Claims:WE CLAIM:
1. A vehicle safety system (100) comprising:
an alternator (110) coupled with an engine (120); and
a control unit (130) coupled with the alternator (110), the control unit (130) configured to:
detect a fault in the alternator (110) or in a wiring harness connecting the alternator (110) and the control unit (130); and
generate a control signal to cease current supply from the alternator (110).

2. The vehicle safety system (100) as claimed in claim 1, comprising an Engine Control Unit (ECU) (140) coupled to the control unit (130) wherein the ECU (140) is configured to receive the control signal from the control unit (130).

3. The vehicle safety system (100) as claimed in claim 2, wherein the ECU (140) is configured to stop the engine (120) whereby the alternator (110) is stopped and current supply from the alternator (110) is ceased.

4. The vehicle safety system (100) as claimed in claim 2, wherein the control signal is configured to disable the ECU (140) whereby the engine (120) is stopped causing the alternator (110) to stop.

5. The vehicle safety system (100) as claimed in claim 2, wherein the ECU (140) and the control unit (130) are connected by a wire.
6. The vehicle safety system (100) as claimed in claim 2, wherein communication between the ECU (140) and the control unit (130) is established by a communication network.

7. The vehicle safety system (100) as claimed in claim 1, comprising a switch (150) connected between the control unit (130) and the alternator (110) wherein the control signal is configured to turn OFF the switch (150) thereby disconnecting the alternator (110) from the control unit (130) and ceasing the current supply from the alternator (110).

8. The vehicle safety system (100) as claimed in claim 7, wherein the switch (150) comprises a normally-open relay switch (151) having a coil (151a) connected to the control unit (130), the control signal de-energizes the coil (151a) thereby disconnecting the alternator (110) from the control unit (130) and ceasing the current supply from the alternator (110).

9. The vehicle safety system (100) as claimed in claim 7, wherein the switch (150) is selected from: Metal-Oxide-Semiconductor Field-Effect Transistors (MOSFET), Bipolar-Junction Transistors (BJT), Insulated-Gate Bipolar Transistors (IGBT), and thyristors.

10. The vehicle safety system (100) as claimed in claim 1, comprising a switching unit (160) coupled to the control unit (130), the switching unit (160) configured to convert an AC input from the alternator (110) to a DC output.

11. The vehicle safety system (100) as claimed in claim 1, wherein the alternator (110) comprises an Integrated Starter Generator (ISG) machine.

12. The vehicle safety system (100) as claimed in claim 11, wherein the control unit (130) comprises an Integrated Starter Generator (ISG) controller.

13. A method for ceasing current supply from an alternator (110) of a vehicle, the method comprising the steps of:
detecting (401), by a control unit (130), a fault in the alternator (110) or in a wiring harness connecting the alternator (110) and the control unit (130); and
generating (402), by the control unit (130), a control signal to cease current supply from the alternator (110).

14. The method as claimed in claim 13, comprising the step of receiving (403), by an Engine Control Unit (ECU) (140), the control signal from the control unit (130).

15. The method as claimed in claim 14, comprising the step of stopping (405), by the ECU (140), an engine (120) coupled with the alternator (110) thereby ceasing current supply from the alternator (110).

16. The method as claimed in claim 14, comprising the step of disabling (404), by the control signal, the ECU (140) thereby ceasing current supply from the alternator (110).

17. The method as claimed in claim 13, comprising the step of turning OFF (406), by the control signal, a switch (150) connected between the control unit (130) and the alternator (110), thereby disconnecting the alternator (110) from the control unit (130) and ceasing the current supply from the alternator (110).

18. The method as claimed in claim 13, comprising the step of converting (407), by a switching unit (160), an AC input from the alternator (110) to a DC output, the switching unit (160) being coupled with the control unit (130).
, Description:FIELD OF THE INVENTION
[001] The present invention relates to a vehicle safety system and a method for ceasing current supply from an alternator.

BACKGROUND OF THE INVENTION
[002] Motor vehicles are generally provided with a battery for cranking an engine and to provide electrical power to various electrical components provided on the motor vehicle. In this regard, an alternator is generally provided in the motor vehicles to supply electric power for charging the battery. The alternator is coupled with the engine and operates to provide an alternating current. The alternating current is then fed to a rectifier which converts the alternating current to a direct current which is eventually used to charge the battery. As such, there exist an AC line between the alternator and the rectifier, and a DC line between the battery and the electrical components.
[003] An electrical safety device in the form of a fuse is generally provided in the DC line. Accordingly, in case of any fault in the DC line, the fuse will get open and power supply from the battery is ceased thereby protecting the DC line from any damage. However, no such safety device is provided on the AC line. As a result, even in case of any fault in the alternator or in the rectifier or in the wire connecting the alternator and the rectifier, the alternator keeps on supplying current to wires connecting the alternator and the rectifier.
[004] The amount of current on the AC line is typically very high and therefore high current wires are generally employed to conduct the high current from the alternator. As a result, in case of any fault such as short circuit in the AC line, the alternator being driven by the engine keeps on supplying high current through the wires. If the fault goes unnoticed or is not taken care of, the high current flowing in the wire causes temperature of the wire to rise drastically. Such increase in temperature may also melt the wire and may also become reason for a fire in the vehicle. Thus, unprotected AC line is a potential safety issue to a rider and people nearby.
[005] Thus, there is a need in the art for a vehicle safety system and a method for ceasing current supply from an alternator which addresses at least the aforementioned problems.

SUMMARY OF THE INVENTION
[006] In one aspect, the present invention is directed to a vehicle safety system. The vehicle safety system includes an alternator coupled with an engine; and a control unit coupled with the alternator. The control unit is configured to: detect a fault in the alternator or in a wiring harness connecting the alternator and the control unit; and generate a control signal to cease current supply from the alternator.
[007] In an embodiment of the invention, the vehicle safety system also includes an Engine Control Unit (ECU). The ECU is coupled to the control unit and is configured to receive the control signal from the control unit. In an embodiment, the ECU is also configured to stop the engine whereby the alternator is stopped and current supply from the alternator is ceased. In another embodiment, the control signal is also configured to disable the ECU whereby the engine is stopped causing the alternator to stop. The ECU and the control unit are connected by a wire. In an embodiment, communication between the ECU and the control unit is established by a communication network.
[008] In a still another embodiment of the invention, the vehicle safety system also includes a switch. The switch is connected between the control unit and the alternator. The control signal is configured to turn OFF the switch, thereby disconnecting the alternator from the control unit and ceasing the current supply from the alternator. In an embodiment, the switch includes a normally-open relay switch. The normally-open relay switch has a coil connected to the control unit. The control signal de-energizes the coil, thereby disconnecting the alternator from the control unit and ceasing the current supply from the alternator.
[009] In a still further embodiment, the switch is selected from Metal-Oxide-Semiconductor Field-Effect Transistors (MOSFET), Bipolar-Junction Transistors (BJT), Insulated-Gate Bipolar Transistors (IGBT), and thyristors.
[010] In another embodiment of the invention, the vehicle safety system also includes a switching unit coupled to the control unit. The switching unit is configured to convert an AC input from the alternator to a DC output.
[011] In yet another embodiment of the invention, the alternator includes an Integrated Starter Generator (ISG) machine. Accordingly, the control unit includes an Integrated Starter Generator (ISG) controller.
[012] In another aspect, the present invention is directed to a method for ceasing current supply from an alternator of a vehicle. The method includes the steps of: detecting, by a control unit, a fault in the alternator or in a wiring harness connecting the alternator and the control unit; and generating, by the control unit, a control signal to cease current supply from the alternator.
[013] In an embodiment of the invention, the method also includes the step of receiving, by an Engine Control Unit (ECU), the control signal from the control unit. In an embodiment, the method includes the step of stopping, by the ECU, an engine coupled with the alternator thereby ceasing current supply from the alternator. In another embodiment, the method further includes the step of disabling, by the control signal, the ECU thereby ceasing current supply from the alternator.
[014] In still another embodiment of the invention, the method includes the step of turning OFF, by the control signal, a switch connected between the control unit and the alternator, thereby disconnecting the alternator from the control unit, and ceasing the current supply from the alternator.
[015] In a further embodiment of the invention, the method includes the step of converting, by a switching unit, an AC input from the alternator to a DC output. The switching unit is coupled with the control unit.

BRIEF DESCRIPTION OF THE DRAWINGS
[016] Reference will be made to embodiments of the invention, examples of which may be illustrated in accompanying figures. These figures are intended to be illustrative, not limiting. Although the invention is generally described in context of these embodiments, it should be understood that it is not intended to limit the scope of the invention to these particular embodiments.
Figure 1 illustrates a vehicle safety system in accordance with an embodiment of the present invention.
Figure 2 illustrates the vehicle safety system of Figure 1 with a normally-open relay switch having a coil connected between a control unit and an alternator in accordance with an embodiment of the present invention.
Figure 3 illustrates a representative circuit of the vehicle safety system in accordance with an embodiment of the present invention.
Figure 4 illustrates the circuit of Figure 3 with the normally-open relay switch having the coil and a relay switch in accordance with an embodiment of the present invention.
Figure 5 illustrates a method for ceasing current supply from an alternator of a vehicle in accordance with an embodiment of the present invention.
Figures 6 shows details of the steps illustrated in Figure 5 in accordance with an embodiment of the present invention.

DETAILED DESCRIPTION OF THE INVENTION
[017] Various features and embodiments of the present invention here will be discernible from the following further description thereof, set out hereunder. In the ensuing exemplary embodiments, the vehicle is a two wheeled vehicle. However, it is contemplated that the disclosure in the present invention may be applied to any automobile capable of accommodating the present subject matter without defeating the spirit of the present invention.
[018] In one aspect, the present invention relates to a vehicle safety system.
[019] As shown in in Figure 1, the vehicle safety system 100 includes an alternator 110 coupled with an engine 120, an Engine Control Unit (ECU) 140, and a switching unit 160.
[020] The vehicle safety system 100 also includes a control unit 130. The control unit 130 is coupled with the alternator 110, the ECU 140, and the switching unit 160. The control unit 130 is configured to detect a fault in the alternator 110 or in a wiring harness connecting the alternator 110 and the control unit 130; and generate a control signal to cease current supply from the alternator 110.
[021] In the present context, the fault may include situations such as a failure or short circuit conditions wherein the wiring harness experiences excess current load. Fault is also possible in situations wherein the wiring harness gets pinched by the vehicle’s frame, wrong connection of positive and negative terminal in one or more electrical components of the vehicle, and the electrical component malfunction. It is further also possible that the fault is detected in the alternator itself, thereby leading to excess current being supplied to the control unit 130.
[022] The ECU 140 is configured to receive the control signal from the control unit 130. The ECU 140 is also configured to stop the engine 120 whereby the alternator 110 is stopped and current supply from the alternator 110 is ceased.
[023] In one embodiment, the control signal is configured to disable the ECU 140 whereby the engine 120 is stopped. This causes the alternator 110 to stop.
[024] In another embodiment, the ECU 140, and the control unit 130 are connected by a wire. Said otherwise, an exclusive connection between the ECU 140 and the control unit 130 is provided by means of the wire for communicating with the ECU in case of fault. In a further embodiment, communication between the ECU 140 and the control unit 130 is established by a communication network. It may be noted that wire connection as well as communication network can be implemented to support the communication between the ECU and the control unit.
[025] In an embodiment, the alternator 110 includes an Integrated Starter Generator (ISG) machine. Accordingly, the control unit 130 includes an ISG controller.
[026] In an embodiment, the control unit 130 and the switching unit 160 are together referred to as a regulation unit 180 (shown in Figure 2).
[027] As shown in Figure 2, the vehicle safety system also includes a switch 150 and an ignition switch 200. The switch 150 is connected between the control unit 130 and the alternator 110. In this regard, in an embodiment of the invention, the control signal is configured to turn OFF the switch 150. This results in the alternator 110 and the control unit 130 being disconnected, thereby ceasing the current supply from the alternator 110.
[028] In an embodiment, as shown in Figure 2, the switch 150 includes a normally-open relay switch 151. The normally-open relay switch 151 includes a coil 151a and a relay switch 151b. The coil 151a is connected to the control unit (130), while the relay switch 151b is connected with the alternator 110 and the control unit 130. In another embodiment, the switch 150 can be selected from Metal-Oxide-Semiconductor Field-Effect Transistors (MOSFET), Bipolar-Junction Transistors (BJT), Insulated-Gate Bipolar Transistors (IGBT), and thyristors. Therefore, in case of the fault being detected by the control unit 130, the control unit 130 does not activate the coil 151a and thus the switch 151b remains in open state thereby ceasing supply of current from the alternator 110.
[029] Referring to Figure 3, which illustrates an electrical circuit representing the vehicle safety system 100 in accordance with an embodiment of the invention. As shown in Figure 3, the ignition switch 200 is connected to the regulation unit 180. The regulation unit 180 is coupled with the ECU 140.
[030] The alternator 110 is coupled to the regulation unit 180, particularly the control unit 130. The battery 210 is coupled to the ignition switch 200 via a fuse 220. The fuse is configured to safeguard a DC line extending between the battery 210 and the regulation unit 180 during a fault. The vehicle safety system 100 safeguards the AC line extending between the alternator 110 and the regulation unit 180 during the fault, as described herein.
[031] Further, with reference to Figure 3, a DC load 230 is coupled to the ECU 140 and the ignition switch 200. A display unit 190 is coupled with a speedometer (not shown in Figures) and the ignition switch 200. The ECU 140 is further coupled with a crank sensor 170, an ignition coil 240, fuel pump 250, fuel injector 260, and plurality of sensors 270 in the vehicle. The ignition coil is coupled with a spark plug 280.
[032] In the present context, a normal operation of the vehicle is defined as an electrical condition without any fault in the electrical circuit. During the normal operation, the crank sensor 170 provides cranking data to the ECU 140. The cranking data corresponds to the position of a crankshaft. The alternator 110 provides an AC input to the regulation unit 180, particularly the switching unit 160. The switching unit 160 is configured to convert the AC input to a DC output, which is then supplied to the battery 210.
[033] Once the ignition switch 200 is actuated by the rider, a start signal is received by the ECU and other input signals received by the display unit 190 and the DC load 230. When the engine 120 has started, the battery 210 charging begins through the alternator.
[034] In case a fault is detected in the alternator 110 or in the wiring harness connecting the alternator 110 and the control unit 130, the present invention ensures safety of the vehicle and the rider in multiple ways.
[035] In a first embodiment, when the fault is detected, the control unit 130 generates the control signal. The control signal is configured to disable the ECU 140, which in turn stops the engine 120. This results in the alternator 110 being stopped and current supply being ceased. For this, the ECU 140, and the control unit 130 are connected by an exclusive connection, i.e. the wire and/ or communicate with each other by a communication network.
[036] In a second embodiment, when the fault is detected, the control unit generates the control. The ECU 140 is configured to stop the engine 120 upon receipt of the control signal. This results in the alternator 110 being stopped and current supply being ceased. In the second embodiment, it is possible that the ECU 140 itself is not disabled, unlike the first embodiment.
[037] In a third embodiment, when the fault is detected, the control unit generates the control. The control signal is configured to turn OFF the switch 150 thereby disconnecting the alternator 110 from the control unit 130 and ceasing the current supply from the alternator 110. In this regard, the normally-open relay switch 151 is shown in Figure 4. The control signal de-energizes the coil 151a which causes the relay switch 151b to be remain in open position thereby disconnecting the alternator 110 from the control unit 130 and ceasing the current supply from the alternator 110.
[038] As described hereinbefore, the control unit 130 is configured to detect the fault and generate the control signal to cease the current supply from the alternator 110. In this regard, reference is now made to Figures 5 and 6 which illustrate configuration of the vehicle safety system 100 and a method for ceasing current supply from the alternator 110. As shown in Figure 5, at step 401, the control unit 130 detects the fault in the alternator 110 or in the wiring harness connecting the alternator 110 and the control unit 130.
[039] Subsequently, at step 402, the control unit 130 generates the control signal to cease the current supply from the alternator 110. Thereafter, the ECU 140 is configured to receive the control signal from the control unit 130, as shown at step 403.
[040] As already discussed, the present invention ensures safety of the vehicle and the rider in several ways. In an embodiment, as shown at step 404, the control signal is configured to disable the ECU 140, thereby resulting in the engine 120 to be stopped. This causes the alternator 110 to stop and the current supply being ceased. Hence, the step 404 corresponds to the first embodiment described hereinabove.
[041] In another embodiment, as shown at step 405, the ECU 140 is configured to stop the engine 120 upon receipt of the control signal, thereby causing the alternator 110 to stop and the current supply being ceased. Hence, the step 405 corresponds to the first embodiment described hereinabove.
[042] In yet another embodiment, as shown at step 406, the control signal itself is configured to turn OFF the switch 150, in particular the normally-open relay switch 151, thereby disconnecting the alternator 110 from the control unit 130 and ceasing the current supply from the alternator 110. Hence, the step 406 corresponds to the first embodiment described hereinabove.
[043] It should be readily understood that prior to detecting the fault in the alternator 110 or in the wiring harness, i.e. during the normal operation of the vehicle, the ignition switch 200 is actuated by the rider and the start signal is received by the ECU 140 during the normal operation of the vehicle. This is shown as step 400 in Figure 6.
[044] Further during the normal operation of the vehicle, the switching unit 160 in the regulation unit 180 is configured to convert the AC input from the alternator 110 to the DC output, which is then supplied to the battery 210 for charging. This is show at step 407 in Figure 6.
[045] Advantageously, the control unit 130 of the present invention detects the fault and generates the control signal to cease the current supply from the alternator 110. Thus, AC line is adequately protected by the present invention. As a result, damage to wires, rectifiers and other electrical components is prevented. This also increases the life of the components. Further, since the engine 120 stops during a fault on the AC line, the injector 260 no longer supplies fuel to the engine 120 and thus, further spread of the fault and its potential effect to the vehicle is avoided.
[046] Moreover, since the present invention prevents excess current load on the electrical system, the possibility of the electrical components catching fire is minimal or zero. Hence, the safety of the rider is ensured.
[047] While the present invention has been described with respect to certain embodiments, it will be apparent to those skilled in the art that various changes and modification may be made without departing from the scope of the invention as defined in the following claims.