an AGC electric generator, of the type considered here, is shown in Figure 1 of the accompanying drawings.

[0005] As illustrated in Figure 1, the voltage output V0 has amplitudes Vm (positive) and –Vm (negative), periods T1 (positive part where V0 > 0V) and D1 (negative part where V0 < 0V), and the current i0 consequently has the same period with amplitudes Vm / R and –Vm / R, respectively. Typically, T1 = D1 for constant rotations of the rotor of the AGC electric generator, being inversely proportional to the rotation rate of said rotor, that is, the rotation imparted to the vehicle's engine, which is defined by the driver or by the characteristics of the usual variations that occur in the fuel supply system at idle.

[0006] Thus, the higher the vehicle's engine speed, the higher the frequency and amplitude of the signal generated by the AGC electric generator. This alternating and variable characteristic requires the use of a voltage regulator module, which is a component that transforms the signal received from the AGC electric generator into a stable voltage and direct current DC signal, making this Adequate power supply to the vehicle's various electrical components, defined by the electronic fuel injection system, the battery charging system, and, most importantly, the LED headlights. These vehicle electrical components operate within a narrow voltage range and consume high currents, always in DC mode.

[0007] The voltage regulator module operates using SCR thyristors. This type of component has three connectors: the base, the collector, and the emitter. Its function is to allow current to flow between the collector and emitter when a signal (pulse) is applied to the base. Unlike transistors, thyristors continue to allow current to flow even after the signal is removed from the base. Current flows until the collector voltage reaches 0 V. The thyristor then returns to its 'closed' state, preventing current flow until a voltage pulse is applied to its base.

[0008] As is well known, the voltage regulator module operates by using an SCR thyristor for each electrical component to be energized, defined by at least the battery and the headlight LEDs. One of these, usually the one associated with the battery, allows current to flow through the positive part of the AC voltage sinusoid, while the other allows current to flow through the negative part of the sinusoid supplied by the vehicle's electric generator. This provides direct current voltage independently to the vehicle's various electrical components. The electronic fuel injection system is usually powered directly by the battery, using DC current.

[0009] The moment of activation of each of the thyristors is done in a microprocessed manner, as the activation must occur precisely (at the moment represented by the angle α in figure 1), so that there is a supply of current and voltage, at an “average” value suitable for the immediate consumption of the electrical components connected to the electronic module.

[0010] Figure 2 of the attached drawings illustrates a simplified diagram (“macro”) of the electronic design of a state-of-the-art MR voltage regulator module.

[0011] To determine the optimal trigger point (at the moment represented by angle α in Figure 1) for the SCR thyristor, the MP microprocessor needs to measure the amount of current consumed at each moment by each of the electrical components, which are defined, in the diagram in Figure 2, by terminal LA of the LED headlights (high and low beam). To do this, an MC current meter is used in the form of a low-resistance, high-power shunt resistor, positioned in series with the various electrical components defined by the LEDs, so that, when subjected to the current consumed by them, it presents a voltage drop across its terminals. By measuring this voltage drop across the terminals of the shunt resistor (MC current meter), the MP microprocessor is able to calculate the current consumed by a respective LED electrical component. The FI electronic fuel injection system is powered directly by battery B.

[0012] Thus, for the correct activation of the SCR thyristors, the MP microprocessor of the MR voltage regulator module reads: - The instantaneous current consumption of the high and low beam LED lighting system, through the Shunt resistor of the MC current meter; and - The voltage of battery B, whose value is divided by a resistive voltage divider, to be within the reading capacity of the MP microprocessor.

[0013] In addition to these values, to define the correct drive strategies, the MR voltage regulator module's microprocessor must also characterize the signal coming from the AGC generator. To this end, the MP microprocessor has a "zero" detector circuit, CD0. This circuit measures the period of the generator's signal, which informs the user whenever the voltage level reaches 0 V, in the sinusoid illustrated in Figure 1.

[0014] Thus, to define the desired period (whether positive or negative), simply identify two consecutive pulses identified by the zero detector circuit CD0. The time elapsed between two consecutive identified pulses is the instantaneous period provided by the AGC electric generator.

[0015] At the TB terminal of the MR voltage regulator module, to be connected to battery B in the diagram in Figure 2, an LDO voltage regulator is also connected, which can be defined by an Infineon integrated circuit: TLS810D1EJV50XUMA1, capable of supplying a regulated voltage of 5V and up to 100mA, stabilized internally to the MR voltage regulator module. This voltage has, as a priority, to power the MP microprocessor, causing the MR voltage regulator module to have no functionality / operability if battery B is disconnected.

[0016] Having been established and identified, by the zero CD detector circuit 0,The time elapsed between two consecutive pulses is determined by software installed in the MP microprocessor, which effectively activates the SRC thyristors via their PS output pins, so that they switch to the "conducting" state at the exact point (represented by angle α in Figure 1). This allows the B electrical components and LEDs to be supplied with the desired resulting average voltage for the current flow required for the correct operation of the electrical components, as calculated by the MP microprocessor. A different strategy is adopted for each of the electrical consumer components connected to the MR voltage regulator module.

[0017] To control the battery B charging signal, a PID (proportional integrative and derivative controller) algorithm is implemented in the MP microprocessor software of the MR voltage regulator module. This PID algorithm takes as input the time elapsed between two consecutive pulses of the signal generated by the AGC electric generator, as explained previously, based on information provided by the zero-CD detector circuit. 0, and the current voltage of battery B, as previously mentioned.

[0018] The controller, implemented in the MP microprocessor software and using a PID algorithm, works as follows: based on the voltage present in battery B, the controller calculates a target output voltage (Vsetpoint). Based on the time of a positive current half-cycle, an average voltage Vmedian is generated by the generator. AGC, through the activation (at the moment represented by angle α in Figure 1) of a respective SCR thyristor. An error "e" is calculated by subtracting Vmean from Vsetpoint: e = Vsetpoint - Vmean. Using the error value (and the historical error value, that is, from the last "n" software iterations), the controller, implemented in the MP microprocessor software and using the PID algorithm, calculates a new activation point (angle α) of the SCR thyristor for the next half-cycle, which will generate a new resulting average voltage Vmean. In the next half-cycle, the calculation is repeated according to an iterative process.

[0019] Battery B is charged using the "positive" side of the generator cycle, where the generated voltage is greater than 0 V. This side is called the "positive half-cycle." The exact moment (angle α) of the positive half-cycle at which the base (gate) of the high-temperature SCR thyristor is activated, allowing battery B to be charged, is then determined by the output of the PID algorithm. The system calculates the exact moment (angle α) at ​​which the SCR thyristor activates in a current positive half-cycle, and this moment is applied only in the next positive half-cycle.

[0020] To supply constant current to the LED headlights, through terminal LK of the MR voltage regulator module, a logic development similar to that applied to the battery is applied, that is, from the reading of the input data (SCR thyristor activation time calculated in the previous interruption and the current voltage of battery B), the MP microprocessor activates the base (gate) of the high-temperature SCR thyristor operatively associated with the LEDs in the vehicle's headlights. To supply current to the LED headlights, the "negative" side of the alternating current voltage cycle generated by the electric generator is used. The generated voltage is less than 0 V, and this negative side of the voltage is called the "negative half-cycle."

[0021] The current supplied to the LEDs is controlled by reading the LED supply current using a current meter MC in the form of a shunt resistor, as mentioned above, and also by measuring the half-cycle time of the signal generated by the AGC generator via the zero detector circuit CD0. The dedicated PID algorithm then calculates the precise moment (angle α) at ​​which the high-temperature SCR thyristor dedicated to powering the LEDs turns on. Similarly, the MP microprocessor calculates the exact moment at which the respective thyristor turns on in a negative half-cycle, with the definition of this moment (angle α, Figure 1) being used only in the next negative half-cycle.

[0022] The LA terminal for the LEDs and the ground reference terminal E are electrically connected to each other in the circuit, with the LA terminal being the positive reference for the LEDs and the E terminal being the reference for the entire electronic circuit.

[0023] In addition to the above circuits, there is a voltage measuring circuit MV (figure 2) whose function is to monitor the values ​​obtained at terminal LK, in case of any anomalous situation, for example short circuit, open load or overvoltage, acting in conjunction with the voltage measuring circuit. MC current and providing information so that the MP microprocessor can make the correct decision to protect the electronic circuit, such as, for example, turning off the output permanently.

[0024] The MR voltage regulator module also has an FI pin or terminal for powering the vehicle's engine's electronic fuel injection system (FIS), specifically a motorcycle. The FI terminal defines an output derived from terminal TB to battery B and electrically isolated from terminal TB by a high-current rectifier diode D.

[0025] The well-known voltage regulator module construction MR also comprises a protection device DP that includes protection functions against battery disconnection B, possible battery overvoltage, high temperatures of the electronic circuit board of the microprocessor MP, short circuits, overcurrent, and a possible open load at the LA terminal supplying the high and low beam LEDs. Prior art problems

[0026] According to the known solution described above, the input data to the MP microprocessor is related to a current half-cycle, positive or negative, and the MP microprocessor's action will always be on the subsequent half-cycle. This situation is called a "delay" in strategy application.

[0027] If only applications with voltage and current generation are considered, in substantially linear regimes, with slow or non-abrupt variations in the intensity of voltage and current generation, the solution The well-known technique discussed above is perfectly applicable. This well-known technical solution is perfectly effective if, for example, only the charging function of the vehicle's battery B is considered.

[0028] However, in the case of motorcycles, two operational situations occur, defined by sudden acceleration and inconsistent engine speed fluctuations when operating with the transmission in "neutral," both in cases of electronic fuel injection and in cases of carburetor injection, when more pronounced variations occur. In this operational condition, the known technical solution discussed above has the drawback of allowing sudden and inconsistent variations in the vehicle's engine speed to cause undesirable variations in the brightness provided by the LED headlights.

[0029] The aforementioned drawback results from the fact that all calculations made to define the precise moment (angle α) for activating the base (gate) of the SCR thyristor of the LED headlights take into account the voltage of battery B (the load current of the activated LED electrical component) and the time of a current half-cycle, this activation moment being applied only in the following half-cycle in which a sufficiently large variation in the rotation of the engine and the electric generator may have already occurred, so that more or less current is delivered to the high and low beams, producing an undesirable variation in their brightness, especially with the vehicle engine operating with the gearbox in the “neutral” condition, at idle. Objective of the invention

[0030] The invention's main objective is to eliminate the aforementioned negative visual effect related to the variation in brightness of LED headlights as a function of the vehicle's engine speed, particularly when the engine is idling. Summary of the invention

[0031] Considering that the well-known technical solution of triggering the SCR base (gate), whether from the battery output or the LED headlight output, always occurs with a half-cycle delay, only a solution that does not directly depend on the analysis of the current half-cycle, to act on the following half-cycle, would be truly effective in eliminating the mentioned inconvenience related to the activation of the LED headlights, during rapid and inconstant variations in the vehicle's engine speed.

[0032] The invention aims to solve this problem by adding a component dedicated to supplying stabilized current to the LEDs, thus achieving constant, fluctuation-free illumination. Through controlled activation of the respective SCR thyristor, actuated by the MP microprocessor, according to the control procedure described in the prior art, the vehicle's electric generator supplies, with a predetermined voltage range, the said dedicated stabilized current supply component, which, in turn, supplies the high- and low-beam LEDs with said current. Advantages of the invention

[0033] With a new solution regarding the energization of the LED headlights, the main advantage of The invention aims to eliminate unwanted visual effects in any motorcycle engine operating situation, whether at idle, during rapid acceleration, or even at maximum acceleration, where engine speed is cut off. It should be noted that the positive characteristics already discussed in relation to the prior art continue to be utilized in the voltage regulator module of the present invention. Brief description of the drawings

[0034] The invention will be described below, with reference to the attached drawings, in which:

[0035] Figure 1 illustrates a graph representing the voltage and current output of an electric generator of the type considered here;

[0036] Figure 2 illustrates a simplified diagram (“macro”) of the electronic design of a state-of-the-art voltage regulator module; and

[0037] Figure 3 illustrates a simplified diagram of the electronic design of the MR voltage regulator module of the present invention. Description of the invention

[0038] As already mentioned, the objective of the invention is to maintain the main positive characteristics of the state-of-the-art voltage regulator module and to make the energization of the headlight LEDs, high and low, with a constant current at a predetermined value, in order to make the brightness of the headlight always stable to the human eye, in all situations of operation of the vehicle engine, particularly of a motorcycle.

[0039] Based on the aforementioned objective, the invention sought a solution that did not depend on a “shunt” resistor to monitor the output current (load on the electrical consumer component defined by the high and low beam LEDs) and that also did not depend directly on the analysis of the previous half-cycle for the MP microprocessor software to decide what would be the best firing angle α for the respective SCR thyristor, associated with the LEDs, in the subsequent half-cycle.

[0040] According to the invention, the MR voltage regulator module is now provided with an integrated circuit IC, specifically for powering LEDs, as can be seen in the diagram in figure 3, in which the components already known from the state of the art are defined by the same reference signals shown in the diagram in figure 2.

[0041] The integrated circuit IC is designed to provide its own constant current, for example 700mA, to power the high and low beam LEDs, when said integrated circuit IC is energized, from the MP microprocessor, with a predetermined voltage range which, in the present case, can be exemplified as being 25V±5V.

[0042] When powered by the MP microprocessor with a predetermined voltage, direct current, within a predetermined range, the IC integrated circuit ensures a stable current supply to the high and low beam LEDs. An example of an integrated circuit implementation is the Texas Instruments component, the LM3414. It should be understood that the IC integrated circuit can present different constructions, as long as it is capable of supplying the LEDs with a stable current, when powered from the MP microprocessor, with a predetermined voltage range.

[0043] The solution proposed by the invention provides excellent operating stability, as the output current for the LED headlights and the switching frequency (configurable items in this solution) are defined by discrete components, connected directly to the new integrated circuit IC, components that are obtained through mathematical calculations so that the operating characteristics are in accordance with the design data.

[0044] According to the invention, the software (PID algorithm) of the negative half-cycle, used to energize the headlight LEDs in the embodiment example considered here, is suitable for ensuring that the voltage supplying the new integrated circuit IC can also be stable enough so that there is no interference in the operation of the high and low beam headlight LEDs.

[0045] To ensure that the integrated circuit IC has a stable supply voltage within a predetermined range necessary to power the headlight LEDs with the desired stable current, a PID algorithm was developed with a configuration of proportional, integrative and derivative parameters capable of maintaining, through the operation of the MP microprocessor at a designed processing speed, the supply voltage of the integrated circuit IC within the aforementioned predetermined range, regardless of variations in the vehicle's engine speed, after starting, during sudden accelerations. very short duration and high intensity, even at the end of the accelerator stroke, where the rpm is cut in order to protect the motorcycle engine.

[0046] To maintain the power supply characteristics of the headlight LEDs, with a stable and predetermined current, regardless of variations in the vehicle's engine speed, the processing time, by the microprocessor (MP), of the parameters related to the voltage generated and the time elapsed in each half-cycle, with the vehicle's engine in operation, is multiple times greater than the time the engine needs to change its speed by a value that produces, by the electric generator (ACG), a voltage at a value that cannot be processed by the microprocessor (MP), said processing time maintaining the power supply voltage of the integrated circuit (IC) within the predetermined range, regardless of variations in the vehicle's engine speed.

[0047] The PID algorithm, implemented in the MP microprocessor software, is applied in feedback control systems. In this case, during engine start-up, when the first negative half-cycle occurs, detected by the zero-CD detector circuit o , the MP microprocessor determines the triggering of the respective SCR thyristor only after a period of time has elapsed, for example 90% of the time, in relation to a maximum estimated time for each initial half-cycle in the engine starting condition. This feature of the present solution prevents the voltage supplied to the integrated circuit from exceeding a safety value, even if in this phase of starting the vehicle's engine, the voltage supplied to the integrated circuit does not range to that of the predetermined range for stable LED operation.

[0048] After the engine has started operating, with the succession of half-cycles detected by the zero CD detector circuit o, the PID algorithm compares a voltage value, measured in each half-cycle (in the present example, each negative half-cycle) in the time elapsed between two consecutive pulses of the signal generated by the AGC electric generator, from the information provided by the zero CD detector circuit 0, with a desired value for the supply voltage of the integrated circuit IC, this voltage being designed so that the integrated circuit IC supplies the headlight LEDs with a predetermined stable current.

[0049] By comparing the value of the voltage supplied by the AGC electric generator in each half-cycle with the desired voltage value, the PID algorithm, implemented in the MP microprocessor software, adjusts the value of the supply voltage to be supplied to the IC integrated circuit, reducing the difference between the measured value and the desired value, so that the value of the supply voltage to the IC integrated circuit remains within the predetermined range required for the IC integrated circuit to supply the headlight LEDs with a stable and predetermined current.

[0050] The PID algorithm was developed to allow the microprocessor to supply, to the integrated circuit IC, a voltage value within a predetermined range, for example, 25V±5V, even though the voltage measured in each half-cycle of operation of the AGC electric generator can vary within ranges with values ​​much higher than minimum admissible value for the correct operation of the integrated circuit, these values ​​being considered those known for the operating conditions of extreme acceleration of a certain range of vehicle models, particularly motorcycles.

[0051] As mentioned above, the voltage adjustment range, provided by the PID algorithm implemented in the MP microprocessor, allows the same MR voltage regulator module to be applied to motorcycles with different maximum voltage generation values ​​depending on the speed applied to the electric generator with the possible variations in engine speed.

[0052] The way the PID algorithm in question acts becomes individualized depending on the load placed on each component of the algorithm. Classically, the design and configuration definition of a PID has a weight (or multiplicative factor) for each of its “PID” components: a component proportional to the error verified (proportional multiplicative factor K P ), a component proportional to the rate of change of the verified error (derivative multiplicative factor K D ) and a component proportional to the integral, in time, of the verified error (integrative multiplicative factor K I). In the software used, the component that carries the most weight in the corrections is the derivative parameter, which acts as a kind of brake on the oscillations that occurred. The derivative parameter acts proportionally to the rate of change of the observed error (the variation in the measured voltage) and, thus, acts quickly on the changes observed in the oscillations, thus minimizing them.

[0053] Regarding the switching frequency, it should be noted that in the state-of-the-art configuration, the current variation is optically perceived when the motorcycle engine is idling, as this effect occurs at a rate of around 10Hz, which is perceptible to the human eye. In the new solution, the IC's operating frequency is above 250kHz, making current control with imperceptible variations.

[0054] Another important point to note concerns the issue of output protections implemented in the prior art. In the present invention, all of these functions have been maintained, previously implemented through software algorithms, but are now implemented by the new integrated circuit IC. Protections against overcurrent, short-circuit, and open load remain within the values ​​expected for the design, making the product extremely robust.

Claims

1 / 3 CLAIMS 1. Voltage regulator module to be powered by an electric generator (AGC) of a vehicle, such as a motorcycle, coupleable to a battery (B), to an electronic injection system (FIS) powered by the battery (B) and to the lamps (LED) of the vehicle's headlights and comprising a microprocessor (MR) which is operatively associated with: a “zero” detector circuit (CD 0); the respective thyristors (SRC) for energizing the battery (B) and the headlight bulbs (LED), the voltage regulator module (MR) being characterized by the fact that it also comprises an integrated circuit (CI) that receives, from the microprocessor (MP), after starting the vehicle's engine, a desired supply voltage value and located within a predetermined range, said integrated circuit (CI) supplying, to the headlight (LEDs) and from the desired supply voltage value, received from the microprocessor (MP), a predetermined stable current, the desired supply voltage value, supplied by the microprocessor (MP) to the integrated circuit (CI), corresponding to a reduction, by processing, using a PID algorithm implemented in the microprocessor (MP) software, of proportional, integrative and derivative parameters, of the difference between a measured voltage value, generated by the electric generator (AGC),between every two consecutive pulses subsequent to the vehicle engine starting and detected by the zero detector circuit (CD, 0 ) , and the desired supply voltage value.

2. Module, according to claim 1, characterized by the fact that the processing time, by 2 / 3 microprocessor (MP), of the parameters related to the voltage generated and the time elapsed in each half-cycle, with the vehicle engine in operation, is multiple times greater than the time the engine needs to change its rotation by a value that produces, by the electric generator (ACG), a voltage at a value that cannot be processed by the microprocessor (MP), said processing time maintaining the supply voltage of the integrated circuit (IC) within the predetermined range, regardless of variations in the rotation of the vehicle engine.

3. Module, according to either of claims 1 or 2, characterized in that the microprocessor (MP) determines the triggering of the thyristor (SCR), operatively associated with the headlight bulbs (LED), only after a period of time has elapsed from the start, detected by the zero CD detector circuit. o, of an estimated maximum time for the first half-cycle in the vehicle engine starting condition.

4. Module, according to claim 3, characterized by the fact that the period of time, in which the thyristor (SCR) associated with the lamps (LED) remains non-conductive from the beginning of the first half-cycle in the vehicle engine starting, is determined, as a function of the estimated maximum time for this half-cycle, preventing the voltage supplied to the integrated circuit (IC), by the microprocessor (MP), from exceeding a predetermined safety value.

5. Module, according to any one of claims 1 to 4, characterized by the fact that the algorithm (PID), implemented in the microprocessor (MP) software, compares a voltage value, measured in each half-cycle of a 3 / 3 succession of half-cycles with the vehicle engine in operation and defined by the time between two consecutive pulses of the signal generated by the electric generator (AGC), from the information provided by the zero detector circuit (CD 0), with the desired value for the supply voltage of the integrated circuit (IC).

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