CA2157642C - Power conversion equipment monitor/controller method and apparatus - Google Patents
Power conversion equipment monitor/controller method and apparatus Download PDFInfo
- Publication number
- CA2157642C CA2157642C CA002157642A CA2157642A CA2157642C CA 2157642 C CA2157642 C CA 2157642C CA 002157642 A CA002157642 A CA 002157642A CA 2157642 A CA2157642 A CA 2157642A CA 2157642 C CA2157642 C CA 2157642C
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- Prior art keywords
- battery
- voltage
- current
- alternator
- present
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Classifications
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
- H01M10/46—Accumulators structurally combined with charging apparatus
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
- H02J7/14—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
- H02J7/1438—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle in combination with power supplies for loads other than batteries
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
- H02J7/40—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries characterised by the exchange of charge or discharge related data
- H02J7/44—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries characterised by the exchange of charge or discharge related data between battery management systems and power sources
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
- H02J7/485—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries with provisions for charging different types of batteries
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
- H02J7/80—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries including monitoring or indicating arrangements
- H02J7/82—Control of state of charge [SOC]
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
- H02J7/90—Regulation of charging or discharging current or voltage
- H02J7/92—Regulation of charging or discharging current or voltage with prioritisation of loads or sources
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—ELECTRIC POWER NETWORKS; CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or discharging batteries or for supplying loads from batteries
- H02J7/90—Regulation of charging or discharging current or voltage
- H02J7/933—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/10—Energy storage using batteries
Landscapes
- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Manufacturing & Machinery (AREA)
- Chemical & Material Sciences (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Electrochemistry (AREA)
- General Chemical & Material Sciences (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
Abstract
Power inverter equipment monitor/controller method and apparatus are described.
The invented apparatus provides for the semi-automatic state steering and monitoring of an inverter/charger and alternator system. A flat panel user interface includes an array of switches, displays and indicators for establishing modes of operation of the system, for initializing operating parameters of the system and a connected battery, for establishing rates for the system's operation, permit the user to monitor the system's operating mode and charging data (including charging efficiency factor or CEF) while it is operating to charge the battery and to supply AC power to connected appliances. By the one of the preferred methods of the invention, tamping-up the alternator's output of current, sustaining the output until the voltage of the battery is acceptable, adjusting the output while maintaining the battery voltage at an acceptable level, reducing output until float level voltage is obtained and further adjusting output to maintain float level voltage to preserve the battery charge. By the other of the preferred methods, certain charge data related to the charging of the battery -- including a present CEF, maximum amp-hour charge level capacity of the battery (AH CL capacity), and the present status of amp-hour charge level -- are given and stored in memory, the battery is discharged, the lowest-recorded (LR) AH CL is recorded with recharge begins, completing the recharge and storing amount of amp-hours used to recharge, determining an intermediate CEF by dividing AH
used-to-recharge battery by difference between the AH CL capacity and LR AH
CL, averaging the present CEF with the intermediate CEF to produce a result which is stored in memory as the present CEF, and resetting present status to the AH CL
capacity.
The invented apparatus provides for the semi-automatic state steering and monitoring of an inverter/charger and alternator system. A flat panel user interface includes an array of switches, displays and indicators for establishing modes of operation of the system, for initializing operating parameters of the system and a connected battery, for establishing rates for the system's operation, permit the user to monitor the system's operating mode and charging data (including charging efficiency factor or CEF) while it is operating to charge the battery and to supply AC power to connected appliances. By the one of the preferred methods of the invention, tamping-up the alternator's output of current, sustaining the output until the voltage of the battery is acceptable, adjusting the output while maintaining the battery voltage at an acceptable level, reducing output until float level voltage is obtained and further adjusting output to maintain float level voltage to preserve the battery charge. By the other of the preferred methods, certain charge data related to the charging of the battery -- including a present CEF, maximum amp-hour charge level capacity of the battery (AH CL capacity), and the present status of amp-hour charge level -- are given and stored in memory, the battery is discharged, the lowest-recorded (LR) AH CL is recorded with recharge begins, completing the recharge and storing amount of amp-hours used to recharge, determining an intermediate CEF by dividing AH
used-to-recharge battery by difference between the AH CL capacity and LR AH
CL, averaging the present CEF with the intermediate CEF to produce a result which is stored in memory as the present CEF, and resetting present status to the AH CL
capacity.
Description
09/08/95 19:55 $50a 224 5989 ROLISCH HARTR'ELL ~1004/OS1 roaaat co~v~s=o~r ~~o~pxarrr xo~=zo~~co~rraor~,ax x~T80D I~ID ApP~!&ATQ~
8aokaround ~'he present in~~Qrition relates generally to power conversion equiparent such as inverter and battery charger systoms.
More particularly, the invention concerns method and apparatus fvr semi-automatically and remotely monitoring the performance of and controlling such systems.
Power canverafon ~quipmQnt such as power inverters and battery chargers are known to provide for the efficient charging and recharging of batteries of both the wet-oell and geI-cell, so oalled da~ap-cycle type, ThQSe batteries typically have a twelve volt (1ZV) or 24V capacity. One of the beat known battery oharqara uses three cycles including a first for bulk charging, a second fox absorption or acceptarioe charging and a third for float charging, preferably in the listed order. Additionally, a fourth cyolQ for equalizing the charge of the battery tray follow the float charging cycle upon command of a user.
During the bulk charging cyclQ, 'most of the charging ZO current available front the charger is delivered to the battery bank, until such ti~te as the upper charge limit is reached, thereby producing a rapid charging of the battery. During the absorption charging cyclQ, the battery voltage is held at thQ upper charge limit and thB charging current is gradually romped down, DuriMg thQ float charging oycle, the charging current is Curtailed and the ahargQr monitors the battery voltage while it drifts down from the upper charge limit. In the float charging cycle. a constant battery voltage is maintained below the gassing point but above the resting voltage of the battery of a fully 30 charged battery. The battery charger only supplies charging current r.~hen necessary to maintain the battery voltage. During the float aharginq cycle, the full output of the battery charger is -)_ availahle to operate any .AC appliances that may be connected to the invertericharger system.
Finally, during the oyualizin~ chaegin~ cycle- periodically equalization is accomplished by applying an equalization current to the battery. Such causes wet cell batteries to gas profusely, the hcneficial effects oi~ mhiclt are removal of residual lead sulfate, restoring all cells to the same potential and rni.xin g up the electrolyte.
hhose of skill in the art will ahpreciatc that even such advanced inverter%charger systems have no provision fur user-specilied rnonitonng and controlling levels at a conveniently located Ilat panel user interface fittahle m a console ot_ a marine or recreational vehicle, or lixahle v itl~in an altcrnativc energy residence Summary <o~ invention In accordance with one aspect of the invcmfon, there is provided an alternator current-regulation method te>r use with a systcnt inclrtciiy an alternator that supplies a variable alternator-current-output to a coru~ected battery with a multi-cycle battery charger connected thereto, wherein rhc h:rticrv has ;r hatterv voltage and receives a charging current, and wherein the alternator is conuollcd by a regulator. The method involves tamping-up the altcntator-< ur-rent-output until the alternator-current-output reaches an alternator-current-limit, wherein the alternator-current-output i5 being provided to the battery for char~in~ thu battery: sustaining the alternator-current-output substantially at the alternator-current-lirmi until tlm I?attery voltage is substantialiv at an ~tcccptance volta~~c which is indic~;ti w: of the battery approaching its maximum charge capacity and is greater titan a Moat voltage of the battery;
adjusting the alternator-current-output for ntaintaming the battery voltage substantially at the acceptance voltage, tin«1 the hatlery's chargin b current is substantially at a i~ully-charged-indication entreat; reducing the alternator-current-output, which lowers the; hauery voltage, until the battery voltage is substantially at the float voltage; and further adjusting the altcnrator-current-output for maintaining the battery voltage suhstanttallv at the float voltage to preserve a fully charged condition of the battey.
In accordance with another aspect ol' the invention, there is provided an adaptive charge efficiency factor determination method for use with a system including a battery charger, a hatten~, and a controller having a processor for storing data nto a memory connected thereto, wherein the battery has a present charge efficiency. The method involves providing a present charge efficiency factor, a maximum amp-hour charbe level capacity of the battery, and a present status of amp-hour charge level; storing the present char~,c atliciency factor, the maximum arnp-hour charge level capacity of the battery, and the present status of amp-hour charge level in the memory; discharging the battery .;nd while discharging, decrementing the present status of amp-hour charge level; recharging, the battery and storing the present status of amp-hour charge level immediately before recharging in the memory as the lowest-recorded amp-hour charge level; measuring amp-hours used to recharge the battery and a storing in memory the amp-hours t.rscd as amp-hours used-to-recharge the battery; completing the recharging of the battrry; determining an intermediate charge efficiency factor by dividing amp-hours used-to-recharge the battery by a difference between the maximum amp-hour char3e level capacity and the lowest-recorded amp-hour charge level; averaging the present charging efficiency factor with the intermediate charge efficiency factor to produce a result, wlrereby the result more accurately represents the present charge efficiency ~t the battery than does the present charge efficiency factor; and storing the result in mcrnory as the present charge efficiency (actor so that the present factor more accurately represents the present charge efficiency of the battery.
In accordance with another aspect of the invention, there is provided a battery charge monitoring apparatus for use with a battery chwgmg system which includes a battery charger for storing .A~-to-DC' converti:d electric power and a battery connected thereto, wherein the battery has an amp--hour charge level and a present charge et~ticiency. The apparatus comprises an ammeter connected to the battery, the ammeter for measuring current flow through the battery, a processor for calculating a present charge efficiency factor, wherein during a charging of the battery, the processor calculates a present status of the amp-hour charge Level based on the present charge efficiency factor, the processor being connected to the ammeter and the battery charger. The apparatus further includes a display cor~rtected to the processor and operable to indicate the present charge efficiency factor and the present status of the amp-hour charge level of the battery. The ;apparatus further includes a memory connected to the processor, wherein the ntenrory is fir storing the present charge efficiency factor, a lowest-recorded amp-hour charge level and a maximum amp-hour charge level capacity of the battery. After the battery charger fully charges the battery, the processor calculates an intermediate charge efficicnc.y factor by dividing amp-hours used to charge battery by a difference between the maximum amp-hour charge level capacity and th r lowesr-recorded amp-hour charge level and averaging the present charging efficiency factor with lhc intermediate charge efficiency factor to produce a result, whereby the result more accurately represents the present charge efficiency of the battery than does the present charge ef ficiency factor, and the processor stores the result into the memory as the preswt charge efficiency factor-.
The invention provides for the semi-automatic state steering acrd monitoring of an inverter,'charger of the typo described immediately above. ~ tlat panel user interface includes an array of switches, displays and indicators for establishing modes of operation of the inver-tericharger. for initializing operating parameters of the inverter~charger and a connected battery, for establishing rates for invcrter/charger operation, and permit the user to monitor the operatinf.~ mode, the charging cycle, the charging rate, the charge level amd the charging efficiency of the battery system (which includes the inverterlcharger and the battery) while it is operating to charge the battery and to supply AC power to connected appliances or loads.
In one embodiment. the apparatus of the invention provides both a numeric liquid crystal display (LCD) and multiple light-emitting diodes (LEDs) as front panel indications of the system's operation. By the one rnethud aspect of the invention, an alternator and an inverterlcharger are connected to the battery. They are steered by the monitor/controller to ramp-up the charging current, maintaining the charging current at a given limit until an acceptance voltage level is reached, then maintaining the battery's voltage at the acceptance voltage by controlling thv charl;ing current as the battery and load needs dictate. After the chargin g current falls below a given limit for a defined period of time and battery is determined to be fully charged, the charging current is controlled to maintain a Iower float w~ltagc lew? mll below the gassing point of the battery to preserve the battery's charge.
By another method aspect of the invention, certain chatrge data related to the charging oh the battery -- including a present charge efficiency factor ((:EF), maximtun amp-hour charge level capacity of the battery. and the present status of runp-hour charge level -- are given and stored in memory, the battery is discharged and the present status is dc,'cremented, begimting recharge of battery and storing the present status as the lowest-recorded amp-hour charge level, continuing the recharge of the battery and measuring the amp-hours used to recharge the battery an.i storing into memory as amp-hours used-to-recharge, completing the recharge, deterrnning an intermediate CEF by dividing amp-hours used-to-recharge battery by dilfvrcnc~ between the maximum amp-hour charge level capacity and the lowest-recorded atnp-hour charge level, averaging the present CEF with the intem~ediate C Eiv to produce a result which is stored in memory as the present CEF, and resetting the present status ol~ amp-hour charge level to the maximum amp-hour charge level capacity of the 'nattety.
These and other features and advantages of the invention wil) be more fully understood by reference to the accompanyin5 drawings and the detailed description to follow.
Brief Description of the C)rawin s Fig. 1 is a system block diagrtm of the invented apparatus made in accordance wish a prelerred embodiment of the invention.
Fig. 2 is a schematic block diagram of the controller portion of the system illustrated in Fig. 1.
Figs. 3A and 3B collectively arc a high-Level flowchart illustrating the first of the two preferred nlethU(1S Uf tht; IrlveIlt1011 by which the controller operates.
Fig. 4 is a high-level flowchart illustrating the second of the two preferred methods ofthe invention by which the controller operates.
_4g_ f)etailed Descr~tion of the Preferred Embodiment Referring to Fig. l, flee apparatus of the invention made in accordance with its preferred embodiment is indicated generally at J (1. Apparatus 1 tl preferably includes a housing or enclosure 12 for electronic circuttrv I.~ ( inside the housing and shown in Fig.
8aokaround ~'he present in~~Qrition relates generally to power conversion equiparent such as inverter and battery charger systoms.
More particularly, the invention concerns method and apparatus fvr semi-automatically and remotely monitoring the performance of and controlling such systems.
Power canverafon ~quipmQnt such as power inverters and battery chargers are known to provide for the efficient charging and recharging of batteries of both the wet-oell and geI-cell, so oalled da~ap-cycle type, ThQSe batteries typically have a twelve volt (1ZV) or 24V capacity. One of the beat known battery oharqara uses three cycles including a first for bulk charging, a second fox absorption or acceptarioe charging and a third for float charging, preferably in the listed order. Additionally, a fourth cyolQ for equalizing the charge of the battery tray follow the float charging cycle upon command of a user.
During the bulk charging cyclQ, 'most of the charging ZO current available front the charger is delivered to the battery bank, until such ti~te as the upper charge limit is reached, thereby producing a rapid charging of the battery. During the absorption charging cyclQ, the battery voltage is held at thQ upper charge limit and thB charging current is gradually romped down, DuriMg thQ float charging oycle, the charging current is Curtailed and the ahargQr monitors the battery voltage while it drifts down from the upper charge limit. In the float charging cycle. a constant battery voltage is maintained below the gassing point but above the resting voltage of the battery of a fully 30 charged battery. The battery charger only supplies charging current r.~hen necessary to maintain the battery voltage. During the float aharginq cycle, the full output of the battery charger is -)_ availahle to operate any .AC appliances that may be connected to the invertericharger system.
Finally, during the oyualizin~ chaegin~ cycle- periodically equalization is accomplished by applying an equalization current to the battery. Such causes wet cell batteries to gas profusely, the hcneficial effects oi~ mhiclt are removal of residual lead sulfate, restoring all cells to the same potential and rni.xin g up the electrolyte.
hhose of skill in the art will ahpreciatc that even such advanced inverter%charger systems have no provision fur user-specilied rnonitonng and controlling levels at a conveniently located Ilat panel user interface fittahle m a console ot_ a marine or recreational vehicle, or lixahle v itl~in an altcrnativc energy residence Summary <o~ invention In accordance with one aspect of the invcmfon, there is provided an alternator current-regulation method te>r use with a systcnt inclrtciiy an alternator that supplies a variable alternator-current-output to a coru~ected battery with a multi-cycle battery charger connected thereto, wherein rhc h:rticrv has ;r hatterv voltage and receives a charging current, and wherein the alternator is conuollcd by a regulator. The method involves tamping-up the altcntator-< ur-rent-output until the alternator-current-output reaches an alternator-current-limit, wherein the alternator-current-output i5 being provided to the battery for char~in~ thu battery: sustaining the alternator-current-output substantially at the alternator-current-lirmi until tlm I?attery voltage is substantialiv at an ~tcccptance volta~~c which is indic~;ti w: of the battery approaching its maximum charge capacity and is greater titan a Moat voltage of the battery;
adjusting the alternator-current-output for ntaintaming the battery voltage substantially at the acceptance voltage, tin«1 the hatlery's chargin b current is substantially at a i~ully-charged-indication entreat; reducing the alternator-current-output, which lowers the; hauery voltage, until the battery voltage is substantially at the float voltage; and further adjusting the altcnrator-current-output for maintaining the battery voltage suhstanttallv at the float voltage to preserve a fully charged condition of the battey.
In accordance with another aspect ol' the invention, there is provided an adaptive charge efficiency factor determination method for use with a system including a battery charger, a hatten~, and a controller having a processor for storing data nto a memory connected thereto, wherein the battery has a present charge efficiency. The method involves providing a present charge efficiency factor, a maximum amp-hour charbe level capacity of the battery, and a present status of amp-hour charge level; storing the present char~,c atliciency factor, the maximum arnp-hour charge level capacity of the battery, and the present status of amp-hour charge level in the memory; discharging the battery .;nd while discharging, decrementing the present status of amp-hour charge level; recharging, the battery and storing the present status of amp-hour charge level immediately before recharging in the memory as the lowest-recorded amp-hour charge level; measuring amp-hours used to recharge the battery and a storing in memory the amp-hours t.rscd as amp-hours used-to-recharge the battery; completing the recharging of the battrry; determining an intermediate charge efficiency factor by dividing amp-hours used-to-recharge the battery by a difference between the maximum amp-hour char3e level capacity and the lowest-recorded amp-hour charge level; averaging the present charging efficiency factor with the intermediate charge efficiency factor to produce a result, wlrereby the result more accurately represents the present charge efficiency ~t the battery than does the present charge efficiency factor; and storing the result in mcrnory as the present charge efficiency (actor so that the present factor more accurately represents the present charge efficiency of the battery.
In accordance with another aspect of the invention, there is provided a battery charge monitoring apparatus for use with a battery chwgmg system which includes a battery charger for storing .A~-to-DC' converti:d electric power and a battery connected thereto, wherein the battery has an amp--hour charge level and a present charge et~ticiency. The apparatus comprises an ammeter connected to the battery, the ammeter for measuring current flow through the battery, a processor for calculating a present charge efficiency factor, wherein during a charging of the battery, the processor calculates a present status of the amp-hour charge Level based on the present charge efficiency factor, the processor being connected to the ammeter and the battery charger. The apparatus further includes a display cor~rtected to the processor and operable to indicate the present charge efficiency factor and the present status of the amp-hour charge level of the battery. The ;apparatus further includes a memory connected to the processor, wherein the ntenrory is fir storing the present charge efficiency factor, a lowest-recorded amp-hour charge level and a maximum amp-hour charge level capacity of the battery. After the battery charger fully charges the battery, the processor calculates an intermediate charge efficicnc.y factor by dividing amp-hours used to charge battery by a difference between the maximum amp-hour charge level capacity and th r lowesr-recorded amp-hour charge level and averaging the present charging efficiency factor with lhc intermediate charge efficiency factor to produce a result, whereby the result more accurately represents the present charge efficiency of the battery than does the present charge ef ficiency factor, and the processor stores the result into the memory as the preswt charge efficiency factor-.
The invention provides for the semi-automatic state steering acrd monitoring of an inverter,'charger of the typo described immediately above. ~ tlat panel user interface includes an array of switches, displays and indicators for establishing modes of operation of the inver-tericharger. for initializing operating parameters of the inverter~charger and a connected battery, for establishing rates for invcrter/charger operation, and permit the user to monitor the operatinf.~ mode, the charging cycle, the charging rate, the charge level amd the charging efficiency of the battery system (which includes the inverterlcharger and the battery) while it is operating to charge the battery and to supply AC power to connected appliances or loads.
In one embodiment. the apparatus of the invention provides both a numeric liquid crystal display (LCD) and multiple light-emitting diodes (LEDs) as front panel indications of the system's operation. By the one rnethud aspect of the invention, an alternator and an inverterlcharger are connected to the battery. They are steered by the monitor/controller to ramp-up the charging current, maintaining the charging current at a given limit until an acceptance voltage level is reached, then maintaining the battery's voltage at the acceptance voltage by controlling thv charl;ing current as the battery and load needs dictate. After the chargin g current falls below a given limit for a defined period of time and battery is determined to be fully charged, the charging current is controlled to maintain a Iower float w~ltagc lew? mll below the gassing point of the battery to preserve the battery's charge.
By another method aspect of the invention, certain chatrge data related to the charging oh the battery -- including a present charge efficiency factor ((:EF), maximtun amp-hour charge level capacity of the battery. and the present status of runp-hour charge level -- are given and stored in memory, the battery is discharged and the present status is dc,'cremented, begimting recharge of battery and storing the present status as the lowest-recorded amp-hour charge level, continuing the recharge of the battery and measuring the amp-hours used to recharge the battery an.i storing into memory as amp-hours used-to-recharge, completing the recharge, deterrnning an intermediate CEF by dividing amp-hours used-to-recharge battery by dilfvrcnc~ between the maximum amp-hour charge level capacity and the lowest-recorded atnp-hour charge level, averaging the present CEF with the intem~ediate C Eiv to produce a result which is stored in memory as the present CEF, and resetting the present status ol~ amp-hour charge level to the maximum amp-hour charge level capacity of the 'nattety.
These and other features and advantages of the invention wil) be more fully understood by reference to the accompanyin5 drawings and the detailed description to follow.
Brief Description of the C)rawin s Fig. 1 is a system block diagrtm of the invented apparatus made in accordance wish a prelerred embodiment of the invention.
Fig. 2 is a schematic block diagram of the controller portion of the system illustrated in Fig. 1.
Figs. 3A and 3B collectively arc a high-Level flowchart illustrating the first of the two preferred nlethU(1S Uf tht; IrlveIlt1011 by which the controller operates.
Fig. 4 is a high-level flowchart illustrating the second of the two preferred methods ofthe invention by which the controller operates.
_4g_ f)etailed Descr~tion of the Preferred Embodiment Referring to Fig. l, flee apparatus of the invention made in accordance with its preferred embodiment is indicated generally at J (1. Apparatus 1 tl preferably includes a housing or enclosure 12 for electronic circuttrv I.~ ( inside the housing and shown in Fig.
2). Preferably, housing 12 is lidded or closed by a flat-panel cover 1 fi providing an array of push-button switi;hes such as 18a, 18b in the form of a molded keypad or keyboard 18, a display such as 4%Z-digit numeric liquid crystal display (LCD) 20 and an array of light-emitting diode (LEI)) indicators 2Z. T1~ose skilled in the art will appreciate that housing 12 may take any of a variety of shapes, sires and configurations, within the spirit and scope of the invention.
Preferably, apparatus lU is adapted for console mounting or retrofit within the control console of a recreational or manse vehicle -- or the wail of an alternative energy residence -- and 09108/95 15:57 X509 2:4 5989 KOLIS~H HART~YELL f~]008/Oal -- ~15'~G4~
within reach by a ribbon cable 24 and a phone line 26 to a~n outboard regulator circuitry 40 via an outboard amp-hour monitor circuitry 36. The apparatus aontroln or regulates an alternator 34 via regulator circuitry 40 to which the alternator is connected.
Apparatus 10 is preferably connected via a phone line 28 to an invertar/charger 30 which in turn is connected to one or more batteries 32, 32~. Alternatively, battery 32~ may be a Dc load or alternative power source such as a solar pahel.
An alternator 34 is connected to one or rxore batteries 32, 32~ to provide DC current to charge the batteries. Preferably, the alternator includes a sensor to measure the current produced by the alternator. ThQ alternator, inverter/chare~er, and batteries are usually part of the vehicles or residence's power subsystem.
Moreover, a current and voltage sensor 38 is connected to the battery (ox batteries) to provide a means of measuring the current flowing through tbs battery and voltage across the battery.
The aensar is connected to amp-hou~~ monitor circuitry 36, and they are in communication with a microaontroller (described later) to function as an ammeter to measure the currant flowing through the 2o battery and a voltmeter to measuro voltage across the battery.
preferably, the sensor includes a 500 alnp/~p millivolt (50 mV) dual-shunt (a dual-shunt is used in a system with two batteries).
A regulator circuitry 40 !or regulating an alternator is connected to amp-hour monitor circuitry 36 and alternator 34. ThQ
regulator circuitry preferably includes a high side field-effect-tranaistor (FET) driver with a voltage doublet arid an alternator current buffer. Regulator circuitry 40 also.inciudes an enablement LED indicator 40~ for indioating whether the regulation function is enabled or activated and an intensity-variable drive LED indicator 30 40b_ for indicating the relative intensity of the drive current that the regulator uses to control the alternator s output of current.
08/08/95 15:58 $'SOJ 224 5989 KOLISCH HARTWELL f~1009!051 The pri~tary purpose pf the8e LED indicators in the preferred embodiment is for status information and trouble-shooting.
Front panel push-button switches such as i8$, 18b_ (of which, as illustrated, there am mots than two in the preferred embodiment of thQ invention) permit selection of measured or derived system variablQ tv be displayed on LCD 20, and facilitate manual user control of the mode of operation, e.g. inverter versus charger mode, of thQ vehicla~s power subsystem. LED indicators 22 arQ used to indicate various user eelectians and operational modes, thQreby augYpenting 4~-digit numeric LCD 20.
Ira accordancQ with the preferred embodiment of the invention, display options include voltar~e, amperage, amp-hours ConsumQd, charging eff ioienCy and various status indicators including AC power presQnt and charge, acceptance and float modes of opex8tion. Control options include idle mode load sensitivity sQlection, load-limiting power share AC currant limit selection, set up, minimum fully butt~ry voltage (acceptance voltage) selection, minimum fully ChargQd currant selection (fully-charged-iridication currQrlt detor8lined by a small percQntage of the battery capacity), battery capacity selection, ambient tempQrature salvation and start ecdualiaation selection. It will be appreciated that, within the spirit and scope of the invention, more or fewer, or altogether differat~t, controls and indicators are contemplated.
RQferring nvw to the more detailed schematic diagram of Fig. 2, the heart of electronic circuitry 24 is a crystal oscillator-driven lsicrocoritrollar 42 such as an 80C552 microprocessor, an address latch 44, a read-and-write memory (RAMj 46, a read-only-memory (ROM) 47, a dip-switch array 48, an input/output (I/Oj port 50, a display ,52, arid a keypad 54. Display 52 ~.ncludQ~s LcD display zp and LED indicators 22. f~eyp$d 54 irscludes molded keyboard 18 and push-button switches IB~, 18b,.
09%08/95 15:59 '505 229 5989 KOLISCH HARTWELL X1010/051 21~'~~~~
The microprocessor executes instructions stored in the illustrated onboard ROM performs all switch scanning and display functions, including driving the various LEDs and the LCD (which are part of display 52). The microprocessor also is programmed to perform the monitoring and control functions described above, by suitable programriting techniques.
Referring coilectivaly to Figs. 1 and 2, I/D port 50 provides a means of communication with devioea outside of enclosure 12 via a ribbon cable 24 and phone tine 26. ,The I/0 port provides a connection of electronic circuitry 14 of the apparatus to amp-hour monitor circuitry 3s, regulator circuitry 40 (preferably via phcnQ line 2$ and the amp-hour taonitor circuitry), and inverter/chaxger 30. 7.'he inverter/charger is preferably connected via standard telephone twisted-pair cabling 26 and transmits various status information to the microcontroller 42 regarding the status of the battery charging condition. The inverter/chaxger also receives commands ixom thQ tuicrocontroller (based upon thQ
user's input) directing the inverter/charger to perform various tasks including entering equalization mode, activating/deaativating the charging function, and activating/deactivating the inverting (DC-to-AC corwersion) function.
Referring collectively t0 Figs. 1 and 2, the apparatus is used with a battery charging system that includes the battery charger (inverter/charger) 30 for storing AC-to-DC converted algctric power in one or more batteries 32, 32~ connected thereto.
Battery 32 has a charge lQVa1 that is measured in amp-hours and a charge capacity measured in kilowatt-hours (kWhrs).
The apparatus has current and voltage sensor 38 and amp hour monitor Circuitry 36 in which provides a means of measuring 3o the nurre~t flowing through the battery and a laeans of measuring voltage across the battery. The apparatus includes the 08!08/95 14:00 $503 224 59ft9 ftOLISCH H.ARTffELL I~ 011/031 -- 2~~764~
miorocantroller X12 which is connected to sonsor 38 and ~.nvertadJChargQr 30. CorWected to miorocontroller is a memory for storing various charging data including present charging efficiency factor, a rawest-recprded amp=hour charge level, an a m~ximum amp-hour charge level capacity of the battery.
The nicrocontroller calculates tPie charging efficiency factor (CEF) of the battery charging system and battery and calculates the present state or status of the charge level of the battery measured in amp-hours. During the recharge of the battery, the microcontroller factors in the CEF when calculating the present status of the charge l8vel. The microcontroller reports the results of its calculations, the current flowing through the battery arid the voltage across the battery using a display connected thereto.
A new CEF may be recalculated each time the battery is recharged; however, in the preferred embodiment, the CEF
recalculation only occurs when the battery was discharged at least ten percent before recharge and the battery has been fully recharged based an a m4aaurement of the battery capacity in kWhrs.
ZO The preferred embodiment has the threshold requirement for reoalculation of CEF to prevent skewed results based on partial rechtrgea.
The microcontroller calculates an intermediate CI;F by dividing the number of amp-hour used to charge the battery by the difference between thQ maximum amp-hour charge level capacity and the lowest-recorded amp-hour Charge level and then averaging the present CEF with the intermediate cEF to produce a result which is stored in the memory (RAM) 46 as the present CEF -- the rQault becomes the presorit CEF.
30 The apparatus has a keypad 34 which is connected to and scanned by microcontrollQr 42 and based on the user input on the 09/08195 14:00 $505 224 5989 AOLISCH HART9fELL ~ 012~Oa1 2157fi42 keypad different information is displayed including battery voltage, battery current, prevent CEF, and present rtatus of the amp-hour Charge levQl.
Furthermore, the apparatus can function as a remote controller distally connected to inverter/charger 30. The user may set various setup parameters to control the inverter/charger. Some of setup parameters include an acceptance voltage, a fully-charged-indication current, a maximum amp-hour charge level capacity, an idle mode sensitivity of the invertor/charger and a load-limit AC
power share of the invertex/charger. Also, the user can activate the Qqualization mode or cyolo of the inverter/charger.
The default for the idle mode in the preferred embodiment is 4 Watts which means that it takes a four watt (4Wj AC load to turn the inverter on from its low power idle made. The purpose of the power sharing feature is to automat~.cally reduce the charger output, and therefore the AC power consumption, if the load passing through the inverters automatic transfer switch excoeds the setup value. This load management featurE helps present AC supply breakers from tripping when the vehicle's eleatrio systems are z0 plugged into AC power and the chargex and other loads all camQ on at once.
Referring noW collectivQly to Figs. 3A and 38, thQ first of the preferred methods of the invention is illustrated by way of a flowchart. This is a method of regulating an alternator for use with a system that iriCludes an alternator that vuppliQS a variable current td a multi-cycle battery charger system connected thereto.
The battery chaxger system includes a battery charger which is connected to a battery (to be charged) wherein the battexy has a battery voltage that depends upon present charge condition of the 3c battery. Tha voltage of thQ battery will ba higher when the battery is ful ly charged than when the battery is discharged ( i , e. , 09108!95 14:01 'x'503 224 5989 AOLIBCH SART4PELL ~ 019i0a1 21~7s~~
lass than fully charged). When the battery is fully charged, ft has a maximum charge capacity measured in kWhrs.
This greferred method starts at 102 in Fig. ~A. At 104, the various settings era defined including alternator-current-limit (ACL), acceptance voltage (AV), fully-charged,indiaatian current (FCI currant) and float voltage (FV). The ACL is the maximum limit of the current that the alternator can produce and the AV is the voltage at which a battery is nearing its maximum charge but still accepting some charge (the default for the preferred embodiment is 14.4V for a 12V battery). The FV is less than the AV (defaltlt for the preferred embodiment is 13.5V for a 12V battery) and is the voltage that is sufficient to maintain the fully charged condition of the battery. The FCZ current is preferably defined as a percentage of current of the battery capacity. At 106, these settings are stored into a memory connected to the regulator.
In the first preferred Method of the invention, the voltage settings -- including the AV arid the FV -- are modified or adjusted according to calculations based ari several factors. The factors affecting the AV and the FV settings include the state of the charging cycle of the battery charger, the battery type (wet-cell or gel-cell) and the ambient temperature setting selected by the user.
=n a system ahargirig more than one battery, it is unlikely that all of the battex~iea will have equal charges and will recharge at the same rate. Also, over-charging a battery can cause damage and shorten the life of the battery. Therefore, the ~nvention~s preferred means of dealing with the danger of over-charging arid the batteries different charging characteristics is to base all buttery current and battery voltage measurements upon the charging current and the battery voltage of the battexy with the highest measured voltage 107.
09/08/95 14:02 $503 224 5989 I(OLISCH HARTWELL 1~014~'031 In this preferred method of this invention used with a systet~ charging more than one battery, the battery with the highest voltage may be redetexmined before each battery current and battery voltage measurement. This redetermination xs dens to prevent over-charging of a battery that reohargcss at a faster rate than the other batteries.
After the alternator starts 108, there is a, short delay 11,0 to allow time for the engine driving the alternator to start and allow for a slow increase in th~ Pi~IM (pulse width modulation) of thQ AG-to-DC power conversion of the charger.
Continuing with the first preferred method of the iriventfon, the ACO (alternator-aurre»t-output) is ramped-up until the ACO reaches or is substantially equal to the ACL (alternator-currnnt-limit). The ACL is the maximum currelnt output of the alternator and the default in the preferred embodiment is lop amps.
During the ramping-up, a sensor measures ACO and the regulator raises the ACO to the AGL within a defined ramp-up time period which is defined in firmware (ROM) as twenty to thirty seconds in the preferred embodiment o~ the invention. Those skilled in the ZO art will apprQCiate that the defined ramp-up time period may be adjusted to suit the need of any particular tyga of inverter/charger system or alternator without departing from the spirit and scrape of the present invention. The ramping~up of the ACO avoids shock-loading the belts by abruptly starting with full alternator output.
After the ACO is rampad-up to the ACL, thQ charge cycle begins. During the charge cycle the ACO is held or sustained 114 at ACL as the BV (battery voltage) of the battery increases. The ACO of the alternator, CC (charging Current) and BV (battery 30 voltage) of the battery are measured. The charge cycle continues until the BV is substantially equal to an AV (acceptance voltage).
09i08i95 19:02 $503 224 59H9 KOLISCH HARTWELL f~ 015/031 '~ 2157G4~
In the preferred embodiment of the present invention, the default value of the acceptance voltage is 14.4V (or z4.8V for 24V systems) or the AV can be defined by the user.
After the AV is reachrad, the acceptance cycle begins.
During the acceptance cycle, the ACO is adjusted .118 and the CC is measured. The acceptance cycle guarantees thorough charging by Continuing to charge the battery until the CC becomes a small percentage of battery capacity (default fdr preferred embodiment is 2~). This small percentage of battery capacity defines a fully-charged-indication current (FCr current). The acCeptanca cycle continues until the CC is suhstantfally equal to the FCf current 120.
The acceptance cycle is followed by the acceptance hold cycle. During the aoceptanae hold cycle, the ACO is periodically adjusted 122 to maintain BV at or above AV far a hold-time and the CC is measured. The acceptance hold cycle makes sure that the battery has accepted as much charge as it can.
In the preferred embodiment, the hold-time is between five to fifteen minutes if the CC is continuously legs than or ZO equal to FCI current and BV is continuously greater than or equal to AV; Otherwise, hold-time is eighteen to thirty minutes. Those skilled in the art will understand that the hold-time may be modified -- it oan even be user defined -- without departing from the spirit and scope to the present invention.
Referring now to Fig. 3H, if ~V fails beløw FCI current 1z4, then the charge cycle begins again~by returning to the ramping-up step 112. When the acceptance hold cycle ends (without a repenting of above steps), thHn the float transition oycle begins.
30 The float trgnsition cycle begins at 1Z6. The ACO is reduced, CC and BV are measured. Reducing the ACO at this point in 09108/95 14:0.5 '~'509 224 5989 KOLISCH HAR1'WELL ~Ol8:Oa1 ~15~s~~
the battery charging procedure causes the BV to dac~ease. The float transition cycle is intended to provide a continuous (i.e., without disruption) alternator output during the cycle change from acceptance to flaat~ thus, avoiding an abrupt transition between these voltages insures that electronic taohometers supplied from the alternator continue to work during the transition. Qnce eV is substantially equal to a FV (float voltage) 128, then the !lost cycle begins.
The purpose of the float cycle is to provide a small amount of current when necessary to maintain the charge of the battery. During the float cycle, tho ACO is fuxther adjusted 13p so that 8V continues to be substantially equal to FV. Also, CC and gV are measured. ACO is zero if 8V remains substantially equal to FV but ACO is greater than zero when necessary to maintain BV at FV. The FV is belo~r the gassing point of liquid (wet~cell) batteries and abovQ the resting voltage of a fully charged battery.
The float cyclQ continues until the battery is discharged 132, the regulator or system is deactivated 132 or the battery charger enters another cycle upon the direction of the regulator 134.
Once the system has raached the float mode, the battery is fully charged arid can be used by any attached AC appliances.
Once the battery is discharged (preferably, a minimum discharge of teri to fifty percent and a maximum discharge of fifty percent) , the process can be repeatod to recharge the battery using an alternator in a guick and efficient manner. The above dQSCribed mQthod of the preferred embodiment of the invention allows the deep-cycle batteries of a vehicle (boat or recreational vehicle (RV)) or an altQrnative energy residence, a remote site to be recharged without the treed for a readily available AC outlet. The regulator controlled altQrnator provides the AC to the battQry charger in the mannex described above to produce a quick and efficient charge of 08/08%95 14:04 $'509 224 S8B9 KOLISCH HARTR'ELL ~ 017/091 the deep-Qell batteries.
After several recharges, it is advisable to equalize (the advantages of equalization will be described later] a wet-cell battery -- as opposed to a gel-cell battery. The equalization of a battery should follow a recharge of a battery. The method of the preferred embodiment regarding the equali2ation follows the float cycle.
Continuibg to refer to Fig. 38, the regulator directs 136 the battery charger into an equalization mode. During the 16 equalization mode the battery voltage is inoreas~ed causing the battery bank to qas profusely and will accomplish the following:
(i) Removal of residual sulfate. Each time a battery is cycled and recharged, a small amount of sulfate is left on the plates. Over time, this gradual build-up of sulf$te will nompromiae the performance of the battery. By applying an equalizing charge, this sulfate i.s returned back to the electrolyte, raising the specific gravity and fully exposing the active material of the plates.
(2j Bring all Cells to the same potential. All lead-acid ZO batteries are made-up of individual two volt cells. As the battery bank is cycled, slight differences in the cells results in different cell voltages, affecting the overall aharqe effectiveness. Equalizing will Serve to bring all cells up to the same voltage and the electrolyte in each sell to the same Specific gravity.
(3j Mixing up of the electrolyte. There is a tendency in the sell of a battery for the electrolyte to separate into layers of acid and water. The vigorous boiling of the battery during et~lizing serves to physically mix the electrolyte.
3o During the equalization cyole, the ACO is varied 138 ao that CC
ramdina substdntially equal to FCI current. Also, CC and BV are 09!OBi9S 14:US $'50S 224 5989 KOLISCH HARTWELL X1018/051 X15"tG~
measured. After a set period of time or when 8V is substantially equal to an equalization voltage (E'V) 140, then the equalization cyolQ ands 142. The EV is prEferably higher than the AV.
Referring to Fig. 4, a flowchart illuatratQa the charge Qfficiency factor (CEF) calculation method of the preferred embodiment. The prooeaa begins at start 150. Necessary charging data is provided 152 including present CEi~, maximum amp-hour charge level capacity (mar. A-H CL capacity) and present status of amp-hour charge level of the battery (present status of A-H CL). The charging data is stored 154 in a memory.
While the battery is discharging 156, the present status of A-H CL is dearemanted. Tmmediately before the battery is recharged, the present status of A-H CL is stored in memory as the lowest-recorded amp-hour charge level (L-R A-H CL) 158. While the battQry is recharging, the amp-hours used to recharge the battery is measured and stored 160 ae amp-hours used-to-rQaharge (A-H used-to-rechargQ). Upon completion of raoharge of the battery 1s2, the A-H used-to-recharge ratlecta the amount of amp-hours required to fully recharge the battery.
Z~ After complete recharge of the battery, a new CEF is calculated to replace thQ old CEF to account for the changing, dynamic nature of a deep-cycle battery~s life. In this preferred method this invention, a new C8F may be calculated if the battery was discharged a given amount (between eight and twelve percent in the prQtorred embodiment) and ail of the charge (measured in kilowatt-hours or kWhrs) is restored to the battery.
An intermediate CEF is determined 164 by dividing the A-H
used-to-recharge by the difference of the maximum A-H GL capacity and the L-R A-H CL. After the intermQdiate CEF is determinQd, it 30 is averaged Z66 with the present CEF to produce a result that is stored 168 as the new present CEF.
09i00i95 14: b5 '~'503 224 5909 ROLISCH HARTWELL ~ 4i9i031 ~.~5'~G4~
After the new present CEF is calculated, the present status of A-H CL is set 170 to be equal to the max. A-H CL capacity because o! the ohangingr CEF of the battery charging system and the battery. The present CEF arid present status of A-H CL is displayed 171. After the reset of the present status of A-H CL and display, the process ends 172.
While the present invention has been showy and described with reference to the foregoing preferred method and embodiment, it will ba apparent to those skilled in the art that othex changes in io form and detail may be made therein without departing from the spirit and soopa of_ the invention as defined in the appended claims.
is
Preferably, apparatus lU is adapted for console mounting or retrofit within the control console of a recreational or manse vehicle -- or the wail of an alternative energy residence -- and 09108/95 15:57 X509 2:4 5989 KOLIS~H HART~YELL f~]008/Oal -- ~15'~G4~
within reach by a ribbon cable 24 and a phone line 26 to a~n outboard regulator circuitry 40 via an outboard amp-hour monitor circuitry 36. The apparatus aontroln or regulates an alternator 34 via regulator circuitry 40 to which the alternator is connected.
Apparatus 10 is preferably connected via a phone line 28 to an invertar/charger 30 which in turn is connected to one or more batteries 32, 32~. Alternatively, battery 32~ may be a Dc load or alternative power source such as a solar pahel.
An alternator 34 is connected to one or rxore batteries 32, 32~ to provide DC current to charge the batteries. Preferably, the alternator includes a sensor to measure the current produced by the alternator. ThQ alternator, inverter/chare~er, and batteries are usually part of the vehicles or residence's power subsystem.
Moreover, a current and voltage sensor 38 is connected to the battery (ox batteries) to provide a means of measuring the current flowing through tbs battery and voltage across the battery.
The aensar is connected to amp-hou~~ monitor circuitry 36, and they are in communication with a microaontroller (described later) to function as an ammeter to measure the currant flowing through the 2o battery and a voltmeter to measuro voltage across the battery.
preferably, the sensor includes a 500 alnp/~p millivolt (50 mV) dual-shunt (a dual-shunt is used in a system with two batteries).
A regulator circuitry 40 !or regulating an alternator is connected to amp-hour monitor circuitry 36 and alternator 34. ThQ
regulator circuitry preferably includes a high side field-effect-tranaistor (FET) driver with a voltage doublet arid an alternator current buffer. Regulator circuitry 40 also.inciudes an enablement LED indicator 40~ for indioating whether the regulation function is enabled or activated and an intensity-variable drive LED indicator 30 40b_ for indicating the relative intensity of the drive current that the regulator uses to control the alternator s output of current.
08/08/95 15:58 $'SOJ 224 5989 KOLISCH HARTWELL f~1009!051 The pri~tary purpose pf the8e LED indicators in the preferred embodiment is for status information and trouble-shooting.
Front panel push-button switches such as i8$, 18b_ (of which, as illustrated, there am mots than two in the preferred embodiment of thQ invention) permit selection of measured or derived system variablQ tv be displayed on LCD 20, and facilitate manual user control of the mode of operation, e.g. inverter versus charger mode, of thQ vehicla~s power subsystem. LED indicators 22 arQ used to indicate various user eelectians and operational modes, thQreby augYpenting 4~-digit numeric LCD 20.
Ira accordancQ with the preferred embodiment of the invention, display options include voltar~e, amperage, amp-hours ConsumQd, charging eff ioienCy and various status indicators including AC power presQnt and charge, acceptance and float modes of opex8tion. Control options include idle mode load sensitivity sQlection, load-limiting power share AC currant limit selection, set up, minimum fully butt~ry voltage (acceptance voltage) selection, minimum fully ChargQd currant selection (fully-charged-iridication currQrlt detor8lined by a small percQntage of the battery capacity), battery capacity selection, ambient tempQrature salvation and start ecdualiaation selection. It will be appreciated that, within the spirit and scope of the invention, more or fewer, or altogether differat~t, controls and indicators are contemplated.
RQferring nvw to the more detailed schematic diagram of Fig. 2, the heart of electronic circuitry 24 is a crystal oscillator-driven lsicrocoritrollar 42 such as an 80C552 microprocessor, an address latch 44, a read-and-write memory (RAMj 46, a read-only-memory (ROM) 47, a dip-switch array 48, an input/output (I/Oj port 50, a display ,52, arid a keypad 54. Display 52 ~.ncludQ~s LcD display zp and LED indicators 22. f~eyp$d 54 irscludes molded keyboard 18 and push-button switches IB~, 18b,.
09%08/95 15:59 '505 229 5989 KOLISCH HARTWELL X1010/051 21~'~~~~
The microprocessor executes instructions stored in the illustrated onboard ROM performs all switch scanning and display functions, including driving the various LEDs and the LCD (which are part of display 52). The microprocessor also is programmed to perform the monitoring and control functions described above, by suitable programriting techniques.
Referring coilectivaly to Figs. 1 and 2, I/D port 50 provides a means of communication with devioea outside of enclosure 12 via a ribbon cable 24 and phone tine 26. ,The I/0 port provides a connection of electronic circuitry 14 of the apparatus to amp-hour monitor circuitry 3s, regulator circuitry 40 (preferably via phcnQ line 2$ and the amp-hour taonitor circuitry), and inverter/chaxger 30. 7.'he inverter/charger is preferably connected via standard telephone twisted-pair cabling 26 and transmits various status information to the microcontroller 42 regarding the status of the battery charging condition. The inverter/chaxger also receives commands ixom thQ tuicrocontroller (based upon thQ
user's input) directing the inverter/charger to perform various tasks including entering equalization mode, activating/deaativating the charging function, and activating/deactivating the inverting (DC-to-AC corwersion) function.
Referring collectively t0 Figs. 1 and 2, the apparatus is used with a battery charging system that includes the battery charger (inverter/charger) 30 for storing AC-to-DC converted algctric power in one or more batteries 32, 32~ connected thereto.
Battery 32 has a charge lQVa1 that is measured in amp-hours and a charge capacity measured in kilowatt-hours (kWhrs).
The apparatus has current and voltage sensor 38 and amp hour monitor Circuitry 36 in which provides a means of measuring 3o the nurre~t flowing through the battery and a laeans of measuring voltage across the battery. The apparatus includes the 08!08/95 14:00 $503 224 59ft9 ftOLISCH H.ARTffELL I~ 011/031 -- 2~~764~
miorocantroller X12 which is connected to sonsor 38 and ~.nvertadJChargQr 30. CorWected to miorocontroller is a memory for storing various charging data including present charging efficiency factor, a rawest-recprded amp=hour charge level, an a m~ximum amp-hour charge level capacity of the battery.
The nicrocontroller calculates tPie charging efficiency factor (CEF) of the battery charging system and battery and calculates the present state or status of the charge level of the battery measured in amp-hours. During the recharge of the battery, the microcontroller factors in the CEF when calculating the present status of the charge l8vel. The microcontroller reports the results of its calculations, the current flowing through the battery arid the voltage across the battery using a display connected thereto.
A new CEF may be recalculated each time the battery is recharged; however, in the preferred embodiment, the CEF
recalculation only occurs when the battery was discharged at least ten percent before recharge and the battery has been fully recharged based an a m4aaurement of the battery capacity in kWhrs.
ZO The preferred embodiment has the threshold requirement for reoalculation of CEF to prevent skewed results based on partial rechtrgea.
The microcontroller calculates an intermediate CI;F by dividing the number of amp-hour used to charge the battery by the difference between thQ maximum amp-hour charge level capacity and the lowest-recorded amp-hour Charge level and then averaging the present CEF with the intermediate cEF to produce a result which is stored in the memory (RAM) 46 as the present CEF -- the rQault becomes the presorit CEF.
30 The apparatus has a keypad 34 which is connected to and scanned by microcontrollQr 42 and based on the user input on the 09/08195 14:00 $505 224 5989 AOLISCH HART9fELL ~ 012~Oa1 2157fi42 keypad different information is displayed including battery voltage, battery current, prevent CEF, and present rtatus of the amp-hour Charge levQl.
Furthermore, the apparatus can function as a remote controller distally connected to inverter/charger 30. The user may set various setup parameters to control the inverter/charger. Some of setup parameters include an acceptance voltage, a fully-charged-indication current, a maximum amp-hour charge level capacity, an idle mode sensitivity of the invertor/charger and a load-limit AC
power share of the invertex/charger. Also, the user can activate the Qqualization mode or cyolo of the inverter/charger.
The default for the idle mode in the preferred embodiment is 4 Watts which means that it takes a four watt (4Wj AC load to turn the inverter on from its low power idle made. The purpose of the power sharing feature is to automat~.cally reduce the charger output, and therefore the AC power consumption, if the load passing through the inverters automatic transfer switch excoeds the setup value. This load management featurE helps present AC supply breakers from tripping when the vehicle's eleatrio systems are z0 plugged into AC power and the chargex and other loads all camQ on at once.
Referring noW collectivQly to Figs. 3A and 38, thQ first of the preferred methods of the invention is illustrated by way of a flowchart. This is a method of regulating an alternator for use with a system that iriCludes an alternator that vuppliQS a variable current td a multi-cycle battery charger system connected thereto.
The battery chaxger system includes a battery charger which is connected to a battery (to be charged) wherein the battexy has a battery voltage that depends upon present charge condition of the 3c battery. Tha voltage of thQ battery will ba higher when the battery is ful ly charged than when the battery is discharged ( i , e. , 09108!95 14:01 'x'503 224 5989 AOLIBCH SART4PELL ~ 019i0a1 21~7s~~
lass than fully charged). When the battery is fully charged, ft has a maximum charge capacity measured in kWhrs.
This greferred method starts at 102 in Fig. ~A. At 104, the various settings era defined including alternator-current-limit (ACL), acceptance voltage (AV), fully-charged,indiaatian current (FCI currant) and float voltage (FV). The ACL is the maximum limit of the current that the alternator can produce and the AV is the voltage at which a battery is nearing its maximum charge but still accepting some charge (the default for the preferred embodiment is 14.4V for a 12V battery). The FV is less than the AV (defaltlt for the preferred embodiment is 13.5V for a 12V battery) and is the voltage that is sufficient to maintain the fully charged condition of the battery. The FCZ current is preferably defined as a percentage of current of the battery capacity. At 106, these settings are stored into a memory connected to the regulator.
In the first preferred Method of the invention, the voltage settings -- including the AV arid the FV -- are modified or adjusted according to calculations based ari several factors. The factors affecting the AV and the FV settings include the state of the charging cycle of the battery charger, the battery type (wet-cell or gel-cell) and the ambient temperature setting selected by the user.
=n a system ahargirig more than one battery, it is unlikely that all of the battex~iea will have equal charges and will recharge at the same rate. Also, over-charging a battery can cause damage and shorten the life of the battery. Therefore, the ~nvention~s preferred means of dealing with the danger of over-charging arid the batteries different charging characteristics is to base all buttery current and battery voltage measurements upon the charging current and the battery voltage of the battexy with the highest measured voltage 107.
09/08/95 14:02 $503 224 5989 I(OLISCH HARTWELL 1~014~'031 In this preferred method of this invention used with a systet~ charging more than one battery, the battery with the highest voltage may be redetexmined before each battery current and battery voltage measurement. This redetermination xs dens to prevent over-charging of a battery that reohargcss at a faster rate than the other batteries.
After the alternator starts 108, there is a, short delay 11,0 to allow time for the engine driving the alternator to start and allow for a slow increase in th~ Pi~IM (pulse width modulation) of thQ AG-to-DC power conversion of the charger.
Continuing with the first preferred method of the iriventfon, the ACO (alternator-aurre»t-output) is ramped-up until the ACO reaches or is substantially equal to the ACL (alternator-currnnt-limit). The ACL is the maximum currelnt output of the alternator and the default in the preferred embodiment is lop amps.
During the ramping-up, a sensor measures ACO and the regulator raises the ACO to the AGL within a defined ramp-up time period which is defined in firmware (ROM) as twenty to thirty seconds in the preferred embodiment o~ the invention. Those skilled in the ZO art will apprQCiate that the defined ramp-up time period may be adjusted to suit the need of any particular tyga of inverter/charger system or alternator without departing from the spirit and scrape of the present invention. The ramping~up of the ACO avoids shock-loading the belts by abruptly starting with full alternator output.
After the ACO is rampad-up to the ACL, thQ charge cycle begins. During the charge cycle the ACO is held or sustained 114 at ACL as the BV (battery voltage) of the battery increases. The ACO of the alternator, CC (charging Current) and BV (battery 30 voltage) of the battery are measured. The charge cycle continues until the BV is substantially equal to an AV (acceptance voltage).
09i08i95 19:02 $503 224 59H9 KOLISCH HARTWELL f~ 015/031 '~ 2157G4~
In the preferred embodiment of the present invention, the default value of the acceptance voltage is 14.4V (or z4.8V for 24V systems) or the AV can be defined by the user.
After the AV is reachrad, the acceptance cycle begins.
During the acceptance cycle, the ACO is adjusted .118 and the CC is measured. The acceptance cycle guarantees thorough charging by Continuing to charge the battery until the CC becomes a small percentage of battery capacity (default fdr preferred embodiment is 2~). This small percentage of battery capacity defines a fully-charged-indication current (FCr current). The acCeptanca cycle continues until the CC is suhstantfally equal to the FCf current 120.
The acceptance cycle is followed by the acceptance hold cycle. During the aoceptanae hold cycle, the ACO is periodically adjusted 122 to maintain BV at or above AV far a hold-time and the CC is measured. The acceptance hold cycle makes sure that the battery has accepted as much charge as it can.
In the preferred embodiment, the hold-time is between five to fifteen minutes if the CC is continuously legs than or ZO equal to FCI current and BV is continuously greater than or equal to AV; Otherwise, hold-time is eighteen to thirty minutes. Those skilled in the art will understand that the hold-time may be modified -- it oan even be user defined -- without departing from the spirit and scope to the present invention.
Referring now to Fig. 3H, if ~V fails beløw FCI current 1z4, then the charge cycle begins again~by returning to the ramping-up step 112. When the acceptance hold cycle ends (without a repenting of above steps), thHn the float transition oycle begins.
30 The float trgnsition cycle begins at 1Z6. The ACO is reduced, CC and BV are measured. Reducing the ACO at this point in 09108/95 14:0.5 '~'509 224 5989 KOLISCH HAR1'WELL ~Ol8:Oa1 ~15~s~~
the battery charging procedure causes the BV to dac~ease. The float transition cycle is intended to provide a continuous (i.e., without disruption) alternator output during the cycle change from acceptance to flaat~ thus, avoiding an abrupt transition between these voltages insures that electronic taohometers supplied from the alternator continue to work during the transition. Qnce eV is substantially equal to a FV (float voltage) 128, then the !lost cycle begins.
The purpose of the float cycle is to provide a small amount of current when necessary to maintain the charge of the battery. During the float cycle, tho ACO is fuxther adjusted 13p so that 8V continues to be substantially equal to FV. Also, CC and gV are measured. ACO is zero if 8V remains substantially equal to FV but ACO is greater than zero when necessary to maintain BV at FV. The FV is belo~r the gassing point of liquid (wet~cell) batteries and abovQ the resting voltage of a fully charged battery.
The float cyclQ continues until the battery is discharged 132, the regulator or system is deactivated 132 or the battery charger enters another cycle upon the direction of the regulator 134.
Once the system has raached the float mode, the battery is fully charged arid can be used by any attached AC appliances.
Once the battery is discharged (preferably, a minimum discharge of teri to fifty percent and a maximum discharge of fifty percent) , the process can be repeatod to recharge the battery using an alternator in a guick and efficient manner. The above dQSCribed mQthod of the preferred embodiment of the invention allows the deep-cycle batteries of a vehicle (boat or recreational vehicle (RV)) or an altQrnative energy residence, a remote site to be recharged without the treed for a readily available AC outlet. The regulator controlled altQrnator provides the AC to the battQry charger in the mannex described above to produce a quick and efficient charge of 08/08%95 14:04 $'509 224 S8B9 KOLISCH HARTR'ELL ~ 017/091 the deep-Qell batteries.
After several recharges, it is advisable to equalize (the advantages of equalization will be described later] a wet-cell battery -- as opposed to a gel-cell battery. The equalization of a battery should follow a recharge of a battery. The method of the preferred embodiment regarding the equali2ation follows the float cycle.
Continuibg to refer to Fig. 38, the regulator directs 136 the battery charger into an equalization mode. During the 16 equalization mode the battery voltage is inoreas~ed causing the battery bank to qas profusely and will accomplish the following:
(i) Removal of residual sulfate. Each time a battery is cycled and recharged, a small amount of sulfate is left on the plates. Over time, this gradual build-up of sulf$te will nompromiae the performance of the battery. By applying an equalizing charge, this sulfate i.s returned back to the electrolyte, raising the specific gravity and fully exposing the active material of the plates.
(2j Bring all Cells to the same potential. All lead-acid ZO batteries are made-up of individual two volt cells. As the battery bank is cycled, slight differences in the cells results in different cell voltages, affecting the overall aharqe effectiveness. Equalizing will Serve to bring all cells up to the same voltage and the electrolyte in each sell to the same Specific gravity.
(3j Mixing up of the electrolyte. There is a tendency in the sell of a battery for the electrolyte to separate into layers of acid and water. The vigorous boiling of the battery during et~lizing serves to physically mix the electrolyte.
3o During the equalization cyole, the ACO is varied 138 ao that CC
ramdina substdntially equal to FCI current. Also, CC and BV are 09!OBi9S 14:US $'50S 224 5989 KOLISCH HARTWELL X1018/051 X15"tG~
measured. After a set period of time or when 8V is substantially equal to an equalization voltage (E'V) 140, then the equalization cyolQ ands 142. The EV is prEferably higher than the AV.
Referring to Fig. 4, a flowchart illuatratQa the charge Qfficiency factor (CEF) calculation method of the preferred embodiment. The prooeaa begins at start 150. Necessary charging data is provided 152 including present CEi~, maximum amp-hour charge level capacity (mar. A-H CL capacity) and present status of amp-hour charge level of the battery (present status of A-H CL). The charging data is stored 154 in a memory.
While the battery is discharging 156, the present status of A-H CL is dearemanted. Tmmediately before the battery is recharged, the present status of A-H CL is stored in memory as the lowest-recorded amp-hour charge level (L-R A-H CL) 158. While the battQry is recharging, the amp-hours used to recharge the battery is measured and stored 160 ae amp-hours used-to-rQaharge (A-H used-to-rechargQ). Upon completion of raoharge of the battery 1s2, the A-H used-to-recharge ratlecta the amount of amp-hours required to fully recharge the battery.
Z~ After complete recharge of the battery, a new CEF is calculated to replace thQ old CEF to account for the changing, dynamic nature of a deep-cycle battery~s life. In this preferred method this invention, a new C8F may be calculated if the battery was discharged a given amount (between eight and twelve percent in the prQtorred embodiment) and ail of the charge (measured in kilowatt-hours or kWhrs) is restored to the battery.
An intermediate CEF is determined 164 by dividing the A-H
used-to-recharge by the difference of the maximum A-H GL capacity and the L-R A-H CL. After the intermQdiate CEF is determinQd, it 30 is averaged Z66 with the present CEF to produce a result that is stored 168 as the new present CEF.
09i00i95 14: b5 '~'503 224 5909 ROLISCH HARTWELL ~ 4i9i031 ~.~5'~G4~
After the new present CEF is calculated, the present status of A-H CL is set 170 to be equal to the max. A-H CL capacity because o! the ohangingr CEF of the battery charging system and the battery. The present CEF arid present status of A-H CL is displayed 171. After the reset of the present status of A-H CL and display, the process ends 172.
While the present invention has been showy and described with reference to the foregoing preferred method and embodiment, it will ba apparent to those skilled in the art that othex changes in io form and detail may be made therein without departing from the spirit and soopa of_ the invention as defined in the appended claims.
is
Claims (22)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. For use with a system including an alternator that supplies a variable alternator-current-output to a connected battery with a multi-cycle battery charger connected thereto, wherein the battery has a battery voltage and receives a charging current, and wherein the alternator is controlled by a regulator, an alternator current-regulation method comprising:
ramping-up the alternator-current-output until the alternator-current-output reaches an alternator-current-limit, wherein the alternator-current-output is being provided to the battery for charging tire battery;
sustaining the alternator-current-output substantially at the alternator-current-limit until the battery voltage is substantially at an acceptance voltage which is indicative of the battery approaching its maximum charge capacity and is greater than a float voltage of the battery;
adjusting the alternator-current-output for maintaining the battery voltage substantially at the acceptance voltage, until the battery's charging current is substantially at a fully-charged-indication currant;
reducing the alternator-current-output, which lowers the battery voltage, until the battery voltage is substantially at the float voltage; and further adjusting the alternator-current-output for maintaining the battery voltage substantially at the float voltage to preserve a fully charged condition of the battery.
ramping-up the alternator-current-output until the alternator-current-output reaches an alternator-current-limit, wherein the alternator-current-output is being provided to the battery for charging tire battery;
sustaining the alternator-current-output substantially at the alternator-current-limit until the battery voltage is substantially at an acceptance voltage which is indicative of the battery approaching its maximum charge capacity and is greater than a float voltage of the battery;
adjusting the alternator-current-output for maintaining the battery voltage substantially at the acceptance voltage, until the battery's charging current is substantially at a fully-charged-indication currant;
reducing the alternator-current-output, which lowers the battery voltage, until the battery voltage is substantially at the float voltage; and further adjusting the alternator-current-output for maintaining the battery voltage substantially at the float voltage to preserve a fully charged condition of the battery.
2. The method of claim 1, wherein the system includes a sensor for measuring and a processor comparing, and wherein the regulator is connected to the sensor and the processor, the method further comprising a battery-current measuring of the charging current flowing through the battery;
an alternator-current measuring of the alternator-current-output;
a voltage measuring of the battery voltage across the battery;
an alternator-current comparing of the alternator-current-output to the alternator-current-limit;
a battery-current comparing of the charging current to the fully-charged-indication current;
an acceptance-voltage comparing of the battery voltage to the acceptance voltage; and a float-voltage comparing of the battery voltage to the float voltage.]
an alternator-current measuring of the alternator-current-output;
a voltage measuring of the battery voltage across the battery;
an alternator-current comparing of the alternator-current-output to the alternator-current-limit;
a battery-current comparing of the charging current to the fully-charged-indication current;
an acceptance-voltage comparing of the battery voltage to the acceptance voltage; and a float-voltage comparing of the battery voltage to the float voltage.]
3. The method of claim 2, wherein the ramping-up step includes an alternator-current measuring of the alternator-current-output and an alternator-current comparing of the alternator-current-limit thereto;
the sustaining step includes a battery-current measuring of the charging current, a voltage measuring of the battery voltage and an acceptance-voltage comparing of the acceptance voltage thereto, the adjusting step includes a battery-current measuring of the charging current and a battery-current comparing of the fully-charged-indication current thereto:
the reducing step includes a battery-current measuring of the charging current, a voltage measuring of the battery voltage and a float-voltage comparing of the float voltage thereto; and the further adjusting step includes a battery-current measuring of the charging current, a voltage measuring of the battery voltage and a float-voltage comparing of the float voltage thereto.
the sustaining step includes a battery-current measuring of the charging current, a voltage measuring of the battery voltage and an acceptance-voltage comparing of the acceptance voltage thereto, the adjusting step includes a battery-current measuring of the charging current and a battery-current comparing of the fully-charged-indication current thereto:
the reducing step includes a battery-current measuring of the charging current, a voltage measuring of the battery voltage and a float-voltage comparing of the float voltage thereto; and the further adjusting step includes a battery-current measuring of the charging current, a voltage measuring of the battery voltage and a float-voltage comparing of the float voltage thereto.
4. The method of claim 2, wherein the system includes a first battery and a second battery with each having a voltage and receiving a charging current, and wherein the battery-current measuring steps and voltage measuring steps are preceded by:
a measuring of the first battery's voltage and the second battery's voltage;
a comparing of the first battery's voltage to the second battery's voltage;
and a using of the first battery fur measuring of the battery voltage and of the charging current if the first battery's voltage is greater than the second battery's voltage, otherwise a using of the second battery for measuring of the battery voltage and of the charging current.
a measuring of the first battery's voltage and the second battery's voltage;
a comparing of the first battery's voltage to the second battery's voltage;
and a using of the first battery fur measuring of the battery voltage and of the charging current if the first battery's voltage is greater than the second battery's voltage, otherwise a using of the second battery for measuring of the battery voltage and of the charging current.
5. The method of claim 1, which further comprises before the ramping-up step, a defining of settings for the alternator-current-limit, the acceptance voltage.
the fully-charged-indication current and the float voltage, and a storing of the settings in a memory connected to the regulator.
the fully-charged-indication current and the float voltage, and a storing of the settings in a memory connected to the regulator.
6. The method of claim 5, wherein the setting defining the fully-charged-indication current is a percentage of battery capacity.
7. The method of claim 1, which further comprises before the ramping-up a starting of the alternator by the regulator, and a providing of a delay before the ramping-up
8. The method of claim 1, which further comprises after adjusting. a step of periodically adjusting the alternator-current-output to maintain the battery voltage for a hold-time.
9. The method of claim 8, wherein the periodically adjusting step includes a repeating of the ramping-up, sustaining, and adjusting steps if the battery voltage falls below the acceptance voltage
10. The method of claim l, wherein the ramping-up step includes a raising of the alternator-current-output to the alternator-current-limit within a defined ramp-up time period.
11. The method of claim 1, wherein the system further includes the regulator connected to the battery charger and after the further adjusting step, a directing of the battery charger into a battery electrolyte equalization mode.
and a varying of the alternator-current-output to maintain the charging current substantially at the fully-charged-indication current, and a continuing of the varying of the alternator-current-output, which raises the battery voltage, until the battery voltage is substantially at an equalization voltage.
and a varying of the alternator-current-output to maintain the charging current substantially at the fully-charged-indication current, and a continuing of the varying of the alternator-current-output, which raises the battery voltage, until the battery voltage is substantially at an equalization voltage.
12. For use with a system including a battery charger, a battery, and a controller having a processor for storing data into a memory connected thereto, wherein the battery has a present charge efficiency, an adaptive charge efficiency factor determination method comprising:
a providing of a present charge efficiency factor, a maximum amp-hour charge level capacity of the battery, and a present status of amp-hour charge level;
a storing of the present charge effeciency factor, the maximum amp-hour charge; level capacity of the battery, and the present status of amp-hour charge level in the memory;
a discharging of the battery and while discharging, decrementing the present status of amp-hour charge level;
a recharging of the battery and a storing, of the present status of amp-hour immediately before recharging in the memory as the lowest-recorded amp-hour charge level;
a measuring of amp-hours used to recharge battery and a storing in memory the amp-hours used as amp-hours used-to-recharge the battery;
a completing of the recharging of the battery:
a determining of an intermediate charge efficiency factor by dividing amp-hours used-to-recharge battery by difference between the maximum amp-hour charge level capacity and the lowest-recorded amp-hour charge level;
an averaging of the present charging efficiency factor with the intermediate charge efficiency factor to produce a result, whereby the result more accurately represents the present charge efficiency of the battery than does the present charge efficiency factor; and a storing of the result in memory as the present charge efficiency factor so that the present factor more accurately represents the present charge efficiency of the battery.
a providing of a present charge efficiency factor, a maximum amp-hour charge level capacity of the battery, and a present status of amp-hour charge level;
a storing of the present charge effeciency factor, the maximum amp-hour charge; level capacity of the battery, and the present status of amp-hour charge level in the memory;
a discharging of the battery and while discharging, decrementing the present status of amp-hour charge level;
a recharging of the battery and a storing, of the present status of amp-hour immediately before recharging in the memory as the lowest-recorded amp-hour charge level;
a measuring of amp-hours used to recharge battery and a storing in memory the amp-hours used as amp-hours used-to-recharge the battery;
a completing of the recharging of the battery:
a determining of an intermediate charge efficiency factor by dividing amp-hours used-to-recharge battery by difference between the maximum amp-hour charge level capacity and the lowest-recorded amp-hour charge level;
an averaging of the present charging efficiency factor with the intermediate charge efficiency factor to produce a result, whereby the result more accurately represents the present charge efficiency of the battery than does the present charge efficiency factor; and a storing of the result in memory as the present charge efficiency factor so that the present factor more accurately represents the present charge efficiency of the battery.
l3. The method of claim 12, which further comprises, following the storing of the result, a step of setting the present status of amp-hour charge level to the maximum amp-hour charge level capacity.
14. The method of claim 12, for use with a display connected to the controller, which further comprises a displaying of the present charge efficiency factor and the present status of amp-hour charge level.
15. A battery charge monitoring apparatus for use with a battery charging system which includes a battery charger for storing AC-to-DC converted electric power and a battery connected thereto, wherein the battery has an amp-hour charge level and a present charge efficiency, the apparatus comprising:
an ammeter connected to the battery, the ammeter for measuring current flow through the battery;
a processor for calculating a present charge efficiency factor, wherein during a charging of the battery, the processor calculates a present status of the amp-hour charge level based on the present charge efficiency factor, the processor being connected to the ammeter and the battery charger;
a display that indicates the present charge efficiency factor and the present status of the amp-hour charge level of the battery, wherein the display is connected to the processor; and a memory connected to the processor, wherein the memory is for storing the present charge efficiency factor, a lowest-recorded amp-hour charge level and a maximum amp-hour charge level capacity of the battery, and wherein after the battery charger fully charges the battery, the processor calculates an intermediate charge efficiency factor by dividing amp-hours used to charge battery by a difference between the maximum amp-hour charge level capacity and the lowest-recorded amp-hour charge level and averaging the present charging efficiency factor with the intermediate charge efficiency factor to produce a result, whereby the result more accurately represents the present charge efficiency of the battery than does the present charge efficiency factor, and the processor stores the result into the memory as the present charge efficiency factor.
an ammeter connected to the battery, the ammeter for measuring current flow through the battery;
a processor for calculating a present charge efficiency factor, wherein during a charging of the battery, the processor calculates a present status of the amp-hour charge level based on the present charge efficiency factor, the processor being connected to the ammeter and the battery charger;
a display that indicates the present charge efficiency factor and the present status of the amp-hour charge level of the battery, wherein the display is connected to the processor; and a memory connected to the processor, wherein the memory is for storing the present charge efficiency factor, a lowest-recorded amp-hour charge level and a maximum amp-hour charge level capacity of the battery, and wherein after the battery charger fully charges the battery, the processor calculates an intermediate charge efficiency factor by dividing amp-hours used to charge battery by a difference between the maximum amp-hour charge level capacity and the lowest-recorded amp-hour charge level and averaging the present charging efficiency factor with the intermediate charge efficiency factor to produce a result, whereby the result more accurately represents the present charge efficiency of the battery than does the present charge efficiency factor, and the processor stores the result into the memory as the present charge efficiency factor.
16. The apparatus of claim 15, which further comprises:
a voltmeter connected to the battery, the voltmeter for measuring voltage across the battery, and wherein the display further indicates a voltage across the battery and the current flow through the battery, wherein the voltage is measured by the voltmeter and the current flow is measured by the ammeter.
a voltmeter connected to the battery, the voltmeter for measuring voltage across the battery, and wherein the display further indicates a voltage across the battery and the current flow through the battery, wherein the voltage is measured by the voltmeter and the current flow is measured by the ammeter.
17. The apparatus of claim 16, further comprising a console including:
a processor-scanned keypad with keys, wherein the keypad is connected to and scanned by the processor, and the display, wherein the display further indicates a present status of charging data when a user selects a key on the keypad, wherein each key is associated one or more of the charging data and wherein the charging data include the voltage across the battery, the current flow through the battery. the present charge efficiency factor, and the present status of the amp-hour charge level of the battery.
a processor-scanned keypad with keys, wherein the keypad is connected to and scanned by the processor, and the display, wherein the display further indicates a present status of charging data when a user selects a key on the keypad, wherein each key is associated one or more of the charging data and wherein the charging data include the voltage across the battery, the current flow through the battery. the present charge efficiency factor, and the present status of the amp-hour charge level of the battery.
18. The apparatus of claim 15, further comprising a regulator for regulating an alternator's current output, wherein the regulator is connected to the processor and to an alternator. and wherein the regulator includes an enablement indicator far indicating the enablement of the regulator and a drive indicator for indicating an intensity of a drive current that the regulator sends to the alternator for controlling operation of the alternator.
19. The apparatus of claim 15, further comprising a remote controller connected to the battery charging system, wherein the system includes an inverter/charger that includes the battery charger and an inverter, the controller including:
a processor-scanned keypad for receiving a user-input, wherein the keypad is connected to the processor, and the processor, wherein the processor is for scanning the keypad, storing setup parameters in a memory connected thereto, and controlling the inverter/charger based on the user-input and the setup parameters of the inverter/charger,
a processor-scanned keypad for receiving a user-input, wherein the keypad is connected to the processor, and the processor, wherein the processor is for scanning the keypad, storing setup parameters in a memory connected thereto, and controlling the inverter/charger based on the user-input and the setup parameters of the inverter/charger,
20. The apparatus of claim 19, wherein the setup parameters include an idle mode sensitivity of the inverter/charger and a load-limit AC power share of the inverter/charger.
21. The apparatus of claim 19, wherein the controller activates a battery equalization mode of the inverter/charger.
22. The apparatus of claim 19, wherein the setup parameters include an acceptance voltage, a fully-charged-indication current, and a maximum amp-hour charge level capacity.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US08/300,979 US5583413A (en) | 1994-09-06 | 1994-09-06 | Power conversion equipment monitor/controller method and apparatus |
| US08/300,979 | 1994-09-06 |
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| CA2157642A1 CA2157642A1 (en) | 1996-03-07 |
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| CA002157642A Expired - Lifetime CA2157642C (en) | 1994-09-06 | 1995-09-06 | Power conversion equipment monitor/controller method and apparatus |
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-
1994
- 1994-09-06 US US08/300,979 patent/US5583413A/en not_active Expired - Lifetime
-
1995
- 1995-09-06 CA CA002157642A patent/CA2157642C/en not_active Expired - Lifetime
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108206561A (en) * | 2016-12-19 | 2018-06-26 | Ls 产电株式会社 | For updating the equipment of the charge/discharge efficiency factor of energy storage system |
| CN108206561B (en) * | 2016-12-19 | 2021-05-28 | Ls 产电株式会社 | Device for updating the charge/discharge efficiency factor of an energy storage system |
Also Published As
| Publication number | Publication date |
|---|---|
| US5583413A (en) | 1996-12-10 |
| CA2157642A1 (en) | 1996-03-07 |
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| Date | Code | Title | Description |
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| EEER | Examination request | ||
| MKEX | Expiry |
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