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
  • H02J7/14—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
  • H02J7/1438—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 in combination with power supplies for loads other than batteries
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
  • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
  • G01R31/50—Testing of electric apparatus, lines, cables or components for short-circuits, continuity, leakage current or incorrect line connections
  • G01R31/52—Testing for short-circuits, leakage current or ground faults
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
  • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
  • G01R31/50—Testing of electric apparatus, lines, cables or components for short-circuits, continuity, leakage current or incorrect line connections
  • G01R31/54—Testing for continuity
• • 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
  • H02J9/00—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting
  • H02J9/002—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which a reserve is maintained in an energy source by disconnecting non-critical loads, e.g. maintaining a reserve of charge in a vehicle battery for starting an engine
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
  • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
  • G01R31/005—Testing of electric installations on transport means
  • G01R31/006—Testing of electric installations on transport means on road vehicles, e.g. automobiles or trucks
• • 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 disclosure generally relates to battery control systems and methods for vehicles, and particularly relates to a battery control system and method for a vehicle having an engine (e.g., an internal combustion engine). Control systems for power delivery of specific related systems are also discussed herein.
• New vehicle models continue to be responsive to consumer demands for an ever increasing number of electrically powered features and devices. These features and devices add an additional burden to the vehicle's battery and thus more consideration is needed for maintaining the battery. Examples of such features and devices are memories for preferred positions of electrically adjustable devices, such as seats and mirrors, and memories for other electrically powered devices, such as radios having tuning presets. Still other examples include clocks, user specified navigational information, etc.
• the battery When a battery is overly discharged (such as by powering too many devices and features and/or inadvertently powering a device for an extended period without being recharged), the battery may no longer hold sufficient charge such as may be necessary, for example, for starting an internal combustion engine of a vehicle, if so equipped. Moreover, as the battery ages, it may become more susceptible to such over discharging, as vehicle batteries are known to degrade over time and with repeated cycles of charging and discharging. Accordingly, it is desirable to maintain a healthy battery condition by monitoring the loads on the battery and selectively electrically connecting and/or disconnecting such loads under certain operating conditions.
• a new and improved system and/or method for detecting an open circuit fault in the ground circuit of a vehicle's electrical system.
• a vehicle's electrical system also includes an alternating current generator (ACG) or other like device that is driven by the engine to produce electric power when the engine is running.
• ACG alternating current generator
• An ACG is also commonly known as an alternator and in a more general case the electric power producing device may simply be a generator.
• alternator in a more general case the electric power producing device may simply be a generator.
• ACG has generally been used in the present specification. Nevertheless, as used herein, any of the terms and/or devices (i.e., ACG, alternator or generator) may suitably be substituted for any other term or device as deemed appropriate for particular applications.
• the ACG is arranged to selectively provide electric power to the aforementioned loads and/or to charge the battery.
• the amount of electric power produced and/or output by the ACG is generally dependent upon the rotational speed at which the ACG is driven and accordingly upon the rotational speed of the engine which is driving the ACG. That is to say, when the engine is operating at a relatively lower rpm (revolutions per minute), then the output of the ACG is correspondingly lower and when the engine is operating at a relatively higher rpm, then the output of the ACG is correspondingly higher.
• a new and improved system and/or method is disclosed that overcomes the above-referenced problems and others by controlling the engine idle speed in response to the detected SOC of the battery while avoiding selected engine idle speeds, e.g., identified as being associated with an undesirable generation of noise and/or vibrations; undesirable driveline and/or transmission torque and/or losses; and/or undesirable emissions control.
• selected engine idle speeds e.g., identified as being associated with an undesirable generation of noise and/or vibrations; undesirable driveline and/or transmission torque and/or losses; and/or undesirable emissions control.
• the aforementioned approach generally requires replacement of the fuse before delivery of the vehicle to a customer.
• the fuse be replaced just before the customer takes delivery of the vehicle.
• the battery remains isolated from the otherwise current drawing load, e.g., while the vehicle sits in inventory on a dealer's lot.
• the dealer is therefore commonly responsible for replacing the fuse at the appropriate time.
• dealer compliance can be difficult to ensure. For example, a dealer may replace the fuse at or near the time they receive the vehicle, thereby causing the battery charge to drain or diminish while the vehicle remains on their lot. Alternately, a dealer may forget to replace the fuse before the vehicle is delivered to a customer. In either case, customer dissatisfaction can result.
• a new and improved method and/or system that overcomes the above-referenced problems and others by automatically isolating one or more electrical current drawing loads from a vehicle battery after completing desired testing in connection with the manufacturing processes.
• a conventional generator or ACG of the type typically employed in an automotive vehicle is usually free to selectively operate in and/or cycle between one of two voltage output modes, e.g., depending on the operative state of the loads and/or demand for electric power from the generator or ACG.
• the output voltage of the generator or ACG in a first or HI output voltage mode, is typically about 14.5 volts (V), and in a second or LO output voltage mode, the output voltage of the generator or ACG is typically about 12.5 V.
• V volts
• the generator or ACG normally operates in the HI output voltage mode
• the generator or ACG normally operates in the LO output voltage mode.
• the generator or ACG is generally free to selectively cycle between the two modes as the electric power demanded from the generator or ACG varies, e.g., due to changes in the operative states of the various loads.
• the foregoing conventional operation of the ACG or generator may still not provide for suitable maintenance of the battery at a desired SOC in all circumstances.
• continual operation of the ACG or generator in the HI voltage output mode can result in overcharging of the battery and/or inefficient use of the vehicle's fuel - i.e., wasted fuel.
• continual operation of the ACG or generator in a LO voltage output mode can result in insufficient electrical power generation to effectively maintain the battery's SOC at or above a desired level.
• a battery control system for a vehicle includes a battery for supplying electrical power in the vehicle.
• a controller receives a battery signal representative of a condition of the battery, an ignition key signal representative of a state of an ignition key of the vehicle, and an engine signal representative of a state of an internal combustion engine in the vehicle.
• At least one load is selectively connected to the battery by the controller in response to at least one of the battery signal, the ignition key signal and the engine signal.
• An interface provides information on at least one of the battery and a connection state between the at least one load and the battery.
• a battery control method for a battery of a vehicle that provides electrical power to a plurality of loads of the vehicle. More particularly, in accordance with this aspect, a battery signal representative of a condition of the battery is received. An ignition key signal representative of a state of an ignition key of the vehicle is also received, along with an engine signal representative of a state of an internal combustion engine of the vehicle. The plurality of loads of the vehicle are selectively electrically connected to the battery based on at least one of the battery signal, the ignition key signal and the engine signal. Information on at least one of the battery and a connection state between at least one of the plurality of loads and the battery is provided.
• a control system for a battery in a vehicle includes a battery for supplying electrical power in the vehicle.
• a controller receives a battery signal representative of a condition of the battery, an ignition key signal representative of a state of an ignition key of the vehicle, and an engine signal representative of a state of an engine in the vehicle.
• a plurality of loads is selectively electrically disconnected from the battery by the controller in response to the battery signal, the ignition key signal and the engine signal. The controller electrically disconnects a load A1 of the plurality of loads when the ignition key signal indicates that the ignition key is not in an ON position and the battery signal indicates the condition of the battery to be below a threshold A1.
• the controller electrically disconnects a load A1 +N of the plurality of loads from the battery when the ignition key signal indicates that the ignition key is not in the ON position and the battery signal indicates that the condition of the battery is below a threshold A1+N.
• the threshold A1+N is lower than the threshold Al
• An interface provides a message A1 when the load A1 is electrically disconnected from the battery and provides a message A1 +N when the load A1+N is electrically disconnected from the battery.
• a method of protecting a battery in a vehicle having a battery that selectively supplies electric power for starting an engine of the vehicle and that selectively supplies electric power to a plurality of electric loads of the vehicle.
• the method includes: obtaining a temperature; determining a state of charge (SOC) of the battery; determining a first threshold based on the obtained temperature; determining a second threshold based on the obtained temperature, the second threshold being different than the first threshold; taking a first remedial action if the SOC is below the first determined threshold; and taking a second remedial action if the SOC is below the second determined threshold, the second remedial action being different from the first remedial action.
• SOC state of charge
• a system for protecting a battery in a vehicle having a battery that selectively supplies electric power for starting an engine of the vehicle and that selectively supplies electric power to a plurality of electric loads of the vehicle.
• the battery protection system includes: temperature sensing means for obtaining a temperature; battery sensing means for determining a state of charge (SOC) of the battery; threshold determining means for determining a first threshold based on the temperature obtained by the temperature sensing means and a second threshold based on the temperature obtained by the temperature sensing means, the second threshold being different than the first threshold; and remedial action means for taking a first remedial action if the SOC is below the first determined threshold and a second remedial action if the SOC is below the second determined threshold, the second remedial action being different from the first remedial action.
• SOC state of charge
• a battery protection system in a vehicle having a battery that selectively supplies electric power for starting an engine of the vehicle and that selectively supplies electric power to a plurality of electric loads of the vehicle.
• the battery protection system includes: a first sensor that measures at least one of a temperature of the battery, a temperature of the vehicle's engine and an ambient temperature; a second sensor that detects a state of charge (SOC) of the battery; and a controller that: (i) determines a plurality of different thresholds based upon the measurement from the first sensor; (ii) compares the SOC detected by the second sensor to the plurality of thresholds; and (iii) selectively triggers a plurality or different remedial actions in response to comparing the detected SOC to the plurality of different thresholds.
• SOC state of charge
• a fault detection system for detecting an open circuit or high resistance fault in the ground circuit.
• the fault detection system includes: a controller that controls a voltage output of the generator so as to at least one of restrict or suspend charging or increase or start charging of the battery by the generator for a designated test period; and, determining means for determining a current discharge from the battery or a charging current into the battery during the test period, wherein if the determined current discharge or charging current is less than a given threshold, then an open circuit or high resistance fault is deemed to be detected in the ground circuit.
• a method for detecting an open circuit or high resistance fault in the ground circuit.
• the method includes: controlling a voltage output of the generator so as to at least one of restrict or suspend charging or increase or start charging of the battery by the generator for a designated test period; and, determining a current discharge from or charging current into the battery during the test period, wherein if the determined current discharge or charging current is less than a given threshold, then an open circuit fault is deemed to be detected in the ground circuit.
• an engine idle control system in a vehicle having an engine that drives an electric power generator arranged to selectively provide electric power to an electrical load of the vehicle and to selectively charge a battery of the vehicle.
• the engine idle control system includes: a sensor that detects a state of charge (SOC) of the battery; and a controller that controls an idle speed of the engine in response to the SOC detected by the sensor, wherein the controller is provisioned to skip at least one specific engine idle speed that has been identified as a cause of at least one of: unwanted noise in the vehicle; unwanted vibrations in the vehicle; undesirable emissions control; or undesirable driveline torque.
• SOC state of charge
• an engine idle control system in a vehicle having an engine that drives an electric power generator arranged to selectively provide electric power to an electrical load of the vehicle and to selectively charge a battery of the vehicle.
• the engine idle control system includes: sensing means for detecting a state of charge (SOC) of the battery; and control means for controlling an idle speed of the engine in response to the SOC detected by the sensing means, wherein the control means is provisioned to skip at least one specific engine idle speed that has been identified as a cause of at least one of: unwanted noise in the vehicle; unwanted vibrations in the vehicle; undesirable emissions control; or undesirable driveline torque.
• SOC state of charge
• a method for controlling a idle speed of the engine in a vehicle having an engine that drives an electric power generator arranged to selectively provide electric power to an electrical load of the vehicle and to selectively charge a battery of the vehicle.
• the method includes: identifying an engine idle speed that is a cause of at least one of: unwanted noise in the vehicle; unwanted vibrations in the vehicle; undesirable emissions control; or undesirable driveline torque; determining a state of charge (SOC) of the battery; and adjusting the idle speed of the engine in response to the determined SOC of the battery, wherein said adjustment of the idle speed of the engine is executed such that the identified engine idle speed is avoided.
• SOC state of charge
• a battery protection system in a vehicle having an ignition system for selectively starting and stopping an engine of the vehicle and an electrical system including an electrical load and a battery that selectively delivers electric current to said load via a first device that protects said load from receiving excessive current.
• the battery protection system includes: a second device that selectively connects and disconnects the load from the battery; and a controller that controls said second device in response to a detected number of ignition cycles.
• a method of protecting a battery is provided in a vehicle having an ignition system for selectively starting and stopping an engine of the vehicle and an electrical system including an electrical load and a battery that selectively delivers electric current to said load via a first device that protects said load from receiving excessive current. The method includes: detecting ignition cycles of the engine; counting the number of detected ignition cycles; and selectively disconnecting the load from the battery in response to the counted number of ignition cycles.
• a battery protection system in a vehicle having an ignition system for selectively starting and stopping an engine of the vehicle and an electrical system including an electrical load and a battery that selectively delivers electric current to said load.
• the battery protection system includes: means for detecting ignition cycles of the engine; means for counting the number of detected ignition cycles; and means for selectively disconnecting the load from the battery in response to the counted number of ignition cycles.
• a generator control system in a vehicle having an engine that drives an electric power generator arranged to selectively provide electric power to an electrical load of the vehicle and to selectively charge a battery of the vehicle.
• the generator control system includes: a sensor that detects a state of charge (SOC) of the battery; and, a controller that controls a voltage output mode of the generator in response to the SOC detected by the sensor.
• SOC state of charge
• a method for controlling a voltage output mode of a generator in a vehicle having an engine that drives an electric power generator arranged to selectively provide electric power to an electrical load of the vehicle and to selectively charge a battery of the vehicle.
• the method includes: determining a state of charge (SOC) of the battery; and, controlling a voltage output mode of the generator in response to the SOC.
• SOC state of charge
• a system for controlling a voltage output mode of a generator in a vehicle having an engine that drives an electric power generator arranged to selectively provide electric power to an electrical load of the vehicle and to selectively charge a battery of the vehicle.
• the system includes: means for determining a state of charge (SOC) of the battery; and, means for controlling a voltage output mode of the generator in response to the SOC.
• SOC state of charge
• a system provides generator control for a power system within a vehicle.
• the system includes a battery, a generator that outputs power to charge the battery.
• a sensor detects a state of charge (SOC) value, a health value, a voltage, a current, a temperature, and a charging voltage of the battery.
• a controller controls a voltage output mode of the generator in response to at least one of a state of charge (SOC) value, a health value, a voltage, a current, a temperature, and a charging voltage of the battery detected by the sensor, the voltage output mode is in response to the SOC and the temperature of the battery.
• SOC state of charge
• a method controls a voltage output mode of the generator in a vehicle having an engine that drives an electric power generator arranged to selectively provide electric power to an electrical load of the vehicle and to selectively charge a battery of the vehicle.
• a state of charge (SOC) value, a health value, a voltage, a current, a temperature, and a charging voltage of the battery are determined.
• a voltage output mode of the generator is controlled in response to at least one of a state of charge (SOC) value, a health value, a voltage, a current, a temperature, and a charging voltage of the battery detected by the sensor, the voltage output mode is in response to the SOC and the temperature of the battery.
• SOC state of charge
• a system for controlling a voltage output mode of the generator is used in a vehicle having an engine that drives an electric power generator arranged to selectively provide electric power to an electrical load of the vehicle and to selectively charge a battery of the vehicle.
• Means are employed to detect a state of charge (SOC) value, a health value, a voltage, a current, a temperature, and a charging voltage of the battery.
• Means are used to control a voltage output mode of the generator in response to at least one of a state of charge (SOC) value, a health value, a voltage, a current, a temperature, and a charging voltage of the battery detected by the sensor, the voltage output mode is in a linear response to SOC of the battery.
• SOC state of charge
• FIGURE 1 is schematic view of a battery control system for a vehicle.
• FIGURE 2 is a block diagram illustrating a battery control method for a battery of a vehicle that provides electrical power to a plurality of loads of the vehicle.
• FIGURE 3 is another block diagram illustrating a battery control method for the battery of a vehicle.
• FIGURE 4 is still another block diagram illustrating a battery control method for the battery of a vehicle.
• FIGURES 5a-5c illustrate various notifications or messages that can be provided to a vehicle operator to indicate a condition of the vehicle's battery and/or a connection state between one or more loads on the battery and the battery itself.
• FIGURE 6 is an exemplary diagram showing the prioritization of various loads on a vehicle's battery.
• FIGURE 7 is a schematic diagram showing an exemplary battery protection system of a vehicle suitable for practicing aspects of the present disclosed subject matter.
• FIGURE 8 is a flow chart showing an exemplary process for protecting a battery from excessive discharge in accordance with aspects of the present disclosed subject matter.
• FIGURE 9 is a schematic diagram showing an exemplary electrical system of a vehicle suitable for practicing aspects of the present disclosed subject matter.
• FIGURE 10 is a flow chart showing an exemplary process for detecting an open circuit and/or high resistance fault in a vehicle's electrical system in accordance with aspects of the present disclosed subject matter.
• FIGURE 11 is a flow chart showing another exemplary process for detecting an open circuit and/or high resistance fault in a vehicle's electrical system in accordance with aspects of the present disclosed subject matter.
• FIGURE 12 is a schematic diagram showing an exemplary engine idle speed control system of a vehicle suitable for practicing aspects of the present disclosed subject matter.
• FIGURE 13 is a graph showing an exemplary plot of engine idle speed as a function of battery SOC in accordance with aspects of the present disclosed subject matter.
• FIGURE 14 is a schematic diagram showing an exemplary electrical system of a vehicle suitable for practicing aspects of the present disclosed subject matter.
• FIGURE 15 is a flow chart showing an exemplary process for automatically isolating an electrical load from a vehicle battery in accordance with aspects of the present disclosed subject matter.
• FIGURE 16 is a flow chart showing an exemplary process for selectively reconnecting an electrical load to a vehicle battery and/or disabling the automatic load isolating function.
• FIGURE 17 is a schematic diagram showing an exemplary electric generator output voltage control system of a vehicle suitable for practicing aspects of the present disclosed subject matter.
• FIGURE 18 is a flow chart showing an exemplary process for controlling an electric generator's output voltage in accordance with aspects of the present disclosed subject matter.
• FIGURE 19 is a chart that illustrates an electric generator's output voltage in accordance with aspects of the present disclosed subject matter.
• FIGURE 1 shows a battery control system 10 for a vehicle.
• the battery control system 10 includes a battery 12 for supplying electrical power in the vehicle.
• Battery 12 can be a conventional battery, such as a 12 V battery, used to power a vehicle having an engine 14 (e.g., an internal combustion engine).
• the control system 10 can further include a controller 16 powered and/or linked to the battery 12.
• a link or being linked is used broadly to cover any operative connection between components of the system 10 whether wired or wireless that enables the linked components to communicate (e.g., transmit a signal from one component to another).
• controller 16 of FIGURE 1 is schematically shown as a central controller, it is to be appreciated by those skilled in the art that the controller 16 could be distributed throughout the system 10 or vehicle in which the system 10 is disposed.
• the controller 16 can be implemented by a microcomputer comprised of a CPU, a ROM for storing various operating programs or modules to be executed by the CPU, a RAM for storing the results of computations or the like by the CPU and any number of input/output interfaces, none of which is shown in FIGURE 1.
• the controller 16 can store data obtained about the condition of the battery 12 for future diagnostic review (e.g., battery data stored by the controller 16 can be reviewed when the battery loses all of its charge and/or its ability to hold a sufficient charge).
• the control system 10 can further include a sensor unit 18 and an interface 20, both of which can be linked to the controller 16.
• the system 10 can also include an ignition switch or device 22 linked to the controller 16 for use in association with a key 24, which can be a conventional cut key, an electronic key or the like.
• the battery control system 10 includes at least one load, a plurality of loads 26, 28, 30, 32, 34 in the illustrated embodiment, that is selectively electrically connected/disconnected to the battery 12 by the controller 16.
• the interface 20 provides information (e.g., audio and/or video information) on at least one of the battery 12 and a connection state between at least one of the loads 26-34 and the battery 12.
• the controller 16 receives a battery signal 36 representative of a condition of the battery 12 from the sensor unit 18.
• the controller 16 also receives an ignition key signal 38 from the ignition switch or device 22 that is representative of a state of the ignition key 24 of the vehicle (e.g., the ignition key 24 is either in an ON position or in a key OFF or key REMOVED position).
• the controller 16 can further receive an engine signal 40 from the engine 14 representative of a state of the engine 14 (i.e., indicating that the engine is running or is off). Using at least one of these signals 36, 38, 40, the controller 16 can selectively electrically connect or disconnect one or more of the loads 26-34 from the battery 12.
• one or more of the loads 26-34 is electrically disconnected from the battery 12 in response to the battery signal 36, the ignition key signal 38, and the engine signal 40.
• the sensor or sensor unit 18 is electrically connected to the battery 12 for determining the condition of the battery 12 and generating the battery signal representative thereof to send to the controller 16.
• the battery signal 36 can be one or more signals that indicate the condition of the battery 12.
• the condition can be a state of charge (SOC), such as a value indicating the charge remaining in the battery 12 relative to a scale ranging between a low end where no charge remains in the battery 12 and a high end where the battery 12 is fully charged (or overcharged).
• SOC state of charge
• the condition of the battery 12 can be a state of function (SOF) of the battery, such as an indication or value indicative of the cranking ability of the battery, the battery's cranking voltage, the battery's health or state or the like.
• SOF state of function
• the sensor unit 18 could determine that the battery 12 lacks sufficient energy capacity or output capability to start the engine 14 and the signal 36 sent to the controller 16 could be representative of this indication.
• the signal 36 indicates the condition of the battery as relates to its overall state of charge (i.e., a value or percentage of a maximum state of charge of the battery 12) and an indication of the cranking ability of the battery 12.
• the state of charge is the percentage of maximum electrical energy output of the battery 12 and the cranking ability is the percent state of charge required to start the engine, which can vary by temperature and other external factors.
• the loads 26-34 can be various electrical consuming devices or groups of devices within the vehicle.
• first load 26 can be interior lighting within the vehicle and second load 28 can be backup functions (+B functions) of the vehicle.
• the remaining loads 30, 32, 34 can be, for example, headlights, windshield wipers, the entertainment or sound system, rear defogger, various customer accessories, trunk lights, navigational systems and displays or other displays (e.g., a rear entertainment screen), heated seats, ventilation blower, etc.
• loads 26-34 it is to be appreciated and understood by those skilled in the art that any number of loads could be selectively electrically connected by the controller 16 to the battery 12.
• the controller 16 receives the battery signal 36 that is representative of the condition of the battery 12 (step S50).
• the controller 16 also receives the ignition key signal 38 (step S52) that is representative of the state of the ignition key 24 (i.e., in the ON position or in the OFF or REMOVED position) and receives the engine signal 40 (step S54) representative of the state of the engine 14 (e.g., the state can either be on and running or off).
• the controller 16 selectively electrically connects/disconnects the loads 26-34 of the vehicle relative to the battery 12 (step S56).
• the controller 16 can also provide information on the interface 20 on at least one of the battery 12 (e.g., the condition of the battery) and/or a connection state between one or more of the loads 26-34 and the battery 12 (step S58).
• the interface 20 can include a display or display portion for displaying said information.
• the interface can include an audio or alarm producing device for providing audio or an alarm.
• the battery protection or control method is shown in further detail according to one exemplary embodiment. More particularly, the illustrated method of FIGURE 3 includes receiving the battery signal 36, the ignition key signal 38, and the engine signal 40 (steps S60, S62, S64) but illustrates the steps S56 and S58 of FIGURE 2 in further detail. More particularly, for selectively electrically connecting/disconnecting the loads 26- 34 and the battery 12, the controller determines if the ignition key 24 is in the key ON position (step S66).
• the controller 16 electrically disconnects the first load 26, which can be interior lighting within the vehicle for example, from the battery when the battery signal 36 indicates the condition of the battery 12 is below a first predetermined threshold (e.g., such as below 80% of a full charge) (step S68).
• the controller 16 then commands the interface 20 to provide a first message when the first load 26 is electrically disconnected from the battery 12 (step S70).
• the first message can be an indication (e.g., a visual and/or an audio indication) that the first load 26 has been disconnected from the battery 12.
• an example first message is shown wherein the load 26 is interior lighting of the vehicle that has been disconnected from the battery 12.
• the example first message could be provided alone or with audio (e.g., an alarm).
• the controller 16 can electrically disconnect the second load 28, which can be backup functions of the vehicle (i.e., +B functions), when the ignition key signal 38 indicates that the ignition key 24 is in the key OFF position in step S66 and the battery signal 36 indicates that the condition of the battery 12 is below a second predetermined threshold (e.g., below 60% of full charge), wherein the second predetermined threshold is lower than the first predetermined threshold (step S72).
• a second predetermined threshold e.g., below 60% of full charge
• the first predetermined threshold used in step S68 is associated or corresponds with the first load 26 and the second predetermined threshold used in step S72 is associated or corresponds with the second load 28.
• the controller 16 then commands the interface 20 to provide a second message when the second load 28 is electrically disconnected from the battery 12 (step S74).
• the second message can indicate (e.g., a visual and/or an audio notification) that the second load 28 has been disconnected from the battery 12.
• a visual and/or an audio notification e.g., a visual and/or an audio notification
• FIGURE 5b an example second message is shown wherein the second load 28 is the backup function or +B power supply of the vehicle that has been disconnected from the battery 12.
• the second message could be provided alone or with audio (e.g., another alarm).
• step S76 a second determination is made to determine whether the engine 14 is on or running.
• the controller 16 commands the interface 20 to provide a message (step S78) when the ignition key signal 38 indicates that the ignition key 24 is in the ON position (in step S66), the engine signal 40 indicates that the engine 14 is off, and the battery signal 36 indicates that the condition of the battery 12 is below a predetermined threshold (e.g., 75% of a fully charged battery).
• the message can be a visual and/or an audio message (e.g., a visual display accompanied by an alarm).
• This predetermined threshold which is associated with the ignition key 24 being in the ON position and the engine being OFF, can be the same or different than the predetermined thresholds of steps S68 and S72.
• the message provided in step S78 can indicate that the condition of the battery 12 is below the predetermined threshold associated or corresponding with step S78.
• the message in step S78 can be a visual message as illustrated. This example message could be provided alone or with audio (e.g., an alarm).
• the controller 16 can progressively disconnect each of the loads 26-34 (or a subset thereof) when the battery signal 36 indicates that the condition of the battery 12 is below a predetermined threshold that corresponds specifically to each of the loads 26-34 (step S80).
• a predetermined threshold that corresponds specifically to each of the loads 26-34
• corresponding messages can be provided when the loads are disconnected (step S82), though this is not required.
• these messages can be visual and/or audio messages.
• the predetermined threshold or thresholds corresponding to each of the loads 26- 34 (and thus the messages) can be set or prioritized based on one or more predetermined factors.
• the prioritization of the loads 26-34 can be based on regulations, importance to the customer, and/or energy or power usage, etc. In the system 10, these and other factors can be used to determine an importance consideration for a load or a group of loads.
• the importance consideration can be, for example, a valve or position assigned to a load or group of loads that prioritizes or ranks the load or group of loads relative to other loads or groups of loads.
• the loads or groups of loads of the vehicle can be prioritized due to an assigned importance consideration versus energy consumption (i.e., power consumption x energized time).
• an assigned importance consideration i.e., power consumption x energized time.
• a comfort accessory load which may have a relatively lower assigned importance consideration could have its threshold set so as to be electrically disconnected prior to a visual lighting system load, which may use approximately the same amount of energy but have a higher assigned importance consideration.
• a convenience load could have a threshold set so as to be disabled sooner than a telematics load because, while being shown as having similar importance considerations, the convenience load may require more energy.
• some loads e.g., vision/lighting systems and drive-by-wire devices
• some loads e.g., vision/lighting systems and drive-by-wire devices
• the controller 16 could have a threshold that is very low and is only met when the condition of the battery 12 is critical (e.g., just above a point where the engine can still be started).
• each of the loads 26-34 is associated or corresponds to a particular threshold (at least for step S80).
• the threshold for each load 26-34 is set so as to determine when the load 26-34 is electrically disconnected from the battery 12 based on the condition of the battery 12.
• the controller 16 could electrically disconnect the first load 26 from the battery 12 when the battery signal 36 indicates that the condition of the battery 12 is below a first predetermined threshold corresponding to the load 26 (e.g., 85% of full charge) and a corresponding message could be provided on the interface 20.
• the second load 28 can be electrically disconnected from the battery 12 by the controller 16 when the battery signal 36 indicates that the condition of the battery 12 is below a second predetermined threshold that corresponds to the second load 28 (e.g., 75% of full charge) and another corresponding message could be provided on the interface 20.
• the additional loads 30-34 can then each, in turn, have an associated or corresponding predetermined threshold (e.g., 60% of full charge for load 30, 50% of full charge for load 32, and 20% of full charge for load 34).
• the controller 16 can progressively electrically disconnect the loads 26-34 from the battery 12 as the battery signal 36 indicates the condition of the battery 12 to be below each of the thresholds associated with the loads 26-34.
• the progressive electrical disconnection of loads 26-34 in step S80 occurs when the battery signal 36 indicates that the condition of the battery 12 is below each threshold associated with each load 26-34 and the ignition key signal 38 indicates that the ignition key 24 is in the key ON position (step S66) and the engine signal 40 indicates that the engine 14 is on (step S76).
• the condition of the battery 12 can be preserved or at least extended.
• the decreasing condition of a battery 12 can be used to continue to electrically power only the loads of the vehicle having more important considerations.
• the controller can progressively reconnect any of the loads
• step S83 the progressive reconnection of step S83 can use the same thresholds as used in step S80, though this is not required. For example, if load 26 is disconnected from the battery 12 when the battery signal 36 indicates that the condition of the battery is below a first predetermined threshold (e.g., 85% of full charge), the load 26 can be reconnected to the battery 12 when the battery signal 36 indicates that the condition of the battery returns above the first predetermined threshold.
• a first predetermined threshold e.g., 85% of full charge
• loads in step S83 could alternately use different thresholds than used in step S80 and such different thresholds can be established independently of those used in step S80 from the same factors and/or some other factors relating to prioritization of the loads.
• all loads, such as loads 26-34 can be reconnected to the battery 12 when a particular condition is met.
• the condition could be cycling of the ignition key from its ON position to its OFF position and back to its ON position, or the condition could be some other resetting means (e.g., a reset button).
• FIGURE 4 a battery protection or control method is shown according to an alternate embodiment. More particularly, the battery protection method of FIGURE 4 is similar to that depicted in FIGURE 3, but allows for any number of loads to be progressively disconnected when the ignition key is not in the ON position, allows any number of messages to be displayed as the battery condition deteriorates when the ignition key is in the ON position and the engine is not running, and continues to allow progressive electrical disconnection and reconnection of the loads from the battery when the ignition key is in the ON position and the engine is on.
• the battery protection method depicted in FIGURE 4 can be used in association with the control system of FIGURE 1.
• the controller 16 receives the battery signal 36, the ignition key signal 38, and the engine signal 40.
• the method of FIGURE 4 includes steps S90 and S92 for, respectively, determining if the ignition key 24 is in the key ON position and if the engine 14 is ON.
• selected loads can be progressively disconnected electrically from the battery 12. More particularly, a load A1 can be electrically disconnected from the battery 12 when the battery condition is below a corresponding threshold A1 (step S94).
• the load A1 can be any one of the loads selectively electrically connected to the battery 12 by the controller 16.
• the threshold A1 can be a threshold that particularly corresponds to the selected load A1 and can be set for electrically disconnecting load A1 under the condition that the ignition key 24 is not in the key ON position.
• a message A1 can be provided when the load A1 is electrically disconnected.
• the message A1 which can be a visual and/or audio message, can be specific to the condition of load A1 being disconnected due to the battery condition being below threshold A1 when the ignition key 24 is not in the key ON position.
• a load A1 +N can be electrically disconnected from the battery 12 when the battery condition is below a threshold A1 +N that corresponds to the load A1+N.
• the load A1 +N can be any load selectively electrically connected to the battery 12 by the controller 16, other than load A1.
• a message A1 +N can be provided when the load A1 +N is disconnected due to the battery condition falling below the corresponding threshold A1+N (step S100).
• This sequence of disconnecting a load when the battery condition is below a corresponding threshold and providing a corresponding message can be repeated for any number of additional loads as desired (i.e., N can be indexed upward as desired and steps S98 and S100 repeated as necessary).
• messages can be progressively provided as the battery condition falls below a series of thresholds (step S102).
• a message B1 can be provided when a battery condition falls below threshold B1.
• the threshold B1 can be the same as any of the thresholds A1 or A1+N, or can be some other threshold.
• This sequence can then be repeated for any number of additional messages corresponding to additional thresholds.
• a message B1+N can be displayed when the condition of battery 12 is below a corresponding threshold B1 +N. Then, N can be indexed upward as desired and step S104 repeated.
• loads selectively electrically connected to the battery 12 by the controller 16 can be progressively disconnected as the battery condition falls below thresholds associated with each of the loads (step S106).
• load C1 can be electrically disconnected from the battery 12 when the battery condition falls below corresponding threshold C1.
• a message C1 can be provided (step S108) to indicate that load C1 has been disconnected.
• the message C1 can be a visual and/or an audio message (e.g., a text display and/or an audio alarm).
• a load C1 +N can be electrically disconnected from the battery 12 when the battery condition falls below a corresponding threshold C1+N (step S110).
• a message C1+N can be provided (step S112) to indicate that load C1+N has been disconnected.
• This sequence can be repeated for any number of loads having corresponding thresholds (i.e., N can be indexed upward for however many loads and corresponding thresholds are desired).
• the loads C1 and C1+N can be reconnected to the battery as its condition improves in some manner as described in reference to step S83 of FIGURE 3, though this is not required.
• the loads C1 and C1 +N and corresponding thresholds C1 and C1+N can be the same or different than the loads A1 and A1 +N and corresponding thresholds A1 and A1+N. That is, the loads and thresholds of steps S106 and S108 need not be the same or ordered the same as the loads in corresponding thresholds in the steps S94-S100.
• load A1 can correspond to load 26 in FIGURE 1 and have a threshold A1 set at 80% of full charge.
• Load A1 +N could then correspond to load 28 and have a corresponding threshold A1 +N that is 60% of full charge of the battery 12.
• Load C1 could correspond to load 30 and threshold C1 could be set at 85% of full charge of the battery 12 and load C1+N could be set as load 26 and threshold C1+N could be set as 60% of full charge of the battery 12.
• the selective electric disconnection of the loads 26-34, or any other loads, from the battery 12 can be optimized differently for the condition where the ignition key 24 is not in the key ON position than for the conditions where the ignition key is in the key ON position and the engine is on.
• SOC is merely an exemplary parameter that is sensed, measured and/or otherwise determined and accordingly used in one or more suitable manners as explained above. More generally and/or in alternate embodiments, other parameters indicative of and/or related to the battery's state of function (SOF) may similarly be obtained (i.e., sensed, measured and/or otherwise determined) and suitably used in place of the SOC.
• SOF state of function
• examples of the battery's SOF include not only the battery's SOC but also the battery's cranking voltage, the internal resistance of the battery, the battery's reserve capacity, the cold cranking amperes (CCA) of the battery, the battery's health and the like. Accordingly, it is intended that the terms and/or parameters SOC and SOF when used herein may optionally be interchanged where appropriate to achieve various alternate embodiments suitable for particular desired applications.
• controller 16 and/or sensor 18 may be implemented as appropriate hardware circuits or alternately as microprocessors programmed to implement their respective functions.
• certain elements described herein as incorporated together may under suitable circumstances be stand-alone elements or otherwise divided.
• a plurality of particular functions described as being carried out by one particular element may be carried out by a plurality of distinct elements acting independently to carry out individual functions, or certain individual functions may be split-up and carried out by a plurality of distinct elements acting in concert.
• some elements or components otherwise described and/or shown herein as distinct from one another may be physically or functionally combined where appropriate.
• FIGURE 7 shows a schematic diagram of a battery protection system for a vehicle 710, e.g., such an automobile or other similar automotive vehicle.
• the vehicle 10 includes an engine 712 (e.g., an internal combustion engine or the like) that drives the vehicle 710.
• the vehicle 710 is also provisioned with an electrical system including: a battery 714 which suitably provides a source of electric power for starting the engine 712 of the vehicle 710; and, one or more electric circuits or loads that may also be selectively powered by the vehicle's battery 714.
• the loads may include: headlights, clocks, electrically powered adjustable components such as seats, mirrors or steering columns, interior cabin lights, electric heaters for seats, mirrors, windows or the like, radios and/or other entertainment systems, electronic memories for recording radio station presets and/or user preferred seat and/or mirror positions, electronic navigation systems, etc.
• a first load 716 represents, e.g., interior cabin lights for the vehicle 710
• the second load 718 represents, e.g., backup electronic functions - also commonly referred to as "+B" functions.
• the battery is a nominal 712 volt (v) battery of the type commonly employed in automobiles or may be any other type of battery, e.g., typically used in automotive applications.
• the vehicle 710 is further equipped or otherwise provisioned with an ignition system for selectively starting and stopping the engine 712 of the vehicle 710.
• the ignition system suitably includes an ignition switch 20 or other like device use in conjunction with a key 722, e.g., which can be a conventional cut key, an electronic key or the like.
• the key 722 is optionally manipulated to selectively place the ignition switch 720 in either of two or more positions or states, namely, (i) a key ON position or state, or (ii) a key OFF position or state.
• the battery protection system includes one or more devices such as relays 736 and 738 or other suitable switches or the like that are arranged between the battery 714 and the loads 716 and 718.
• the relays 736 and 738 Under the control of a controller 730 which is also part of the battery protection system, the relays 736 and 738 are selectively opened and closed. In their open states, each relay disconnects or otherwise isolates its respective the load from the battery 714 so that current or electric power from the battery 714 is cut-off to the corresponding load. That is to say, in practice, when the controller 730 detects one or more selected conditions or otherwise determines that certain criteria are met, the controller 730 sends a suitable control signal to the appropriate relay 736 and/or 738.
• the respective relay 736 and/or 738 In response to the control signal, the respective relay 736 and/or 738 is tripped or otherwise set to its open state thereby cutting-off the delivery of electric power or current from the battery 714 to the corresponding load 716 and/or 718. Alternately, in their normally closed states, the respective relays 736 and 738 operatively connect their corresponding loads 716 and/or 718 to the battery 714 so that electric power and/or current can be delivered from the battery 714 to the respective loads 716 and/or 718.
• the battery protection system also suitably includes: a state of charge (SOC) sensor 732 that senses, detects and/or otherwise determines a SOC or condition of the battery 714; a temperature sensor 734 that senses, detects and/or otherwise determines a temperature of the engine 712, the battery 714 and/or the surrounding ambient temperature; and, a display 740 or other suitable visual, audible or humanly perceivable warning indicator.
• SOC state of charge
• the controller 730 regulates or otherwise controls operation of the relays 736 and 738 and/or the display 740 in response to the SOC or condition of the battery 714 as detected by the sensor 732.
• the SOC or condition of the battery 714 is obtained by the controller 730 from the sensor 732 which is electrically and/or otherwise operatively connected to the battery 714 so as to sense and/or otherwise detect the SOC and/or condition of the battery 714. More specifically, for example, the controller 730 receives a signal representative of a condition or SOC of the battery 714 from the sensor 732.
• the sensor 732 is electrically connected to the battery 714 for determining the SOC and/or condition of the battery 714 and generating an SOC signal representative thereof to send to the controller 730.
• the SOC signal can be one or more signals that indicate the condition or SOC of the battery 714.
• the condition can be a value indicating the charge remaining in the battery 714 relative to a scale ranging between a low end where no charge remains in the battery 714 and a high end where the battery 714 is fully charged.
• the SOC signal indicates the condition of the battery 714 as related to its overall charge capacity (i.e., a value or percentage of a maximum SOC of the battery 714). In another exemplary embodiment, the SOC signal indicates the percentage of maximum electrical energy output of the battery 714.
• the sensor 732 measures or otherwise detects any one or more of a variety of different factors and/or parameters from which the battery's SOC is calculated or otherwise determined. These factors or parameters suitably include but are not limited to, the battery voltage, battery current, charge balance, etc. In practice, any of a variety of well known or otherwise appropriate methods and/or algorithms may optionally be used to calculate or determine the SOC from the respective parameters measured or otherwise obtained by the sensor 732.
• the controller 730 In addition to the SOC signal received from the SOC sensor 732, the controller 730 also receives a temperature signal or measurement obtained from the temperature sensor 734. Suitably, the controller 730 uses this temperature signal or measurement to calculate, adjust and/or otherwise determine the values for a plurality of different thresholds. Moreover, the controller 730 also optionally monitors and/or otherwise receives a signal indicative of the state of the ignition switch 720, i.e., ON or OFF. In turn, the controller 730 selectively takes one or more appropriate remedial actions to protect the battery 714 from excessive discharge by comparing the SOC obtained from the SOC sensor 732 to the respective determined thresholds.
• suitable remedial actions include: (i) selectively disconnecting one or more of the loads 716 and/or 718 from the battery 714 or otherwise cutting-off power from the battery 714 to one or more of the loads 716 and/or 718, e.g., via appropriate control of the respective relays 736 and/or 738; and/or, (ii) selectively output via the display 740 a suitable warning indication regarding the SOC or condition of the battery and/or other indication of the remedial actions taken by the controller 730.
• each threshold value is calculated as a corresponding function of the measured or otherwise obtained temperature.
• each threshold may be given or assigned some preset or otherwise determined value in the controller 730 and the obtained temperature is used by the controller 730 to select or determine an offset amount or otherwise adjust each preset threshold value by some set or otherwise determined amount.
• the offset or adjustment amount may be the same for each threshold or it may vary between different thresholds.
• a look-up table (LUT) or the like may be provisioned in the controller 730 which relates nominal threshold values and temperature.
• the controller 730 accesses the LUT by cross-referencing a nominal threshold value with the obtained temperature, thereby retrieving the corresponding entry in the LUT to be used as the actual threshold value.
• FIGURE 8100 there is shown an exemplary process 8100 for protecting the battery 714 from excessive discharge.
• three thresholds namely, TH1 , TH2 and TH3 that are calculated or otherwise determined based upon the measured or otherwise obtained temperature from the temperature sensor 734 are employed to selectively trigger corresponding remedial actions by the controller 730 based upon a comparison of the SOC received from the SOC sensor 732 to the respective thresholds.
• TH1 , TH2 and TH3 three thresholds (namely, TH1 , TH2 and TH3) that are calculated or otherwise determined based upon the measured or otherwise obtained temperature from the temperature sensor 734 are employed to selectively trigger corresponding remedial actions by the controller 730 based upon a comparison of the SOC received from the SOC sensor 732 to the respective thresholds.
• the controller 730 obtains the temperature signal or measurement from the sensor 734 and the SOC signal or measurement from the sensor 732.
• the state of the ignition switch 720 is also obtained by the controller 30 and it is determined if the state of the ignition switch 720 is ON or OFF. If the state of the ignition switch 720 is determined to be ON, then the process 8100 continues to step 8118, otherwise if the state of the ignition switch is determined to be OFF, then the process 8100 branches to step 8106.
• the controller 730 calculates (e.g., from a function f1 ) and/or otherwise determines a value for a first threshold (TH1 ) based on the temperature (TEMP) obtained in step 8102.
• the controller 730 compares the SOC obtained in step 8102 to the threshold TH1 determined in step 8106. If the SOC has met the threshold (i.e., SOC ⁇ TH1 ), then the process 8100 branches to step 8110.
• the controller 730 turns off the power supply from the battery 714 to the load 716, e.g., via suitable control of the relay 736.
• the controller 730 also signals and/or otherwise controls the display 40 to output a corresponding message or other indication of the remedial action being taken, e.g., "Due to Insufficient Battery Level, Your Vehicle's Battery Management System has Forcefully Tumed-Off the Interior Lighting.”
• the process 8100 continues to step 8112. Alternately, if at decision step 8108, it is determined that the SOC has not met the threshold (i.e., SOC > TH1 ), then the process 8100 skips step 8110 and proceeds directly to step 8112.
• the controller 730 calculates (e.g., from a function f2) and/or otherwise determines a value for a second threshold (TH2) based on the temperature (TEMP) obtained in step 8102.
• the controller 730 compares the SOC obtained in step 8102 to the threshold TH2 determined in step 8112. If the SOC has met the threshold (i.e., SOC ⁇ TH2), then the process 8100 branches to step 8116.
• the controller 730 turns off the power supply from the battery 714 to the load 718, e.g., via suitable control of the relay 738.
• the controller 30 also signals and/or otherwise controls the display 740 to output a corresponding message or other indication of the remedial action being taken, e.g., "Due to Insufficient Battery Level, Your Vehicle's Battery Management System has Forcefully Turned-Off the +B Power Supply.”
• the process 8100 suitably end.
• the process 8100 skips step 8116 and proceeds directly to the end of the process 8100.
• step 8118 the controller 730 calculates (e.g., from a function f3) and/or otherwise determines a value for a third threshold (TH3) based on the temperature (TEMP) obtained in step 8102.
• the controller 730 compares the SOC obtained in step 8102 to the threshold TH3 determined in step 8118. If the SOC has met the threshold (i.e., SOC ⁇ TH3), then the process 8100 branches to step 8122.
• the controller 730 signals and/or otherwise controls the display 740 to output an appropriate warning message or other indication regarding the SOC or condition of the battery 714, e.g., "BATTERY CHARGE LOW - Please Start Engine to Recharge Battery or Turn Vehicle Off to conservee Battery Condition.”
• an appropriate warning message or other indication regarding the SOC or condition of the battery 714 e.g., "BATTERY CHARGE LOW - Please Start Engine to Recharge Battery or Turn Vehicle Off to conservee Battery Condition.”
• the process 8100 skips step 8122 and proceeds directly to the end of the process 8100.
• SOC is merely an exemplary parameter that sensed, measured and/or otherwise determined and accordingly used as a basis for adjusting the respective thresholds (e.g., TH1 , TH2 and TH 3). More generally and/or in alternate embodiments, other parameters indicative of and/or related to the battery's state of function (SOF) may similarly be obtained (i.e., sensed, measure and/or otherwise determined) and accordingly used as a basis for adjusting the respective thresholds.
• SOF state of function
• examples of the battery's SOF include not only the battery's SOC but also the battery's cranking voltage, the internal resistance of the battery, the battery's reserve capacity, the cold cranking amperes (CCA) of the battery, the battery's health and the like. Accordingly, it is intended that the terms and/or parameters SOC and SOF when used herein may optionally be interchanged where appropriate to achieve various alternate embodiments suitable for particular desired applications.
• controller 730 and/or sensor 732 may be implemented as appropriate hardware circuits or alternately as microprocessors programmed to implement their respective functions.
• certain elements described herein as incorporated together may under suitable circumstances be stand-alone elements or otherwise divided.
• a plurality of particular functions described as being carried out by one particular element may be carried out by a plurality of distinct elements acting independently to carry out individual functions, or certain individual functions may be split-up and carried out by a plurality of distinct elements acting in concert.
• some elements or components otherwise described and/or shown herein as distinct from one another may be physically or functionally combined where appropriate.
• FIGURE 9 shows a schematic diagram of an etectric system for a vehicle 96, e.g., such an automobile or other similar automotive vehicle.
• the vehicle 96 includes an engine 98 (e.g., an internal combustion engine or the like) that drives the vehicle 96.
• the vehicle 98 is also provisioned with an electrical system including: a battery 910 which suitably provides a source of electrical power for starting the engine 98 of the vehicle 96 (e.g., by selectively providing electric power to the vehicle's ignition system (not shown)); and, one or more electric circuits or loads (not shown) that may also be selectively powered by the vehicle's battery 910.
• the loads may include: headlights; clocks; electrically powered adjustable components such as seats, mirrors or steering columns; interior cabin lights; electric heaters for seats, mirrors, windows or the like; radios and/or other entertainment systems; electronic memories for recording radio station presets and/or user preferred seat and/or mirror positions; electronic navigation systems; electrically controlled, powered and/or assisted brakes; electrically controlled, powered and/or assisted steering; etc.
• the battery 910 is a nominal 912 volt (V) battery of the type commonly employed in automobiles or may be any other type of battery, e.g., typically used in automotive and/or motor vehicle applications.
• V 912 volt
• the vehicle 96 also includes an electric generator 912 (e.g., an ACG or alternator or other like device commonly known and/or employed in the automotive or motor vehicle arts) that is driven by the engine 98 to produce electric power when the engine 98 is running.
• the ACG 912 is also operatively connected to the battery 910 and/or the aforementioned electrical loads or otherwise arranged to selectively provide electric power to the aforementioned loads and/or to charge the battery 910. That is to say, when the engine 98 of the vehicle 96 is running, the engine 98 drives the ACG 912 which in turn normally provides electric current to charge the battery 910 and/or power the various electrical loads.
• the ACG 912 is a dual output mode ACG, capable of outputting or generating electrical power at one of two selected voltages, namely, a HI voltage output (e.g., approximately 14.5 V) and a LO voltage output (e.g., approximately 12.5 V).
• a HI voltage output e.g., approximately 14.5 V
• a LO voltage output e.g., approximately 12.5 V.
• the operation of the ACG 912 cycles between the HI and LO voltage output modes in response to various operating conditions.
• the generator 912 is the type typically employed in an automotive vehicle and under normal operating conditions the generator 912 is free to selectively operate in and/or cycle between one of the two voltage output modes, e.g., depending on the operative state of the loads and/or demand for electric power from the generator 912.
• the output voltage of the generator 912 is typically about 14.5 V, and in a second or LO output voltage mode, the output voltage of the generator 912 is typically about 12.5 V.
• these voltage values may vary, e.g., depending on the internal or other temperature of the generator 912.
• the generator 912 under normal operating conditions, when the demand for electric power is relatively high or heavy or when the battery 910 is to be charged, the generator 912 generally operates in the HI output voltage mode, and when the demand for electric power is relatively low or light or when the battery is allowed or desired to discharge, the generator 912 generally operates in the LO output voltage mode.
• the generator 912 is generally free to selectively cycle between the two modes as the electric power demanded from the generator 912 varies, e.g., due to changes in the operative states of the loads.
• the ACG 912 is optionally a linear ACG that outputs an arbitrary voltage, e.g., commanded by a control unit 914.
• control unit 914 a sensor 916 (e.g., a current sensor or the like) and a ground circuit 918 (e.g., a ground wire or the like).
• the sensor 916 is operatively connected to the battery 910 as shown and/or otherwise arranged under the control of the control unit 914 to selectively measure and/or otherwise obtain a value representative of the charge and/or discharge current of the battery 910.
• the control unit 914 is operatively connected to both the generator 912 and the sensor 916 to suitably control and/or regulate operation thereof and/or obtain readings of measurements and/or data therefrom.
• the ground circuit 918 optionally comprises a ground wire or other conductor operatively connecting the negative terminal of the battery 910 through the sensor 916 to an electrical ground, e.g., such a frame, chassis and/or body of the vehicle 96.
• the present inventive subject matter is directed to detecting an open circuit fault or high resistance fault in the ground circuit (e.g., the ground circuit 918) of a vehicle's electrical system (e.g., such as the vehicle 96).
• the charge or discharge current from the battery 910 is directly measured, indirectly measured and/or estimated from other operating parameters of the vehicle 96.
• the control unit 914 commands, regulates or otherwise controls the ACG 912 so as to force the ACG 912 to operate for a brief test period in the LO voltage output mode or at an arbitrarily lower voltage, or optionally, the control unit 914 turns the ACG output off altogether during the test period.
• the control unit 914 instructs and/or requests the battery sensor 916 to take a measurement and/or return a reading of the present battery current.
• the obtained battery current is then compared with an expected, estimated and/or typical value (i.e., a threshold value). If the obtained battery current value (e.g., from the sensor 916) does not meet or exceed the threshold value, then the ground circuit 18 is deemed to be compromised (i.e., in an open circuit or high resistance fault condition). Suitably, a warning or other appropriate indication of the detected fault condition may then be provided. Alternately, the ACG 912 can be commanded to operate at a higher voltage and the battery charging current can be observed to determine the respective fault condition, more specifically the difference between the previous or pretest period battery current and the present battery current during the test period.
• the senor 916 directly measures the battery current.
• the battery current may be indirectly measured by sensing or detecting the ACG output current and vehicle's electrical load current, or alternately, the battery current may be estimated based upon ACG operating curves and knowledge of the operational status of the vehicle's electrical loads.
• aspects of any combination of the three techniques may be combined as appropriate.
• an exemplary process 10100 for detecting an open circuit and/or high resistance fault condition in the ground circuit 918, e.g., a break or discontinuity in the ground wire or other like conductor is executed just after or nearly after the vehicle 96 is started (e.g. as detected by activation and/or operation of the vehicle's ignition system) and/or periodically or intermittently thereafter as desired to ensure that the ground circuit 918 is not compromised during otherwise normal operation of the vehicle 96.
• the control unit 914 temporarily forces the ACG or generator 912 into the LO output voltage mode or optionally turns off, disables, discontinues or otherwise interrupts the output from the ACG 912 to the battery 910 altogether.
• the control unit 914 optionally sends a suitable control or regulating signal to the ACG or generator 912 to achieve the foregoing result, in practice, this state is suitably maintained for a designated test period in which the battery discharge current is measured or otherwise obtained, e.g., at step 10104.
• the control unit 914 suitably signals or otherwise permits the ACG or generator 912 to return to a normal operational state, i.e., freely switching or cycling between HI and LO output voltage modes as appropriate (e.g., depending on the demand from the electric loads being supplied electric power thereby).
• the control unit 914 reads a measurement or otherwise obtains a value for the battery discharge current.
• the battery discharge current may be measured directly by the sensor 916 during the test period and supplied to the control unit 914 therefrom.
• the battery discharge current may be indirectly measured by sensing or detecting the ACG output current and the vehicle's electrical load current, or alternately, the battery discharge current may be estimated based upon ACG operating curves and knowledge of the operational status of the vehicle's electrical loads, or some combination of the aforementioned direct measurement, indirect measurements and/or estimates may be made to obtain and/or establish a value for the battery discharge current during the test period. In any event, for notation purposes, this measured, obtained or otherwise established current for the battery 910 during the test period will be referred to as IBAT herein.
• the IBAT measured, obtained or otherwise established in step 10104 is compared to a threshold value (for notation purposes referred to herein as ITH), e.g., by the control unit 914.
• ITH is selected, set and/or otherwise determined so as to represent a normal expected, estimated and/or typical value for IBAT under the test circumstances.
• IBAT meets or exceeds ITH, then no open circuit or high resistance fault in the ground circuit 918 is deemed to have been detected, i.e., the ground circuit 918 is deemed "OK" or not compromised by an open circuit or high resistance fault as shown in box 10108.
• an open circuit or high resistance fault in the ground circuit 918 is deemed to have been detected, i.e., the ground circuit 18 is deemed to be compromised by an open circuit or high resistance fault as shown in box 10110, e.g., there may be a discontinuity or break in the wire or conductor. Accordingly, at step 10112, appropriate remedial action and/or a suitable warning is triggered, e.g., by the control unit 914.
• FIGURE 10 illustrates an exemplary process which is generally applicable when a dual output mode ACG 912 is being employed.
• the exemplary process illustrated in FiGURE 11 may optionally be employed.
• FIGURE 11 there is shown another exemplary process 11200 for detecting an open circuit and/or high resistance fault condition in the ground circuit 918, e.g., a break or discontinuity in the ground wire or other like conductor.
• the process is 11200 is executed just after or nearly after the vehicle 96 is started (e.g. as detected by activation and/or operation of the vehicle's ignition system) and/or periodically or intermittently thereafter as desired to ensure that the ground circuit 918 is not compromised during otherwise normal operation of the vehicle 96.
• the control unit 914 reads a measurement or otherwise obtains a pre-test period value for the battery current.
• the battery current may be measured directly by the sensor 916 and supplied to the control unit 914 therefrom.
• the battery current may be indirectly measured by sensing or detecting the ACG output current and the vehicle's electrical load current, or alternately, the battery current may be estimated based upon ACG operating curves and knowledge of the operational status of the vehicle's electrical loads, or some combination of the aforementioned direct measurement, indirect measurements and/or estimates may be made to obtain and/or establish a value for the pre-test period battery current.
• this measured, obtained or otherwise established current for the battery 10 will be referred to as IBAT1 herein.
• the control unit 914 temporarily forces the ACG or generator 912 to vary its output voltage by some selected, set or otherwise determined amount. That is to say, the ACG 912 is commanded by the control unit 914 so as to make the output voltage (VOUT) of the ACG 912 change by a known amount ( ⁇ V).
• the control unit 914 optionally sends a suitable control or regulating signal to the ACG or generator 912 to achieve the foregoing result. In practice, this state is suitably maintained for a designated test period in which the battery current is measured or otherwise obtained, e.g., at step 11204.
• the control unit 914 suitably signals or otherwise permits the ACG or generator 912 to return to a normal operational state.
• the control unit 914 reads a measurement or otherwise obtains a value for the battery current during the test period.
• the battery current may be measured directly by the sensor 916 during the test period and supplied to the control unit 914 therefrom.
• the battery current may be indirectly measured by sensing or detecting the ACG output current and the vehicle's electrical load current, or alternately, the battery current may be estimated based upon ACG operating curves and knowledge of the operational status of the vehicle's electrical loads, or some combination of the aforementioned direct measurement, indirect measurements and/or estimates may be made to obtain and/or establish a value for the battery current during the test period. In any event, for notation purposes, this measured, obtained or otherwise established current for the battery 910 during the test period will be referred to as IBAT2 herein.
• the difference between IBAT1 and IBAT2 measured, obtained or otherwise established in steps 1 1201 and 11204 is compared to a threshold value (for notation purposes referred to herein as ITH), e.g., by the control unit 914.
• ITH is selected, set and/or otherwise determined so as to represent a normal expected, estimated and/or typical difference under the test circumstances.
• the difference meets or exceeds ITH, then no open circuit or high resistance fault in the ground circuit 918 is deemed to have been detected, i.e., the ground circuit 918 is deemed "OK" or not compromised by an open circuit or high resistance fault as shown in box 1 1208.
• an open circuit or high resistance fault in the ground circuit 918 is deemed to have been detected, i.e., the ground circuit 918 is deemed to be compromised by an open circuit or high resistance fault as shown in box 11210, e.g., there may be a discontinuity or break in the wire or conductor. Accordingly, at step 11212, appropriate remedial action and/or a suitable warning is triggered, e.g., by the control unit 914.
• a warning light, audible signal or other appropriate indictor perceivable by the vehicle operator is suitably activated or otherwise controlled to alert the vehicle operator of the detected fault condition in the ground circuit 918.
• controller 914 and/or sensor 916 may be implemented as appropriate hardware circuits or alternately as microprocessors programmed to implement their respective functions.
• certain elements described herein as incorporated together may under suitable circumstances be stand-alone elements or otherwise divided.
• a plurality of particular functions described as being carried out by one particular element may be carried out by a plurality of distinct elements acting independently to carry out individual functions, or certain individual functions may be split-up and carried out by a plurality of distinct elements acting in concert.
• some elements or components otherwise described and/or shown herein as distinct from one another may be physically or functionally combined where appropriate.
• FIGURE 12 shows a schematic diagram of an engine idle speed control system for a vehicle 1210, e.g., such as an automobile or other similar automotive vehicle.
• the vehicle 1210 includes an engine 1212 (e.g., an internal combustion engine or the like) that drives the vehicle 1210.
• the vehicle 1210 is also provisioned with an electrical system including: a battery 1214 which suitably provides a source of electrical power for starting the vehicle 1210; and, one or more electric circuits or loads that may also be selectively powered by the vehicle's battery 1214.
• the loads are collectively represented by box 1216 and may include, e.g., headlights, clocks, electrically powered adjustable components such as seats, mirrors or steering columns, interior cabin lights, electric heaters for seats, mirrors, windows or the like, radios and/or other entertainment systems, etc.
• the battery is a nominal 12 volt (v) battery of the type commonly employed in automobiles or may be any other type of battery, e.g., typically used in automotive applications.
• the vehicle 1210 also includes an ACG 1218 or other like device that is driven by the engine 1212 to produce electric power when the engine 1212 is running.
• the ACG 1218 may be any type of alternator or other current generator commonly known and/or employed in the automotive arts.
• the ACG 1218 is arranged to selectively provide electric power to the loads 1216 and/or to charge the battery 1214. The amount of electric power produced and/or output by the ACG 1218 is generally dependent upon the rotational speed at which the ACG 1218 is driven and accordingly upon the rotational speed of the engine 1212 which is driving the ACG 1218.
• the vehicle 1210 also includes an engine idle speed controller 1220 that regulates and/or otherwise controls the idle speed of the engine 1212 in response to or as a function of the SOC of the battery 1214.
• the SOC of the battery 1214 is obtained by the controller 1220 from a sensor unit or sensor 1222 operatively connected to the battery 1214 so as to sense and/or otherwise detect the SOC of the battery 1214.
• the controller 1220 receives a signal representative of a condition or SOC of the battery 1214 from the sensor 1222.
• the sensor 1222 is electrically connected to the battery 1214 for determining the condition of the battery 1214 and generating the SOC signal representative thereof to send to the controller 1220.
• the SOC signal can be one or more signals that indicate the condition or SOC of the battery 1214.
• the condition can be a value indicating the charge remaining in the battery 1214 relative to a scale ranging between a low end where no charge remains in the battery 1214 and a high end where the battery 1214 is fully charged.
• the SOC signal indicates the condition of the battery 1214 as related to its overall charge capacity (i.e., a value or percentage of a maximum SOC of the battery 1214). In another exemplary embodiment, the SOC signal indicates the percentage of maximum electrical energy output of the battery 1214.
• the sensor unit or sensor 1222 measures or otherwise detects any one or more of a variety of different factors and/or parameters from which the battery's SOC is calculated or otherwise determined.
• factors or parameters suitably include but are not limited to, the battery voltage, battery current, charge balance, battery temperature, etc. Any of a variety of well known or otherwise appropriate methods and/or algorithms may optionally be used to calculate or determine the SOC from the respective parameters measured or otherwise obtained by the sensor 1222.
• the controller 1220 controls the idle speed of the engine 1212 based on and/or in response to the SOC signal received from the sensor 1222.
• the engine idle speed is adjusted via any one or more of a variety of well known and/or appropriate techniques, e.g., by regulating the throttle or fuel injection, adjusting the fuel to air ratio, or controlling other engine speed determining factors and/or parameters.
• the engine idle speed is suitably adjusted by the controller 1220 to a selected or determined value between a minimum idle speed (e.g., 600 rpm) and a maximum idle speed (e.g., 1 100 rpm).
• the controller 1220 sets or selects a relatively higher engine idle speed in response to a relatively lower SOC and conversely sets or selects a relatively lower engine idle speed in response to a relatively higher SOC.
• the minimum engine idle speed is set when the battery SOC is at or around 100% and the maximum engine idle speed is set when the battery SOC is at or around 80%.
• the controller 1220 is also programmed or otherwise provisioned to skip or avoid one or more selected engine idle speeds or ranges that have been identified as a cause of: unwanted noise in the vehicle 1210; unwanted vibrations in the vehicle 1210; undesirable emissions control; and/or undesirable driveline torque.
• one or more idle speeds or ranges are first identified at which the unwanted effects are generated and/or at which the undesired results manifest.
• these idles speeds and/or ranges are identified, e.g., via testing, modeling or otherwise. Accordingly, the idle adjustment and/or control algorithm utilized by the controller 1220 is then modified or designed to skip or otherwise avoid these identified idle speeds or ranges.
• the engine idle speeds in the ranges from i to j and from m to n may have been identified as causing unwanted noise or vibrations at some location in the vehicle 1210 due to resonance or otherwise or these ranges may have been identified as resulting in suboptimal emissions control and/or an undesired increase in driveline or transmission torque and/or losses. Therefore, as the SOC approaches the values x or y, the aforementioned engine idle speeds or ranges are avoided or skipped by the controller 1220. As can be appreciated, the skipping of selected engine idle speeds or ranges is reflected by the corresponding discontinuities in the illustrated graph. Suitably, the controller 1220 calculates the engine idle speed as a function of the SOC received from the sensor 1222.
• the function f optionally maps a particular input SOC to a desired corresponding engine idle speed.
• FIGURE 13 illustrates one form of a suitable function f.
• the controller 1220 is provisioned with a look-up table (LUT) or the like that relates battery SOC to engine idle speed. Accordingly, the controller 1220 selects an engine idle speed from the LUT based on the SOC signal received from the sensor 1222.
• LUT look-up table
• idle speed, SOC and/or other values illustrated in FIGURE 13 are merely examples. It is to be appreciated that in practice the actual values may be varied to suit particular applications as desired.
• SOC is merely an exemplary parameter that is sensed, measured and/or otherwise determined and accordingly used in one or more suitable manners as explained above. More generally and/or in alternate embodiments, other parameters indicative of and/or related to the battery's state of function (SOF) may similarly be obtained (i.e., sensed, measured and/or otherwise determined) and suitably used in place of the SOC.
• SOF state of function
• examples of the battery's SOF include not only the battery's SOC but also the battery's cranking voltage, the internal resistance of the battery, the battery's reserve capacity, the cold cranking amperes (CCA) of the battery, the battery's health and the like. Accordingly, it is intended that the terms and/or parameters SOC and SOF when used herein may optionally be interchanged where appropriate to achieve various alternate embodiments suitable for particular desired applications.
• controller 1220 and/or sensor 1222 may be implemented as appropriate hardware circuits or alternately as microprocessors programmed to implement their respective functions.
• the present specification also describes a system and/or method that overcomes the above-mentioned drawbacks by providing a device (e.g., a relay or other like switch) along with a suitable controller to automatically cutoff power from a vehicle battery to one or more selected circuits or loads upon detecting that one or more triggering conditions have been met or satisfied.
• the triggering condition is suitably a set or otherwise determined number of ignition cycles.
• the controller suitably monitors ignition cycles, and after a predetermined number of ignition cycles have been detected, the controller automatically trips or otherwise controls the relay to cut the power from the battery to one or more selected circuits or loads without having to remove the corresponding fuse.
• the number of ignition cycles at which the controller trips the relay is selected or set to substantially match the number of ignition cycles that are executed or scheduled to be executed in connection with testing procedures implemented at or about the time of manufacturing. Accordingly, without having to manually or physically remove or disconnect the fuse, at the end of the testing - presuming the scheduled ignition cycles have in fact been executed - the battery is automatically isolated from the otherwise current drawing loads insomuch as the controller will have tripped the relay cutting power from the battery to the selected loads or circuits.
• the relay is simply reset at the time desired.
• a designated control sequence e.g., depressing a particular combination of buttons on the vehicle's instrument panel and/or otherwise manipulating selected operator controls in a particular order and/or combination
• a diagnostic tool or other device that interfaces with the vehicle's main computer or control system allows a technician or other suitable individual to signal the relay controller to reset the relay.
• the same routine or a similar technique is optionally employed to disable the controller from repeatedly tripping the relay each time the particular number of ignition cycles are executed. In this manner, the particular load or loads do not continue to be periodically isolated from the vehicle battery during the intended normal operation of the vehicle, e.g., by the customer.
• FIGURE 14 shows a schematic diagram of a vehicle's electrical system including a storage battery 1410 that selectively supplies electric power and/or current to an electrical circuit or load 1412. Also shown in FIGURE 14 is a fuse 1414 or other similar device through which the electric power and/or current is delivered to the load 1412 from the battery 1410. Suitably, the fuse 1414 protects the load 1412 from receiving excessive electrical power or current.
• a device such as a relay 1416 or other suitable switch or the like is also arranged between the battery 1410 and load 1412, e.g., in series with the fuse 1414.
• the relay 1416 Under the control of a controller 1418, the relay 1416 is selectively opened and closed. In its open state, the relay 1416 disconnects or otherwise isolates the load 1412 from the battery 1410 so that current or electric power is not drawn by the load 1412 from the battery 1410. That is to say, in practice, when the controller 1418 detects a selected condition or otherwise determines that certain criteria are met, the controller 1418 sends a suitable control signal to the relay 1416.
• the relay 1416 In response to the control signal, the relay 1416 is tripped or otherwise set to its open state thereby cutting-off the delivery of electric power or current from the battery 1410 to the load 1412. Alternately, in its closed state, the relay 1416 operatively connects the load 1412 to the battery 1410 so that electric power and/or current can be delivered from the battery 1410 to the load 1412. Notably, in accordance with the illustrated embodiment, isolation of the load 1412 from the battery 1410 can be automatically achieved via the relay 1416 without physical removal or manual disconnection of the fuse 1414.
• the controller 1418 regulates or otherwise controls operation of the relay 1416 in response to one or more triggering conditions having been detected and/or selected criteria having been met. For example, in the illustrated embodiment, the controller 1418 trips or otherwise switches the relay 1416 from its closed state to its open state upon the detection of a set or otherwise determined number of ignition cycles being detected.
• the vehicle includes an ignition system 1420 for selectively starting and stopping an engine 1422 of the vehicle.
• the ignition system 1420 is suitably monitored and/or an appropriate signal is otherwise provided therefrom to a counter 1424 or the like which in turn records or otherwise counts the number of ignition cycles (i.e., engine starts and stops) that are executed by the ignition system 1420.
• a detector 1426 e.g., a vibration or sound sensor or other suitable sensor
• the controller 1418 is suitably provisioned with a set or otherwise determined threshold value and also receives or otherwise obtains the number of ignition cycles registered or recorded by the counter 1424. Accordingly, the controller 1418 compares the number of ignition cycles supplied by the counter 1424 to the threshold. If the number of ignition cycles meets or is equal to the threshold, then the controller 1418 trips or otherwise sets the relay 1416 to its open state. Otherwise, if the number of ignition cycles is below or less than the threshold, then the controller 1418 does not trip or otherwise maintains the relay 1416 in its closed state.
• the threshold is selected or set to substantially match the number of ignition cycles that are normally executed or scheduled to be executed in connection with testing procedures implemented at or about the time of manufacturing. Accordingly, at the end of the testing - presuming the scheduled ignition cycles have in fact been executed - the load 1412 is automatically isolated from the battery 1410 without having to physically remove or manually disconnect the fuse 1414.
• NIC represents the number of ignition cycles recorded or counter by the counter 1424
• TH represents the threshold value provisioned for the controller 1418.
• step 15104 is repeated until an ignition cycle is detected.
• the counter 1424 records or otherwise maintains a running total of the number of detected ignition cycles.
• the number of detected ignition cycles (NIC) is in turn provided by the counter 1424 to the controller 1418, and at decision step 15108, the controller 1418 compares the number of ignition cycles obtained from the counter 1424 to the provisioned threshold.
• the load 1412 is disconnected or isolated from the battery 1410 automatically upon completion of the testing, i.e., without resorting to manual removal or physical disconnection of the fuse 1414. Accordingly, the vehicle is ready to be shipped and/or stored without concern that during this generally idle time period the charge in the battery 1410 will undesirably be depleted due to current draw from the load 1412.
• the relay 1416 may also optionally be manually tripped or set to its open state, e.g., in case the scheduled number of ignition cycles are not executed during the manufacture associated testing or for other reasons. That is to say, a technician or other individual may selectively operate the controller 1418 and/or relay 1416 in a deliberate fashion so as to switch the relay 1416 to its open state thereby disconnecting or otherwise isolating the load 1412 from the battery 1410.
• a suitable "trip relay" signal or instruction is optionally generated in response to a manual operation or user input provided by a technician or other individual, e.g., such as entering a designated control sequence via the operator controls.
• depressing a particular combination of buttons on the vehicle's instrument panel, steering wheel or console and/or otherwise manipulating selected operator controls in a particular order and/or combination optionally results in the trip relay signal or instruction being generated and sent to the controller 1418.
• a diagnostic tool or the like which selectively interfaces with the vehicle's central processing unit or computer control system can be used by a technician or other like individual to generate and/or send the trip relay signal or instruction to the controller 1418.
• the controller 1418 upon receiving the trip relay signal or instruction, the controller 1418 complies accordingly.
• the trip relay signal or instruction may be provided directed to the relay 1416 which behaves accordingly.
• this manual operation and/or control of the relay 1416 allows for added flexibility during manufacture and thereafter.
• testing indicates that repairs should be made.
• the load 1412 is operatively reconnected to the battery 1410 (e.g., via the process described below with reference to FIGURE 16).
• the exemplary process 16200 illustrated in FIGURE 16 is optionally executed to prepare the vehicle for normal operation, e.g., the process 16200 may optionally be executed at or about the time the vehicle is delivered to the customer.
• the process 16200 begins with decision step 16202 where it is determined if the controller 1418 detects or otherwise receives a reset signal.
• the reset signal is generated in response to a vehicle operator entering a designated control sequence via the operator controls. That is to say, depressing a particular combination of buttons on the vehicle's instrument panel, steering wheel or console and/or otherwise manipulating selected operator controls in a particular order and/or combination optionally results in the reset signal being generated and sent to the controller 1418.
• a diagnostic tool or the like which selectively interfaces with the vehicle's central processing unit or computer control system can be used by a technician or other like individual to generate and/or send the reset signal to the controller 1418.
• step 16200 in response to the receipt and/or detection of the reset signal, the controller 1418 resets the relay 1416 to its closed stated, thereby operatively reconnecting the load 1412 to the battery 1410 so that electric power and/or current can again be received by the load 1412 from the battery 1410.
• the controller 1418 is also disabled so that a subsequent number of ignition cycles does not again result in the load 1410 being disconnected and/or isolated from the battery 1410. That is to say, having disabled the controller 1418, the relay 1416 will remain in its closed state even if the threshold number of ignition cycles are again experienced during the intended normal operation and/or use of the vehicle.
• resetting the relay 1416 and/or disabling the controller 1418 is also achieved by again monitoring ignition cycles.
• THreset a second determined threshold
• the relay 1416 is optionally reset (i.e., switch to its closed state) and the controller 1418 is optionally disabled.
• THreset is sufficiently greater than TH so as to guard against inadvertent resetting of the relay 1416 and/or disabling the controller 1418, e.g., in connection with the manufacture associated testing.
• the controller 1418 has automatically or otherwise tripped the relay 1416 (i.e., set the relay to its open state so as to operatively disconnect the load 1412 from the battery 1410), e.g., due to the number of ignition cycles having first reached the threshold TH during the manufacture associated testing. A some later time, e.g., upon delivery of the vehicle to a customer, let us assume that perhaps the dealer has forgotten to reset the relay 1416 and/or disable the controller 1418.
• the relay 1416 is optionally reset (i.e., switched from the open state to the closed state) and the controller 1418 is optionally disabled. Accordingly, the load 1412 is automatically reconnected to the battery 1410 and the controller 1418 disabled as desired for the intended normal operation or use of the vehicle by the customer or other operator.
• controller 1418 and/or counter 1424 may be implemented as appropriate hardware circuits or alternately as microprocessor programmed to implement their respective functions. Additionally, it is to be appreciated that certain elements described herein as incorporated together may under suitable circumstances be stand-alone elements or otherwise divided.
• FIGURE 17 shows a schematic diagram of an electric generator control system for a vehicle 1710, e.g., such an automobile or other similar automotive vehicle.
• the vehicle 1710 includes an engine 1712 (e.g., an internal combustion engine or the like) that drives the vehicle 1710.
• the vehicle 1710 is also provisioned with an electrical system including: a battery 1714 which suitably provides a source of electrical power for starting the vehicle 1710; and, one or more electric circuits or loads that may also be selectively powered by the vehicle's battery 1714.
• the loads are collectively represented by box 1716 and may include, e.g., headlights, clocks, electrically powered adjustable components such as seats, mirrors or steering columns, interior cabin lights, electric heaters for seats, mirrors, windows or the like, radios and/or other entertainment systems, electronic memories for recording radio station presets and/or user preferred seat and/or mirror positions, electronic navigation systems, etc.
• the battery is a nominal 1712 volt (v) battery of the type commonly employed in automobiles or may be any other type of battery, e.g., typically used in automotive applications.
• the vehicle 1710 also includes an electric generator 1718 (e.g., an ACG or alternator or other like device commonly known and/or employed in the automotive arts) that is driven by the engine 1712 to produce electric power when the engine 1712 is running.
• an electric generator 1718 e.g., an ACG or alternator or other like device commonly known and/or employed in the automotive arts
• the ACG 18 is arranged to selectively provide electric power to the loads 1716 and/or to charge the battery 1714.
• the generator 1718 is the type typically employed in an automotive vehicle and under normal operating conditions (i.e., when the battery SOC is at or near a desired level or within a desired range) the generator 1718 is free to selectively operate in and/or cycle between one of two voltage output modes, e.g., depending on the operative state of the loads 1716 and/or demand for electric power from the generator 1718.
• the output voltage of the generator 1718 in a first or HI output voltage mode, the output voltage of the generator 1718 is typically about 14.5 V, and in a second or LO output voltage mode, the output voltage of the generator 1718 is typically about 12.5 V.
• these voltage values may vary, e.g., depending on the internal or other temperature of the generator 1718.
• the generator 1718 under normal operating conditions, when the electric power demand is relatively high or heavy, the generator 1718 generally operates in the HI output voltage mode, and when the electric power demand is relatively low or light, the generator 1718 generally operates in the LO output voltage mode. That is to say, under normal operating conditions, the generator 1718 is generally free to selectively cycle between the two modes as the electric power demanded from the generator 1718 varies, e.g., due to changes in the operative states of the loads 1716.
• the generator responds to load requirements by providing an output based on particular requirements of the loads 16 and/or battery 14.
• the generator 18 receives a strength of charge value and a battery health value from the battery sensor 22 in addition to a temperature value of the battery 14.
• Previous embodiments have operated under the assumption that the temperature of the controller is correlated to the temperature of the battery. This, however, might not always be true. Accordingly, in contrast to the previous embodiment, there is no reliance on the temperature of the generator 18 to provide an appropriate controller output.
• the controller 20 utilizes a predetermined algorithm to compare a charging voltage from the sensor 22 with an output from a charge/discharge logic algorithm to relate a particular output for the generator 18.
• the charge/discharge logic algorithm receives the strength of charge and the battery health values from the battery sensor 22.
• the algorithm calculates a value that is commensurate with any number of factors including vehicle model, battery type, battery chemistry, etc. In this manner, a determination can be made as to whether charging is warranted and, if so, the voltage level associated therewith.
• the logic algorithm output is compared to a charging voltage value from the battery sensor 22.
• the charging voltage value includes voltage compensation as it relates to the temperature of the battery 14. Once this comparison is made, an output is sent to the generator 18 to provide an appropriate linear charge to accommodate the requirements of the loads 16 and battery 18. In this manner, the generator 18 can provide an appropriate charge to the load 16 based on actual battery temperature in addition to battery strength of charge and health.
• the output of the controller 20 in concert with the second embodiment described above can utilize both a high and a low output voltage modes.
• the linear output of the generator to the battery can be applied during a state when the strength of charge of the battery is outside both the high and low threshold levels.
• the high/low set points can be based on any number of factors including vehicle fuel economy, battery type and/or battery model.
• Communication from the controller 20 to the generator 18 can be facilitated via substantially any protocol or standard including transistor-transistor logic, 24 volt DC, serial output, etc.
• the communication utilized between the controller 20 and the generator 18 is dictated by the protocol of the generator 18.
• the generator can have a plurality (e.g., 256, 512, etc.) of distinct levels related to particular load requirements. In this manner, the output of the generator 18 is not restricted to one of two levels (e.g., high/low). Instead, the generator 18 can output a plurality of disparate voltages that correlate to specific variable load requirements.
• the controller 20 can additionally include a particular voltage setting to provide an appropriate output for the generator 18.
• the voltage can be set as either a high mode or a low mode, which is dependent on the particular battery type.
• the high mode is equivalent to an optimal battery charging voltage and a low mode is equal to the optimal battery charging voltage minus a constant (such as approximately 1.7 volts).
• the value of the optimal battery charging voltage and the constant can be battery specific and vary from one manufacture type and/or model to another.
• the generator control system includes a controller 1720 that regulates and/or otherwise controls the output voltage of the generator 1718 in response to the SOC of the battery 1714.
• the SOC of the battery 1714 is obtained by the controller 1720 from a sensor unit or sensor 1722 that is electrically and/or otherwise operatively connected to the battery 1714 so as to sense and/or otherwise detect the SOC of the battery 1714.
• the generator control system also suitably includes a SOC sensor 1722 that senses, detects and/or otherwise determines a SOC or condition of the battery 1714 and communicates this information to the controller 1720 which in turn controls the operating mode of the generator 1718 based on the received information.
• the controller 1720 receives a signal representative of a condition or SOC of the battery 1714 from the sensor 1722.
• the sensor 1722 is electrically connected to the battery 1714 for determining the SOC and/or condition of the battery 1714 and generating an SOC signal representative thereof to send to the controller 1720.
• the SOC signal can be one or more signals that indicate the condition or SOC of the battery 1714.
• the condition can be a value indicating the charge remaining in the battery 1714 relative to a scale ranging between a low end where no charge remains in the battery 1714 and a high end where the battery 1714 is fully charged.
• the SOC signal indicates the condition of the battery 1714 as related to its overall charge capacity (i.e., a value or percentage of a maximum SOC of the battery 1714). In another exemplary embodiment, the SOC signal indicates the percentage of maximum electrical energy output of the battery 1714.
• the senor 1722 measures or otherwise detects any one or more of a variety of different factors and/or parameters from which the battery's SOC is calculated or otherwise determined. These factors or parameters suitably include but are not limited to, the battery voltage, battery current, charge balance, battery temperature, etc. In practice, any of a variety of well know or otherwise appropriate methods and/or algorithms may optionally be used to calculate or determine the SOC from the respective parameters measured or otherwise obtained by the sensor 1722.
• the controller 1720 regulates or otherwise controls the operation of the generator 1718.
• controller 1720 sends or otherwise provides a control signal or the like to the generator 1718 to thereby force, induce or otherwise compel the generator 1718 to operate in a particular one of the two operating modes, i.e., HI or LO.
• the controller 1720 allows the generator 1718 to operate normally, i.e., to freely switch or cycle between the HI and LO operating modes selectively in accordance with otherwise normal operating conditions.
• a first threshold e.g., approximately 98%)
• the controller 1720 outputs a control signal to the generator 1718 which forces or instructs or otherwise controls the generator 1718 so that the generator 1718 operates in the LO voltage output mode.
• a second threshold e.g., approximately 80%
• the controller 1720 outputs a control signal to the generator 1718 which forces or instructs or otherwise controls the generator 1718 so that the generator 1718 operates in the HI voltage output mode.
• the controller 1720 outputs no control signal to the generator 1718 thereby allowing the generator 1718 to operate in its normal manner, i.e., freely switching or cycling between the HI and LO voltage output modes. In another embodiment, if the SOC is in-between the first and second thresholds, then the controller 1720 may still output a control signal to the generator 1718 which in this instance instructs or otherwise allows the generator 1718 to operate in its normal manner, again, freely switching or cycling between the HI and LO voltage output modes.
• TH1 and TH2 While the values of 98% and 80% have been referred to herein with regard to the thresholds TH1 and TH2, respectively, it is to be appreciated that these values are merely examples. In practice, other suitable threshold values for TH1 and/or TH2 may be used, e.g., depending on the particular application, the specific battery type and/or as otherwise desired.
• TH1 may optionally be in the approximate range of 98% to 102% for a VRLA (valve-regulated lead acid) or AGM (absorbent glass mat) type battery. Alternately, in the case of a flooded lead acid type battery, TH1 may optionally be in the approximate range of 100% to 110%.
• the actual threshold values may depend, e.g., on the vehicle and/or electrical system parameters associated with a particular application.
• FIGURE 18 there is shown an exemplary process 18100 executed by the controller 1720 for selectively controlling the voltage output mode of the generator 1718 based upon the SOC or condition of the battery 1714 sensed or detected by the sensor 1722.
• the controller 1720 obtains the SOC of the battery 1714 from the sensor 1722. !n turn, at decision step 18104, the controller 1720 compares the SOC obtained in step 18102 to the first threshold TH1. If the SOC is at or above the first threshold (i.e., if SOC > TH1), then the process 18100 branches to step 18106, otherwise if the SOC is below the first threshold (i.e., if SOC ⁇ TH1), then the process 18100 continues to step 18108. At step 18106, the controller 1720 outputs a control signal or the like to the generator 1718 which compels or instructs the generator 1718 to operate in the LO voltage output mode and the process 18100 then ends.
• the controller 1720 outputs a control signal or the like to the generator 1718 which compels or instructs the generator 1718 to operate in the LO voltage output mode and the process 18100 then ends.
• the controller 1720 compares the SOC obtained in step 18102 to the second threshold TH2. If the SOC is at or below the second threshold (i.e., if SOC ⁇ TH2), then the process 18100 branches to step 18110, otherwise if the SOC is above the second threshold (i.e., if SOC >
• the controller 1720 outputs a control signal or the like to the generator 1718 which compels or instructs the generator 1718 to operate in the HI voltage output mode and the process 18100 then ends.
• the controller 1720 outputs no control signal to the generator 1718 thereby allowing the generator 1718 to operate in its normal manner, i.e., freely switching or cycling between the HI and LO voltage output modes.
• the controller 1720 outputs a control signal or the like to the generator 1718 instructing the generator 1718 to operate in its normal manner, again, freely switching or cycling between the HI and LO voltage output modes. In either case, as shown in the illustrated embodiment, following step 18112, the process 18100 ends.
• the controller 1720 optionally repeats the process 18100 from time-to-time in order to periodically or intermittently control the operating mode of the generator 1718 over time, e.g., as the SOC of the battery 1714 may vary from time-to-time.
• the process 18100 is run by the controller 1720 each time a new or updated SOC signal is received or obtained from the sensor 1722.
• FIGURE 19 illustrates an exemplary chart that corresponds to specific output levels of the strength of charge and temperature of the battery as they relate to the voltage output and state of the generator 1718.
• the strength of charge of the battery can force a high or a low mode to be entered by the controller 1720.
• a low mode is forced.
• the strength of charge of the battery is less than 50% a high mode can be forced, as described above.
• the temperature of the battery is also provided over time to illustrate the result of both a temperature increase and a temperature decrease of the battery. It is to be appreciated that other values can be employed for temperature and strength of charge of the battery 14 as they relate to voltage output and state of the generator 18.
• the voltage output of the generator 1718 decreases in value.
• the inverse relationship between the battery temperature and the voltage output of the generator 1718 can be described via a polynomial or other means that is battery specific.
• the control output of the generator 1718 can be set via an outside control source such as a signal from the engine to facilitate greater fuel economy or to reduce engine friction.
• the voltage output of the generator 1718 When the control output of the generator 1718 is switched from a high mode (e.g. at 14.5 volts) to a low mode (e.g. 12.8 volts) the voltage output of the generator likewise decreases by the constant amount (1.7 volts).
• the decrease in voltage output from the generator 1718 has a particular slew rate (e.g., 2 volts/second) to prevent undesirable loading that can cause electrical devices within the vehicle to flicker or dim to provide an irregular output to a vehicle operator.
• the differential between the high and low modes of the generator 1718 can vary dependent on battery design and/or battery chemistry. In one example, the differential is generally about 1.7 volts for flooded-lead-acid battery types.
• the strength of charge of the battery 1714 can increase to greater than a 100% value of charge. If the charge is greater than a predetermined threshold, such as 100%, a low mode can be forced to provide a lower output voltage to the battery 1714. Once the low mode is entered, the output voltage of the generator 1718 likewise decreases thereby decreasing the strength of charge of the battery. Once the strength of charge of the battery is below a predetermined threshold (such as 100% value of charge) the low/high mode can be set arbitrarily by the controller 1720. Accordingly, once the low mode threshold has been passed, the control output of the generator 1718 can freely change from a high mode to a low mode and vice versa based on one or more third party control settings.
• a predetermined threshold such as 100%
• a high mode output can be forced by the generator 1718.
• the change from the low mode to the high mode e.g. 1.7 volts
• the high mode output can have a slew rate associate therewith to avoid any deleterious loading effects, as outlined above.
• the high mode output is forced the voltage output of the generator 1718 is increased to reflect the high mode output voltage value.
• the output voltage of the generator 1718 can increase in an inverse proportion to provide an appropriate charge to the battery 1714 and loads 1716.
• a high output control for the generator 1718 can cause the voltage output of the generator to decrease as the strength of charge or the battery increases as the control output of the generator 1718 is set too high.
• SOC is merely an exemplary parameter that is sensed, measured and/or otherwise determined and accordingly used in one or more suitable manners as explained above. More generally and/or in alternate embodiments, other parameters indicative of and/or related to the battery's state of function (SOF) may similarly be obtained (i.e., sensed, measured and/or otherwise determined) and suitably used in place of the SOC.
• SOF state of function
• examples of the battery's SOF include not only the battery's SOC but also the battery's cranking voltage, the internal resistance of the battery, the battery's reserve capacity, the cold cranking amperes (CCA) of the battery, the battery's health and the like. Accordingly, it is intended that the terms and/or parameters SOC and SOF when used herein may optionally be interchanged where appropriate to achieve various alternate embodiments suitable for particular desired applications.
• controller 1720 and/or sensor 1722 may be implemented as appropriate hardware circuits or alternately as microprocessors programmed to implement their respective functions.
• certain elements described herein as incorporated together may under suitable circumstances be stand-alone elements or otherwise divided.
• a plurality of particular functions described as being carried out by one particular element may be carried out by a plurality of distinct elements acting independently to carry out individual functions, or certain individual functions may be split-up and carried out by a plurality of distinct elements acting in concert.
• some elements or components otherwise described and/or shown herein as distinct from one another may be physically or functionally combined where appropriate.

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• Physics & Mathematics (AREA)
• General Physics & Mathematics (AREA)
• Engineering & Computer Science (AREA)
• Power Engineering (AREA)
• Business, Economics & Management (AREA)
• Emergency Management (AREA)
• Charge And Discharge Circuits For Batteries Or The Like (AREA)
• Secondary Cells (AREA)
• Control Of Charge By Means Of Generators (AREA)

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• 2009
  • 2009-01-21 JP JP2010549685A patent/JP5351904B2/ja active Active
  • 2009-01-21 WO PCT/US2009/031525 patent/WO2009094367A1/en active Application Filing
  • 2009-01-21 EP EP09703475A patent/EP2238668A4/en not_active Withdrawn

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