AU2020202159B2 - Apparatus for monitoring and assisting a battery - Google Patents

Abstract

The present invention provides an apparatus for monitoring and/or assisting a primary engine starting battery, the apparatus comprising: (i) a secondary battery, and (ii) controllable secondary battery connection/isolation means configured to connect/isolate the secondary battery to/from an engine starting circuit, and/or (iii) sensing means configured to sense the state of a primary engine starting battery. The apparatus may be configured such that the controllable secondary battery connection/isolation means connects the secondary battery to the engine starting circuit within about 400 ms, or within about 10 ms from the time at which engine starting current first flows through the engine starting circuit. The apparatus may be configured such that at the time of starting the engine the secondary battery is connected to the engine starting circuit such that the secondary battery acts to assist the primary engine starting battery during cranking of the engine. However, once the engine has been successfully started (i.e. once the engine is turning over without the assistance of the starter motor) the secondary battery is isolated from the engine starting circuit so as to avoid further drain on that battery during driving. Thus, the secondary battery is spared the current drain caused by headlights, electrical accessories of the vehicle, or a stop-start engine ignition system. 2/7 26 10 121 244 1416 28I F I Fig. 2

Description

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APPARATUS FOR MONITORING AND ASSISTING A BATTERY FIELD OF THE INVENTION

The present invention relates to the field of battery technology. More particularly, but not

exclusively, the invention relates to batteries used in engines which are electrically cranked

such as an automobile engine.

BACKGROUND TO THE INVENTION

Many types of engine are cranked with an electric starter motor. Particularly in vehicles and

.0 other forms of transport the starter motor is powered by an on board battery. Once the engine

has started, a generator coupled to the engine typically recharges the battery so as to be ready

for the next start. This arrangement is typical on automobiles, boats, motorcycles, portable

power generators and the like.

.5 As is well known, all rechargeable batteries have a finite life beyond which the battery cannot

be sufficiently charged (or cannot hold charge for a sufficient time) so as to provide the

required current to the starter motor during cranking of the engine. In modern automobiles in

particular, the battery is exposed to a considerable parasitic load due to the heavy use of

accessories such as stereo amplifiers, navigation systems, video displays and the like.

Furthermore, "stop-start" engines (which automatically shut down when a vehicle is stationary

and restart the engine when locomotion is required) place an even greater drain on the battery

thereby shortening the serviceable life.

The engine bay of an automobile in particular provides generally hostile conditions for a battery

given the exposure to significant heat and vibration.

In many instances, automobile drivers ignore the early signs of impending battery failure (such

as slow cranking) and fail to replace the battery in good time. Typically a driver will crank the

engine for longer than usual or execute multiple starting attempts, with these activities further

exacerbating the already poor state of the battery. Eventually, the battery is depleted to the

point that the engine cannot be started. Thus, it is not uncommon for a driver to be stranded

due to failure of the vehicle battery. In such circumstances, the driver must call for a roadside

.0 assistance service to "jump start" the engine, and then to arrange the battery to be replaced

at a service center. Of course, this results in considerable inconvenience to the driver.

Battery failure in a boat is significantly more serious given the possibility that the craft cannot

be returned to shore in safety.

-5

Battery assistive technologies are known in the art, often comprising of a secondary battery

which is electrically connected to the main battery. However prior art technologies do not

appear to appreciably extend the service life of the main battery, and furthermore may mask

impending failure of the main battery.

It is an aspect of the present invention to overcome or alleviate a problem of the prior art, or

to provide a useful alternative to prior art battery assistive apparatus.

The discussion of documents, acts, materials, devices, articles and the like is included in this

specification solely for the purpose of providing a context for the present invention. It is not suggested or represented that any or all of these matters formed part of the prior art base or were common general knowledge in the field relevant to the present invention as it existed before the priority date of each claim of this application.

SUMMARY OF THE INVENTION

In one aspect, but not necessarily the broadest aspect, the present invention provides

apparatus for monitoring and/or assisting a primary engine starting battery, the apparatus

comprising:

(i) a secondary battery, and

.0 (ii) controllable secondary battery connection/isolation means configured to

connect/isolate the secondary battery to/from an engine starting circuit, and/or

(iii) sensing means configured to sense the state of a primary engine starting battery.

In one embodiment, the apparatus is configured such that the controllable secondary battery

.5 connection/isolation means connects the secondary battery to the engine starting circuit within

about 1000 ms, 900 ms, 800 ms, 700 ms, 600 ms, 500 ms, 400 ms, 300 ms, 200 ms, 100,

ms, 90 ms, 80 ms, 70 ms, 60 ms, 50 ms, 40 ms, 30 ms, 20 ms, 10 ms, 9 ms, 8 ms, 7 ms, 6

ms, 5 ms, 4 ms, 3 ms, 2 ms, or 1 ms from the time at which engine start current first flows

through the engine starting circuit.

In one embodiment, the apparatus is configured such that the controllable secondary battery

connection/isolation means connects the secondary battery to the engine starting circuit within

about 400 ms, or within about 10 ms from the time at which engine starting current first flows

through the engine starting circuit.

In one embodiment, the apparatus comprises engine start initiation detection means.

In one embodiment, the engine start initiation detection means is configured to detect a

starting current flow through the engine starting circuit, or a starting voltage drop of the primary

engine starting battery.

In one embodiment, the apparatus is configured such that upon a positive output of the engine

start initiation detection means, the secondary battery is connected to the engine starting

.0 circuit by way of the controllable secondary battery connection/isolation means.

In one embodiment, the engine start initiation detection means consists of or comprises

processing means configured to connect the secondary battery to the engine starting circuit

by way of the controllable secondary battery connection/isolation means upon a positive

.5 output of the engine start initiation detection means.

In one embodiment, the processing means is a microprocessor.

In one embodiment, the controllable secondary battery connection/isolation means is

configured to be directly or indirectly controlled by the processing means.

In one embodiment, the processing means controls the controllable secondary battery

connection/isolation means in response to an input selected from the group consisting of: a primary engine starting battery voltage, a second battery voltage, an output from engine start detection means, and a current flow through the engine starting circuit.

In one embodiment, the controllable secondary battery connection/isolation means is

configured to be directly or indirectly controlled by a user.

In one embodiment, the apparatus is configured to allow the user to control the controllable

secondary battery connection/isolation means by active means or passive means.

.0 In one embodiment, the active means is reliant on: the user actuating a switch remote to the

machine to which the apparatus is fitted, or the user actuating a switch associated with the

machine to which the apparatus is fitted.

In one embodiment, the passive means is reliant on: the user approaching a machine to which

.5 the apparatus is fitted, the user having a proximity device.

In one embodiment, the apparatus is configured such that where the sensed state of a primary

engine starting battery is negative, the apparatus is configured to output a user

comprehensible signal, or to prevent an engine to which the apparatus is fitted from starting.

In one embodiment, the apparatus comprises a user actuatable switch, or means to receive

the output of a user actuatable switch configured to connect the secondary battery to an

engine starting circuit.

In one embodiment, the apparatus is configured as a jump starter, or an emergency jump

starter or a battery bank.

In a further aspect of the invention there is provided a machine having a primary engine

starting battery and an engine starting circuit in combination with an apparatus as described

herein wherein the secondary battery is connected to the engine starting circuit.

In one embodiment of the machine, the secondary battery is connected to the primary engine

starting battery of the engine starting circuit.

-0

In one embodiment of the machine, the secondary battery is connected in parallel to the

primary engine starting battery of the engine starting circuit.

Yet a further aspect of the present invention provides a method of assisting the starting of an

.5 electrically cranked engine comprising an engine starting circuit with a primary engine starting

battery, the method comprising the step of connecting a secondary battery to the primary

engine starting circuit within about 1000 ms, 900 ms, 800 ms, 700 ms, 600 ms, 500 ms, 400

ms, 300 ms, 200 ms, 100, ms, 90 ms, 80 ms, 70 ms, 60 ms, 50 ms, 40 ms, 30 ms, 20 ms, 10

ms, 9 ms, 8 ms, 7 ms, 6 ms, 5 ms, 4 ms, 3 ms, 2 ms, or 1 ms from the time at which engine

start current first flows through the engine starting circuit.

A further aspect of the present invention provides a stop-start engine ignition system of a

vehicle comprising:

(i) a primary engine starting battery in association with one or more vehicle circuits configured

to power an engine starter motor and a vehicle accessory,

(ii) a secondary engine starting battery in association with the one or more vehicle circuits,

(iii) controllable secondary engine starting battery connection/isolation means configured to

alternately connect and isolate the secondary engine starting battery to and from the one or

more vehicle circuits,

(iv) engine starting detection circuitry, and

(v) a control unit configured to actuate the connection/isolation means so as to selectively

connect or isolate the secondary engine starting battery to or from the one or more vehicle

.0 circuits,

wherein the system is configured such that:

(a) the secondary engine starting battery is isolated from the one or more vehicle circuits

.5 before engine starting is detected so as to prevent power draw therefrom by the vehicle

accessory,

(b) the secondary engine starting battery is rapidly connected to the one or more vehicle

circuits when engine starting is detected so as to assist the primary engine starting battery in

powering the starter motor thereby limiting damaging deep discharge of the primary engine

starting battery as would otherwise be caused to the primary engine starting battery in the

absence of the assistance afforded by the secondary engine starting battery, and

(c) the secondary engine starting battery is subsequently isolated from the one or more vehicle

circuits so as to prevent power draw therefrom by the vehicle accessory.

BRIEF DESCRIPTION OF THE DARWINGS

Fig. 1 shows comparative graphs detailing current flow in a vehicle starting circuit for a vehicle

not fitted with the present apparatus (Fig. 1A), a vehicle fitted with the present apparatus

capable of providing secondary battery assistance within about 400 ms of starting (Fig. 1B),

and a vehicle fitted with the present apparatus capable of providing secondary battery

assistance within about 400 ms of starting (Fig. 1C).

Fig. 2 shows a schematic block diagram of an apparatus of the present invention as wired into

a vehicle.

-0

Figs. 3 to 7 show exemplary schematics for various circuitries comprised in the present

apparatus.

DETAILED DESCRIPTION OF THE INVENTION

.5 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, appearances 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, but may. Furthermore,

the particular features, structures or characteristics may be combined in any suitable manner,

as would be apparent to one of ordinary skill in the art from this disclosure, in one or more

embodiments.

Similarly it should be appreciated that the description of exemplary embodiments of the

invention, various features of the invention are sometimes grouped together in a single embodiment, figure, or description thereof for the purpose of streamlining the disclosure and aiding in the understanding of one or more of the various inventive aspects. This method of disclosure, however, is not to be interpreted as reflecting an intention that the claimed invention requires more features than are expressly recited in each claim. Rather, as the following claims reflect, inventive aspects lie in less than all features of a single foregoing disclosed embodiment. Thus, the claims following the Detailed Description are hereby expressly incorporated into this Detailed Description, with each claim standing on its own as a separate embodiment of this invention.

.0 Furthermore, while some embodiments described herein include some but not other features

included in other embodiments, combinations of features of different embodiments are meant

to be within the scope of the invention, and from different embodiments, as would be

understood by those in the art.

.5 In the claims below and the description herein, any one of the terms "comprising", "comprised

of" or "which comprises" is an open term that means including at least the elements/features

that follow, but not excluding others. Thus, the term comprising, when used in the claims,

should not be interpreted as being limitative to the means or elements or steps listed

thereafter. For example, the scope of the expression a method comprising step A and step B

should not be limited to methods consisting only of methods A and B. Any one of the terms

"including" or "which includes" or "that includes" as used herein is also an open term that also

means including at least the elements/features that follow the term, but not excluding others.

Thus, "including" is synonymous with and means "comprising".

The present invention is predicated at least in part of the finding that a secondary battery which

can be connected and/or isolated from an electrical starting circuit of an engine provides advantage in the art. Accordingly, in a first aspect the present invention provides apparatus for monitoring and/or assisting a primary engine starting battery, the apparatus comprising:

(i) a secondary battery, and

(ii) controllable secondary battery connection/isolation means configured to

connect/isolate the secondary battery to/from an engine starting circuit, and/or

(iii) sensing means configured to sense the state of a primary engine starting battery.

As used herein, the term "battery" (when used in the context of primary engine starting battery

or secondary battery) is intended to be construed broadly to include a substantially portable

.0 power source including a battery of any chemistry (such as lead acid, lithium ion, lithium air,

alkaline, nickel metal halide, zinc air, zinc carbon, zinc chloride and the like). The term

"battery" may also include substantially portable energy storage means which holds static

charge (as distinct from an electrochemical cell), such as a super capacitor.

.5 Typically the battery is a rechargeable battery. Where multiple batteries are used in the

apparatus, the batteries may be different types of battery. Where the apparatus is installed in

machine having a primary engine starting battery, the secondary battery may the same or

different to that of the primary engine starting battery. Given the benefit of the present

specification, the skilled person will be enabled to select an appropriate battery for a required

application.

As used herein, the term "controllable" in the context of the present apparatus is intended to

include control (direct and/or indirect) by a user of the apparatus, or the user of a machine to

which the apparatus is fitted, or control by means without human intervention such as by a

digital processor.

The controllable secondary battery connection/isolation means and the sensing means will

generally be electrical and/or electronic in nature (and in some circumstances having a

mechanical component) however other means deemed suitable by the skilled person are

contemplated to be useful.

This detailed description is directed to the use of the present apparatus as fitted to an

automobile. This is a typical application of the apparatus, however it will be appreciated that

other applications will provide advantage and utility.

-0

In an automobile, the primary engine starting battery is the main 12 volt battery which powers

the starter motor circuit, and indeed all other electrical components of the vehicle. It will be

understood that the primary engine starting battery is typically not a component of the

apparatus, but this possibility is not excluded.

-5

The apparatus may be configured such that the secondary battery is connectable to the engine

starting circuit. The configuration also allows for the secondary battery to be isolated from the

charging circuit. The connection/isolation may also apply to the other circuits of the engine or

other circuits of the machine to which the apparatus is fitted. Such other circuits include a

battery charging circuit, or an accessory circuit.

In one embodiment, the apparatus is configured such that the secondary battery is

connectable to the primary vehicle starting battery. The secondary battery may be connected

to the primary engine starting battery in series or parallel, although typical a parallel connection

is used. Means for making an electrical connection to a battery are well known to the skilled person and include the use of an appropriate gauge wire (rated according to expected amperage) with electrical terminals such as well known circular battery clamp.

In some circumstances, the secondary battery may be attached indirectly to the primary

engine starting battery. For example, many vehicles are wired with the chassis in electrical

connection to the negative terminal of the primary engine starting battery. In that circumstance

the negative terminal of the secondary battery may be configured to be connectable to the

vehicle chassis.

.0 The controllable secondary battery connection/isolation means functions so as to allow for the

selective connection and isolation of the secondary batter to and from the engine starting

circuit. The controllable nature of the connection/isolation means provides significant

advantage as will be apparent from the following description.

.5 The apparatus may be configured such that at the time of starting the engine the secondary

battery is connected to the engine starting circuit such that the secondary battery acts to assist

the primary engine starting battery during cranking of the engine. However, once the engine

has been successfully started (i.e. once the engine is turning over without the assistance of

the starter motor) the secondary battery is isolated from the engine starting circuit so as to

avoid further drain on that battery during driving. Thus, the secondary battery is spared the

current drain caused by headlights, electrical accessories of the vehicle, or a stop-start engine

ignition system. In particular, with stop-start engine systems when the engine has been

stopped (to conserve fuel, whilst stationary at traffic lights, for example) the charging circuit of

the vehicle is not operational and so significant advantage is gained in isolating the secondary

battery from current draining circuits of the vehicle.

Typically, isolation of the secondary battery will prevent charging of the secondary battery

during driving. Accordingly, in some embodiments the apparatus is configured such that the

secondary battery is connected to the charging circuit of the automobile for at least some time

so as to increase the charge level of the secondary battery. For example, where the secondary

battery is connected in parallel with the primary engine starting battery, the secondary battery

is connected to both the engine starting circuit and the charging circuit. Accordingly, after

starting the engine the secondary battery may remain connected to the primary engine starting

battery until the charge in the secondary battery is replenished at which point the controllable

.0 secondary battery connection/isolation means acts to isolate the secondary battery.

The controllable secondary battery connection/isolation means may utilize any suitable means

for achieving electrical connection or isolation, including switching means such as

electromechanical switching means (a relay being exemplary) or transistor switching means

.5 (such as a metal-oxide-semiconductor field-effect transistor). Preferably, the

connection/isolation means is controllable by an integrated circuit (such as an electronic

control unit) so as to allow for automatic or semi-automatic connection and isolation of the

secondary battery.

Advantageously, by the selective connection and isolation of the secondary battery the

secondary battery may be spared excessive drain during driving (such as due to a stop-start

system), and maintained in a useful condition for an extended period of time. Thus, the

primary engine starting battery will typically fail before the secondary battery, and therefore

the secondary battery will generally be able to assist starting when the primary engine starting

battery is incapable of delivering sufficient power to the starter motor to effectively crank the

engine. Of course, at some point the secondary battery will also fail however by that stage the driver is likely to have noticed dysfunction of the primary engine starting battery and have had that battery replaced. In some embodiments, the apparatus is configured so as to warn the driver that the secondary battery is assisting the primary engine starting battery, such as by way of a warning light or sound when the controllable secondary battery connection/isolation means connects the secondary battery to the engine starting circuit. In this way, the driver is never stranded by an expired primary engine starting battery.

In one embodiment, the apparatus is configured such that the controllable secondary battery

connection/isolation means is configured to rapidly connect the secondary battery to the

.0 engine starting circuit upon starting the automobile. Applicant proposes that practical

advantage is gained where starting assistance is provided by the secondary battery with no

delay, or with minimal delay. The very deep discharge of a primary engine starting battery

immediately upon starting may cause premature failure of that battery. Typically, a maximum

current of around 700 Amp is immediately drawn by the starter motor, with the current quickly

.5 dropping to around 200-400 Amps before the engine starts and the starter motor ceases to

draw current. Reference is made to Fig. 1 which shows the normal engine starting current

over time. Instituting starting assistance during the initial peak current draw results in the

primary engine starting battery being supported by the secondary battery at the most critical

time.

As will be appreciated, stop-start vehicle engines subject the primary engine starting battery

to multiple instances of deep discharge in the course of a single trip. Applicant has recognized

this problem, and proposes the present apparatus as a solution.

Applicant has recognized the further problem that where the assistance of a secondary battery

is required then that battery must be connected very rapidly to the primary engine starting battery so as fully avoid (or substantially avoid) the very deep discharge of the primary battery which occurs within the first hundreds of milliseconds upon the initiation of engine starting.

Reference is made to Fig. 2 showing engine starting current over time where the secondary

battery provides starting assistance at around the 400 ms point. Initiation of engine starting is

marked on the X-axis "T1" with the connection of the secondary battery marked "T2" (T2 - T1

= 400 ms). It will be noted that some assistance is provided toward the end of the initial peak,

with the Applicant finding that some advantage in battery life or performance is provided.

Applicant has further recognized from Figs. 1 and 2 that significant deterioration in battery life

.0 or performance is still effected by the initial current drawn as shown in Fig. 2, and that further

improvement is possible by further shortening the delay between the points T1 and T2.

Reference is made to Fig. 3 showing engine starting current over time where the secondary

battery provides starting assistance at around the 10 ms point. It will be noted that assistance

.5 is provided almost immediately (T2 - T1 = 10 ms), with this providing greater advantage than

the situation shown in Fig. 2. In particular, it can be seen that the initial deep discharge of the

battery is substantially avoided where the secondary battery is connected virtually

instantaneously after initiation of engine starting. Comparing the points marked "1" and "12"

across Figs. 2 and 3 demonstrates that decreasing the delay in providing secondary battery

assistance provides increased current at points 11 and 12, leading to better performance (often

noted in more rapid starting of the engine) and greater avoidance of deep discharge of the

primary engine starting battery leading to shortening the serviceable life of the primary engine

starting battery.

For stop-start engines, rapid automatic starting of the engine whilst in traffic has practical

importance. For example, it may be necessary for a driver stopped in traffic to rapidly

accelerate so as to avoid another vehicle. Even for regular engines, rapid starting provides

advantage by avoiding wear on the start motor, and associated gearing, and also the engine

fly wheel.

Incremental advantage is gained with each incremental decrease in the delay in providing

secondary battery assistance, this being clear from Figs. 1, 2 and 3. Accordingly, each

incremental decrease in delay below about 400 ms is significant with respect to an increase

.0 in advantage.

In one embodiment the present apparatus provides means for rapidly detecting initiation of

engine starting. Rapid detection minimizes the delay in activation of the controllable

secondary battery connection/isolation means, so as to in turn assure rapid connection of the

.5 secondary battery to the primary engine starting battery.

The rapid engine starting detection means may comprise or consist of circuitry configured to

detect an electrical event that occurs in the course of starting an engine. The electrical event

may be a drop in voltage of the primary engine starting battery, or an increase in current flow

through the engine starting circuit for example. Other suitable events will be immediately

apparent to the skilled person having the benefit of the present specification.

The apparatus may be configured such that the secondary battery is connected to the engine

starting circuit only when the primary engine starting battery requires assistance. The

requirement for assistance may be detected by a sensing means configured to sense the state of the primary engine starting battery. For example, the sensing means may sense the voltage of the primary engine starting battery and where less than a certain threshold (for example

12.2 V) trigger the controllable secondary battery connection/isolation means configured to

connect the secondary battery to the engine starting circuit.

In another embodiment, the need for assistance is detected by sensing any one or more of:

slow engine cranking, extended engine cranking, failure of the engine to start within a

predetermined time, or current flow in the charging circuit during starting less than a

predetermined value.

-0

In one embodiment, the means for rapidly detecting initiation of engine starting is configured

to receive a signal (and even a simple "on" signal) from the driver-actuated ignition switch. In

this embodiment, there is no requirement for the detection of any electrical event in the engine

starting circuit. In some embodiments, there may be no delay in providing secondary battery

.5 assistance because the secondary battery is connected to the primary engine starting battery

at the initiation of engine starting or even slightly before the initiation of engine starting.

Vehicles having key-barrel ignition switches must typically be turned to a first position to

delivery current to accessory circuits, before being turned to a second position which actually

initiations vehicle starting be connection of the starter motor to the primary battery. In such a

circumstance, the apparatus is configured to connect the second battery when the ignition is

turned to the first position such that the secondary battery is already assisting the primary

battery when the starter motor commences engine cranking.

In some embodiments, the apparatus does not comprise any engine starting detection means

and instead relies on the driver (whether actively or passively) triggering the connection of the

secondary battery to the engine starting circuit. In these embodiments, the connection may be made seconds, or tens of seconds before the engine is started by the driver. An advantage of maintaining the secondary battery in an isolated state until just before the engine is started is that inadvertent current drain from the secondary batter is avoided by, for example, an interior light being left on overnight. In such a circumstance, the primary engine starting battery may be discharged, while the secondary battery is preserved.

The active means may be a driver-actuatable dedicated device, such as a simple switch

disposed on the dashboard.

.0 Alternatively, the active means may be configured such that the driver is able to consciously

or unconsciously actuate a non-dedicated device of the vehicle such as a door switch, a

seatbelt engagement switch, a clutch pedal switch, a pressure switch in the driver's seat, a

brake pedal switch, a throttle position sensor, a gear selector sensor, or a door handle switch.

.5 In some cases, a switch is not used. For example, the insertion of an electronic starting key

into a reader port in the dash, and the successful reading of the correct code may trigger

connection of the secondary battery to the primary engine starting battery. This occurs prior

to the initiation of engine starting which is typically effected by the driver manually pressing a

button on the dash.

In another form, the apparatus is configured to be operable by active means by use of a device

which is actuatable by the driver when remote from the automobile. For example, a remote

RF vehicle locking and unlocking means (of the type which is original equipment in many

vehicles) may trigger connection of the secondary battery to the engine starting circuit when

the driver is approaching the vehicle and unlocks the door.

Alternatively, a dedicated remote device may be provided to specifically trigger the connection.

As one example of this embodiment the apparatus may comprise a BluetoothTM module such

that by app-assisted means the user may use a smart phone or similar device to actively

trigger connection of the secondary battery to the engine starting circuit.

With regard to passive means for triggering connection, one example includes the use of an

RFID tag and reader system. The RFID tag may be attached to the driver's keys, with the

apparatus comprising a RFID receiver which detects when the tag is approaching. Proximity

.0 of the RFID tag is detected by the receiver which in turn sends a positive signal to an electronic

control unit which in turn connects the secondary battery to engine starting circuit by way of

the controllable secondary battery connection/isolation means.

Another passive means may rely on a user smart phone having BluetoothTcommunicability.

.5 Thus, when a BluetoothTM module of the apparatus detects proximity of the driver's smart

phone (which is continuously transmitting an identification signal), the module sends a positive

signal to an electronic control unit which in turn connects the secondary battery to engine

starting circuit by way of the controllable secondary battery connection/isolation means. It will

be preferred to program the electronic control unit to respond only to the driver's smart phone

and no other smart phone. This may be achieved by the need to "pair" the smart phone during

set up of the apparatus. Where required, pairing of the smart phone of secondary driver(s)

may be provided for.

In one embodiment of the invention, the apparatus comprises a user actuatable switch, or

means to receive the output of a user actuatable switch configured to connect the secondary battery to the engine starting circuit. The function of this switch is to compel the driver to take an active step to connect the secondary battery in the event that the primary engine starting battery is in a depleted state and due for replacement. In the absence of any need for active input from the driver, the driver is more likely to ignore ornot notice any explicit or implicit warning that the primary engine starting battery should be replaced. The switch may be a dedicated switch or a switch already present in the vehicle (such as a brake pedal switch) or a switch associated with the vehicle (such as a key fob switch).

Preferably, the switch is positioned so as to cause some inconvenience to the driver when

.0 actuating. In this way, the user is less likely to simply actuate the switch with little thought and

effort, and greater attention will be given to replacing the battery. For example, the switch may

be positioned in the engine bay such that the bonnet of the vehicle must be lifted so as to

actuate the switch. This action will impress upon the driver the potential need for roadside

assistance if the battery is not replaced.

-5

If the main battery is heavy discharged (for example, the voltage is less than 5.V or fully

discharged), the switch may be configured so as to provide a manual jump start by connecting

the secondary battery to the engine starting circuit.

The present apparatus may be configured so as to be capable of being retrofitted to an existing

machine, such as an automobile, a motorcycle, a boat, a quad bike, a scooter, or a generator.

In such circumstances, the apparatus may consist of a robust housing to safely contain the

electronics, and shield sensitive parts from heat, cold, water, vibration, contaminants and the

like. Electrical conduit may extending through ports of the housing, and configured with

terminals so as to form electrical connections with the machine's battery, engine starting

circuit, switches, sender units, sensors, engine management unit, and the like. Any active electronics of the apparatus (such as a BluetoothTM module) may be powered by the primary engine starting battery so as to avoid depletion of the secondary battery.

Accordingly, the present invention includes within its scope methods for fitting an apparatus

of the present invention to a machine. Preferably the machine is an automobile and more

preferably an automobile having a stop-start ignition system.

In some embodiments, the apparatus will simply connect to the terminals of the primary engine

starting battery, and indeed may be configured to be secured to the primary battery.

-0

It is contemplated that the apparatus may be integral with a primary engine starting battery,

with the electronics and the secondary battery being contained within battery casing.

The apparatus is typically configured as a jump starter or an emergency jump starter or battery

.5 bank of the type familiar to the skilled artisan, and also familiar to consumers of such products.

Generally, the apparatus in such configurations is substantially self-contained and often with

indicia and/or status LEDs visible on an outer rigid casing.

In another form, the apparatus may also be integral with a machine, and may include

components which are normally present in the machine such as wiring, switches, electronic

control units, secondary batteries, and the like. In a preferred embodiment, the apparatus in

integral with an automobile, and particularly an automobile with a stop-start ignition system.

The present invention will now be more fully described by reference to the following non

limiting examples.

PREFERRED EMBODIMENTS OF THE INVENTION

One preferred embodiment comprises a secondary battery and engine start rapid detection

circuitry for use in a vehicle. Reference is made to Fig. 4 showing one possible installation

scheme. The apparatus is contained within a housing 10 containing a module 12 which rapidly

detects engine starting according to a significant voltage drop across the terminals of the

primary engine starting battery 14. The detection circuitry module 12 is connected across the

.0 primary battery 14 via the electronic control unit 16. Also connected to the control unit 16 is

a receiver module 18 configured to receive a wireless signal transmitted from a remote device

20. The vehicle ignition switch 22 is also connected to the control unit 16. Thus, the control

unit can receive a positive signal form any one or more of the remote device 20, the ignition

switch 22 or the detection circuitry module 12. The secondary battery 24 is a lithium ion battery

.5 capable of effectively cranking the vehicle engine, and connected in parallel to the primary

battery via the controllable switch 26. In the drawing, the switch is shown in the open position

such that the secondary battery 24 is isolated from the primary battery 14. The controllable

switch 26 is actuated by the control unit 16 to be alterable from the open state to the closed

state thereby alternately isolating and connecting the secondary battery 24. The Apparatus

further comprises a manual jump start switch 28 which is also connected to the control unit

16. Actuation of the jump start switch 28 at any time sends a signal to the control unit 16, the

control unit 16 in turn causing the controllable switch 26 to close thereby connecting the

secondary battery 24 to the primary battery 14, and therefore the engine starting circuit.

While the vehicle engine is starting (and the starter motor is cranking the engine), the voltage

of main battery will rapidly drop, and the rapid detection module 12 will detect this voltage

variation and then send a positive signal to the control unit 16.

In addition, the control unit 16 is capable of continuously sensing the primary battery 14

voltage and the secondary battery 24 voltage. Where the control unit 16 detects the primary

battery 14 voltage less than a certain value, for example, less than12.2V, the control unit will

alter the driver by way of buzzer (not shown). If the control unit 16 detects the secondary

battery 24 is less than a certain value, for example, less than 10.V, and further detects

.0 whether the engine is running (for example by checking for a current or voltage from the

vehicle generator), and where the engine is running and the secondary battery 24 voltage is

less than 10.OV, the secondary battery 24 will be automatically connected to the primary

battery 14 in parallel and accept the charging current from the main battery.

.5 Fig. 3 of shows schematics of the three means for use in triggering the connection of the

secondary battery to the primary engine starting battery. In Fig 3A, the port of SV is the signal

input port of ignition, when the engine starts, the engine will send a signal to SV port, and then

transfer it to control unit to rapidly actuate control unit, and then rapidly connect the secondary

battery to the primary battery.

Alternatively (as shown in Fig. 3B), the port of COM1 is the interface of the remote receiver; it

consists of four ports with VCC, SCL, SDA, GND, when the remote signal is received, it is

transferred to control unit through this interface to rapidly actuate control unit, and then rapidly

connect the secondary battery to the primary battery.

Alternatively (as shown in Fig. 3C) there is shown engine start detection circuitry comprising

operational amplifier U3, resistor R12-R14, capacitor C5, C11, diode D1, resistor R16. This

circuitry functions to rapidly detect changes in the main battery voltage. When the engine

starts, the voltage of main battery drops, the voltage of the positive polarity of the primary

battery (B+) is divided by resistor R12, R14, R13 and filtered by capacitor C5 and then

transferred to the Pin 2 and Pin 3 of U3. U3 is an operational amplifier, the voltage of Pin2 is

higher than the voltage of Pin3, the pin 1 of U3 will output a low voltage signal, and then send

it to Pin14 (FV pin) of control unit through the diode D1, and then rapidly connect the secondary

battery to the primary battery.

-0

Turning now to Fig. 4A there is shown voltage detecting circuitry, consisting of resistor R1-4,

capacitor C2-3, which is to detect the primary battery voltage and the secondary battery

voltage by control unit. When the primary battery voltage is less than 12.2V, the voltage of B+

is divided by the resistor R3 and R4 and filtered by capacitor C3 and then transferred to Pin

.5 19 (ADB pin) of control unit U1, control unit determines if the primary battery is under-voltage,

and controls the buzzer shown in Fig. 4B. When the voltage of secondary battery in is less

than 1OV, the voltage of LB+ is divided by resistor R1, R2 and filtered by capacitor C2 and

then transferred to Pin 20 (ADLB pin) of control unit U1, control unit determines the secondary

battery is under-voltage, and then control the circuitry in Fig. 5 to cause charging of the

secondary battery.

Turning to Fig. 4B there is shown schematic of a primary battery low-voltage alarm circuitry,

consisting of transistor Q5, resistor R28, R29, diode D8, buzzer P5-6. When control unit

detects the main battery voltage less than 12.2V via the voltage detecting circuit of Fig 4A, the

Pin 14 (BUZ pin) of control unit outputs a driving pulse, through R28 and R29, and then turn on Q5, after that, Q5 will turn on P5-6 buzzer to alarm and indicate the main battery is under charge.

Turning to Fig. 5 there is shown charge and discharge current circuitry consisting of MOSFET

Q2, Resistor R18, R19, diode D6, and Relay K1-2. When the engine starts, control unit is

rapidly actuated by the circuitry of Fig 3A, 3B or 3C, the pin 13 (RLY pin) of control unit outputs

a driving voltage to the gate of MOSFET Q2, turn on Q2; the primary battery B+ is through the

coil of relay K1 and K2, and R18, R19, Q2 DS to the ground, when the coil of K1 and K2 is

closed, the secondary battery (LB+) will be connected to the primary battery (B+) in parallel

.0 through the coil K1 and K2, thereby rapidly start the engine with the secondary battery and

primary battery connected in parallel. On the other hand, when the secondary battery is less

than 1OV, the pin 13 ( RLY) of control unit outputs a driving voltage to the gate of Q2, then Q2

is turned on, the primary battery (B+) is through the coil of Relay K1 and K2, R18, R19, Q2

DS to the ground, the coil of K1 and K2 is closed, the primary battery (B+) is connected to the

.5 secondary battery (LB+) in parallel to realize the primary battery to charge the seconding

battery automatically when the engine is running.

Fig. 6 shows the power supply circuitry and emergency jump start circuitry, consisting of the

resistor R6, manual jump start switch S1, diode D2-4, MOSFET Q3, voltage stabilized chip

U2, zener diode Z1, capacitor C9-10, C1, C4, resistor R7-11, transistor QI, resistor R26-27.

When the apparatus is connected, the primary battery (B+) is isolated by D4, filtered by C9,

and then stabilized the voltage by U2, and further filtered by C1 and C4, outputs a stabilized

voltage of 3.3V, thereby supply to pin 9 of control unit. If the main battery voltage is less than

5V or OV, and the engine cannot start, then user presses the jump start switch S1, the

secondary battery (LB+) will turn on the transistor Q1 after R6, S1, R9 and R11; and then Q1

will turn on the MOSFET Q3 through R7 and R8, the secondary battery (LB+) is through R6,

Claims (7)

THE CLAIMS DEFINING THE INVENTION ARE AS FOLLOWS:

1. A stop-start engine ignition system of a vehicle comprising:

(i) a primary engine starting battery in association with one or more vehicle circuits configured to power an engine starter motor and a vehicle accessory, (ii) a secondary engine starting battery in association with the one or more vehicle circuits, (iii) controllable secondary engine starting battery connection/isolation means configured to alternately connect and isolate the secondary engine starting battery to and from the one or more vehicle circuits, (iv) engine starting detection circuitry, and (v) a control unit configured to actuate the connection/isolation means so as to selectively connect or isolate the secondary engine starting battery to or from the one or more vehicle circuits,

wherein the system is configured such that:

(a) the secondary engine starting battery is isolated from the one or more vehicle circuits before engine starting is detected so as to prevent power draw therefrom by the vehicle accessory, (b) the secondary engine starting battery is rapidly connected to the primary engine starting battery within about 500 ms of engine starting being detected so as to assist the primary engine starting battery in powering the starter motor thereby limiting damaging deep discharge of the primary engine starting battery as would otherwise be caused to the primary engine starting battery in the absence of the assistance afforded by the secondary engine starting battery, and (c) the secondary engine starting battery is subsequently isolated from the one or more vehicle circuits so as to prevent power draw therefrom by the vehicle accessory.

2. The system of claim 1, wherein the secondary engine starting battery is rapidly connected to the primary engine starting battery within about 400 ms, 300 ms, 200 ms, 100, ms, 90 ms, 80 ms, 70 ms, 60 ms, 50 ms, 40 ms, 30 ms, 20 ms, 10 ms, 9 ms, 8 ms, 7 ms, 6 ms, 5 ms, 4 ms, 3 ms, 2 ms, or 1 ms of engine starting being detected.

3. The system of claim 1 configured to connect the secondary engine starting battery to the engine starting circuit within about 10 ms of engine starting being detected.

4. The system of any one of claims 1 to 3, wherein the control unit is a microprocessor.

5. The system of any one of claims 1 to 4, wherein the controllable secondary engine starting battery connection/isolation means is configured to be directly or indirectly controlled by the control unit.

6. The system of any one of claims 1 to 5, wherein the vehicle accessory is selected from a light, a headlight, an item of audio equipment, an audio amplifier, a navigation system, and a video display

7. A vehicle comprising the system of any one of claims 1 to 6.

DATED: 6 May 2022 By:

CHURCHILL ATTORNEYS Patent Attorneys for: DC SOLUTIONS AUSTRALIA PTY LTD ACN 600 965 035 166 Christmas Street FAIRFIELD VIC 3078 AUSTRALIA

THE CLAIMS DEFINING THE INVENTION AS FOLLOWS:

1. A stop-start engine ignition system of a vehicle comprising:

(i) a primary engine starting battery in association with one or more vehicle circuits configured to power an engine starter motor and a vehicle accessory, (ii) a secondary engine starting battery in association with the one or more vehicle .0 circuits, (iii) controllable secondary engine starting battery connection/isolation means configured to alternately connect and isolate the secondary engine starting battery to and from the one or more vehicle circuits, (iv) engine starting detection circuitry, and .5 (v) a control unit configured to actuate the connection/isolation means so as to selectively connect or isolate the secondary engine starting battery to or from the one or more vehicle circuits,

wherein the system is configured such that: o (a) the secondary engine starting battery is isolated from the one or more vehicle circuits before engine starting is detected so as to prevent power draw therefrom by the vehicle accessory, (b) the secondary engine starting battery is rapidly connected to the one or more vehicle circuits when engine starting is detected so as to assist the primary engine starting battery in powering the starter motor thereby limiting damaging deep discharge of the primary engine starting battery as would otherwise be caused to the primary engine starting battery in the absence of the assistance afforded by the secondary engine starting battery, and (c) the secondary engine starting battery is subsequently isolated from the one or more vehicle circuits so as to prevent power draw therefrom by the vehicle accessory.

2. The system of claim 1 configured to connect the secondary engine starting battery to the one or more vehicle circuits within about 1000 ms, 900 ms, 800 ms, 700 ms, 600 ms, 500 ms, 400 ms, 300 ms, 200 ms, 100, ms, 90 ms, 80 ms, 70 ms, 60 ms, 50 ms,

40 ms, 30 ms, 20 ms, 10 ms, 9 ms, 8 ms, 7 ms, 6 ms, 5 ms, 4 ms, 3 ms, 2 ms, or 1 ms from the time at which engine start current first flows through the one or more vehicle circuits.

3. The system of claim 1 configured to connect the secondary engine starting battery to the engine starting circuit within about 400 ms, or within about 10 ms from the time at which engine starting current first flows through the one or more vehicle circuits.

4. The system of any one of claims 1 to 3, wherein the control unit is a microprocessor. .0 5. The system of any one of claims 1 to 4, wherein the controllable secondary engine starting battery connection/isolation means is configured to be directly or indirectly controlled by the control unit.

.5 6. The system of any one of claims 1 to 5, wherein the vehicle accessory is selected from a light, a headlight, an item of audio equipment, an audio amplifier, a navigation system, and a video display

7. A vehicle comprising the system of any one of claims 1 to 6.

DATED: 28 April 2022 By:

CHURCHILL ATTORNEYS Patent Attorneys for: DC SOLUTIONS AUSTRALIA PTY LTD ACN 600 965 035 166 Christmas Street FAIRFIELD VIC 3078 AUSTRALIA