WO1998054811A1 - Batterie et unite de commande de batterie - Google Patents

Batterie et unite de commande de batterie Download PDF

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Publication number
WO1998054811A1
WO1998054811A1 PCT/NZ1998/000069 NZ9800069W WO9854811A1 WO 1998054811 A1 WO1998054811 A1 WO 1998054811A1 NZ 9800069 W NZ9800069 W NZ 9800069W WO 9854811 A1 WO9854811 A1 WO 9854811A1
Authority
WO
WIPO (PCT)
Prior art keywords
battery
controller
discharge
terminals
load
Prior art date
Application number
PCT/NZ1998/000069
Other languages
English (en)
Inventor
Peter David Atkins
Original Assignee
Euston Holdings Limited
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
Application filed by Euston Holdings Limited filed Critical Euston Holdings Limited
Priority to AU79419/98A priority Critical patent/AU7941998A/en
Publication of WO1998054811A1 publication Critical patent/WO1998054811A1/fr

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Classifications

    • 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
    • H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
    • H02J7/0031—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits using battery or load disconnect circuits
    • 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
    • H02J7/0063—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with circuits adapted for supplying loads from the battery
    • 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
    • H02J7/007—Regulation of charging or discharging current or voltage
    • H02J7/00712—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters
    • H02J7/007182—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters in response to battery voltage

Definitions

  • the present invention relates to a battery and a controller for controlling the charging and/or discharging of a battery. More particularly, but not exclusively, the invention relates to a controller that monitors the state of charge of a battery and limits discharge of the battery when its state of charge falls below a predetermined level.
  • the controller may be formed integrally within a batten' or may be coupled to a battery or may be part of the electrical control system of a vehicle and located remotely from the battery. Preferably the controller is incorporated into a standard two pole battery of standard dimensions. The controller may be used with single, dual or plural battery technologies.
  • an automobile battery It is common for an automobile battery to be left in a discharging state when a load, such as headlights, is accidentally left on. If unnoticed the battery may discharge to such a level that there is insufficient charge to crank the engine to restart the automobile. Further, the battery may be discharged to such a level that the battery plates are damaged and the life of the battery is reduced.
  • the battery consists of a first battery suited for cranking a vehicle engine and a second battery suited to supply the demands of the other electrical loads.
  • the batteries have a common ground terminal and separate live terminals.
  • the first battery is connected to supply the starter motor, starter solenoid and other loads required to effect starting of the engine.
  • the second battery is connected to the remaining loads.
  • GB 2222494 discloses a battery incorporating circuitry which controls charging and discharging of the battery.
  • the ground terminal of the battery is directly connected to a ground terminal of the control circuit mounted on top of the battery.
  • a further terminal of the control circuit is directly connected to the positive terminal of the battery.
  • Two further auxiliary terminals are provided on the control circuit, one of which ceases to supply power when the battery reaches 70% of full capacity, the other ceasing to supply power when the battery reaches 30% of full capacity.
  • This is a multi terminal battery designed for yachts which could not be directly substituted for a battery in an automobile without rewiring.
  • the controller circuit only ceases power supply of auxiliary terminals on the basis of the state of charge of the battery and takes no account of the load connected to any terminal.
  • US 5296997 discloses a protection system that may be installed in the electrical system of a vehicle between the battery and electrical loads of a vehicle.
  • the system disconnects the supply of power to the loads when the battery voltage falls below a predetermined threshold.
  • the battery is not reconnected to the loads until it is detected that the load connected to the battery is of a magnitude indicative that an attempt has been made to start a vehicle.
  • the system requires the protection system to be installed within the electrical system of a vehicle which may be time consuming and expensive. As the system simply monitors battery voltage, the state of charge of the battery is not determined with any particular accuracy and, in some instances, may leave insufficient charge in the battery to start a vehicle. Further, the threshold at which electrical supply is disconnected is not adjusted with battery ageing.
  • a controller for controlling the discharge of a battery via terminals which are connected, in use, to an electrical load, wherein the controller controls the rate of discharge of the battery via the terminals in dependence upon the state of charge of the battery and the load connected to the terminals.
  • the controller preferably monitors the charging and discharge of the battery and calculates the state of charge and reserve capacity based upon these measurements.
  • the controller learns the power demand profiles of each load over time.
  • the controller can learn the power sequence at start up (i.e. Door light on, accessories on, ignition coil connected, solenoid and starter motor).
  • the controller can monitor the amount of power required to start the engine and set the threshold level accordingly. Further, the controller can recognise the type of load connected to the battery by comparing a periodically sensed load with the load profile stored in the controller. The controller may thus detect when a user is attempting to start the engine and connect the battery to the load even though the state of charge is below the threshold level.
  • a manual override may be provided to allow a user to continue to draw power from the battery until the battery is discharged to a level at which the cells of the battery would be damaged by further discharge.
  • the controller may inhibit the supply of power from the battery to prevent theft.
  • a movement detector may also be incorporated in the controller to inhibit the supply of power from the battery in the case of an accident or tampering with the vehicle.
  • the controller is incorporated within the battery so that the battery is of standard size and standard two terminal configuration.
  • the controller may be mounted on top of the battery or incorporated within the control circuitry of a vehicle.
  • the controller may include a real time clock so that the controller can monitor ageing of the battery and adjust its parameters accordingly.
  • the controller may also use information from the real time clock to assist in learning a vehicles operating parameters (i.e. Lights are on at night).
  • the controller may include a visual user interface to display the state of the battery and each cell. This may be a LED or LCD display on the battery or a display within the cabin of a vehicle. An interface for servicing of the battery may also be provided.
  • the controller may be a separate unit secured to a battery or integrally formed with a battery.
  • a battery unit having first and second terminals, first and second batteries and a controller for selectively connecting the terminals of the first and second batteries to the first and second terminals.
  • Figure 1 Shows a block diagram of a controller and battery for a single battery configuration
  • Figure 2 Shows a block diagram of a controller and two batteries for a dual battery configuration
  • Figure 3 Shows the external appearance of a battery incorporating a controller according to figure 1.
  • Figure 4 Shows the battery of figure 3 with the top cover removed
  • Figure 5 Shows the battery of figure 4 with the controller unit removed.
  • Figure 6 Shows an alternative arrangement in which the controller is mounted to a side of the battery.
  • Figure 7 Shows an alternative arrangement in which the controller is mounted to an end of the battery.
  • Figure 8 Shows an embodiment in which the controller is a separate unit secured to a standard battery.
  • Figure 9 Shows a block diagram of the controller shown in figure 8.
  • the controller is located within the battery casing.
  • the controller may be in the form of a unit which may be electrically connected to the terminals of a battery having terminals for connection from the controller to the electrical system of a vehicle.
  • the controller may be incorporated within the electrical control system of a vehicle remote from the battery.
  • Figure 1 shows a controller integrated with a standard six plate battery 1 , as commonly used in automobiles.
  • the negative terminal of the battery 1 is connected to the negative terminal 2 via load sensing element 3.
  • the positive terminal of battery 1 is connected to positive terminal 4 via SCRs 5 and 6.
  • the voltage across each cell of battery 1, the voltage across load sensing element 3 and the voltage at positive terminal 4 are monitored by analogue to digital converter (ADC) 7 via lines 7a to 7i.
  • ADC 7 analogue to digital converter
  • Voltage information from ADC 7 is supplied in digital form to microprocessor 9.
  • the temperature of each cell of battery 1 and the environmental temperature are measured by temperature sensors 8a to 8g and supplied in digital form to microprocessor 9 by temperature sensing means 8.
  • any desired battery configuration may be used including series connected batteries (such as 6 series connected 2 volt batteries).
  • a series connected battery configuration has the advantage that individual cells may be replaced when necessary.
  • the battery may provide an output voltage higher than the voltage to be supplied to the system (e.g. a 14 volt battery supplying a 12 volt system). By switching SCR 5 on and off a desired output voltage from the controller may be supplied.
  • Microprocessor 9 supplies drive signals to SCR 6 and SCR 5 via lines 9b and 9a to control the charging and discharge of battery 1.
  • the charge SCR 6 may be rated at a lower value as it need only be rated to carry a charging current.
  • the status of battery 1 may be displayed by LED display 10 which may be mounted on top of the battery casing.
  • the central 6 by 2 LEDs 10a to 10m may be red/green LEDs that display the condition of respective cells of battery l.
  • LEDs lOy and lOz at either end of the display show the overall status of battery 1. It will be appreciated that the LEDs can be arranged in any desired manner - such as a line of LEDs.
  • the LEDs have a number of possible states (green on, green flashing, red on, red flashing, both off) a number of battery states may be displayed (e.g.: two green LEDs indicates a good cell, two red indicate a bad cell, two green LEDs at either end indicate good overall condition of the battery, two red LEDs indicates bad condition, two flashing red LEDs indicates recharging is required etc.) It will be appreciated that the LEDs may be replaced by lamps etc as desired.
  • the display may also indicate the ageing of the battery (thus reduction of storage reserve capacity), the reserve capacity under current load conditions, the charging time to reach maximum reserve capacity, the remaining time before the load is shut off at the current rate of discharge, the individual cell voltages and overall battery voltage during charging and discharge and the individual cell temperatures during charging and discharging.
  • the display may be utilised to service the battery based upon the status information displayed. It will be appreciated that other display technologies may be employed, such as an LCD display (in which case alphanumeric information may be displayed).
  • a membrane keypad 24 may be provided to enable a user to selectively display desired information.
  • a real time clock (RTC) 11 supplies time information to microprocessor 9.
  • Non-volatile memory 12 stores system parameters and information regarding battery condition.
  • Microprocessor 9 can read and write to memory 12. This may be Flash, EERAM or battery backed RAM.
  • Random access memory 13 provides short term memory for microprocessor 9.
  • the controller will be powered by battery 1.
  • real time clock 11 and microprocessor 9 continue to operate. In this way time information is not lost and the microprocessor can sense when it has been reconnected to a battery and initiate itself.
  • Real time clock 11 and battery 23 may be integrated into a single button type battery package.
  • Power management means 18 performs reset, monitoring and watchdog functions. This regulates the power up of the controller at manufacture and controlled shut down to sleep mode during periods of shelf storage or no service or during shut down to prevent over-discharge.
  • the power management means may be integrated in microprocessor 9 or be a separate circuit.
  • Port 14 enables an external device to be connected to analyse information stored in the controller. This may be via an optical or RF link to avoid the need for electrical contacts within the battery environment.
  • An optional remote external user interface 15 connected to port 15a provides status information within the cabin of a vehicle, as may be required in emergency vehicles for example. Information may be displayed on LCD 16 in response to user commands entered on membrane keypad 17. Information such as statistics on charging, discharging, individual cell performance, current reserve capacity and the percentage of operational efficiency and service life remaining may be displayed. An alarm may also be sounded to warn of imminent battery shut down to allow the user to override shut down or take corrective action.
  • Interface 15 is preferably connected to the controller via an optical or RF link. Another way of displaying information within the cabin would be to provide a unit which plugs into a cigarette lighter and communicates with the system via modulated signals on the power supply lines.
  • load profiles for a particular vehicle and environment may be loaded into non-volatile RAM 12.
  • load profiles will indicate typical currents drawn by loads such as the starter motor, starter solenoid, lights etc.
  • a general profile for a particular environment may be loaded and the controller may learn the load demands and sequences during normal operation.
  • the controller will know the likely ranges of certain loads such as the cranking load, headlights and accessories. It will also know that certain events occur in certain sequences (e.g. a small load precedes the cranking load in the cranking sequence) and certain events occur at certain times (e.g. headlights on at night).
  • the controller can thus build up a profile of the load demands of the vehicle during use and store this profile in non- volatile memory 12.
  • ADC 7 may measure the voltage across load sensing means 3 (a calibrated bar/shunt). ADC 7 also measures the voltage at terminal 4 relative to the voltage measured at line 7h so that the direction of current flow may also be determined.
  • the voltage drop measured by ADC 7 across SCRs 5 and 6 may be load characterised to measure current flow and direction.
  • the voltage drop across each cell of battery 1 may be monitored by
  • ADC 7 and, from calibration and historical analysis of voltage drop under discharge and voltage rise under charging, the rates of charge and discharge of the battery could be calculated to acceptable accuracy.
  • the calculation algorithm employed must compensate for deterioration of the battery plates due to ageing.
  • Profiles of battery characteristics are preferably stored in non-volatile RAM 12 at manufacture to enable the age related deterioration of the maximum reserve capacity and remaining service life to be calculated at any time.
  • Such profiles may indicate the reserve capacity of a battery given measured parameters (e.g. cell voltage and temperature) given the ageing of a battery from monitoring charge/discharge of the battery.
  • measured parameters e.g. cell voltage and temperature
  • the condition of individual cells can be monitored. Further information regarding each cell, such as reserve capacity, may be obtained by monitoring voltage drop over time for each cell. By timing the charge versus discharge current flow over a number of cycles the reserve capacity of the battery may also be calculated.
  • Temperature sensing means 8 supplies data regarding the external temperature from sensor 8a and the temperature of each cell from sensors 8b to 8g so that temperature can be taken into account when microprocessor 9 calculates the reserve capacity or performs ageing calculations.
  • the temperature of each cell under charge and discharge can also be used by microprocessor 9 to monitor cell condition and thus indicate premature failure.
  • Non-volatile memory 12 stores information relating to parameters of the battery from the time of manufacture and at intervals during the life of the battery. Information as to typical vehicle loads and load sequences may also be loaded at the time of manufacture or at installation (via port 14).
  • ADC 7 senses an increased voltage across the terminals and, if the battery is not fully charged, microprocessor 9 switches on the charging SCR 6.
  • SCR 6 the voltage across each cell of the battery and the temperature of each cell are monitored. The charging rate allowed by SCR 6 is adjusted to ensure the cells of the battery are not damaged.
  • sensor 3 monitors the current flowing into the battery and real time clock 11 provides time information from which the microprocessor calculates the increased reserve capacity of the battery.
  • Temperature sensors 8b to 8g provide information as to the temperature of each cell during charging which can be indicative of the condition of each cell.
  • ADC 7 monitors the voltage across each cell which also indicates the condition of each cell. The system also monitors how well the battery is charging compared to previous cycles and how well individual cells are accepting charge. This information is used by the system to calculate the ageing of the battery for use when calculating the reserve capacity.
  • the terminal voltage and amount of current flowing out of the battery is monitored via sensor 3 and ADC 7 so the reduction in capacity of the battery may be calculated.
  • the voltage drop across SCRs 5 and 6 may be load characterised or the voltage drop across each cell of battery 1 may be compared with historical data as for charging.
  • the voltage across each cell is also monitored by ADC 7 so that the condition of each cell may be monitored.
  • the capacity of the batter ⁇ ' is normally not allowed to drop below a defined loss of service level (LOS) at which a vehicle engine cannot be cranked and at which further discharge may damage the battery.
  • a threshold capacity level above this, called margin above loss (MAL) is calculated by the system at which the engine of the vehicle may still be started.
  • This threshold is dependent upon the ageing of the battery, environmental temperature and the load demands of the engine.
  • the system constantly calculates ageing of the battery based on measurements of the cell voltages, temperatures and charge/discharge characteristics.
  • the required capacity to start the engine will vary depending upon temperature and the state of the vehicle(i.e. time required to crank the engine).
  • the system can predict the capacity required to start the engine.
  • the system will monitor the battery and engine over time and adjust the MAL threshold in accordance with battery and engine condition.
  • the MAL threshold may be set at an historical average or so as to ensure that sufficient capacity remains to start the engine in the most adverse conditions (i.e. lowest temperature and longest cranking recorded within a given period).
  • the controller may be programmed to allow discharge at a low level to maintain certain electronic circuitry if desired.
  • Successful starting of the engine is detected by decreased load from the starter and an increase in voltage at terminal 4 due to the alternator/generator supplying power. At this point SCR 6 is turned on so that the battery can be charged.
  • the system monitors the amount of charge flowing into the battery and in conjunction with real time clock 11 calculates the increased reserve capacity. The system also monitors how well the battery and each cell is charging compared to previous cycles.
  • the system can shut off supply from the battery when loads of a particular type have been running for a defined period under prescribed conditions (i.e. headlights on for an hour whilst the engine is off etc.).
  • An override function may be provided so that if the load is switched off and on again the battery will supply power for another defined period. Further, if the load is cycled on and off twice within a prescribed time frame the system may override this function completely and supply power until the MAL threshold is reached.
  • a motion detector 25 may also be included in the controller. This may be used to disable the battery if a shock indicating an accident is detected, thus reducing the risk of fuel ignition etc. This may also be used to indicate that a vehicle is being tampered with and disable the battery for a period.
  • a certain degree of security may also be obtained using the load monitoring function of the controller.
  • the controller will learn that at starting there is a typical sequence of loads. Typically a small load for the interior light will be sensed first, followed by a small load for the dashboard lamps, followed by a larger load for the solenoid current followed by a very large cranking current. If this sequence is not followed the controller may assume that the vehicle is being interfered with and prevent the supply of power to the vehicle for a predetermined period. In the most minimal implementation the controller may be required to sense the solenoid current before the cranking current. Ideally, the entire starting current profile should be detected to enable starting. Further, users could define particular starting sequences required to enable the vehicle to start. For example, it may be required to turn the car headlights on and off to enable the controller to supply the starting current. Any particular load profile could be programmed as required.
  • an RF receiver 27 capable of providing information to microprocessor 9 received via an RF link.
  • Pager/telemetry technology may be employed so that it in the event of theft a signal could be sent to receiver 27 instructing the controller to disconnect power supply to the vehicle and/or making the vehicle inoperative.
  • a GPS/EPIRB unit 28 may also be connected to microprocessor 9 if required. Should motion detector 25 indicate that the vehicle has been involved in an accident the GPS/EPIRB unit 28 may be activated to send an emergency signal indicating the location of the controller. Should a vehicle be missing for an extended period of time a signal may be sent to receiver 27 via an RF link to actuate GBS/EPIRB unit 28.
  • SCR 5 may be switched off if the temperature sensor 8a indicates that the environmental temperature in the engine bay is above a threshold level, perhaps due to fire.
  • certain types of battery discharge may be allowed where discharge would not otherwise be allowed. If the system detects that the hazard lights are on it may allow discharge past the MAL threshold and perhaps to LOS. Further, if the system detects that the headlights are on whilst the vehicle is moving (by a motion detector) but the alternator is not supplying power (perhaps the belt is broken and so no charging current is detected and demand on the battery increases) it may allow the battery to continue to discharge to LOS or below. Alternatively, where the controller detects that the vehicle is operating, the alternator has failed and the battery has been discharged to the MAL threshold, the driver may be warned by an audible signal from speaker 26 and/or a visual indication.
  • the visual indication may be in the form of a flashing display or flashing light. Otherwise the controller may temporarily disconnect the battery supply for short intervals so as to flash the car headlights and/or cause perceptible vibration in the engine. A period after the alarm , power supply to the vehicle may be disconnected. Should an attempt be made to restart the vehicle the battery will be reconnected so as to enable the vehicle to move out of the way of the hazard. A short period thereafter the alarm will sound again and the battery will be disconnected , although it may be reconnected if a user chooses to override this function. Alternatively, power supply to the vehicle may be slowly ramped down by pulse width modulating SCR 5 so that a user perceives a gradual reduction of power from the battery where in fact the battery has maintained sufficient charge to restart the engine but has simply gradually reduced the power supplied.
  • the battery may also include means to detect when batteries are connected in reverse polarity during jump starting or that a short circuit has occurred and switch off both SCRs immediately.
  • the system will preferably be mounted within a battery casing of standard dimensions having the standard two terminal configuration as shown in figure
  • Figures 3 to 5 show the physical construction of a battery incorporating a removable controller 31 of the form shown in figure 1.
  • the components of controller 31 are as shown in figure 1, other than SCRs 5 and 6, which are externally located and are housed within a removable casing which may be inserted into battery 30 and removed therefrom.
  • the electrical connections between controller 31 and battery 30 are by way of contact connections 7a to 7i, 8b to 8g and 9a and 9b (these correspond with the links shown in figure 1).
  • Corresponding pads are provided on the base of casing 31 so as to connect the components by contact connections to the pins 7a to 7i, 8b to 8 g and 9a and 9b shown in figure 5.
  • SCRs 5 and 6 are provided external to casing 31 so that they may be mounted upon heat sink 32 to easily dissipate heat.
  • the controller unit 31 is removable from battery 30 so that if the battery deteriorates the controller 31 may simply be transferred to a new battery 30, avoiding the need to purchase a new controller and transferring the historical data of the vehicle.
  • the controller senses that it has been removed as no cell voltages are sensed by ADC 7. If controller 31 is reinserted into the old battery it may assume that the battery has a proportion (say 80% ) of its previously aged condition as the battery may have suffered deterioration in the interim due to improper treatment. If the battery performs according to its prior performance then the prior parameters may be reinstated. If the controller 31 is inserted within a new battery the controller will assume that the battery has the standard manufacturers default characteristics. However, the characteristics of the vehicle in which the battery is employed will be retained and can be used in combination with the standard battery characteristics. A servicemen can input details of the battery type via interface 15.
  • controller 36 is provided along a side of battery 35.
  • controller 38 is provided at one end of battery 37.
  • FIG 2 a dual battery configuration is shown. It will be seen that the arrangement is the same as figure 1 except that a second battery 20 is provided having separate SCRs 21 and 22. Corresponding integers have been given the same numbers as in figure 1.
  • the cells of battery 20 may be monitored by ADC 7 via lines 7i to 7o and temperature sensor 8 via lines 8i to 8n in a similar manner to the cells of battery 1.
  • Battery 20 may be a cranking battery reserved for starting the engine and battery 1 may be a running battery. Thus SCRs 5 and 6 need only be able to handle low currents. Discharge SCR
  • SCR 22 is a high current SCR which is switched on during starting. SCR 22 could be replaced by a solenoid switch, although this would be bulky.
  • This arrangement has the advantage that the reserve capacity required to crank the engine does not need to be calculated. The system simply has to control charging of the batteries and ensure they are not discharged below LOS. This arrangement also has the advantage over three terminal batteries that battery 1 may be used for cranking if battery 20 is discharged.
  • the controller can control the charging sequence and balance of the two battery sections to allow the cranking battery 20 to be charged at a higher rate or before the running battery 1 is fully charged. This ensures that the cranking battery 20 remains as fully charged as possible to enable starting even if a poorly tuned engine has drained the reserve capacity from the cranking battery 20 during prolonged starting.
  • This arrangement allows the running battery 1 to have a LOS point well below that of the starting battery due to the construction of the running battery allowing deep cycle operation. The LOS point will, however, be kept just above the point at which damage to cell plates occurs.
  • the running battery section 1 may be switched in as a replacement and /or support for cranking battery 20 to ensure starting.
  • FIG. 8 shows an alternative embodiment in which all components of the controller, including the SCRs, are housed within unit 42.
  • the controller unit includes the SCRs
  • controller 42 is connected to terminals 43 and 44 of a standard automobile battery 41.
  • the electrical system of a vehicle is connected to terminals 45 and 46 of controller 42.
  • FIG. 9 shows a block diagram of the controller 42 shown in figure 8. It will be seen that the controller corresponds substantially to the controller shown in figure 1 except that ADC 7 does not sense the voltages at lines 7c to 7h and temperature sensor 8 does not sense the temperature of each cell via sensors 8b to 8g. Accordingly, the controller cannot monitor the voltage across or temperature of each cell and so must monitor the general condition of battery 41 only. By monitoring the voltage across terminals 43 and 44 of battery 41 and the current flowing through load sensing means 3, charging and discharging of battery 41 can be calculated. As the temperature of the battery cells is not monitored any loss attributable to a particular cell cannot be identified and battery 41 is characterised generally.
  • the controller shown in figure 9 may be located remotely from the battery and may be incorporated within the electrical system of a vehicle. In such a case some loads may be directly connected to terminals 43 and 44 of battery 41 (i.e. the starter motor) whilst other loads are connected through terminals 45 and 46. This allows the size of discharge SCR 5 to be reduced. It will also be appreciated that when the controller is incorporated within an automobile electrical system the supply of power to different types of devices may be individually controlled via additional semiconductor switches and detailed status information may be displayed on a driver console.
  • multiple thresholds above LOS may be provided so that selected devices are not supplied with power when a particular MAL threshold is reached.
  • the present invention provides a battery and battery controller that enhances the serviceability and life expectancy of a battery whilst being directly substitutable for a standard two terminal battery.

Abstract

Cette invention concerne une unité de commande (9, 5) qui permet de contrôler le déchargement ou le chargement d'une batterie (1; 41) en fonction de la charge connectée aux bornes de sortie (2, 4; 45, 46) de ladite unité de commande (9, 5). Cette unité de commande peut être intégrée dans une unité de batterie comportant une seule batterie (1). Le déchargement de la batterie est contrôlé de manière à conserver une capacité de réserve suffisante pour démarrer un véhicule. Cette unité de commande (9, 5) peut également être intégrée à une unité de batteries qui comprend deux batteries ou plus (1, 20) et dans laquelle une des batteries sert normalement au démarrage du véhicule tandis que l'autre assure l'alimentation des autres charges électriques. Cette unité de commande (9, 5) peut également se présenter sous forme d'une unité (42) que l'on fixe aux bornes (43, 44) d'une batterie.
PCT/NZ1998/000069 1997-05-28 1998-05-28 Batterie et unite de commande de batterie WO1998054811A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU79419/98A AU7941998A (en) 1997-05-28 1998-05-28 Battery and battery controller

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
NZ314933 1997-05-28
NZ31493397 1997-05-28

Publications (1)

Publication Number Publication Date
WO1998054811A1 true WO1998054811A1 (fr) 1998-12-03

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WO (1) WO1998054811A1 (fr)

Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1052662A2 (fr) * 1999-05-14 2000-11-15 Delphi Technologies, Inc. Interrupteur pour véhicules
WO2002030712A1 (fr) * 2000-10-13 2002-04-18 Lear Automotive (Eeds) Spain, S.L. Dispositif de protection destine a la batterie d'allumage d'un vehicule et au reseau electrique qu'elle alimente
WO2003056682A1 (fr) * 2001-12-31 2003-07-10 Lear Automotive (Eeds) Spain S.L. Systeme et procede de transfert d'energie controle dans des reseaux avec des secteurs alimentes par deux batteries differentes
WO2004015839A1 (fr) * 2002-08-02 2004-02-19 Eltek S.P.A. Systeme de protection pour une batterie de vehicule
EP1610437A1 (fr) * 2004-05-28 2005-12-28 Advanced Neuromodulation Systems, Inc. Systeme et procédés à conserver la capacité d'une batterie constante
WO2006005314A1 (fr) * 2004-07-07 2006-01-19 Iq Power Licensing Ag Dispositif d'utilisation de systemes de reseaux de bord multi-circuits dans un vehicule
WO2006037978A1 (fr) * 2004-10-06 2006-04-13 Zi Medical Plc Dispositif utilisant l'energie residuelle d'une batterie
WO2006079600A2 (fr) * 2005-01-25 2006-08-03 Auto Kabel Managementgesellschaft Mbh Circuit de maintien de l'etat de charge
GB2434702B (en) * 2006-01-31 2010-05-26 Care Knight Ltd Electric power supply arrangement
WO2010097085A1 (fr) * 2009-02-25 2010-09-02 Niels Rune Barfred Source d'alimentation avec moyens antivol
WO2012095292A3 (fr) * 2011-01-13 2012-09-13 Li-Tec Battery Gmbh Batterie avec dispositif de commande et procédé de fonctionnement de cette batterie
WO2014083740A1 (fr) * 2012-11-30 2014-06-05 Sony Corporation Dispositif de commande de batterie, procédé de commande, système de commande et véhicule électrique
EP2624408A3 (fr) * 2012-01-31 2016-08-24 General Electric Company Procédés et systèmes de commande d'un dispositif de chargement
EP2128629A3 (fr) * 2008-04-22 2018-01-24 Robert Bosch Gmbh Procédé et dispositif destinés à la détection de l'état de fonctionnement de moteurs à combustion

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EP1052662A3 (fr) * 1999-05-14 2002-04-03 Delphi Technologies, Inc. Interrupteur pour véhicules
EP1052662A2 (fr) * 1999-05-14 2000-11-15 Delphi Technologies, Inc. Interrupteur pour véhicules
US7164272B1 (en) * 2000-10-13 2007-01-16 Lear Automotive (Eeds) Spain, S.L. Modular unit connectable to the battery of a vehicle for monitoring its condition and protecting the electrical system of said vehicle
WO2002030712A1 (fr) * 2000-10-13 2002-04-18 Lear Automotive (Eeds) Spain, S.L. Dispositif de protection destine a la batterie d'allumage d'un vehicule et au reseau electrique qu'elle alimente
WO2003056682A1 (fr) * 2001-12-31 2003-07-10 Lear Automotive (Eeds) Spain S.L. Systeme et procede de transfert d'energie controle dans des reseaux avec des secteurs alimentes par deux batteries differentes
ES2192467A1 (es) * 2001-12-31 2003-10-01 Lear Automotive Eeds Spain Sistema y metodo para una transferencia de energia controlada en redes con sectores alimentados desde dos baterias distintas.
WO2004015839A1 (fr) * 2002-08-02 2004-02-19 Eltek S.P.A. Systeme de protection pour une batterie de vehicule
US7116078B2 (en) 2002-08-02 2006-10-03 Eltek S.P.A. Protection system of a vehicle battery
EP1610437A1 (fr) * 2004-05-28 2005-12-28 Advanced Neuromodulation Systems, Inc. Systeme et procédés à conserver la capacité d'une batterie constante
US7450991B2 (en) 2004-05-28 2008-11-11 Advanced Neuromodulation Systems, Inc. Systems and methods used to reserve a constant battery capacity
WO2006005314A1 (fr) * 2004-07-07 2006-01-19 Iq Power Licensing Ag Dispositif d'utilisation de systemes de reseaux de bord multi-circuits dans un vehicule
WO2006037978A1 (fr) * 2004-10-06 2006-04-13 Zi Medical Plc Dispositif utilisant l'energie residuelle d'une batterie
WO2006079600A3 (fr) * 2005-01-25 2006-09-21 Auto Kabel Man Gmbh Circuit de maintien de l'etat de charge
WO2006079600A2 (fr) * 2005-01-25 2006-08-03 Auto Kabel Managementgesellschaft Mbh Circuit de maintien de l'etat de charge
GB2434702B (en) * 2006-01-31 2010-05-26 Care Knight Ltd Electric power supply arrangement
EP2128629A3 (fr) * 2008-04-22 2018-01-24 Robert Bosch Gmbh Procédé et dispositif destinés à la détection de l'état de fonctionnement de moteurs à combustion
WO2010097085A1 (fr) * 2009-02-25 2010-09-02 Niels Rune Barfred Source d'alimentation avec moyens antivol
WO2012095292A3 (fr) * 2011-01-13 2012-09-13 Li-Tec Battery Gmbh Batterie avec dispositif de commande et procédé de fonctionnement de cette batterie
EP2624408A3 (fr) * 2012-01-31 2016-08-24 General Electric Company Procédés et systèmes de commande d'un dispositif de chargement
WO2014083740A1 (fr) * 2012-11-30 2014-06-05 Sony Corporation Dispositif de commande de batterie, procédé de commande, système de commande et véhicule électrique
CN104813532A (zh) * 2012-11-30 2015-07-29 索尼公司 电池控制装置、控制方法、控制系统与电动车辆
US10056773B2 (en) 2012-11-30 2018-08-21 Murata Manufacturing Co., Ltd. Battery control device, control method, control system and electric vehicle

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