CA2304084A1 - Battery charge maintenance system and method - Google Patents
Battery charge maintenance system and method Download PDFInfo
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- CA2304084A1 CA2304084A1 CA002304084A CA2304084A CA2304084A1 CA 2304084 A1 CA2304084 A1 CA 2304084A1 CA 002304084 A CA002304084 A CA 002304084A CA 2304084 A CA2304084 A CA 2304084A CA 2304084 A1 CA2304084 A1 CA 2304084A1
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- Prior art keywords
- battery
- charge
- starting
- circuit
- reserve
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Classifications
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
- H02J7/1423—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle with multiple batteries
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0862—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery
- F02N11/0866—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery comprising several power sources, e.g. battery and capacitor or two batteries
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/087—Details of the switching means in starting circuits, e.g. relays or electronic switches
-
- 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
- H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
- H02J7/342—The other DC source being a battery actively interacting with the first one, i.e. battery to battery charging
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N2200/00—Parameters used for control of starting apparatus
- F02N2200/06—Parameters used for control of starting apparatus said parameters being related to the power supply or driving circuits for the starter
- F02N2200/061—Battery state of charge [SOC]
-
- 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
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Secondary Cells (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
- Control Of Charge By Means Of Generators (AREA)
Abstract
An electrical system of a vehicle has a starting battery and a reserve battery. The charge of the starting battery is maintained by a charge maintenance device under control of a controller which couples energy from the reserve battery to the starting battery during periods when the vehicle is not being used or during periods of operation where the starting battery voltage requires additional charge.
Description
WO 99/14837 PCTlUS98/18960 BATTERY (:HARGE MAINTENANCE SYSTEM AND METHOD
Technical Field The present invention relates generally to battery charging systems and more particularly to a system for maintaining the charge of one or more batteries in a dual-battery system.
ackqround of the Invention Automobiles and other combustion engine powered vehicles typically include an electric starting motor for starting the combustion engine for operation. In this regard, the starting motor is coupled to a starting circuit which generally receives electrical energy from an on-board electric storage battery. The starting circuit selectively couples electrical energy from the battery to the starting motor that operates to cycle the engine to initiate sustained operation. In common vehicle applications, the battery also provides electrical energy to a variety of electric power consuming devices such as engine control electronics, fighting systems, and vehicle accessories.
Traditional batteries for these applications, often referred to as starting, lighting and ignition (SLI) batteries, are multi-cell, lead-acid batteries. That is, the batteries are constructed fronn lead plates pasted with active material and arranged into stacks. The stacks are inserted into partitioned cell compartments of a battery container, electrically connected, and flooded with dilute acid electrolyte.
Technical Field The present invention relates generally to battery charging systems and more particularly to a system for maintaining the charge of one or more batteries in a dual-battery system.
ackqround of the Invention Automobiles and other combustion engine powered vehicles typically include an electric starting motor for starting the combustion engine for operation. In this regard, the starting motor is coupled to a starting circuit which generally receives electrical energy from an on-board electric storage battery. The starting circuit selectively couples electrical energy from the battery to the starting motor that operates to cycle the engine to initiate sustained operation. In common vehicle applications, the battery also provides electrical energy to a variety of electric power consuming devices such as engine control electronics, fighting systems, and vehicle accessories.
Traditional batteries for these applications, often referred to as starting, lighting and ignition (SLI) batteries, are multi-cell, lead-acid batteries. That is, the batteries are constructed fronn lead plates pasted with active material and arranged into stacks. The stacks are inserted into partitioned cell compartments of a battery container, electrically connected, and flooded with dilute acid electrolyte.
2,0 SLI batteries of this construction are more than adequate for providing the relatively high power demand required of engine starting as well as the relatively low power demand to maintain electrical accessories during both vehicle operation and periods of non-operation. However, because of the seemingly disparate functions the SLI battery is required to perform, short ~!5 duration high-power output and long duration low-power output, the battery design can not be optimized for performing either of these tasks. An additional drawbacN; of these batteries is relatively low specific energy (kilo-watt hours/grams (kWh/g1) as compared to other battery constructions owing to the weight of the lead plates and the liquid electrolyte.
. . ~ , , . . " ~ "
There has been suggested a battery system for vehicle use which includes two batteries. A first battery in the system, a starting battery, is optimized for engine starting, that is, designed specifically for short duration, high-power output. A second battery in thE; system, a reserve battery, is optimized for operating and maintaining non-starting electrical loads. An advantage of such a system is that the starting battery may be made smaller and lighter yet capable of provide a high power output for a short period of time. In addition, the reserve battery may be made srnaller and lighter yet capable of satisfying the relatively low power requirements of the vehicle accessories. In combination, the two battery system may require less space and weigh less than a single traditional SLI battery.
A limitation of such a system lies with the starting battery. Small, light weight batteries capable of high operational discharge rates typically have high self-discharge rates. That is, left unattended, the starting battery will 1 5 self-discharge to a level where it is incapable of providing sufficient electrical energy for starting the engine. During vehicle operation, the starting battery is charged using the vehicle electrical system. Therefore, where the vehicle is regularly used starting battery self-discharge is not a concern. However, if the vehicle is left unused for an extended period of time or the vehicle is used for very short trips during which time the vehicle electrical system does not sufficiently charge the starting ibattery, the starting battery may become discharged leaving the operator stranded.
Battery chargers having a reserve battery are available for coupling to a starting battery and charging the discharged battery. For instance, U.S.
Patent No. 5,668,461 discloses a battery charger having an electronic control system that is used to connect a reserve battery to a discharged battery; and U.S.
Patent No. 4,510,431 discloses a battery charger that may be used to take energy from a reserve battery and step up the voltage of the reserve battery to charge another discharged battery. Of course, such systems generally have to be connected to a discharged battery in a separate step and are not constantly available for use.
OEO S'~EE'~
PEEN
Various battery :systems are also available for maintaining the charge on one battery of a dual battery system. For example, U.S. Patent No. 5,528,087 discloses a system wherein a charge maintenance device couples a charging current between a first battery and a second battery. In this system, a control element selectively activates and deactivates the charge maintenance device in response to the state of charge of one of the batteries. While such a system is adequate for many applications, it cannot be readily adapted for use in a vehicle electrical system.
Therefore, a dual-battery system for vehicle starting and operation that provides the advantages of reduced size and weight and yet overcomes the disadvantages of starting battery self-discharge is highly desirable.
Summary of the Invention The present invention constitutes a battery which has a first plurality of cells that are electrically coupled to form a first battery portion. A second plurality of cells are electrically coupled to form a second battery portion.
A
charge maintenance device couples the first battery portion with the second battery portion. The charge maintenance device applies energy from the first -2a-~'''~at' i battery portion to thc: second battery portion for maintaining the charge status of second battery portion.
In the preferred embodiment of the invention, the charge maintenance device comprises a charge pump circuit. For example the charge maintenance device has a circuit with a resistor coupled in series with a diode and a capacitor in parallel to the resistor and diode. A transistor is connected intermediate the resistor and diode and is controlled by a control element that is operable to disable; the charge maintenance device responsive to the state-of-charge of at least one of the first and the second battery portions.
F3riP Descri~atian of the Drawings Figure 1 is a schematic diagram of an dual-battery system for vehicle starting and operation in accordance with a preferred embodiment of the present invention;
Figure 2 is a diagram of a charge control circuit in accordance with a 15 preferred embodiment of the present invention;
Figure 3 is a diagram of a charge control circuit in accordance with a preferred embodiment of the present invention;
Figure 4 is a diagram of a charge control circuit in accordance with a preferred embodiment of the present invention; and 20 Figure 5 is a diagram of a dual-battery system for vehicle starting in accordance with an alternate preferred embodiment of the present invention.
Detai~~ escri~tion of the Preferred Embodiments The present invention is described in terms of several preferred embodiments adapted for use in a dual-battery based vehicle electrical system.
~!5 The batteries in the system provide electrical energy for various vehicle operation functions and receive charging from the vehicle electrical system.
It will be appreciated that the scope of the invention is not limited vehicle applications or dual-battery systems. For example, the invention may find application in any multiple battery system. The invention may also find application in a vehicle starting system in which a starting battery is replaced with a starting capacitor for providing starting energy.
Referring to Ficaure 1, a vehicle electrical system 10 includes battery system 12 having a ;starting battery 14 connected to provide electrical energy through switch 16 to engine starting motor 18. Starting motor 18 is mechanically coupledl to the engine of the vehicle (not shown) for starting the engine, as is well known in the art. Starting battery 14 is preferably a high-rate battery that also is coupled through charge maintenance device 22 to reserve battery 20 and to thE: remainder of electrical system 10.
Reserve battery 20 is preferably of the absorptive glass mat (AGM) type construction having high reserve capacity. That is, reserve battery 20 is adapted to provide. a relative low-rate discharge for an extended period of time. Reserve battery 20 is connected to electrical system 10, and particularly to vehicle loads 26, 'for providing electrical energy during normal vehicle operation and during idle periods.
Each of starting battery 14 and reserve battery 20 are coupled to alternator 24. Alternator 24 is mechanically coupled to the engine in a manner that is well E;now in the art and during periods of vehicle operation provides electrical energy for charging starting battery 14 and reserve battery 20. Alternator 24 allso provides electrical energy to vehicle loads 26 during normal operation. The output of alternator 24 is controlled through field voltage regulation or other suitable means under operation of engine controller 32, as is known in the art.
In accordance with a preferred embodiment of the present invention, charge maintenance device 22 is provided and under control of controller 30 couples energy from reserve battery 20 to starting battery 14 for maintaining the charge status of starting battery 22. For example, energy may be channeled to starting battery 14 during periods when the vehicle is not being used or during periods of operation where the starting battery voltage requires additional charge. Since a relatively small power draw from reserve battery 20 may be used to maintain starting battery 14 at a substantially full state-of-charge without adversely effecting the charge status of reserve battery 20, the self-discharge characteristic of starting battery 14 may be overcome.
Referring to Figure 2 a preferred embodiment of charge maintenance device 22 is a circuit 200 providing a low level, milli-amp level, current pulse Ei from reserve battery 20 to starting battery 14. Circuit 200 includes NAND
gates 202, 212 and 214, resistors 204 and 208, diode 206 and capacitor 210 operatively coupled to form a pulse generator. Reserve battery 20 is coupled through switch 238 to a first input of NAND gate 202. The second input of NAND gate 202 and the output of NAND gate 202 are connected to resistors 1!) 204 and 208, diode 206 and capacitor 210 and collectively form an oscillator.
That is, .when switch 236 is closed, NAND gate 202 produces a periodic pulse train. In the preferred embodiment, the precise frequency of the pulse train is not important to operation of circuit 200, but it is preferably set at about 5 -30 kilohertz (kHz). The pulse train is buffered and amplified through NAND
15 gates 212 and 214 and coupled via a gate resistor network including resistors 216 and 218 to the gate of transistor 220 for periodic on/off cycling.
Preferably, transistor 220 is a field effect transistor (FET), but it should be understood that any suitable switching device may be used without departing from the fair scope of the invention.
20 With transistor 220 in the on position, current is allowed to flow through inductor 226, which is coupled to reserve battery 20 at "B", transistor 220 and resistor 224. When transistor 220 is switched off, a voltage buildup within inductor 226 is dissiipated through current limit resistor 234 into starting battery 14 coupled at "C" for providing a charge maintenance current. Diode 2.5 228 provides reverse current flow protection, and resistor 230 and zener diode 236 provide a voltage dumping path for protecting transistor 220 from excessive voltage buildup. Zener diode 236 is preferably a 15 volt device for clamping inductor 226 voltage at between 15 and 16 volts.
Controller 30 acts to open and close switch 238 for activating and :10 deactivating circuit 200. It is possible to allow circuit 200 to operate continuously without adverse affect to either starting battery 14 or reserve battery 20. However, to maximize the standby capability of the preferred WO 99!14837 PCT/US98/18960 system, circuit 200 is activated when starting battery 14 voltage falls below a threshold. For. example, controller 30 may be adapted to sense starter battery 14 voltage and when it falls below approximately 12.75 volts to close switch 238 to activate circuit 200. Once activated, controller 30 initiates a timer, and circuit 200 is allowed to operate for between 6 - 24 hours depending capacity of starting battery 14~ and the ability of circuit 200 to provide charge current to starting battery 14. At the conclusion of the time period, switch 238 is opened deactivating .circuit 200. Controller 30 might also be adapted to sense when starting battery 14 voltage exceeds a threshold value for deactivating 1 () circuit 200, or controller 30 may continuously activate circuit 200 in response to various operating conditions, for example, environmental conditions such as extreme ambient cold.
Controller 30 is shown in Figure 1 separate from engine controller 32.
It will be appreciated that the function of controller 30 may be implemented 1 !i within engine controlller 32 or another on-board vehicle controller without departing from the f<~ir scope of the invention. It will be further appreciated that controller 30 may be adapted to monitor in a sophisticated manner the state-of-charge of starting battery 14 for initiating circuit 200 operation.
An example of an apparatus and method for state-of-charge monitoring is shown 2~0 and described in United States Patent No. 5,321.627. Also, though not shown in Figure 2, a direct .current path is provided for charging starting battery directly from alternator 24 output during vehicle operation.
Referring now to Figure 3, an alternate implementation of charge maintenance device 22 is a circuit 300 shown for use in a system where 25 starting battery 14 and reserve battery are of different voltages. It is contemplated within. the scope of the present invention that the starting battery, because of its high-rate characteristics, may be specified at, for example, 10 volts a;s compared to a traditional 12 volt starting battery.
Reserve battery 20 is maintained in the exemplary embodiment as a 12 volt battery.
3.0 Circuit 300 includes a current limit resistor 304 and blocking diode 306.
Since reserve battery 20 is of a sufficiently higher potential than starting battery 14, _6-a current flow is initiated through resistor 304 for maintaining the charge of starting battery 14.
Circuit 300 further includes a current path existing of diodes 310, 312 and 314. The inherent voltage drop across diodes 310-314 substantially inhibits a current flovv through this path when the vehicle is not operating, i.e., alternator 24 is not producing energy. However, when the vehicle is operating and the alternator is producing electricity at approximately 14 volts, current does flow through diodes 310-314 for rapid charging of starting battery 14.
As can be further seen in Figure 3, relay 302 provides for selective coupling of starter battery 14 and reserve battery 20. Relay 302 is closed upon controller 308 .energizing coil 310 (controller 308 is shown in Figure 3, but it should be understood that its function can be incorporated into controller 30). Controller 308 is coupled to sense both starting battery 14 voltage and reserve battery 20 voltage. When closed, starting battery 14 and reserve 1 !5 battery 20 are coupled in parallel and in this arrangement, reserve battery 20 is made available to provide additional energy for starting the vehicle.
Conditions such as low starting battery 14 voltage or cold ambient conditions may be sensed by controller 308 for closing relay 302.
Figure 4 shouv~s a circuit similar to that shown in Figure 3 for use in a system where starting battery 14 and reserve battery are of different voltages, again reserve battery 20 being at least about 2 volts greater than starting battery 14. Circuit 400 includes a current limit resistor 404 and blocking diode 406 for providing a current flow path to starting battery 14 for maintaining the charge of starting battery 14. Circuit 400 further includes switching transistor 418 operating under the control of controller 408 (controller 408 is shown separate from controller 30, but its functions may easily be incorporated into controller 30) which allows controller 408 to open the current path between reserve battery 20 and starting battery 14. Controller 408 will preferably operate as described above for selectively opening and closing the current path a0 in response to starting battery 14 voltage, a sensed state-of-charge or other operating condition. Circuit 400 also includes a current path existing of diodes _7_ 410, 412 and 414 for direct charging of starting battery 14 as described, and relay 402 and coil for selective coupling of the starting and reserve batteries.
With reference: now to Figure 5 still another embodiment of charge maintenance device 20 is shown as circuit 500 for use with a modified starting battery which is indicated far clarity as 14'. Starting battery 14' is partitioned into two battery portions 514 and 516. Each battery portion consists of a group of cells of starting battery 14' less than the total number of cells. A
voltage tap 520 is poovided for selectively interconnecting each of battery portions 514 and 516 with charge maintenance device 22. The number of cells in each of battery portions 514 and 516 may vary, but the number of cells is limited such 'that the voltage potential of each of battery portions and 516 is sufficienitly below the voltage potential of reserve battery 20. In this regarding, starting battery 14' may have a total voltage potential exceeding that of reserve battery 20. For example, starting battery 14' may be a 14, 16 or greater volt battery, yet each battery portion 514 and 516 is maintained at or below approximately 10 volts (and shown in the this example as 6 volts each.) Hence, the charge of starting battery 14' may be maintained by reserve battery 20 notwithstanding starting battery 14' having a greater voltage.
With continuE;d reference then to Figure 5, circuit 500 includes a first current path, indica~:ed by arrow "A" and a second current path indicated by arrow "B". Circuit 500 further includes relay 502 which has at least two, and preferably three, operating positions controlled by selectively energizing coil 516 by controller 508 (controller 508 is shown separate from controller 30, but its functions may easily be incorporated into controller 30). In a first :?5 position, relay 502 couples reserve battery 20 to battery portion 516 along current path "A" consisting of blocking diode 506, controller 508, limit resistor 504 and tap 520. In a second position, relay 502 coupled reserve battery 20 to battery portion 5.14 along current path "B" consisting of tap 520, limit resistor 504 and controller 508. In a third position, relay 502 uncouples reserve battery 20 from starting battery 14'. While not shown, it should be appreciated that additional switching may be added to circuit 500 for coupling starting battery 14' and reserve battery 20 in parallel as previously described.
_g_ In accordance vvith the preferred implementations of the present invention, controller Gi08 selectively couples battery portions 514 and 516 to reserve battery 20 for maintaining the charge of each portion. Controller may operate in response to a voltage of the battery portion falling below a threshold, a sensed state-of-charge condition, a timed schedule or other conditions. As will be appreciated any number of charging strategies may be employed without departing from the fair scope of the invention. In one preferred implementation, when one or the other of battery portions 514 and 516 voltage falls below a threshold, that portion is coupled to reserve battery 20 for a time period and then the other portion is coupled for a time period.
In this manner, the total voltage potential of starting battery 14' is maintained.
The present invention has been described in terms of several preferred embodiments of batteries and battery systems adapted for use in vehicles. Its scope, however, is not limited to the examples presented herein, and one of 1 ~5 ordinary skill in the art will readily appreciate its broad application.
_g_
. . ~ , , . . " ~ "
There has been suggested a battery system for vehicle use which includes two batteries. A first battery in the system, a starting battery, is optimized for engine starting, that is, designed specifically for short duration, high-power output. A second battery in thE; system, a reserve battery, is optimized for operating and maintaining non-starting electrical loads. An advantage of such a system is that the starting battery may be made smaller and lighter yet capable of provide a high power output for a short period of time. In addition, the reserve battery may be made srnaller and lighter yet capable of satisfying the relatively low power requirements of the vehicle accessories. In combination, the two battery system may require less space and weigh less than a single traditional SLI battery.
A limitation of such a system lies with the starting battery. Small, light weight batteries capable of high operational discharge rates typically have high self-discharge rates. That is, left unattended, the starting battery will 1 5 self-discharge to a level where it is incapable of providing sufficient electrical energy for starting the engine. During vehicle operation, the starting battery is charged using the vehicle electrical system. Therefore, where the vehicle is regularly used starting battery self-discharge is not a concern. However, if the vehicle is left unused for an extended period of time or the vehicle is used for very short trips during which time the vehicle electrical system does not sufficiently charge the starting ibattery, the starting battery may become discharged leaving the operator stranded.
Battery chargers having a reserve battery are available for coupling to a starting battery and charging the discharged battery. For instance, U.S.
Patent No. 5,668,461 discloses a battery charger having an electronic control system that is used to connect a reserve battery to a discharged battery; and U.S.
Patent No. 4,510,431 discloses a battery charger that may be used to take energy from a reserve battery and step up the voltage of the reserve battery to charge another discharged battery. Of course, such systems generally have to be connected to a discharged battery in a separate step and are not constantly available for use.
OEO S'~EE'~
PEEN
Various battery :systems are also available for maintaining the charge on one battery of a dual battery system. For example, U.S. Patent No. 5,528,087 discloses a system wherein a charge maintenance device couples a charging current between a first battery and a second battery. In this system, a control element selectively activates and deactivates the charge maintenance device in response to the state of charge of one of the batteries. While such a system is adequate for many applications, it cannot be readily adapted for use in a vehicle electrical system.
Therefore, a dual-battery system for vehicle starting and operation that provides the advantages of reduced size and weight and yet overcomes the disadvantages of starting battery self-discharge is highly desirable.
Summary of the Invention The present invention constitutes a battery which has a first plurality of cells that are electrically coupled to form a first battery portion. A second plurality of cells are electrically coupled to form a second battery portion.
A
charge maintenance device couples the first battery portion with the second battery portion. The charge maintenance device applies energy from the first -2a-~'''~at' i battery portion to thc: second battery portion for maintaining the charge status of second battery portion.
In the preferred embodiment of the invention, the charge maintenance device comprises a charge pump circuit. For example the charge maintenance device has a circuit with a resistor coupled in series with a diode and a capacitor in parallel to the resistor and diode. A transistor is connected intermediate the resistor and diode and is controlled by a control element that is operable to disable; the charge maintenance device responsive to the state-of-charge of at least one of the first and the second battery portions.
F3riP Descri~atian of the Drawings Figure 1 is a schematic diagram of an dual-battery system for vehicle starting and operation in accordance with a preferred embodiment of the present invention;
Figure 2 is a diagram of a charge control circuit in accordance with a 15 preferred embodiment of the present invention;
Figure 3 is a diagram of a charge control circuit in accordance with a preferred embodiment of the present invention;
Figure 4 is a diagram of a charge control circuit in accordance with a preferred embodiment of the present invention; and 20 Figure 5 is a diagram of a dual-battery system for vehicle starting in accordance with an alternate preferred embodiment of the present invention.
Detai~~ escri~tion of the Preferred Embodiments The present invention is described in terms of several preferred embodiments adapted for use in a dual-battery based vehicle electrical system.
~!5 The batteries in the system provide electrical energy for various vehicle operation functions and receive charging from the vehicle electrical system.
It will be appreciated that the scope of the invention is not limited vehicle applications or dual-battery systems. For example, the invention may find application in any multiple battery system. The invention may also find application in a vehicle starting system in which a starting battery is replaced with a starting capacitor for providing starting energy.
Referring to Ficaure 1, a vehicle electrical system 10 includes battery system 12 having a ;starting battery 14 connected to provide electrical energy through switch 16 to engine starting motor 18. Starting motor 18 is mechanically coupledl to the engine of the vehicle (not shown) for starting the engine, as is well known in the art. Starting battery 14 is preferably a high-rate battery that also is coupled through charge maintenance device 22 to reserve battery 20 and to thE: remainder of electrical system 10.
Reserve battery 20 is preferably of the absorptive glass mat (AGM) type construction having high reserve capacity. That is, reserve battery 20 is adapted to provide. a relative low-rate discharge for an extended period of time. Reserve battery 20 is connected to electrical system 10, and particularly to vehicle loads 26, 'for providing electrical energy during normal vehicle operation and during idle periods.
Each of starting battery 14 and reserve battery 20 are coupled to alternator 24. Alternator 24 is mechanically coupled to the engine in a manner that is well E;now in the art and during periods of vehicle operation provides electrical energy for charging starting battery 14 and reserve battery 20. Alternator 24 allso provides electrical energy to vehicle loads 26 during normal operation. The output of alternator 24 is controlled through field voltage regulation or other suitable means under operation of engine controller 32, as is known in the art.
In accordance with a preferred embodiment of the present invention, charge maintenance device 22 is provided and under control of controller 30 couples energy from reserve battery 20 to starting battery 14 for maintaining the charge status of starting battery 22. For example, energy may be channeled to starting battery 14 during periods when the vehicle is not being used or during periods of operation where the starting battery voltage requires additional charge. Since a relatively small power draw from reserve battery 20 may be used to maintain starting battery 14 at a substantially full state-of-charge without adversely effecting the charge status of reserve battery 20, the self-discharge characteristic of starting battery 14 may be overcome.
Referring to Figure 2 a preferred embodiment of charge maintenance device 22 is a circuit 200 providing a low level, milli-amp level, current pulse Ei from reserve battery 20 to starting battery 14. Circuit 200 includes NAND
gates 202, 212 and 214, resistors 204 and 208, diode 206 and capacitor 210 operatively coupled to form a pulse generator. Reserve battery 20 is coupled through switch 238 to a first input of NAND gate 202. The second input of NAND gate 202 and the output of NAND gate 202 are connected to resistors 1!) 204 and 208, diode 206 and capacitor 210 and collectively form an oscillator.
That is, .when switch 236 is closed, NAND gate 202 produces a periodic pulse train. In the preferred embodiment, the precise frequency of the pulse train is not important to operation of circuit 200, but it is preferably set at about 5 -30 kilohertz (kHz). The pulse train is buffered and amplified through NAND
15 gates 212 and 214 and coupled via a gate resistor network including resistors 216 and 218 to the gate of transistor 220 for periodic on/off cycling.
Preferably, transistor 220 is a field effect transistor (FET), but it should be understood that any suitable switching device may be used without departing from the fair scope of the invention.
20 With transistor 220 in the on position, current is allowed to flow through inductor 226, which is coupled to reserve battery 20 at "B", transistor 220 and resistor 224. When transistor 220 is switched off, a voltage buildup within inductor 226 is dissiipated through current limit resistor 234 into starting battery 14 coupled at "C" for providing a charge maintenance current. Diode 2.5 228 provides reverse current flow protection, and resistor 230 and zener diode 236 provide a voltage dumping path for protecting transistor 220 from excessive voltage buildup. Zener diode 236 is preferably a 15 volt device for clamping inductor 226 voltage at between 15 and 16 volts.
Controller 30 acts to open and close switch 238 for activating and :10 deactivating circuit 200. It is possible to allow circuit 200 to operate continuously without adverse affect to either starting battery 14 or reserve battery 20. However, to maximize the standby capability of the preferred WO 99!14837 PCT/US98/18960 system, circuit 200 is activated when starting battery 14 voltage falls below a threshold. For. example, controller 30 may be adapted to sense starter battery 14 voltage and when it falls below approximately 12.75 volts to close switch 238 to activate circuit 200. Once activated, controller 30 initiates a timer, and circuit 200 is allowed to operate for between 6 - 24 hours depending capacity of starting battery 14~ and the ability of circuit 200 to provide charge current to starting battery 14. At the conclusion of the time period, switch 238 is opened deactivating .circuit 200. Controller 30 might also be adapted to sense when starting battery 14 voltage exceeds a threshold value for deactivating 1 () circuit 200, or controller 30 may continuously activate circuit 200 in response to various operating conditions, for example, environmental conditions such as extreme ambient cold.
Controller 30 is shown in Figure 1 separate from engine controller 32.
It will be appreciated that the function of controller 30 may be implemented 1 !i within engine controlller 32 or another on-board vehicle controller without departing from the f<~ir scope of the invention. It will be further appreciated that controller 30 may be adapted to monitor in a sophisticated manner the state-of-charge of starting battery 14 for initiating circuit 200 operation.
An example of an apparatus and method for state-of-charge monitoring is shown 2~0 and described in United States Patent No. 5,321.627. Also, though not shown in Figure 2, a direct .current path is provided for charging starting battery directly from alternator 24 output during vehicle operation.
Referring now to Figure 3, an alternate implementation of charge maintenance device 22 is a circuit 300 shown for use in a system where 25 starting battery 14 and reserve battery are of different voltages. It is contemplated within. the scope of the present invention that the starting battery, because of its high-rate characteristics, may be specified at, for example, 10 volts a;s compared to a traditional 12 volt starting battery.
Reserve battery 20 is maintained in the exemplary embodiment as a 12 volt battery.
3.0 Circuit 300 includes a current limit resistor 304 and blocking diode 306.
Since reserve battery 20 is of a sufficiently higher potential than starting battery 14, _6-a current flow is initiated through resistor 304 for maintaining the charge of starting battery 14.
Circuit 300 further includes a current path existing of diodes 310, 312 and 314. The inherent voltage drop across diodes 310-314 substantially inhibits a current flovv through this path when the vehicle is not operating, i.e., alternator 24 is not producing energy. However, when the vehicle is operating and the alternator is producing electricity at approximately 14 volts, current does flow through diodes 310-314 for rapid charging of starting battery 14.
As can be further seen in Figure 3, relay 302 provides for selective coupling of starter battery 14 and reserve battery 20. Relay 302 is closed upon controller 308 .energizing coil 310 (controller 308 is shown in Figure 3, but it should be understood that its function can be incorporated into controller 30). Controller 308 is coupled to sense both starting battery 14 voltage and reserve battery 20 voltage. When closed, starting battery 14 and reserve 1 !5 battery 20 are coupled in parallel and in this arrangement, reserve battery 20 is made available to provide additional energy for starting the vehicle.
Conditions such as low starting battery 14 voltage or cold ambient conditions may be sensed by controller 308 for closing relay 302.
Figure 4 shouv~s a circuit similar to that shown in Figure 3 for use in a system where starting battery 14 and reserve battery are of different voltages, again reserve battery 20 being at least about 2 volts greater than starting battery 14. Circuit 400 includes a current limit resistor 404 and blocking diode 406 for providing a current flow path to starting battery 14 for maintaining the charge of starting battery 14. Circuit 400 further includes switching transistor 418 operating under the control of controller 408 (controller 408 is shown separate from controller 30, but its functions may easily be incorporated into controller 30) which allows controller 408 to open the current path between reserve battery 20 and starting battery 14. Controller 408 will preferably operate as described above for selectively opening and closing the current path a0 in response to starting battery 14 voltage, a sensed state-of-charge or other operating condition. Circuit 400 also includes a current path existing of diodes _7_ 410, 412 and 414 for direct charging of starting battery 14 as described, and relay 402 and coil for selective coupling of the starting and reserve batteries.
With reference: now to Figure 5 still another embodiment of charge maintenance device 20 is shown as circuit 500 for use with a modified starting battery which is indicated far clarity as 14'. Starting battery 14' is partitioned into two battery portions 514 and 516. Each battery portion consists of a group of cells of starting battery 14' less than the total number of cells. A
voltage tap 520 is poovided for selectively interconnecting each of battery portions 514 and 516 with charge maintenance device 22. The number of cells in each of battery portions 514 and 516 may vary, but the number of cells is limited such 'that the voltage potential of each of battery portions and 516 is sufficienitly below the voltage potential of reserve battery 20. In this regarding, starting battery 14' may have a total voltage potential exceeding that of reserve battery 20. For example, starting battery 14' may be a 14, 16 or greater volt battery, yet each battery portion 514 and 516 is maintained at or below approximately 10 volts (and shown in the this example as 6 volts each.) Hence, the charge of starting battery 14' may be maintained by reserve battery 20 notwithstanding starting battery 14' having a greater voltage.
With continuE;d reference then to Figure 5, circuit 500 includes a first current path, indica~:ed by arrow "A" and a second current path indicated by arrow "B". Circuit 500 further includes relay 502 which has at least two, and preferably three, operating positions controlled by selectively energizing coil 516 by controller 508 (controller 508 is shown separate from controller 30, but its functions may easily be incorporated into controller 30). In a first :?5 position, relay 502 couples reserve battery 20 to battery portion 516 along current path "A" consisting of blocking diode 506, controller 508, limit resistor 504 and tap 520. In a second position, relay 502 coupled reserve battery 20 to battery portion 5.14 along current path "B" consisting of tap 520, limit resistor 504 and controller 508. In a third position, relay 502 uncouples reserve battery 20 from starting battery 14'. While not shown, it should be appreciated that additional switching may be added to circuit 500 for coupling starting battery 14' and reserve battery 20 in parallel as previously described.
_g_ In accordance vvith the preferred implementations of the present invention, controller Gi08 selectively couples battery portions 514 and 516 to reserve battery 20 for maintaining the charge of each portion. Controller may operate in response to a voltage of the battery portion falling below a threshold, a sensed state-of-charge condition, a timed schedule or other conditions. As will be appreciated any number of charging strategies may be employed without departing from the fair scope of the invention. In one preferred implementation, when one or the other of battery portions 514 and 516 voltage falls below a threshold, that portion is coupled to reserve battery 20 for a time period and then the other portion is coupled for a time period.
In this manner, the total voltage potential of starting battery 14' is maintained.
The present invention has been described in terms of several preferred embodiments of batteries and battery systems adapted for use in vehicles. Its scope, however, is not limited to the examples presented herein, and one of 1 ~5 ordinary skill in the art will readily appreciate its broad application.
_g_
Claims (53)
1. A circuit for controlling the charging of a starting charge energy source (14) in a vehicle and for controlling a supply of charge from a reserve charge energy source (20) and an alternator (24) in the vehicle, the circuit comprising:
a charge maintenance device (22) including a first circuit: branch coupling the starting charge energy source (14) and the reserve charge energy source (20) and the alternator (24) for charging the starting charge energy source (14) when the vehicle is running, a second circuit branch coupling the starting charge energy source (14) and the: reserve charge energy source (20) and the alternator (24) for charging the starting charge energy source (14) when the vehicle is running or not running, and a switchable device (238,302,402) connected to the second circuit branch to control flow of current through the second circuit branch; and a controller (30) operably connected to sense the level of charge on the starting charge energy source (14), the controller (30) enabling and disabling the switchable device (238,302,402) to connect and disconnect the starting charge energy source (14) and the reserve charge energy source (20) in response to the level of voltage on the starting charge energy source (14).
a charge maintenance device (22) including a first circuit: branch coupling the starting charge energy source (14) and the reserve charge energy source (20) and the alternator (24) for charging the starting charge energy source (14) when the vehicle is running, a second circuit branch coupling the starting charge energy source (14) and the: reserve charge energy source (20) and the alternator (24) for charging the starting charge energy source (14) when the vehicle is running or not running, and a switchable device (238,302,402) connected to the second circuit branch to control flow of current through the second circuit branch; and a controller (30) operably connected to sense the level of charge on the starting charge energy source (14), the controller (30) enabling and disabling the switchable device (238,302,402) to connect and disconnect the starting charge energy source (14) and the reserve charge energy source (20) in response to the level of voltage on the starting charge energy source (14).
2. The circuit of claim 1 wherein:
the charge maintenance device (22) further includes a third circuit branch coupling the starting charge energy source (14) and the reserve charge energy source (20) and the alternator (24) for charging the starting charge energy source (14) when the vehicle is running or not running.
the charge maintenance device (22) further includes a third circuit branch coupling the starting charge energy source (14) and the reserve charge energy source (20) and the alternator (24) for charging the starting charge energy source (14) when the vehicle is running or not running.
3. The circuit of claim 2 wherein:
the third circuit branch comprises a diode (306,406) and a resistor (304,404) connected in series.
the third circuit branch comprises a diode (306,406) and a resistor (304,404) connected in series.
4. The circuit of claim 2 wherein:
the charge maintenance device (22) further includes a second switchable device (418) connected to the third circuit branch to control flow of current through the third circuit branch, and the controller (30) enables and disables the second switchable device (418) to connect and disconnect the starting charge energy source (14) and the reserve charge energy source (20) in response to the level of voltage on the starting charge energy source (14).
the charge maintenance device (22) further includes a second switchable device (418) connected to the third circuit branch to control flow of current through the third circuit branch, and the controller (30) enables and disables the second switchable device (418) to connect and disconnect the starting charge energy source (14) and the reserve charge energy source (20) in response to the level of voltage on the starting charge energy source (14).
5. The circuit of claim 1 wherein:
the first circuit branch includes a current flow inhibitor to substantially inhibit current flow to the startling energy source when the vehicle is not running.
the first circuit branch includes a current flow inhibitor to substantially inhibit current flow to the startling energy source when the vehicle is not running.
6. The circuit of claim 5 wherein:
the current flow inhibitor comprises as least one diode (310,410) positioned in the first circuit branch between the starting charge energy source (14) and the reserve charge energy source (20).
the current flow inhibitor comprises as least one diode (310,410) positioned in the first circuit branch between the starting charge energy source (14) and the reserve charge energy source (20).
7. The circuit of claim 1 wherein:
the starting charge energy source (14) is a battery optimized for a high rate of discharge during vehicle starting operations and the reserve charge energy source (20) is a battery optimized for total energy capacity.
the starting charge energy source (14) is a battery optimized for a high rate of discharge during vehicle starting operations and the reserve charge energy source (20) is a battery optimized for total energy capacity.
8. The circuit of claim 1 wherein:
the controller (30) is operable to enable the switchable device (238,302,402) to connect the starting charge energy source (14) to the reserve charge energy source (20) in response to a level of voltage on the starting charge energy source (14) below a lower threshold voltage.
the controller (30) is operable to enable the switchable device (238,302,402) to connect the starting charge energy source (14) to the reserve charge energy source (20) in response to a level of voltage on the starting charge energy source (14) below a lower threshold voltage.
9. The circuit of claim 1 wherein:
the controller (30) is operable to disable the switchable device (238,302,402) to disconnect the starting charge energy source (14) from the reserve charge energy source (20) in response to a level of voltage on the starting charge energy source (14) above an upper threshold voltage.
the controller (30) is operable to disable the switchable device (238,302,402) to disconnect the starting charge energy source (14) from the reserve charge energy source (20) in response to a level of voltage on the starting charge energy source (14) above an upper threshold voltage.
10. The circuit of claim 1 wherein:
the controller (30) is operable to enable the switchable device (238,302,402) to connect the starting charge energy source (14) to the reserve charge energy source (20) for a predetermined time period.
the controller (30) is operable to enable the switchable device (238,302,402) to connect the starting charge energy source (14) to the reserve charge energy source (20) for a predetermined time period.
11. The circuit of claim 1 wherein:
the controller (30) is operable to enable the switchable device (238,302,402) to connect the starting charge energy source (14) to the reserve charge energy source (20) in response to an environmental condition.
the controller (30) is operable to enable the switchable device (238,302,402) to connect the starting charge energy source (14) to the reserve charge energy source (20) in response to an environmental condition.
12. A circuit for controlling the charging of a starting battery (14) in a vehicle and for controlling a supply of charge from a reserve battery (20) in the vehicle, the starting battery (14) having a number of cells, the circuit comprising:
means for partitioning the starting battery (14) into a battery portion (516) having less than the number of cells of the starting battery (14), the battery portion (516) having a voltage potential less than the voltage potential of the reserve battery (20);
a charge maintenance device (22) including a first circuit: path coupling the battery portion (516) and the reserve battery (20) for charging the battery portion (516), and a switchable device (502) connected to the first circuit path to control flow of current through the first circuit path; and a controller (508) operably connected to sense a level of charge on the battery portion (516), the controller (508) enabling and disabling the switchable device (502) to connect: and disconnect the reserve battery (20) and the battery portion (516) in response to the level of charge on the battery portion (516).
means for partitioning the starting battery (14) into a battery portion (516) having less than the number of cells of the starting battery (14), the battery portion (516) having a voltage potential less than the voltage potential of the reserve battery (20);
a charge maintenance device (22) including a first circuit: path coupling the battery portion (516) and the reserve battery (20) for charging the battery portion (516), and a switchable device (502) connected to the first circuit path to control flow of current through the first circuit path; and a controller (508) operably connected to sense a level of charge on the battery portion (516), the controller (508) enabling and disabling the switchable device (502) to connect: and disconnect the reserve battery (20) and the battery portion (516) in response to the level of charge on the battery portion (516).
13. The circuit of claim 12 wherein:
the starting battery (14) has a second battery portion (514) having less than the number of cells of the starting battery (14), the second battery portion (514) having a voltage potential less than the voltage potential of the reserve battery (20), the charge maintenance device (22) further includes a second circuit path coupling the second battery portion (514) and the reserve battery (20) for charging the second battery portion (514), the switchable device (502) is connected to the second circuit path to control flow of current through the second circuit path, and the controller (508) is operably connected to sense a level of charge on the second battery portion (514), the controller enabling and disabling the switchable device (502) to connect and disconnect the reserve battery (20) and the second battery portion (514) in response to the level of charge on the second battery portion (514).
the starting battery (14) has a second battery portion (514) having less than the number of cells of the starting battery (14), the second battery portion (514) having a voltage potential less than the voltage potential of the reserve battery (20), the charge maintenance device (22) further includes a second circuit path coupling the second battery portion (514) and the reserve battery (20) for charging the second battery portion (514), the switchable device (502) is connected to the second circuit path to control flow of current through the second circuit path, and the controller (508) is operably connected to sense a level of charge on the second battery portion (514), the controller enabling and disabling the switchable device (502) to connect and disconnect the reserve battery (20) and the second battery portion (514) in response to the level of charge on the second battery portion (514).
14. The circuit of claim 13 wherein:
the charge maintenance device (22) further includes a third circuit path coupling the starting battery (14) and the reserve battery (20) for charging the starting battery (14), the switchable device (502) is connected to the third circuit path to control flow of current through the third circuit path, and the controller (508) is operably connected to sense a level of charge on the starting battery (14), the controller (508) enabling and disabling the switchable device (502) to connect and disconnect the reserve battery (20) and the starting battery (14) in response to the level of charge on the starting battery (14).
the charge maintenance device (22) further includes a third circuit path coupling the starting battery (14) and the reserve battery (20) for charging the starting battery (14), the switchable device (502) is connected to the third circuit path to control flow of current through the third circuit path, and the controller (508) is operably connected to sense a level of charge on the starting battery (14), the controller (508) enabling and disabling the switchable device (502) to connect and disconnect the reserve battery (20) and the starting battery (14) in response to the level of charge on the starting battery (14).
15. The circuit of claim 12 wherein:
the means for partitioning the starting battery (14) is a voltage tap (520).
the means for partitioning the starting battery (14) is a voltage tap (520).
16. The circuit of claim 12 wherein:
the starting battery (14) is optimized for a high rate of discharge during vehicle starting operations and the reserve battery (20) is optimized for total energy capacity.
the starting battery (14) is optimized for a high rate of discharge during vehicle starting operations and the reserve battery (20) is optimized for total energy capacity.
17. The circuit of claim 12 wherein:
the controller (508) is operable to enable the switchable device (502) to connect the battery portion (516) to the reserve battery (20) in response to a level of voltage on the battery portion (516) below a lower threshold voltage.
the controller (508) is operable to enable the switchable device (502) to connect the battery portion (516) to the reserve battery (20) in response to a level of voltage on the battery portion (516) below a lower threshold voltage.
18. The circuit of claim 12 wherein:
the controller (508) is operable to disable the switchable device (502) to disconnect the battery from the reserve battery (20) in response to a level of voltage on the battery portion (516) above an upper threshold voltage.
the controller (508) is operable to disable the switchable device (502) to disconnect the battery from the reserve battery (20) in response to a level of voltage on the battery portion (516) above an upper threshold voltage.
19. The circuit of claim 12 wherein:
the controller (508) is operable to enable the switchable device (502) to connect the battery portion (516) to the reserve battery (20) for a predetermined time period.
the controller (508) is operable to enable the switchable device (502) to connect the battery portion (516) to the reserve battery (20) for a predetermined time period.
20. The battery system of claim 19 further comprising a control element, wherein the control element is operable to disable the charge maintenance device responsive to the state-of-charge of at least one of the first battery portion and the second battery portion
21. The battery system of claim 14 wherein the charge maintenance device couples a charging current between the first battery portion and the second battery portion.
22. The battery system of claim 21 wherein the charge maintenance device is responsive to the state-of-charge of at least one of the first battery portion and the second battery portion.
23. The battery system of claim 21 wherein the charge maintenance device comprises a control element for selectively activating and deactivating the charge maintenance device.
24. The battery system of claim. 14 wherein the charge maintenance device comprises a switch for selectively coupling the first battery and the second battery in parallel.
25. The battery system of claim 14 wherein the charge maintenance device is operable to detect a voltage potential of the first battery below a threshold and to selectively couple the second battery to the first battery upon detection of the voltage potential below the threshold.
26. The battery system of claim 14 wherein the charge maintenance device is operable to detect a voltage potential of the first battery below a threshold and to selectively couple the second battery to the first battery upon detection of the voltage potential below the threshold for a predetermined time period.
27. A vehicle electrical system comprising operatively coupled: a first battery; a second battery; a charge maintenance device: an electrical energy source powered from the vehicle.
28. The vehicle electrical system of claim 27 wherein the first battery is optimized for one of: high rate discharge and reserve capacity.
29. The vehicle electrical system of claim 27 wherein the charge maintenance device comprises a charge pump circuit.
30. The vehicle electrical system of claim 27 wherein the charge maintenance device comprises a circuit having a resistor coupled in series with a diode and a capacitor in parallel to the resistor and diode.
31. The vehicle electrical system of claim 30 wherein the charge maintenance device comprises a transistor positioned intermediate the resistor and diode, the transistor being coupled to a control element.
32. The vehicle electrical system of claim 27 wherein the control element is operable to disable the charge maintenance device responsive to the state-of-charge of at least one of the first battery portion and the second battery portion.
33. The vehicle electrical system of claim 32 wherein the control element comprises a vehicle system controller.
34. The vehicle electrical system of claim 27 wherein the charge maintenance device couples a charging current between the first battery portion and the second battery portion.
35. The vehicle electrical system of claim 34 wherein the charge maintenance device its responsive to the state-of-charge of at least one of the first battery portion and the second battery portion.
36. The vehicle electrical system of claim 35 wherein the charge maintenance device comprises a control element for selectively activating and deactivating the charge maintenance circuit.
37. The vehicle electrical system of claim 36 wherein the control element comprises a vehicle system controller.
38. The vehicle electrical system of claim 27 wherein the electrical energy source is adapted to be selectively coupled to charge the first and second batteries during vehicle operation.
39. The vehicle electrical system of claim 27 wherein the vehicle electrical supply system is coupled to at least one vehicle load and wherein the second battery is adapted to supply electrical energy to the vehicle load when the vehicle is not being operated.
40. The vehicle electrical system of claim 27 wherein the charge maintenance device comprises a switch for selectively coupling the first battery and the second battery in parallel.
41. The vehicle electrical system of claim 27 wherein the charge maintenance device is operable to detect a voltage potential of the first battery below a threshold and to selectively couple the second battery to the first battery upon detection of the voltage potential below the threshold.
42. The vehicle electrical system of claim 27 wherein the charge maintenance device is operable to detect a voltage potential of the first battery below a threshold and to selectively couple the second battery to the first battery upon detection of the voltage potential below the threshold for a predetermined time period.
43. A battery system comprising: a first battery having a plurality of battery portions, each portion having a voltage potential: a second battery having a voltage potential greater than the voltage potential of the battery portions;
a charge maintenance device selectively coupling the second battery to the battery portions.
a charge maintenance device selectively coupling the second battery to the battery portions.
44. The battery system of claim 43 wherein the first battery is optimized for one of: high rate discharge and reserve capacity.
45. The battery system of claim 43 wherein the charge maintenance device comprises switch means for selectively coupling the second battery to the battery portions through a current limit means.
46. The battery system of claim 43 further comprising a control element, wherein the control element is operable to enable the charge maintenance device responsive to the state-of-charge of at least one of the battery portions.
47. The battery system of claim 43 wherein the charge maintenance device comprises a switch for selectively coupling the battery portions in parallel
48. The battery system of claim 43 wherein the charge maintenance device is operable to detect a voltage potential of one of the battery portions below a threshold and to selectively couple the second battery to the one of the battery portions upon detection of the voltage potential below the threshold
49. The battery system of claim 43 wherein the charge maintenance device is operable to detect a voltage potential of one of the battery portions below a threshold and to selectively couple the second battery to the one of the battery portions upon detection of the voltage potential below the threshold for a predetermined time period.
50. A method for maintaining the charge of a starting battery in a vehicle having both the starting battery and a reserve battery, the method comprising:
coupling a charge current from the reserve battery to the starting battery.
coupling a charge current from the reserve battery to the starting battery.
51. The method of claim 50 wherein the step of coupling the charge current from the reserve battery to the starting battery comprises: selectively coupling the charge current from the reserve battery to the starting battery in response to at least one of: a voltage of the starting battery, a state-of-charge of the starting battery, an elapsed time period and an environmental condition.
52. The method of claim 50 wherein the step of coupling the charge current from the reserve battery to the starting battery comprises: detecting a condition of the starting battery, and coupling the charge current from the reserve battery to the starting battery for a predetermined time period.
53. The method of claim 52 wherein the step of detecting a condition of the starting battery comprises detecting at least one of a voltage and a state-of-charge.
Applications Claiming Priority (3)
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|---|---|---|---|
| US08/932,950 | 1997-09-17 | ||
| US08/932,950 US6222341B1 (en) | 1997-09-17 | 1997-09-17 | Dual battery charge maintenance system and method |
| PCT/US1998/018960 WO1999014837A1 (en) | 1997-09-17 | 1998-09-11 | Battery charge maintenance system and method |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2304084A1 true CA2304084A1 (en) | 1999-03-25 |
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|---|---|---|---|
| CA002304084A Abandoned CA2304084A1 (en) | 1997-09-17 | 1998-09-11 | Battery charge maintenance system and method |
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| EP (1) | EP1016180A1 (en) |
| JP (1) | JP2003517806A (en) |
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| WO (1) | WO1999014837A1 (en) |
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-
1997
- 1997-09-17 US US08/932,950 patent/US6222341B1/en not_active Expired - Fee Related
-
1998
- 1998-09-11 CA CA002304084A patent/CA2304084A1/en not_active Abandoned
- 1998-09-11 CN CN98811238A patent/CN1279831A/en active Pending
- 1998-09-11 WO PCT/US1998/018960 patent/WO1999014837A1/en not_active Application Discontinuation
- 1998-09-11 BR BR9812225-8A patent/BR9812225A/en not_active IP Right Cessation
- 1998-09-11 EP EP98946951A patent/EP1016180A1/en not_active Withdrawn
- 1998-09-11 JP JP2000512274A patent/JP2003517806A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| US6222341B1 (en) | 2001-04-24 |
| CN1279831A (en) | 2001-01-10 |
| JP2003517806A (en) | 2003-05-27 |
| EP1016180A1 (en) | 2000-07-05 |
| BR9812225A (en) | 2000-07-18 |
| WO1999014837A1 (en) | 1999-03-25 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| FZDE | Discontinued |