WO1994004394A1 - Commutateur de batteries tripolaires - Google Patents

Commutateur de batteries tripolaires Download PDF

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Publication number
WO1994004394A1
WO1994004394A1 PCT/NZ1993/000067 NZ9300067W WO9404394A1 WO 1994004394 A1 WO1994004394 A1 WO 1994004394A1 NZ 9300067 W NZ9300067 W NZ 9300067W WO 9404394 A1 WO9404394 A1 WO 9404394A1
Authority
WO
WIPO (PCT)
Prior art keywords
battery
aux
cra
current
switch
Prior art date
Application number
PCT/NZ1993/000067
Other languages
English (en)
Inventor
Iain Wallace Waugh
Original Assignee
Iain Wallace Waugh
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 NZ244007A external-priority patent/NZ244007A/en
Application filed by Iain Wallace Waugh filed Critical Iain Wallace Waugh
Priority to DE69303717T priority Critical patent/DE69303717T2/de
Priority to EP93918097A priority patent/EP0655037B1/fr
Priority to AU47641/93A priority patent/AU688269B2/en
Priority to US08/379,631 priority patent/US5838136A/en
Priority claimed from CA002115406A external-priority patent/CA2115406C/fr
Publication of WO1994004394A1 publication Critical patent/WO1994004394A1/fr

Links

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
    • H01M10/04—Construction or manufacture in general
    • H01M10/0413—Large-sized flat cells or batteries for motive or stationary systems with plate-like electrodes
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • 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
    • H01M10/04—Construction or manufacture in general
    • H01M10/0445—Multimode batteries, e.g. containing auxiliary cells or electrodes switchable in parallel or series connections
    • 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
    • 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
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/46—The network being an on-board power network, i.e. within a vehicle for ICE-powered road vehicles
    • 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
    • Y02P—CLIMATE CHANGE MITIGATION TECHNOLOGIES IN THE PRODUCTION OR PROCESSING OF GOODS
    • Y02P70/00—Climate change mitigation technologies in the production process for final industrial or consumer products
    • Y02P70/50—Manufacturing or production processes characterised by the final manufactured product

Definitions

  • This invention concerns switches used in adapting three pole batteries to the wiring loom of a vehicle.
  • the switch is intended for use in automobiles with petrol or diesel motors, vessels, aircraft and other vehicles where battery failure could be hazardous.
  • the three pole battery contains two batteries. Firstly a deep cycle auxiliaries battery (AUX) used to meet small constant loads such as ignition, headlights, radio and other ancillary devices and secondly a high output CRA battery (CRA)
  • AUX deep cycle auxiliaries battery
  • CRA high output CRA battery
  • the battery has one negative pole, a positive pole for the AUX battery and a positive pole for the CRA battery.
  • This dual current capability means that the battery cannot be installed into the original wiring loom of the vehicle and function automatically without the assistance of a control system to control the mutual connection of the two batteries , making the current source totally independent of operator error.
  • a vehicle ignition system /engine management system can draw up to 10A.
  • Ancillary circuits e.g air conditioning and
  • SUBSTITUTESHEET heated rear window may need 30A or more if they are switched on together. These demands are met by the AUX battery. Cranking may need a short term current in excess of 700A .
  • US 4 883 228 describes an SLI battery with three poles and a switch for adapting the battery to the wiring loom of a vehicle. This switch deals inadequately with the problems which occur in practice in adapting the binary battery to the vehicle.
  • the switch must connect the CRA and AUX batteries for charging.
  • the switch must protect the CRA battery from inadvertent discharge if some auxiliary is left on and the vehicle is unattended.
  • the switch must prevent gradual discharge of the CRA battery when the vehicle is being driven, for example a city taxi in heavy traffic running its heater, wipers, radio and lights easily exceeds its alternator output. Trucks have winches that draw 100 amps. Emergency service vehicles face the same problem but in addition they have extra lights, medical apparatus, monitors and the like.
  • the device must be able to handle loads such as these.
  • the switch must be able to provide to the ignition at least from the CRA battery after alternator failure when
  • the switch must connect both batteries for starting the vehicle in the event that the AUX battery is discharged.
  • the switch must react to charging, discharging and the driver's need to start the vehicle. It is also preferable that the switch be easy to fit, be as universal as possible, perform equally in all the types of vehicle in which it is fitted, have a lifespan on a par with the battery and if possible the vehicle itself, have a low power consumption, be reliable enough for emergency services, marine or military applications and be suitable for mass production at low cost.
  • the level of charge at which cut out occurs must be determined. Too high and the driver is deprived of lights and heater when there is still current to run them; too low and the driver may seriously discharge the battery. There are various ways to assess the stage at which the relay should disconnect. Terminal voltage alone is an unreliable indicator. The terminal voltage is highly affected by current draw i.e the state of battery charge cannot be estimated by available voltage alone. If a small load is imposed on the AUX battery, the latter becomes discharged without much noticeable drop in available voltage but if a large load is then imposed there is an immediate large fall in voltage. The charge remaining in the battery tends to vary proportionally with the prevailing load. Current cut out while driving must be impossible in order to avoid an accident.
  • the battery electrolyte may freeze so if possible the cut out voltage must be selected with consideration for the prevention of freezing Thirdly it is possible to protect the AUX battery from severe discharge by disconnection from auxiliaries when the voltage drops below a predetermined value.
  • Japanese patent document 3-49541 A describes the provision of a pair of batteries in a vehicle to ensure starting both connected to the auxiliaries to prevent errors at changeover and a switch for changing the load from one to the other when a predetermined fall in voltage is detected in the battery under load.
  • Japanese patent document no 4-200244 discloses a protection circuit for a vehicle battery in which an audible alarm warns the driver that the lights have been left on when parking and when the sensed battery voltage falls to the designed threshold the circuit switches of the lights.
  • US 4 902 956 discloses a safety device for a conventional battery which disconnects the batteries from the auxiliaries when a microprocessor instructs disconnection based on the state of charge of the battery.
  • the auxiliaries disconnect sequentially in banks. The operator must manually reconnect. This approach is not applicable to 3-pole batteries where two switches and priorities exist. None of these address the problems discussed above.
  • the first aspect of this invention provides in a vehicle electrical system having a three-pole battery system containing an AUX battery for supplying electrical auxiliaries, a CRA battery and electrical auxiliaries connected to the AUX battery, a device for connection between the two like poles of the battery, comprising a normally open switch Rl connecting the AUX and the CRA batteries, sensing means to sense the state of charge of the AUX battery and to open Rl to prevent overcharging and to prevent separate outputs for cranking and auxiliary functions and closing Rl when the AUX battery state of charge is reduced, in such a manner as to allow the AUX battery to discharge preferentially while still preserving the CRA battery state of charge sufficiently to start the vehicle.
  • a second aspect of the invention provides in a vehicle electrical system as described above, a device for connection between the like poles of the battery having (a) a normally open switch Rl connecting the CRA and AUX batteries
  • sensing means which detect the state of charge of the AUX battery and any current from the AUX battery to the CRA battery and which (i) connects and disconnects the CRA battery and the AUX battery and
  • This switch connects and disconnects the AUX battery to and from the electrical auxiliaries so as to enable the system to charge both CRA and AUX batteries and to meet fluctuating loads.
  • This switch provides an auxiliary battery protection device comprising a switch which disconnects the auxiliaries from the AUX battery in dependence upon the state of charge in the AUX battery.
  • the switch may be a latching relay. Such relays impose no quiescent current draw on the battery.
  • the state of charge may be assessed by measuring both current and voltage available in the AUX battery. The assessment may be refined by reference to the prevailing temperature, electrolyte concentration, battery age and internal resistance.
  • the switch must refer to both values before connection or disconnection ensues.
  • the rate of change of voltage may be measured and used to operate the relay.
  • the auxiliary voltage is sampled periodically and ⁇ is used to derive a signal which works the relay. The aim is to keep a charge of useful size in the AUX battery. Very deep discharges prematurely age the battery.
  • Another apparatus aspect of the invention provides a data
  • SUBSTITUTE SHEET handling assembly for use in a battery control device comprising
  • comparing means which compare the current available to the auxiliaries with the state of charge of the AUX battery and generates a signal which connects or disconnects the auxiliaries in order to preserve the state of charge.
  • the state of charge which results in disconnection is 10% of maximum charge in temperate ambient temperature i.e 2 C and above. In colder climates such as Canada where winter temperatures may fall to -35°C the state of charge would be set at 60% of maximum.
  • the comparing means compares the current flowing between the AUX and the CRA batteries with values in the data storage means in order to open or close a relay connecting the CRA and AUX batteries thereby preserving the state of charge thereof.
  • SUBSTITUTE SHEET This invention provides a switch for connection between the two like poles of a binary battery having a CRA battery and an AUX battery wherein the switch incorporates a relay which connects in response to the detection on one side of the ignition switch of a test voltage applied to the opposite side of the switch indicating that the driver wishes to start the vehicle
  • Improved operation of the switch results if the relay disconnects in response to a voltage fall to a predetermined level in the AUX battery. Reconnection preferably occurs when the voltage exceeds another predetermined level.
  • the switch operation may also be improved if the relay OPENS when the switch detects a current in excess of a predetermined maximum flowing from the auxiliary battery to the cranking battery.
  • the switch may connect and disconnect the two batteries in response to voltage sensing, excessive current flow and a detected start condition.
  • the invention also provides a switch incorporating a relay which opens in response to any two of the above conditions.
  • the relay may open when the auxiliary battery voltage falls within a
  • a reference voltage may be delivered by a band gap generator to a comparator which compares the available voltage at the auxiliary battery with the reference voltage and the resultant signal may operate the relay.
  • the relay closes at 12.9v and opens at 12.55 by hysteresis in the circuit. This precludes unecessary relay operation in response to small voltage drops caused by auxiliaries such as trafficators.
  • the signal voltage may be derived from an isolated supply which is not referenced to the vehicle's earth. As there is a very low resistance path from one side of the switch to the opposite side via the vehicle earth system a blocking diode may be inserted between the ignition switch and the starter solenoid.
  • the isolated voltage could instead be generated by the
  • Turning the key to the START position may cause the relay to latch in the connected state for 30 sec however the relay disconnects and stays latched in the disconnected state for 6 sec if the overcurrent connection circuit detects that both batteries are* charged. Separation of the two batteries will provide a hot spark
  • FIG 1 is a diagram of a three pole battery and the two relays forming part of the switch.
  • FIG 2 A B & C is a flow chart of the switch
  • FIG 3 is a circuit diagram of the device
  • FIG 4 is a block diagram of the circuit of FIG 3 showing the inputs and outputs'of the microprocesso ;
  • FIG 5 is a diagram of a version with one switch acting between the like poles of the battery using isolated voltage detection
  • FIG 6 is a perspective of the battery, starter motor and ignition switch for an automobile showing the manner of installation of the FIG 5 version;
  • FIG 7 is a circuit diagram of the FIG 5 version
  • FIG 8 is a diagram of part of the FIG 5 version with an original equipment ignition switch containing extra
  • FIG 8 is a circuit diagram of the FIG 5 version.
  • FIG 9 is a block diagram of the inputs to and outputs from the microprocessor for the FIG 5 version.
  • CRA battery 2 is connected to starter motor 4 through pole 6
  • AUX battery 8 is connected to the auxiliaries (not shown) by conductor 10 from pole 12.
  • Pole 14 serves both batteries.
  • relay Rl which receives signals from the interface circuits of an S G S Thompson ST6220 microprocessor P (see Fig 2).
  • the current flowing from the AUX battery to the CRA battery when Rl is closed is detected by current sensor 16.
  • the 5 sensor is a shunt.
  • a value for the magnitude of the current, from 0-255 is fed to a data entry bus in the microprocessor i P.
  • a like sensor 18 evaluates the AUX current in conductor 10.
  • a voltage sensor 20 connected in parallel evaluates the 0 auxiliary voltage. Two further inputs reach the buses in the microprocessor; battery temperature from semi conductor LM 337 detector T and a piezo disc 22 which senses movements such as driver entry and engine running.
  • Rl is normally open and an output signal from the 5. microprocessor closes the relay and connects the batteries so that their outputs are summed. Rl opens and closes continually during running, in order to charge both batteries. R2 has an ON coil and an OFF coil and is bistable so pulses of current suffice to change its state. 10 R2 opens only infrequently to correct a situation which is likely to lead to disabling discharge.
  • R2 The operation of R2 is improved by the provision of a transistor Q5 in parallel with the relay for R2. When R2 closes transistor Q5 remains on but when the vehicle is
  • the transistor Q5 When the microprocessor detects that the AUX battery voltage has fallen to a predetermined caution level then the transistor Q5 is switched off saving the AUX battery. If while the transistor Q5 is switched on, movement is 25 detected, current use increases or voltage on the
  • Fig 2 the P consumes only milliamps and runs as an auxiliary when the engine is running.
  • Fig 4 shows the inputs it receives are as follows:
  • the unit works as follows:
  • the vehicle has been driven with no AUX load.
  • the AUX and CRA batteries are both charged.
  • the noise detector indicates the vehicle is running.
  • the driver parks the vehicle with no AUX load.
  • Rl and R2 stay connected.
  • the clock memory stays intact.
  • Rl draws current.
  • the piezo detector senses the attempt and R2 cuts in providing ignition and the microprocessor ensures connection for 30 sec to enable a start. If AUX output is low, Rl cuts in to assist with ignition.
  • the alternator charges the CRA battery , the microprocessor samples the state of charge of the same and computes the state of charge making refinements based on temperature, current, voltage, battery capacity, battery age and others. Should the CRA battery be fully charged, Rl cuts out to prevent over-charging. If the CRA battery is undercharged then Rl
  • This type of battery tends to be used in four-wheel drive 5 vehicles for military and civilian use, emergency vehicles and in boats where performance could be critical.
  • Prioritising the discharge of the AUX battery ensures that in an emergency where the both batteries discharge, that the AUX battery falls to the minimum, too low for ignition 0 while the CRA battery is still able to both crank the motor and supply ignition.
  • CRA battery 2 supplies starter motor 4 through pole 6.
  • AUX battery is connected to the electrical auxiliaries A by conductor 10 from pole 12.
  • Pole 14 is commonto both batteries.
  • Like poles 6,12 are connected and disconnected by relay Rl which receives signals from the interface circuits of a microprocessor P.
  • Cable 24 connects pole 8 to the starter motor 4 via starter solenoid 26.
  • Lead 10 connects the AUX battery to the alternator A.
  • Device 28 is connected between pole 6 and pole 12.
  • Lead 10 also connects the AUX battery to other auxiliaries e.g lights 30.
  • the isolated signal voltage is introduced at FEED IN, F and detected at SENSE, S.
  • a blocking diode 32 is placed close to the key switch 34. The diode like the device 20 is an added component to the vehicle circuitry.
  • Fig 2 The introduction of both components is seen in Fig 2.
  • the switch 28 is shown close to the battery.
  • the starter solenoid 26 is connected to key switch 34 by lead 36.
  • Push on connector 32 containing the diode is interposed between solenoid 26 and tag 40 at the end of lead 36. This is connected to the ST position in the key switch 34.
  • - 19 - takes lowest priority.
  • Voltage detection sesses the voltage of the AUX battery via R9; 10 and RU2.
  • RU2 allows precise setting of the desired switching point.
  • U1C is a voltage follower which buffers the input and presents the AUX voltage divided aproximately by ten to comparator U1D.
  • the negative input to comparator is derived straight from precision ref Zl.
  • the output of U1D rises and via D7 will turn on Ql allowing current to flow in the relay causing the relay to connect.
  • Hysteresis is provided by R12;R13 reducing chatter and ensuring clean switching.
  • the relay operates frequently in response to voltage sensing because the variations in engine speed and use of auxiliaries change continually'.
  • U4 556 is configured as a dual oscillator to reduce power consumption in the switch.
  • U4 B oscillates about 6Hz and U4B about 6kHz, feeding the Q output of the B section to the reset input of A. Therefore on the base of Q3, a current amplifier, arrive short bursts of 6kHz.
  • Tl is an isolation transformer whose output is bridge rectified by Dl-4 and the resulting dc voltage is stored in capacitor C8. The generation of this separate dc voltage is necessary to avoid low resistance paths to the normal
  • an optocoupler is used as the detection device. This provides a negative impulse on the input to comparator U2 B when the key is turned to START.
  • R3, D5 and C5 provide the latching of this pulse.
  • the keyswitch detection will remain on for the time constant of R3-C5.
  • U2A is configured as a comparator whose reference input is biassed to approx one fifth of crank voltage. As long as the voltage on the other input is higher than the reference voltage, the output will be high and thus turn on Ql which provides a current through the relay Rl thereby connecting the AUX battery to the CRANK battery.
  • Blocking diode 24 allows only unidirectional current flow.
  • opto-coupler R1 ⁇ R2 sends a short duration signal which is subject to gain by amplifiers U2:B and U2:A.
  • the amplified signal switches transistor Ql hard on and the relay Rl closes.
  • the CRA battery provides cranking current.
  • the AUX energises the coil and starter solenoid.
  • SUBSTITUTE SHEET Capacitor C5 introduces a delay so that once the opto ⁇ coupler delivers only a brief voltage signal indicating to the switch that the driver wishes to start the vehicle, a 5 sec delay prevents the key switch being operated immediately again. This ensures that the relay remains at the command of the other sensors. The best start conditions exist when the relay is open and both batteries are contributing their inputs but if the auxiliay is discharged the vehicle will only start if the CRA battery is connected through the relay to the coil.
  • the excess current sensor is only intended to monitor current flowing from the AUX to the CRA battery (not the reverse) and then only to interrupt currents exceeding 40A.
  • the purpose of the current sensor is to
  • the wiring harness is divided by separating the cable
  • the alternator must be on the auxiliary side of the harness.
  • the auxiliary harness is removed from the battery and the start lead from the start solenoid.
  • a multimeter is used to check that a direct path exists between them when the key is turned to ST. There must be at least 10 k ohms impedance between them.
  • the diode 24 is included in the adapter in the lead 30 as shown in Fig 2.
  • the vehicle is stationery with the relay open. Both batteries are charged.
  • the key switch turns.
  • the relay closes.
  • the CRA battery cranks the motor.
  • the AUX battery energises the coil.
  • the motor starts then idles. Auxiliaries are switched on. Voltage fall is sensed by the voltage sensor and the relay closes. Charging ensues. The vehicle stops. The relay opens. Lights are left on. The AUX battery discharges but the CRA battery charge is undisturbed. When the key is

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  • 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)
  • Secondary Cells (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

Dans des batteries tripolaires de véhicules comportant une batterie de démarrage (2) et une batterie auxiliaire (8), un dispositif accompagne la batterie, dans lequel un commutateur (R1) met lesdits pôles (6, 12) en circuit et hors circuit, afin qu'ils recoivent la charge, et un commutateur (R2) met en circuit et hors circuit les dispositifs auxiliaires électriques reliés à la batterie auxiliaire. Le dispositif détecte l'état de charge de la batterie auxiliaire, ainsi que le courant passant de la batterie auxiliaire à la batterie de démarrage. Un microprocesseur νP utilise ces données, ainsi que des données supplémentaires, pour ouvrir (R2) et empêcher toute décharge critique de la batterie auxiliaire; pour fermer (R1), afin d'autoriser le chargement de la batterie de démarrage et de permettre à celle-ci d'aider la batterie auxiliaire partiellement déchargée, pour ouvrir (R1) dans le cas d'une indication de surcharge. Une deuxième version ne comporte que le commutateur (R1) mais un détecteur détecte la nécessité de démarrer le véhicule et ferme (R1), afin de relier les sorties des batteries de démarrage et auxiliaire.
PCT/NZ1993/000067 1992-08-18 1993-08-16 Commutateur de batteries tripolaires WO1994004394A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
DE69303717T DE69303717T2 (de) 1992-08-18 1993-08-16 Schalter für dreipolige batterien
EP93918097A EP0655037B1 (fr) 1992-08-18 1993-08-16 Commutateur de batteries tripolaires
AU47641/93A AU688269B2 (en) 1992-08-18 1993-08-16 3-pole battery switches
US08/379,631 US5838136A (en) 1992-08-18 1993-08-16 3-pole battery switches

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
NZ244007A NZ244007A (en) 1992-08-18 1992-08-18 Switch with relay connecting dual batteries of vehicle electrical system
NZ244007 1992-08-18
NZ247509 1993-04-27
NZ24750993 1993-04-27
CA002115406A CA2115406C (fr) 1993-03-19 1994-02-10 Dispositif de decongelation automatique pour four micro-ondes et methode de commande correspondante

Publications (1)

Publication Number Publication Date
WO1994004394A1 true WO1994004394A1 (fr) 1994-03-03

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PCT/NZ1993/000067 WO1994004394A1 (fr) 1992-08-18 1993-08-16 Commutateur de batteries tripolaires

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WO (1) WO1994004394A1 (fr)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2292274A (en) * 1994-08-11 1996-02-14 Iain Wallace Waugh Vehicle battery charging systems
FR2737058A1 (fr) * 1995-06-22 1997-01-24 Glorywin Int Group Ltd Combinaison de batteries et d'un controleur dans un vehicule
FR2739733A1 (fr) * 1995-10-06 1997-04-11 Peugeot Dispositif d'alimentation electrique a deux batteries pour vehicule automobile a moteur thermique
FR2749814A1 (fr) * 1996-06-14 1997-12-19 Renault Dispositif d'alimentation electrique d'un vehicule a moteur
EP0838888A2 (fr) * 1996-10-26 1998-04-29 Lucas Industries Public Limited Company Régulateur de batterie dans un véhicule
GB2302622B (en) * 1995-06-22 2000-03-29 Glorywin Int Group Ltd Battery controller
CN108839586A (zh) * 2018-09-19 2018-11-20 安徽江淮汽车集团股份有限公司 针对电压差故障的电池控制方法与系统

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US4902956A (en) * 1986-12-12 1990-02-20 Sloan Jeffrey M Safety device to prevent excessive battery drain
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US4902956A (en) * 1986-12-12 1990-02-20 Sloan Jeffrey M Safety device to prevent excessive battery drain
GB2205697A (en) * 1987-06-11 1988-12-14 Chloride Group Plc Automotive electric storage battery power system
DE3841769C1 (en) * 1988-12-12 1990-06-07 Juergen 8014 Neubiberg De Wemhoener Circuit for ensuring the provision of starting energy in motor vehicles with internal combustion engines
US4990885A (en) * 1989-10-11 1991-02-05 Navistar International Transportation Corp. Auxiliary battery monitor

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PATENT ABSTRACTS OF JAPAN, unexamined applications, E field, vol. 15, no. 191, May 16, 1991, THE PATENT OFFICE JAPANESE GOVERNMENT page 68 E 1068, *
PATENT ABSTRACTS OF JAPAN, unexamined applications, E field, vol. 16, no. 535, November 5, 1992, THE PATENT OFFICE JAPANESE GOVERNMENT page 121 E 1288, *

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2292274A (en) * 1994-08-11 1996-02-14 Iain Wallace Waugh Vehicle battery charging systems
GB2292274B (en) * 1994-08-11 1999-07-07 Iain Wallace Waugh A battery controller
FR2737058A1 (fr) * 1995-06-22 1997-01-24 Glorywin Int Group Ltd Combinaison de batteries et d'un controleur dans un vehicule
GB2302622B (en) * 1995-06-22 2000-03-29 Glorywin Int Group Ltd Battery controller
FR2739733A1 (fr) * 1995-10-06 1997-04-11 Peugeot Dispositif d'alimentation electrique a deux batteries pour vehicule automobile a moteur thermique
FR2749814A1 (fr) * 1996-06-14 1997-12-19 Renault Dispositif d'alimentation electrique d'un vehicule a moteur
EP0838888A2 (fr) * 1996-10-26 1998-04-29 Lucas Industries Public Limited Company Régulateur de batterie dans un véhicule
EP0838888B1 (fr) * 1996-10-26 2004-02-04 Lucas Industries Limited Régulateur de batterie dans un véhicule
CN108839586A (zh) * 2018-09-19 2018-11-20 安徽江淮汽车集团股份有限公司 针对电压差故障的电池控制方法与系统

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