WO1993017481A1 - Systeme de commutation et d'alimentation en puissance electrique pour automobiles - Google Patents

Systeme de commutation et d'alimentation en puissance electrique pour automobiles Download PDF

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Publication number
WO1993017481A1
WO1993017481A1 PCT/NZ1993/000009 NZ9300009W WO9317481A1 WO 1993017481 A1 WO1993017481 A1 WO 1993017481A1 NZ 9300009 W NZ9300009 W NZ 9300009W WO 9317481 A1 WO9317481 A1 WO 9317481A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
switching system
power distribution
battery
battery system
Prior art date
Application number
PCT/NZ1993/000009
Other languages
English (en)
Inventor
Pita Witehira
Original Assignee
Pita Witehira
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from US07/524,325 external-priority patent/US5175484A/en
Application filed by Pita Witehira filed Critical Pita Witehira
Priority to JP5514725A priority Critical patent/JPH07504559A/ja
Priority to EP93905661A priority patent/EP0628222A4/fr
Priority to BR9305980A priority patent/BR9305980A/pt
Publication of WO1993017481A1 publication Critical patent/WO1993017481A1/fr
Priority to KR1019940703029A priority patent/KR950700627A/ko

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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
    • H01M10/44—Methods for charging or discharging
    • H01M10/441—Methods for charging or discharging for several batteries or cells simultaneously or sequentially
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H02J7/1423—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle with multiple batteries
    • 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
    • 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
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the present invention relates to Automobile Electrical Power Distribution and Switching Systems.
  • the prior art discloses conventional automobiles utilizing internal combustion engines started by electric starter motors.
  • the starter motor cranks the engine and an electrical ignition system.
  • Power for cranking and ignition is provided by a lead acid storage battery commonly referred to as a Starting, Lighting and Ignition (SLI) Battery.
  • SLI Starting, Lighting and Ignition
  • the vehicle's battery is recharged by a power generator driven by the internal combustion engine.
  • the power generator in modern vehicles utilizes alternating current for efficiency.
  • the alternating current is "rectified” to provide direct current to most electrical consumers throughout the vehicle.
  • the direct current also is used to re ⁇ charge the battery.
  • the charging unit of a modern vehicle is commonly referred to as the Alternator.
  • the alternator usually provides sufficient current to run the electrical consumers when the engine is operating.
  • the battery acts as a "load levelling" device to ensure smooth and constant direct current throughout the vehicle's electrical network.
  • the SLI battery should provide a minimum amount of reserve power to operate the headlights, ignition and window wipers. For example, if the alternator of the vehicle should fail at night, while it is raining, the vehicle's SLI battery should provide a minimum amount of power to operate the vehicle's lights, wipers, and ignition system for a specified period of time. Preferably, the user should be able to drive the vehicle for between 30 and 100 minutes with a failed alternator.
  • SLI battery's "reserve capacity" for supplying electrical power to important consumers when the alternator system fails.
  • vehicle manufacturer chooses a particular SLI battery based upon established standards applied to a particular vehicle's full specifications and electrical load requirements.
  • An important safety consideration regarding the vehicle's battery capacity is the amount of power provided by the battery during times of emergency. In times of emergency, the vehicle user will normally activate park lights or hazard lights as a warning to oncoming traffic. The vehicle's engine may not be operable at this time.
  • the SLI battery must therefore be capable of providing electric power independent of the alternator for safety functions.
  • the conventional SLI battery is unacceptable for safety reasons, and must be re ⁇ designed in order to be made more compatible with modern automobile demands. It is possible to provide a battery with reserve back-up power to re- start a vehicle in an emergency.
  • These batteries known as “dual”, “switch” or “2 in 1 batteries”, provide emergency back-up power in the form of a reserve battery.
  • dual batteries do not solve the problem of battery incompatibility with modern vehicles' electrical requirements. Most dual battery systems are designed to provide cranking power in an emergency only. Unfortunately, such batteries are inefficient unless integrated into the vehicles' electrical network.
  • the conventional SLI battery is in fact a design compromise. Although it is able to provide some reserve power at a slow rate of discharge for emergencies, i.e., when there is alternator failure, the SLI battery is primarily designed for short rapid discharge as is required for starting. Deep discharge of the conventional battery results in damage to the electrode plates which may become permanent.
  • Deficit charging occurs when the alternator is unable to provide sufficient power to re-charge the battery. Due to low engine speed and high electrical consumer demand, the battery must provide back-up power. If deficit charging continues for too long of a time period, the state of charge of the battery falls and a consequent voltage drop results in engine stalling.
  • alternator Another example of the incompatibility between modern vehicle power distribution switching systems and battery charging systems is demonstrated by the relationship between alternator and battery.
  • Modern automobiles employ charging systems using alternators that are integrated with a rectifying diode system and a voltage regulator.
  • the alternator is driven by the vehicle's internal combustion engine and is located relatively remotely from the battery.
  • the efficiency of the voltage regulator is reduced.
  • the rectifier and the voltage regulator temperature eventually shift out of synchronization with the electromechanical requirements of the battery due to a variation in temperature between the voltage regulator and battery electrolyte. This phenomenon results in sulphation of the electrodes and a lower state of charge.
  • the voltage output of the alternator charging system must be synchronized with the electrical and chemical reactions of the battery. To prevent battery failure, it is necessary to prevent charging the battery when it reaches excessive temperatures. Therefore, the sensor that detects battery temperature should be located in close proximity with the battery.
  • the automotive battery system of the present invention comprises a battery including at least two discharge characteristics, one capable of short high current discharge of electric power for cranking an internal combustion engine, and the other capable of providing a lower rate of current discharge as required for vehicle auxiliary power.
  • the battery system of the present invention operates in combination with an integrated power switching system that provides protection to the battery system by synchronizing the battery's discharge rate with the electrochemical reactions of the battery system.
  • the battery system utilizes electromagnetic switches that open and close according to a pre-determined voltage and current level. The electromagnetic switches synchoronize the battery's discharge rate with the electrochemical reactions of the integrated battery.
  • a preferred embodiment of the invention utilizes a binary battery of the type described in U.S. Application Serial No. 524,325, filed May 16, 1990, herein incorporated. Other battery configurations could be substituted without departing from the spirit or essential characteristics of the invention.
  • the binary battery disclosed by U.S. Application Serial No. 524,325, comprises a negative terminal grounded to the automobile, a first positive terminal connected to a series of cells which are capable of rapid discharge and recharge, as opposed to a second positive terminal connected to a series of cells which are capable of slower, deeper discharge and recharge.
  • the two sets of cells are arranged in series parallel, thus providing dual or multi-current variations at the positive terminals.
  • the series of cells connected to the first positive terminal have thinly layered positive plates providing high current for short durations.
  • the cells connected to the second positive terminal have thickly layered positive plates providing lower current for longer durations.
  • the invention also consists of an automobile electrical power distribution system that, by measurement of the electromagnetic reactions of the integrated battery, is able to independently shed any loads across the integrated battery according to an optimized voltage or current that is synchronized with the electrochemical reactions of the battery.
  • the invention further consists of an automotive electrical power distribution and switching system which includes a battery and an alternator, means for rectifying the alternating current provided by the alternator, and a means for regulating the voltage produced by the alternator.
  • the voltage regulator preferably includes a Zener diode, a temperature sensitive resistor, and a transistor.
  • the voltage regulator is located within the battery in order to achieve a more accurate reading of the battery temperature.
  • the improved power distribution and switching system is integrated with a manual switching and signalling system and a series of sensor controllers and decoders attached to each of the electrical loads.
  • the manual switching and signalling systems of the present invention accepts switch data from either the automobile itself or a user.
  • the switch data indicates which loads require power and is fed by the switching and signalling system to a digital code generator.
  • the binary code generator sends binary coded signals to a series of sensor controls and decoders.
  • the decoders analyze the binary signals and transfer power to electrical consumer loads corresponding to the decoded binary signals.
  • a power bus separate from the binary signal line, delivers power to requesting users.
  • the power bus is tapped off at suitable locations in order to provide power to electrical consumers with varying current requirements. Separating the binary signal line and switching system from the power bus reduces the size and weight of the electrical harness for a given number of electrical loads and functions.
  • the present invention provides an optimized automotive power distribution and switching system that is totally integrated and synchronized with the electrochemical reactions of a preferred power supply battery. Together with a charging system, also integrated and synchronized to the electrochemical reactions of the preferred battery system, the invention provides a safe and reliable power distribution system.
  • Figure 1 is a simplified schematic of a typical automotive electrical power distribution system.
  • Figure 2 is a schematic diagram of a preferred power distribution and switching system of the present invention.
  • Figure 3 is a graph illustrating the effect of removing loads from a typical SLI battery.
  • Figure 4 is a simplified schematic diagram illustrating another preferred embodiment of the power switching system of the present invention.
  • the present invention comprises a power distribution and switching system for an automobile that includes a binary battery system comprising a series of cells optimized for deep cycle discharge, and cells optimized for rapid shallow discharge.
  • the distribution and switching system includes an alternator that is similar to the alternator used in conventional automobiles.
  • the alternator includes an integrated rectifying circuit providing direct current to a voltage regulator that is remote to the alternator.
  • An integral switching system comprises both electronic and electromagnetic switches that are used to synchronize the charging of the battery with the electrochemical conditions of the battery and the temperature variation in the remote voltage regulator.
  • FIG. 1 illustrates a simplified schematic of a typical automotive power distribution system of the prior art which includes a conventional SLI battery 1, an alternator generator 2, an electromagnetic switch 3 used to connect the starter motor 4, the ignition system 5, the key switch (or ignition switch 6), and electric power consumer loads 7, 8, 9 and 10, such as lights, wipers, etc.
  • the electric power consumer loads 7-10 can be switched on by switches 11, 12, 13 and 14. Switches 11-14 are positioned at either the negative or positive sides of the loads in series.
  • Accessory load 15 can be operated only when the key switch 6 is moved to a predetermined position 60.
  • Load 15 typically is a radio device which is powered on by switch 16.
  • An additional accessory load 17 is similarly powered on when the key switch is moved to the same predetermined position 60.
  • Load 18 may be an ultra low current load that is powered on by switch 22 according to a predetermined event, such as a remote electronic signal. Both loads 19 and 20 continuously consume ultra low current regardless of the position of the key switch 6. These ultra low current consumers may include clocks and memory devices.
  • the ground connection 21 of the power distribution system is grounded to the vehicle body.
  • the conventional key switch 6 may be operated remotely by low current or an electronic signal; however, the functions are the same as outlined in the simplified mechanical illustration of Figure 1.
  • a moving conductor 23 may rotate through positions 60-62 by the turn of the vehicle's key once it is inserted into the ignition lock.
  • the conductor 23 first engages line 26 which switches current to the accessory loads 15 and 17, such as a radio or cigarette lighter.
  • the conductor 23 engages line 25 which conducts current to the ignition system 5 and engine management systems (not shown), or any other systems which consume power only while the engine is running.
  • a further turn of the key to the left into position 62 engages the conductor 23 with line 24 which powers starter switch 3.
  • the last turn position 62 of the key switch 6 requires that the key switch 6 be held against a bias away from position 62. If the key switch 6 is released, conductor 23 will spring back away from the contact of line 24.
  • Line 27 provides the power from the vehicle's battery to conductor 23.
  • FIG. 2 a simplified schematic is shown illustrating a preferred embodiment of the automobile power distribution and switching system of the present invention, which includes a preferred binary battery 100 of the present invention.
  • the binary battery 100 of the type described in U.S. Application Serial No. 524,325, filed May 16, 1990, herein incorporated, preferably includes a first terminal cell 137 that is a series of thickly layered positive plates that are optimized for deep cycle discharge.
  • a second terminal cell 136 is a series of thinly layered positive plates that are optimized for rapid shallow discharge as is typical in conventional SLI batteries.
  • the binary battery 100 is grounded from a single negative terminal 138 to the vehicle chassis at terminal 121.
  • a heavy current capacity line 139 is connected to terminal 136, which connects a starter switch 103 to terminal 136.
  • starter switch 103 When starter switch 103 is closed a starter motor 104 is activated.
  • the starter motor 104 cranks the vehicle's internal combustion engine (not shown).
  • the series of cells at terminal 136 which are optimized for high current discharge are able to provide at least 250 amps of discharge for a period of at least 30 seconds while under load at 18°C.
  • the voltage at the terminal 136 must not drop below 6.5 volts during the 30-second period of discharge at 250 amps.
  • the voltage at terminal 136 starts at between 12.4 and 12.8 volts before the load is applied.
  • the series of cells at terminal 137 that are optimized for slow, deep discharge preferably are able to provide one amp of current for a period in excess of 25 hours while under load at 25° C without the voltage dropping below 10.5 volts.
  • the voltage at terminal 137 starts at between 12.2 and 12.6 volts before the load is applied.
  • the overall capacity of the combined cells of the binary battery 100 based on a 20-hour discharge rate should be between 50 and 60 amp hours, down to a nominal voltage of 10.5 volts.
  • the present invention includes a switch 128 that, when activated, connects terminals 136 and 137 of the battery system together. Power to activate switch 128 is provided first from terminal 137 via line 135 and 141 from alternator 102.
  • the alternator 102 includes a voltage regulator 129 which is remote from the alternator 102.
  • the voltage regulator 129 is preferably placed on, into or within the battery 100, and is directly connected to the alternator 102. Preferably, the voltage regulator 129 is set inside the cover of the battery 100.
  • the voltage regulator 129 includes a Zener Diode 156 of a specified rating that allows voltage to pass above a minimum charging level, a temperature sensitive resistor 157 that
  • the preferred minimum charging voltage level that is able to pass through the Zener Diode 156 is selected to prevent deficit charging of the high discharge rate battery cells at terminal 136 when the alternator 102 is producing less than a predetermined minimum voltage.
  • the minimum voltage is chosen such that the high discharge rate cells are not permanently damaged during charging.
  • the value of the temperature sensitive resistor 157 is chosen such that when the temperature of the .resister increases above a preferred threshold level, where the battery will no longer perform as designed, an above temperature warning will be delivered to the remainder of the voltage regulator circuitry 129 which prevents the charging of both cells of the battery 100.
  • the temperature sensitive resistor 157 causes the voltage delivered to transistor 130 to be below the minimum turn-on level for the transistor 130. This causes transistor 130 to turn "off' which causes switch 128 to open, thus preventing charging of both cells of the battery 100 at excessive temperatures.
  • the voltage regulator 129 is able to regulate the voltage output of the alternator 102 in reference to the actual temperature of the battery 100 rather than by using the temperature of the alternator 102 as in prior art battery systems. A more accurate reading of the battery temperature allows charging of the battery 100 by the alternator 102 to be closely synchronized with the actual electrochemical conditions of the battery 100.
  • the Zener diode 156 is provided to prevent.
  • the Zener diode 156 prevents the voltage from the alternator 102 from passing to the transistor 130 unless it is above the specific characteristics of the diode. If the voltage is passed to the transistor 130 the transistor will turn “on” and enable the closing of switch 128.
  • the closing of switch 128 connects battery terminals 136 and 137 together, thus connecting both terminals 136 and 137 to the alternator 102.
  • terminal 136 is prevented from discharging as the demands on the electrical system increase. Instead, the cells of terminal 136 are saved for emergency cranking of the starter 104, as described in more detail below.
  • the transistor 130 will turn on when the alternator 102 is producing more than 12.5 volts. However, if the temperature of the battery 100 is above the specified threshold, the temperature sensitive resistor 157 will prevent the delivery of the alternator voltage to the transistor 130. If the alternator 102 is producing more than 12.5 volts, i.e., the vehicle engine is running, and the temperature of the battery 100 is below the given threshold, the transistor 130 turns "on,” thereby activating switch 128. Switch 128 connects terminals 136 and 137 of the battery 100 together, and enables both portions of the battery 100 to be charged.
  • switch 128 automatically opens when excess temperatures are reached, as determined by the temperature sensitive resistor 157, protecting the battery from damage caused when the temperature shifts out of synchronization with the electrochemical requirements of the battery. In this manner, the battery 100 and alternator 102 supply a more reliable and energy efficient charging system than those of the prior art.
  • the key switch 106 operates in the same manner as the conventional key switch 6 described above.
  • Current is provided to the key switch 106 and conductor 123 from terminal 137 via lines 141, 142 and 127.
  • the key switch 106 is turned to the left one position, call the "auxiliary" position 160, the conductor 123 is connected to line 126.
  • Line 126 is in turn connected to switch 132 which controls the connection of auxiliary loads 117 and 115 to the battery system 100.
  • Application of auxiliary load 115 is further controlled by switch 116.
  • Switch 132 is provided to protect the battery 100 from excessive drainage in the event that the conductor 123 is left in the "auxiliary" position when the engine is not running. The operation of switch 132 is described in more detail below.
  • the conductor 123 When the key switch 106 is turned to the left to a second position, called the "ignition" position 161, the conductor 123 is connected to line 125.
  • Line 125 connects the vehicle's ignition system to the battery system 100. All other loads which are relevant to ignition are connected to the battery 100 through line 125.
  • Switch 113 controls current to load 107
  • switch 114 controls current to load 108
  • switch 112 controls current to load 109
  • switch 111 controls current to load 110.
  • loads are typical electrical consumer loads such as wipers, lights, etc.
  • a resistor 154 is provided for protection of transistor 130 due to the wide voltage range that can be applied to turn transistor 130 on. In another embodiment, this step is bypassed to avoid closing switch 128 during engine cranking by eliminating the connection of resistor 154 to the base of transistor 130, and eliminating usage of these loads while the engine is starting.
  • the "drop out” voltage is determined by the resistance value of variable resistor 155 and the internal resistance of the coil of the electromagnetic switch 131.
  • the preferred "drop out” voltage is ideally 10.5 volts.
  • the effect of the voltage dropping below the "drop out” level at switch 131 is that all consumer loads connected to switch 131, i.e., loads 107, 108, 109 and 110, will be shed from terminal 137.
  • Switch 132 is designed to open when the voltage at terminal 137 drops below the "drop out” voltage.
  • the "auxiliary" loads 117 and 115 are shed when the voltage reaches the "drop out” voltage.
  • switches 131 and 132 utilize a coil of a specified resistance that gradually reduces the electromagnetic force of the switch in synchronization with the voltage at terminal 137 in order to prevent damage to the switches 131 and 132 caused by fast removal of electromagnetic force.
  • the voltage at terminal 137 will immediately begin to climb from the drop out voltage, i.e., 10.5 volts, to a level very close to the nominal battery voltage, i.e., between 11.5 and 12 volts.
  • the voltage climbs after the loads are removed because the natural electrochemical diffusion of the electrolyte from within the active material of the electrode plates is slower than current consumption. Therefore, when current consumption is terminated, the diffusion process continues, resulting in a build-up of electrons on the surface of the electrode plates, thereby increasing the voltage at the battery terminal 137.
  • the graph in Figure 3 illustrates this phenomena.
  • the increase in voltage at terminal 137 would cause the electromagnetic switches 131 and 132 to oscillate until the voltage at terminal 137 see-saws up and then gradually down to below the "cut in” voltage of the electromagnetic switches.
  • the present invention avoids this phenomena by supplying current to hold switch 131 and 132 on only when the voltage supplied from terminal 137 is higher than the "drop out” voltage of the coil. Once the voltage decreases to the "drop out” level, switch 131 opens and current is removed from line 133. Therefore, both switches 131 and 132 remain open until the key switch 106 is again turned to the "start" position 162, which connects conductor 123 with the terminals of lines 124, 125, 126 and 144 and delivers current once against to line 133.
  • the ultra low current loads 118, 119 and 120 are connected to the battery terminal 137 via line 135, and therefore are always provided with power independent of key switch 106.
  • the connection of the ultra low current load 118 is controlled by switch 122, and therefore is not always demanding current from terminal 137.
  • the effect of the preferred power distribution and switching system results in a number of desirable conditions that provide for optimized vehicle safety and reliability.
  • the first advantage of the preferred power distribution and switching system is that the battery 100 is protected from long-term irreversible damage caused by accidental deep discharge, and is further protected by the synchronization of the electromechanical reactions of the battery with the consumer loads of the vehicle.
  • the important ultra low current consumers such as the vehicle's electronic memory devices and the vehicle clock, are
  • the preferred binary battery 100 can provide power from terminal 137 for emergency purposes without allowing the cells to drain.
  • the user can therefore use recreational or emergency lighting without risk of either long-term battery damage or battery drain.
  • the car is started in the normal way, by turning the key switch 106, because power is automatically provided to crank the engine from terminal 137.
  • the operation of the power distribution and switching system of the present invention is therefore completely transparent to the vehicle user.
  • the preferred embodiment of the power distribution and switching system of the present invention provides for a more efficient use of the alternator and battery.
  • the system of the present invention enables the battery to more rapidly recover from discharge.
  • Switch 128 prevents discharge from terminal 136 to low current loads while the alternator is not operating. Recovery from discharge after cranking is therefore relatively fast and without voltage drop across switch 128, as would be the case if a diode was alternatively used.
  • the cells of terminal 137 that are designed to shallow cycle, may be maintained at a state of charge on average 50% below the cells of terminal 136 due to the load shedding capability inherent to switches 131 and 132. Therefore, the electric energy available throughout the distribution network can be applied to more consumers without affecting the safety and reliability of the automobile.
  • the present invention provides for a synchronized power switching system that enables the additional of such devices as linear electric drivers to replace conventional hydraulic power steering systems of prior art automobiles.
  • linear electric drivers, or electric motor drives for power steering systems facilitate safer driving than do the conventional systems because electric drivers, integrated with the system of Figure 2, continue to operate safely after engine failure.
  • power assisted electric brakes may also be integrated with the system of Figure 2, further adding to vehicle safety.
  • An electric heat exchanger system may also replace the present mechanically driven compressor of air conditioning systems. Mechanically driven devices such as the compressor and hydraulic pump can be removed and replaced with a more efficient alternator that is integrated with the synchronized power switching and distribution and optimized battery system.
  • a simplified automotive power distribution and switching system includes a preferred binary battery
  • a first positive terminal 236 of the battery 100 is connected to a series of high current discharge cells, also as previously described, and then to line 239, that connects to the vehicle's starter switch.
  • a second positive terminal 237 of the preferred battery 100 is connected to a series of cells manufactured to specifications suitable for slow but long, shallow discharge and recharge cycles.
  • the series of cells at terminal 236 which are optimized for high current discharge are able to provide at least 250 amps of discharge for a period of at least 30 seconds while under load at 18°C.
  • the voltage at the terminal 236 must not drop below 6.5 volts during the 30-second period of discharge at 250 amps.
  • the voltage at terminal 236 starts up between 12.4 and 12.8 volts before the load is applied.
  • the series of cells at terminal 237 that are optimized for slow, deep discharge preferably are able to provide one amp of current for a period in excess of 25 hours while under load at 25°C without the voltage dropping below 10.5 volts.
  • the voltage at terminal 237 starts at between 12.2 and 12.6 volts before the load is applied.
  • the overall capacity of the combined cells of the binary battery 100 based on a 20-hour discharge rate should be between 50 and 60 amp hours, down to a nominal voltage of 10.5 volts.
  • switch 228 (not shown) is provided first from terminal 237 via line 235 (not shown) and line 241 from alternator 202 (not shown).
  • the alternator 202 includes a voltage regulator 229 (not shown) which is remote from the alternator 202 and which functions similarly to the voltage regulator 129 as described in reference to Figure 2.
  • the voltage regulator 229 is preferably placed on, into, or within the battery 100 and is directly connected to the alternator 202.
  • the embodiment of the present invention illustrated in Figure 4 also includes load shedding switches similar to those described in Figure 2.
  • the embodiment illustrated in Figure 4 includes a transistor 230 (not shown) which operates similarly to transistor 130 as described in reference to Figure 2. This transistor causes switch 228
  • the embodiment illustrated in Figure 4 similarly includes a key switch 206 (not shown) which is operated similarly to key switch 106 as described above.
  • key switch 206 When key switch 206 is in the "start" position 262, switch 231 will be latched into the on position. Similar to switch 131, switch 231 will remain closed until the voltage at terminal 237 falls to the specified "drop out” voltage.
  • the "drop out” voltage is determined by the resistance value of variable resistor 255 (not shown) and the internal resistance of the coil of the electromagnetic switch 231.
  • a first negative terminal 238 of the battery 100 is grounded to the body of the vehicle at 221.
  • Loads 207, 208, 209, 210, and 215, are also grounded at 221.
  • Power to all loads, except the very high current starter motor, is provided from terminal 237 via line 241 from the vehicle alternator and through line 242, which includes a main safety fuse 245.
  • Terminal 237 is connected to loads 207-210 and load 215 when switch 231 is closed.
  • FIG. 4 The switching of the power consumer loads as illustrated by Figure 4 is accomplished by an ultra-low current sensor signalling scheme.
  • Sensor controllers and decoders of a type well known in the art, are illustrated at 246, 247, 248, 249 and 250.
  • Figure 4 is a simplified illustration of the ultra-low current sensor signalling scheme. Any number of sensor controllers and decoders may be incorporated into the distribution network.
  • Figure 4 illustrates that the control sensors and decoders are positioned on the positive side of the loads, the devices may also be positioned on the negative side of the power consumer loads.
  • a manual switching and signalling system 251 is powered from terminal 236 through line 252. All manual switching is represented by system 251.
  • System 251 consists of a digital binary code generator, well known in the art, and each switch of system 251 sends a signal to each of the sensor controllers and decoders 246-250, when activated by the vehicle user.
  • each switch of system 251 sends a signal to each of the sensor controllers and decoders 246-250, when activated by the vehicle user.
  • the decoders of the sensor controllers analyze the binary signals and switch power to the power consumer loads that correspond to the decoded binary signals.
  • the signals transmitted from switching system 251 may be in the form of sound waves, direct current pulses sent along line 253, or infrared light pulses transmitted through air space or along a fiber optic line.
  • the power distribution and switching system of Figure 4 greatly reduces the weight and complexity of an automobile's electrical power distribution system.
  • the power distribution and switching system of Figure 4 may be integrated with the system of Figure 2.
  • switching system 251 of Figure 4 may control the closure of

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  • Manufacturing & Machinery (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Power Engineering (AREA)
  • Control Of Charge By Means Of Generators (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

Système d'alimentation et de commutation pour batteries d'automobiles. Il comprend un système de batterie associé à un système intégré de commutation de puissance, destiné à protéger le système de batterie par la synchronisation de l'intensité du courant de décharge du système de batterie, avec les réactions électrochimiques de celui-ci. Le système de batterie présente au moins deux caractéristiques de décharge, l'une pouvant assurer une courte décharge d'énergie électrique à courant intense afin de démarrer un moteur à explosion, et l'autre assurant une plus faible intensité de courant de décharge nécessaire à l'alimentation du véhicule en énergie auxiliaire. Le système de commutation de puissance répond à l'augmentation des intensités de tension ou de courant en reliant la batterie à des charges associées ou à des sources d'énergie, ou en la déconnectant de celles-ci, de manière à assurer une protection optimisée de la batterie et un fonctionnement optimisé du système. Chaque partie du système de batterie est raccordée séparément au système électrique de l'automobile afin que l'évacuation de l'une des parties du système de batterie n'ait aucun effet sur le système électrique raccordé à l'autre partie du système de batterie.
PCT/NZ1993/000009 1990-05-16 1993-02-24 Systeme de commutation et d'alimentation en puissance electrique pour automobiles WO1993017481A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
JP5514725A JPH07504559A (ja) 1992-02-28 1993-02-24 自動車の電力分配および切替システム
EP93905661A EP0628222A4 (fr) 1992-02-28 1993-02-24 Systeme de commutation et d'alimentation en puissance electrique pour automobiles.
BR9305980A BR9305980A (pt) 1992-02-28 1993-02-24 Sistema de comutação e distribuição de energia elétrica para veículo para veículo incluindo sistema de bateria e para veículo tendo um alternador e uma pluralidade de cargas elétricas
KR1019940703029A KR950700627A (ko) 1992-02-28 1994-08-29 자동차 전기 배선 및 스위칭 시스템(automotive power distribu-tion and switching system)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
US07/524,325 US5175484A (en) 1988-09-26 1990-05-16 Electrical power distribution
NZ241787 1992-02-28
NZ24178792 1992-02-28
NZ24232992 1992-04-10
NZ242329 1992-04-10

Publications (1)

Publication Number Publication Date
WO1993017481A1 true WO1993017481A1 (fr) 1993-09-02

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/NZ1993/000009 WO1993017481A1 (fr) 1990-05-16 1993-02-24 Systeme de commutation et d'alimentation en puissance electrique pour automobiles

Country Status (1)

Country Link
WO (1) WO1993017481A1 (fr)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1995035228A1 (fr) * 1994-06-22 1995-12-28 Intra Development A/S Batterie d'accumulateurs antivol
WO1999026330A2 (fr) * 1997-11-17 1999-05-27 Lifestyle Technologies Systeme d'alimentation polyvalent
GB2292274B (en) * 1994-08-11 1999-07-07 Iain Wallace Waugh A battery controller
WO1999041820A1 (fr) * 1998-02-13 1999-08-19 Johnson Controls Technology Company Dispositif perfectionne de controle de batterie avec surveillance de l'etat de charge
GB2302622B (en) * 1995-06-22 2000-03-29 Glorywin Int Group Ltd Battery controller
EP1056181A2 (fr) * 1999-05-24 2000-11-29 Toyota Jidosha Kabushiki Kaisha Dispositif pour diagnostiquer une source de puissance électrique pendant que la puissance est délivrée à une charge par la source de puissance

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1028175A (fr) *
US3340402A (en) * 1964-09-24 1967-09-05 Curtis Carl Auxiliary battery system for motor vehicles
US4684580A (en) * 1986-01-21 1987-08-04 Cramer Scott L Electric storage battery assembly
EP0372653A1 (fr) * 1988-12-07 1990-06-13 Jover Products B.V. Dispositif pour charger une batterie auxiliaire
US5154985A (en) * 1990-06-04 1992-10-13 Japan Storage Battery Co., Ltd. Battery with a spare battery

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1028175A (fr) *
US3340402A (en) * 1964-09-24 1967-09-05 Curtis Carl Auxiliary battery system for motor vehicles
US4684580A (en) * 1986-01-21 1987-08-04 Cramer Scott L Electric storage battery assembly
EP0372653A1 (fr) * 1988-12-07 1990-06-13 Jover Products B.V. Dispositif pour charger une batterie auxiliaire
US5154985A (en) * 1990-06-04 1992-10-13 Japan Storage Battery Co., Ltd. Battery with a spare battery

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of EP0628222A4 *

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1995035228A1 (fr) * 1994-06-22 1995-12-28 Intra Development A/S Batterie d'accumulateurs antivol
GB2292274B (en) * 1994-08-11 1999-07-07 Iain Wallace Waugh A battery controller
GB2302622B (en) * 1995-06-22 2000-03-29 Glorywin Int Group Ltd Battery controller
WO1999026330A2 (fr) * 1997-11-17 1999-05-27 Lifestyle Technologies Systeme d'alimentation polyvalent
WO1999026330A3 (fr) * 1997-11-17 1999-11-04 Lifestyle Technologies Systeme d'alimentation polyvalent
WO1999041820A1 (fr) * 1998-02-13 1999-08-19 Johnson Controls Technology Company Dispositif perfectionne de controle de batterie avec surveillance de l'etat de charge
US6271642B1 (en) 1998-02-13 2001-08-07 Johnson Controls Technology Company Advanced battery controller with state of charge control
EP1056181A2 (fr) * 1999-05-24 2000-11-29 Toyota Jidosha Kabushiki Kaisha Dispositif pour diagnostiquer une source de puissance électrique pendant que la puissance est délivrée à une charge par la source de puissance
EP1056181A3 (fr) * 1999-05-24 2004-07-14 Toyota Jidosha Kabushiki Kaisha Dispositif pour diagnostiquer une source de puissance électrique pendant que la puissance est délivrée à une charge par la source de puissance

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