AU2015101032B4 - A Charging System for a Multiple Battery System - Google Patents

Abstract

A charging system for a multiple battery system provided in a vehicle having a starter motor to start the vehicle and an alternator to charge the multiple battery system, the charging system including at least two batteries, a solenoid electronically coupled to the at least two batteries, a voltage sensor relay to sense the input voltage and automatically connect/disconnect at least one of the at least two batteries at one or more set voltages and a manual switch allowing selection of any one of the at least two batteries whilst isolating the remaining batteries, all of the at least two batteries and isolating all of the batteries.

Description

I A CHARGING SYSTEM FOR A MULTIPLE BATTERY SYSTEM TECHNICAL FIELD [0001] The present invention relates to a charging system for a multiple battery system. BACKGROUND ART [0002] A traditional dual battery system uses a dual battery isolator to connect the start battery and auxiliary battery in the vehicle. The way this system works is that the alternator chargers the start battery and when it has enough charge in it the dual battery isolator connects the two batteries so that the alternator charge flows across the start battery and into the auxiliary battery. [0003] This system is less than ideal as the two batteries are usually of different types with one being a start battery designed for high cranking and one being a deep cycle battery designed to run fridges, etc. These systems are especially bad when you use a calcium or calcium composite deep cycle battery. These batteries need around 14.7-15 volts to charge correctly and with many alternators being around 14.3-14.5 volts and the voltage then having to flow over the start battery and through the isolator and wiring which also creates a voltage drop the auxiliary in many systems will only charge 65-80% in many cases. There are two problems with this. [0004] The first is if you don't charge the battery to, or close to, 100% the battery life will tend to decrease. If this is your situation good advice is to charge your auxiliary battery on a regular basis with a good quality 240V powered battery charger. This will fully charge the battery and extend its working life. The second problem is you should only really draw your deep cycle battery down to around 50% charge, anymore than this on a regular basis will shorten your battery life. So if you battery is only charging to 75% you effectively only have 25% (75% 50% = 25%) usable battery capacity compared to a fully charged battery 100%-50% = 50% usable capacity or double the first example. [0005] The effectiveness of the above-described system can be maximised if the batteries are of the same type. [0006] A solenoid system, this uses an electric solenoid (normally controlled by an electronic box) to turn on and off the second battery for charging and starting. This is probably the most commonly used system because like a battery switch system (allowing a user to chose which of the two batteries is used and charged by selection between them using a switch), the vehicle is started off the auxiliary battery if needed. The problems with this system include the connection of a flat battery behind a charged battery which, because of the sensing nature of an alternator, only allows the flat battery to receive a small amount of current to recharge it. It also has the accessories running off the auxiliary battery and starts off the main battery. If by chance the user accidentally leaves an appliance on overnight like an interior light or the radio then both batteries can be flat. [0007] These systems also normally makes sure the main battery is up to about 13.5 volts before connecting the auxiliary battery to be charged, which inadvertently reduces the amount of current the alternator is producing to charge the auxiliary battery. [0008] It will be clearly understood that, if a prior art publication is referred to herein, this reference does not constitute an admission that the publication forms part of the common general knowledge in the art in Australia or in any other country. SUMMARY OF INVENTION [0009] The present invention is directed to a charging system for a multiple battery system, which may at least partially overcome at least one of the abovementioned disadvantages or provide the consumer with a useful or commercial choice. [0010] With the foregoing in view, the present invention in one form, resides broadly in a charging system for a multiple battery system provided in a vehicle having a starter motor to start the vehicle and an alternator to charge the multiple battery system, the charging system including a) at least two batteries, b) a solenoid electronically coupled to the at least two batteries, c) a voltage sensor relay to sense the input voltage and automatically connect/disconnect at least one of the at least two batteries at one or more set voltages; and d) a manual switch allowing selection of any one of the at least two batteries whilst isolating the remaining batteries, all of the at least two batteries and isolating all of the batteries. [0011] The charging system will preferably include a connection to the vehicle power supply system which typically includes a starter motor electrically connected to the at least two batteries, and an alternator to generate electrical power to charge the at least two batteries whilst the vehicle is running.

[0012] In use, the charging system of the preferred embodiment will operate in association with the vehicle power supply, normally including an alternator, to charge the at least two batteries, allow the user to select which battery or batteries to use in different circumstances and isolate others so that the battery or batteries having lower charge do not drain the battery or batteries chosen for use. [0013] The system of the present invention includes at least two batteries. Typically there will be only two batteries, normally designated a primary or main battery and a secondary or auxiliary battery but there could be more than two batteries provided. Any type of batteries may be used but typically, the batteries will be a lead acid battery formed from multiple galvanic cells connected in series. Importantly, the manual switch allows the user to choose which battery is designated as the "primary" battery and which is designated as the "secondary" battery or to connect them for maximum cold cranking amps. [0014] The main and auxiliary batteries are normally connected in series to one another through the manual switch. The main battery is typically connected to the alternator, first in line and the auxiliary battery or batteries are typically piggybacked off the main battery. [0015] Preferably, each of the at least two batteries will be of the same type, for example lead acid or deep cycle as this may assist with the elimination of preferential or differential charging issues. It is also preferred that the at least two batteries are preferably of the same size and characteristics although this is not essential. [0016] The solenoid of the preferred embodiment is an electric solenoid (normally provided with an electronic control) to turn on and off the second battery for charging and starting. A conventional solenoid system also normally ensures the main battery is up to about 13.5 volts before connecting the auxiliary battery to be charged. This may reduce the amount of current the alternator is producing to charge the auxiliary battery but the user can preferably use the manual switch to override the selection to bypass the main battery whereupon the alternator would sense the lower charge in the auxiliary battery and charge accordingly or vice versa. [0017] The solenoid will preferably allow the batteries in the system to be coupled together and also to allow selection of one or more batteries for use, whilst isolating the remaining batteries. The selection of batteries will typically be automatic unless the selection is manually overridden using the manual switch provided as a part of the invention. [0018] The solenoid will preferably be a 100 amp, 12 V solenoid.

_r [0019] Typically, each of the batteries in the system is connected to the solenoid. The solenoid is typically earthed or grounded. The solenoid of the preferred embodiment is typically connected to the electrical input from the vehicle power supply including an alternator, through the voltage sensor relay. [0020] The voltage sensor relay ("VSR") is preferably provided to connect and disconnect the battery or batteries to the input and to the output as required by the user both automatically in relation to charging but also manually in relation to charging and especially manually in relation to use. [0021] Any type of voltage sensor relay can be used. The voltage sensor relay may measure or monitor the voltage over a common circuit including across one or more of the batteries. The voltage sensor relay will typically work in concert with the solenoid during charging and also during use to ensure that the batteries required or desired for charging or use are correctly selected with a manual override provided. [0022] The VSR is typically a sensor that monitors line voltage and provides a relay contact when the line voltage reaches a predetermined level. The pickup voltage setting may be adjustable, but settable at a particular level and determines the point of transfer as the input increases. Dropout voltage is normally fixed as a percentage of the pickup and controls retransfer as the input decreases. [0023] When the pickup level is detected, the sensor preferably energizes the relay coil and the contact transfer is made. When the dropout level is detected, the sensor retransfers the contacts to the de-energized state of the relay. A voltage sensor relay can be used to transfer between preferred and alternate voltage sources. It could also be used as a line monitor that detects a low or high voltage condition of a single phase or three phase source. [0024] The dropout or cut-out preferably has a delay (conventional delays are approximately 5 seconds) preventing the relay from disconnecting during a momentary drop in voltage. [0025] The VSR is preferably surge protected. An indicator (on/contact closed) is preferably provided indicating the operational status of the VSR. [0026] Normally, the VSR is provided in a sealed and/or weatherproof housing and it may be provided in a housing containing other components of the system for example the solenoid. [0027] The present invention also a manual switch allowing selection of any one of the at least two batteries whilst isolating the remaining batteries, all of the at least two batteries and isolating all of the batteries. The manual switch will preferably allow a first battery or batteries to be used with a second battery or batteries isolated or a second battery or batteries to be used with the first battery or batteries isolated or use of both or all batteries together for maximum cold cranking amps (CCA). [0028] Further, the manual switch will preferably allow deactivation of the system isolating all of the batteries so that none of the batteries can be drained and/or accessed preferably, the vehicle power supply will access the charging system of the preferred embodiment through the manual switch. [0029] This allows a user to manually select one of the batteries for use. The other batteries will then be isolated and the selected battery will be used for whatever the user chooses. That battery will then be charged and when the battery reaches approximately 13.2 V (for a 12V battery) the charging will switch to the other battery(ies). So the use is selected manually and then the charging side may be automated. [0030] Any of the features described herein can be combined in any combination with any one or more of the other features described herein within the scope of the invention. [0031] The reference to any prior art in this specification is not, and should not be taken as an acknowledgement or any form of suggestion that the prior art forms part of the common general knowledge. BRIEF DESCRIPTION OF DRAWINGS [0032] Preferred features, embodiments and variations of the invention may be discerned from the following Detailed Description which provides sufficient information for those skilled in the art to perform the invention. The Detailed Description is not to be regarded as limiting the scope of the preceding Summary of the Invention in any way. The Detailed Description will make reference to a number of drawings as follows: [0033] Figure 1 is a schematic illustration of a charging system for a multiple battery system according to a preferred embodiment of the present invention. DESCRIPTION OF EMBODIMENTS [0034] According to a particularly preferred embodiment of the present invention, a charging system for a multiple battery system is provided.

[0035] The preferred charging system for a multiple battery system provided in a vehicle having a starter motor to start the vehicle and an alternator to charge the multiple battery system is illustrated in Figure 1. As illustrated, the charging system includes two batteries 10, 11, a solenoid 12 electronically coupled to the batteries 10, 11, a voltage sensor relay 13 to sense the input voltage from the vehicle power supply and automatically connect/disconnect the batteries 10, 11 at one or more set voltages and a manual switch 14 allowing selection of one of the batteries 10, 11 whilst isolating the remaining battery. [0036] The charging system will preferably include a connection to the vehicle power supply system which typically includes a starter motor electrically connected to the batteries, and an alternator to generate electrical power to charge the batteries whilst the vehicle is running. The vehicle power supply is indicated schematically in Figure 1 by reference numeral 15. [0037] In use, the charging system of the preferred embodiment will operate in association with the vehicle power supply 15 to charge the batteries 10, 11, allow the user to select which battery or batteries to use in different circumstances and isolate others so that the battery having lower charge does not drain the battery chosen for use. [0038] Typically there will be only two batteries 10, 11, normally designated as a main battery 10 and a secondary or auxiliary battery 11 but there could be more than two batteries provided. Any type of batteries may be used but typically, each battery will be a lead acid battery formed from multiple galvanic cells connected in series. [0039] The main 10 and auxiliary 11 batteries are normally connected in series to one another. The main battery 10 is typically connected to the alternator, first in line and the auxiliary battery 11 is typically piggybacked off the main battery 10. [0040] Preferably, each of the batteries 10, 11 will be of the same type, for example lead acid or deep cycle as this may assist with the elimination of issues relating to differential charging or depletion. It is also preferred that the at least two batteries are preferably of the same size and characteristics although this is not essential. [0041] The solenoid 12 of the preferred embodiment is an electric solenoid (normally provided with an electronic control) to turn on and off the batteries 10, 11 for charging and starting. A conventional solenoid system also normally makes sure the main battery 10 is up to about 13.5 volts before connecting the auxiliary battery 11 to be charged. This may reduce the amount of current the alternator is producing to charge the auxiliary battery 11 and therefore the system of the preferred embodiment will provide the user with the ability to manually override the selection of battery via the manual switch 14 and isolate the other battery. [0042] The solenoid 12 allows the batteries in the system to be coupled together and also to allow selection of one or more batteries for use whilst isolating the other battery. The selection of batteries will typically be automatic via the voltage sensor relay 13 unless the selection is manually overridden using the manual switch 14 provided as a part of the invention. [0043] The solenoid 12 in the illustrated embodiment is a 100 amp, 12 V solenoid. [0044] Typically, each of the batteries 10, 11 in the system is connected to the solenoid 15 in the manner indicated in Figure 1. The solenoid 12 is typically earthed or grounded as shown. The solenoid 12 of the preferred embodiment is typically connected to the electrical input from the vehicle power supply 15 including the alternator, through the voltage sensor relay 13. [0045] The voltage sensor relay ("VSR") 13 is preferably provided to connect and disconnect the battery or batteries to the input from the vehicle power supply 15 and to the output as required by the user both automatically in relation to charging but also manually in relation to charging and especially manually in relation to use. [0046] The voltage sensor relay 13 of the preferred embodiment preferably measures or monitor the voltage over a common circuit including across one or more of the batteries. The voltage sensor relay 13 will typically work in concert with the solenoid 12 during charging and also during use to ensure that the batteries 10, 11 required or desired for charging or use are correctly selected with a manual override provided via the manual switch 14. [0047] The preferred VSR 13 is typically a sensor that monitors line voltage and provides a relay contact when the line voltage reaches a predetermined level. The pickup voltage setting may be adjustable, but settable at a particular level and determines the point of transfer as the input increases. Dropout voltage is normally fixed as a percentage of the pickup and controls retransfer as the input decreases. [0048] When the pickup level is detected, the sensor preferably energizes the relay coil and the contact transfer is made. When the dropout level is detected, the sensor retransfers the contacts to the de-energized state of the relay. A voltage sensor relay 13 can be used to transfer between preferred and alternate voltage sources. It could also be used as a line monitor that detects a low or high voltage condition of a single phase or three phase source. [0049] The dropout or cut-out preferably has a delay (conventional delays are approximately 0 5 seconds) preventing the relay from disconnecting during a momentary drop in voltage. [0050] The VSR is preferably surge protected. An indicator (on/contact closed) is preferably provided indicating the operational status of the VSR. Normally, the VSR is provided in a sealed and/or weatherproof housing and it may be provided in a housing containing other components of the system for example the solenoid. [0051] As illustrated, the preferred embodiment also includes a manual switch 14 for allowing selection of at least one of the batteries 10, 11 whilst isolating the remaining battery from use. The manual switch 14 allows the first battery to be selected by the user and designated as the main battery to be used with the second battery (by selection of the first battery designated as the auxiliary battery) isolated, or the second battery to be selected by the user and designated as the main battery to be used with the first battery (by selection of the second battery, designated as the auxiliary battery) isolated or use of both batteries together for maximum cold cranking amps (CCA). [0052] Further, the manual switch 14 will preferably allow deactivation of the system isolating both of the batteries so that none of the batteries can be drained and/or accessed. Preferably, the vehicle power supply 15 will access the charging system of the preferred embodiment through the manual switch 14. [0053] Accordingly, using the manual switch 14 to select the first battery and designating the other battery as the auxiliary battery allows a user to start the vehicle normally from the first battery. The system will then detect the voltage in the first battery returning to approximately 13.2 V which will then energise the voltage sensor relay to connect to the second battery. Alternatively, the user can manually select the use of the second battery to start the vehicle whereupon the system will detect the voltage in the second battery returning to approximately 13.2 V which will then energise the voltage sensor relay to connect to the first battery 10. [0054] The user can also switch to both batteries in order to maximise cold cranking amps in conditions where the user has this need. [0055] In the present specification and claims (if any), the word 'comprising' and its derivatives including 'comprises' and 'comprise' include each of the stated integers but does not exclude the inclusion of one or more further integers. [0056] Reference throughout this specification to 'one embodiment' or 'an embodiment' means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the present invention. Thus, the appearance of the phrases 'in one embodiment' or 'in an embodiment' in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures, or characteristics may be combined in any suitable manner in one or more combinations. [0057] In compliance with the statute, the invention has been described in language more or less specific to structural or methodical features. It is to be understood that the invention is not limited to specific features shown or described since the means herein described comprises preferred forms of putting the invention into effect. The invention is, therefore, claimed in any of its forms or modifications within the proper scope of the appended claims (if any) appropriately interpreted by those skilled in the art.

Claims (5)

1. A charging system for a multiple battery system provided in a vehicle having a starter motor to start the vehicle and an alternator to charge the multiple battery system, the charging system including: at least two batteries, a solenoid electronically coupled to the at least two batteries, a voltage sensor relay to sense the input voltage and automatically connect/disconnect at least one of the at least two batteries at one or more set voltages and a manual switch allowing selection between: a) any one of the at least two batteries to be used whilst isolating the remaining batteries; b) all of the at least two batteries to be connected together for maximum cold cranking amps; and c) isolating all of the batteries.

2. A charging system for a multiple battery system provided in a vehicle, the charging system including: at least two batteries, a starter motor to start the vehicle electrically coupled to at least one of the at least two batteries, an alternator to charge the at least two batteries, a solenoid electronically coupled to the at least two batteries, a voltage sensor relay to sense the input voltage and automatically connect/disconnect at least one of the at least two batteries at one or more set voltages and a manual switch allowing selection between: a) any one of the at least two batteries to be used whilst isolating the remaining batteries; b) all of the at least two batteries to be connected together for maximum cold cranking amps; and c) isolating all of the batteries.

3. A charging system as claimed in either claim 1 or claim 2 wherein the solenoid is coupled to the voltage sensor relay to automatically select one or more of the batteries for charging.

4. A charging system as claimed in any one of the preceding claims wherein the manual switch I I overrides any selection of any one or more of the batteries for connection and/or disconnection.

5. A charging system as claimed in any one of the preceding claims wherein the manual switch can connect all batteries together for maximum cold cranking amps and can disconnect all batteries to prevent draining.