Electricity: battery or capacitor charging or discharging – Serially connected batteries or cells – With discharge of cells or batteries
Patent
1995-02-03
1998-11-17
Tso, Edward
Electricity: battery or capacitor charging or discharging
Serially connected batteries or cells
With discharge of cells or batteries
320 15, 320 35, 320 39, H01M 1046
Patent
active
058381368
DESCRIPTION:
BRIEF SUMMARY
TECHNICAL FIELD
This invention concerns switches used in adapting three pole batteries to the wiring loom of a vehicle. The switch is intended for use in automobiles with petrol or diesel motors, vessels, aircraft and other vehicles where battery failure could be hazardous.
BACKGROUND ART
The three pole battery contains two batteries. Firstly a deep cycle auxiliaries battery (AUX) used to meet small constant loads such as ignition, headlights, radio and other ancillary devices and secondly a high output CRA battery (CRA),
The battery has one negative pole, a positive pole for the AUX battery and a positive pole for the CRA battery. This dual current capability means that the battery cannot be installed into the original wiring loom of the vehicle and function automatically without the assistance of a control system to control the mutual connection of the two batteries, making the current source totally independent of operator error.
A vehicle ignition system /engine management system can draw up to 10A. Ancillary circuits e.g air conditioning and heated rear window may need 30A or more if they are switched on together. These demands are met by the AUX battery. Cranking may need a short term current in excess of 700A
U.S. Pat. No. 4,883,728 describes an SLI battery with three poles and a switch for adapting the battery to the wiring loom of a vehicle. This switch deals inadequately with the problems which occur in practice in adapting the binary battery to the vehicle.
The division of the battery into two halves imposes specific duties on the switch. Firstly the switch must connect the CRA and AUX batteries for charging. Secondly the switch must protect the CRA battery from inadvertent discharge if some auxiliary is left on and the vehicle is unattended.
Thirdly the switch must prevent gradual discharge of the CRA battery when the vehicle is being driven, for example a city taxi in heavy traffic running its heater, wipers, radio and lights easily exceeds its alternator output. Trucks have winches that draw 100 amps. Emergency service vehicles face the same problem but in addition they have extra lights, medical apparatus, monitors and the like. The device must be able to handle loads such as these. The switch must be able to provide to the ignition at least from the CRA battery after alternator failure when insufficient power is available from the AUX battery. The switch should also maximise the reserve minutes available in an emergency such as alternator failure.
Fourthly the switch must connect both batteries for starting the vehicle in the event that the AUX battery is discharged.
Fifthly when both batteries are charged the CRA battery voltage drops as it turns the starter motor but the AUX battery should supply the ignition with full voltage. The "hot" spark made possible by disconnecting the batteries promotes reliable starting in cold climates.
In addition the switch must react to charging, discharging and the driver's need to start the vehicle. It is also preferable that the switch be easy to fit, be as universal as possible, perform equally in all the types of vehicle in which it is fitted, have a lifespan on a par with the battery and if possible the vehicle itself, have a low power consumption, be reliable enough for emergency services, marine or military applications and be suitable for mass production at low cost.
The design of such switches has become more complex as new combinations of circumstances have arisen during testing. Some of these conditions do not occur in two pole battery operation. Firstly it is usual to connect the CRA and AUX batteries by a relay which itself draws current and slowly flattens the battery.
Secondly if the AUX battery is to be protected by a relay the level of charge at which cut out occurs must be determined. Too high and the driver is deprived of lights and heater when there is still current to run them; too low and the driver may seriously discharge the battery. There are various ways to assess the stage at which the relay should disconnect. Terminal voltag
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patent: 4883728 (1989-11-01), Witehira
patent: 4902956 (1990-02-01), Sloan
patent: 4990885 (1991-02-01), Irick et al.
patent: 5154985 (1992-10-01), Tanaka
patent: 5162164 (1992-11-01), Dougherty et al.
patent: 5164273 (1992-11-01), Szasz et al.
patent: 5256502 (1993-10-01), Kump
European Patent Abstracts, Week 9247, p. 114, Abstract of EP 513531-A1, published Nov. 19, 1992.
Japanese Publication 5-258656-A, published Aug. 10, 1993, Abstract only.
Patent Abstracts of Japan, Group M185, vol. 7, No. 9, Published Jan. 14, 1983, Japanese Publication 57-167844, published Oct. 15, 1982, Abstract only.
GloryWin International Group Limited
Tso Edward
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