Vehicle retrofit power connection management strategy

Abstract

The invention provides a vehicle retrofit power connection management strategy. One or more controllers may sequentially pulse a field effect transistor of a power distribution module of a vehicle connected to an input of a retrofit power module after activation of the vehicle, and blocking operation of the retrofit power module for at least two of the field effect transistors in response to an electrical parameter caused by a corresponding pulsation being reported for the same one of the inputs.

Description

Technical Field

[0001] The present disclosure relates to automotive power systems. Background Art

[0002] A motor vehicle may include an energy storage device, such as a battery. This energy may be used for electrical and electronic components of the vehicle and for the exterior of the vehicle. For example, aftermarket plow equipment may be powered by energy from a battery. Such a connection to a battery may be facilitated by a so-called upfitter module. Summary of the invention

[0003] A vehicle has a power distribution module including a plurality of field effect transistors and a plurality of corresponding outputs, each of the plurality of corresponding outputs being connectable to one of a plurality of inputs of a retrofit power module; and one or more controllers that, after activation of the vehicle, sequentially pulse the field effect transistors and, for one of the field effect transistors, inhibit operation of the retrofit power module in response to an electrical parameter caused by the corresponding pulsation being reported for more than one of the inputs.

[0004] A method includes sequentially switching each of a plurality of field effect transistors of a power distribution module of a vehicle while the field effect transistors are delivering current to a retrofit load, and deactivating the field effect transistor in response to others of the field effect transistors experiencing an increase in current during the switching.

[0005] A power control system for a vehicle has one or more controllers that, after activation of the vehicle, sequentially pulse field effect transistors of a power distribution module of the vehicle connected to inputs of a retrofit power module and inhibit operation of the retrofit power module in response to electrical parameters caused by corresponding pulsations being reported to the same of the inputs for at least two of the field effect transistors. BRIEF DESCRIPTION OF THE DRAWINGS

[0006] Figures 1 to 3 is a block diagram of the vehicle power system and modifier modules / loads. DETAILED DESCRIPTION

[0007] Embodiments are described herein. However, it should be understood that the disclosed embodiments are merely examples and that other embodiments may take various and alternative forms. The drawings are not necessarily drawn to scale. Some features may be enlarged or minimized to show details of particular components. Therefore, the specific structural details and functional details disclosed herein should not be interpreted as limiting, but merely as a representative basis for teaching those skilled in the art.

[0008] The various features shown and described with reference to any one of the accompanying drawings may be combined with features shown in one or more other drawings to produce embodiments not explicitly shown or described. The combinations of features shown provide representative embodiments for typical applications. However, for specific applications or implementations, various combinations and modifications of features consistent with the teachings of the present disclosure may be desired.

[0009] Motor vehicles typically include a power supply to facilitate the operation of various electrical and electronic components. Several power supply architectures are commonly used in automotive applications, including centralized, decentralized, and hybrid power supply architectures.

[0010] A centralized power architecture may include a single power supply unit that provides power to all electrical and electronic components in a vehicle. This architecture may be simple and easy to install. However, in some cases, it may not be suitable for vehicles with high power requirements or those with different voltage levels for different components.

[0011] A decentralized power architecture may include multiple power supply units located near the components they power. This architecture may be more flexible than a centralized power architecture because it allows different voltage levels to be provided to different components. It may also improve efficiency by reducing power losses that occur when power transmission distances are relatively long. However, a decentralized power architecture may be more complex as the number of connections between the power supply units and the corresponding components potentially increases.

[0012] A hybrid power architecture can be a combination of centralized and decentralized power architectures: a central power supply unit provides power to some electrical and electronic components, while other components are powered by decentralized power supply units. In some applications, this architecture can provide a balance between flexibility and efficiency.

[0013] The use of a retrofit power module may affect the power system of a motor vehicle. In some examples, a retrofit module is a modular component that can be added to a vehicle to provide additional functionality, such as lighting, power distribution, or power management. For example, a retrofit module that provides lighting and power distribution may be installed in a vehicle, allowing the vehicle to be used as a work vehicle, such as a service truck or a construction vehicle. Additionally, a retrofit module may be designed to meet specific requirements, such as providing power to a specific component or group of components.

[0014] In selecting a retrofit module, several factors may be considered, including the power requirements of the component or group of components that the retrofit module will power, the required voltage level, and the environmental conditions in which the retrofit module will be used.

[0015] Some retrofit modules may not support medium or high current applications, may not be scalable, may not provide feedback to the vehicle to manage the effects of high current loads, and / or may not support added cameras, etc.

[0016] Some modifier modules take the form of switches mounted in the overhead compartment and relays in an additional engine compartment switch box. In some arrangements, wires are fed to the engine compartment switch box but are not connected to the relays. The screen can be used to support touch actuation of the field effect transistors that control the load.

[0017] refer to Figure 1 , an example automotive power system 10 for a vehicle 12 includes a power distribution center 14 , a retrofit module 16 , a retrofit current booster module 18 , a 12V battery 20 , and a controller 21 .

[0018] The distribution center 14 includes a plurality of refurbisher outputs 22, 22', 22", 22'" (e.g., two 20A field effect transistor controlled outputs and two 30A field effect transistor controlled outputs, four 25A field effect transistor controlled outputs, etc.) and an interconnector distribution box 24 (e.g., a 200A field effect transistor controlled output). The respective ratings of these field effect transistors thus define their limits for the current flowing therethrough. The refurbisher outputs 22, 22', 22", 22'" are connected to the refurbisher modules 16 at corresponding inputs. The interconnector distribution box 24 is connected to the 12V battery 20. Of course, other arrangements having different numbers of outputs, etc., are also contemplated.

[0019] The retrofit module 16 is grounded and includes a network connection 26 connected to a plurality of user devices 32, 34, 36, 38. In this example, the retrofit module 16 is configured to receive digital inputs 40, 42 and analog inputs 44, and to provide current to loads 46, 48, 50, 52, 54, 56, 58, 60. The retrofit module 16 is further configured to provide current to a relay output 62. Multiple such retrofit modules may be so connected (e.g., daisy-chained) to obtain as many inputs / outputs as desired as mentioned above.

[0020] The retrofit current booster module 18 is grounded and includes a relay 66, a fuse 68, a connector 70, and a plurality of relays 72. The connector 70 is connected between the relay 66, the fuse 68, and the relay 72. The relay 66 is connected to the interconnector distribution box 24. The fuse 68 is connected to an auxiliary 12V battery 74. The relay 72 is configured to provide current to a plurality of large loads 76, 78, 80.

[0021] In the high current architecture described above, the modifier current booster module 18, which may be a ram track relay controlled by the modifier module 16, is powered by a different distribution center output than the modifier module 16. All expansion modules receive their power from the 100A output of the distribution center 14. When current usage approaches the 100A limit, the operator may be notified (e.g., via a screen or cell phone, i.e., key) via an alarm generated and forwarded by the controller 21, for example. The modifier module 16 tracks the load and reports the load to the controller 21, which may facilitate notifying the operator.

[0022] An optional connection to a charging trailer is shown for a 200A output. The communication with the charging trailer may be, for example, a Controller Area Network or Ethernet. This allows the retrofitter to exceed the 200A continuous distribution center limit.

[0023] refer to Figure 2 In this example, the distribution center 14 also includes a plurality of bidirectional field effect transistors 82, field effect transistors 84, 84', 84", 84"' (continuously) with a capacity of 100A (total), and a field effect transistor 86 (continuously) with a capacity of 200A. The field effect transistors 84, 84', 84", 84"' are connected between the bidirectional field effect transistor 82 and the converter output terminals 22, 22', 22", 22"', respectively. The field effect transistor 86 with a capacity of 200A is connected between the bidirectional field effect transistor 82 and the interconnector distribution box 24. The distribution center 14 also includes other field effect transistors connected between the bidirectional field effect transistor 82 and other vehicle components (e.g., DC / DC converters, supercapacitors, other power supplies, etc.).

[0024] The vehicle power system 10 may also include a distribution box 88. The distribution box 88 may be packaged on top of or beside the 12V battery 20. It may serve as the interconnection point for the modifier current booster module 18, the 12V battery 20, the interconnector distribution box 24, and any jump-start posts.

[0025] The modifier current booster module 18 also includes a plurality of field effect transistors 90, 92, 94, 96. The field effect transistor 90 is connected between the distribution box 88 and the field effect transistors 92, 94, 96. The field effect transistor 92 is connected between the large load 76 and the field effect transistor 90. The field effect transistor 94 is connected between the auxiliary 12V battery 74, the large load 78 and the field effect transistor 90. The field effect transistor 96 is connected between the large load 80 and the field effect transistor 90. The field effect transistor 90 is thus arranged to isolate the large loads 76, 78, 90 from negative transient loads. These loads may be some of the loads that are assigned priority in the event of a need to be cut off as described above.

[0026] In order to achieve a total of 100A continuous power from the refurbisher outputs 22, 22', 22", 22'", the refurbisher outputs should not be connected together in parallel when the refurbisher outputs are configured to work individually. That is, if the field effect transistors 84, 84', 84", 84'" are connected in parallel, the total of the full 100A output may not be achieved, and there may be unbalanced current throughput for each field effect transistor.

[0027] Because the retrofit module 16 is configured to measure corresponding voltages via, for example, a common voltage sensor at the input terminals, each of the field effect transistors 84, 84', 84", 84'" can be individually turned on / off under the command of the controller 21 while checking the voltage at the input terminals of the retrofit module 16 to determine whether any lines have been connected together when the vehicle 12 is being activated and / or before operation of the retrofit module 16 is permitted (enabled). As just mentioned, these checks can include pulsing (turning on / off or injecting a small current pulse) each of the field effect transistors 84, 84', 84", 84'"'. The controller 21 can then detect for each of the field effect transistors 84, 84', 84", 84'" whether voltages at multiple input terminals (many input terminals have one output terminal) are detected based on the data reported by the retrofit module 16. The controller 21 can then also detect for two or more of the field effect transistors 84, 84', 84", 84'" whether voltages at the same one of the input terminals are detected (one input terminal has many output terminals). If yes, the controller 21 may block operation of the retrofit module 16 (e.g., prevent the retrofit module 16 from facilitating power flow) and / or warn the user via, for example, an infotainment screen to reconnect so as not to have a parallel connection. If no (i.e., a pulsating voltage for a given one of the field effect transistors 84, 84', 84", 84'" is detected at only one of the inputs), the controller 21 may confirm that the power distribution center connection is properly connected (not in parallel) to the retrofit module 16, and permit operation of the retrofit module.

[0028] refer to Figure 3, there may be situations where field effect transistors 84, 84', 84", 84'" directly power load 98. In such situations, electrical parameter feedback (e.g., voltage measurements) from load 98 may be unavailable. However, if field effect transistors 84, 84', 84", 84'" are connected in parallel and power load 98, turning off one of field effect transistors 84, 84', 84", 84'" will cause the current in the other field effect transistors 84, 84', 84", 84'" to rise. Typical current sensors associated with field effect transistors 84, 84', 84", 84'" can be used to measure the corresponding current through each of field effect transistors 84, 84', 84", 84'" after it has been turned off at the command of controller 21. This current information can be reported to controller 21. If the current sensor detects a rise in current in response to the switching, the controller 21 can disable (deactivate) specific field effect transistors among the field effect transistors 84, 84', 84", 84'" that are determined to be connected in parallel to prevent power from flowing therethrough. The controller 21 can further issue an alert / instruction to the user to reconnect the load 98 as mentioned above and not have a parallel connection, etc.

[0029] Alternatively, if the controller 21 detects a current rise in response to the switching, it may further check whether the difference in current amplitude for those of the field effect transistors 84, 84', 84", 84'" that are determined to be connected in parallel exceeds a certain calibrated threshold that may be determined via testing, simulation, etc. If so, the controller 21 may disable the main field effect transistors 84, 84', 84", 84'". If not, the controller 21 may maintain operation of the field effect transistors.

[0030] If the current magnitudes for each path are relatively close in magnitude (e.g., less than a calibration threshold), this would indicate that the field effect transistor resistance / impedance is also relatively close in value and that the power distribution center / modifier module capabilities will be minimally affected. If this check indicates a difference in current / impedance (e.g., greater than a calibration threshold), this would indicate a derated power distribution center / modifier module capability. Based on a determination that the connections are running in parallel, the controller 21 may also communicate to the user that such an arrangement may result in reduced capabilities and notify the user of the expected performance degradation based on the measurement results. The controller 21 may also instruct the user to rewire the modifier device based on the recommendation and / or have the installer contact a dealer technician.

[0031] If any loads are found connected together as mentioned above, an alert may be displayed regarding a non-optimal connection to the power supply and / or based on the current flowing through each of the field effect transistors 84, 84', 84", 84'", an estimate of the full power that will be achieved given the connection configuration may be generated.

[0032] If field effect transistors 84, 84', 84", 84'" do reach current limit when connected in parallel (typically, one will reach current limit first and then immediately shut down, followed by the second reaching current limit and then shutting down, and so on), a diagnostic code can be stored and the maximum current before shutting down when the first of field effect transistors 84, 84', 84", 84'" trips can be shown for all field effect transistors connected in parallel.

[0033] The algorithm, method or process disclosed herein can be delivered to or implemented by a computer, controller or processing device, which can include any dedicated electronic control unit or programmable electronic control unit. Similarly, the algorithm, method or process can be stored in various forms as data and instructions that can be executed by a computer or controller, including but not limited to information permanently stored on a non-writable storage medium such as a read-only memory device and information that can be modified and stored on a writable storage medium such as an optical disk, a random access memory device or other magnetic and optical media. The algorithm, method or process can also be implemented as a software executable object. Alternatively, a suitable hardware component (such as an application-specific integrated circuit, a field programmable gate array, a state machine or other hardware component or device) or a combination of firmware, hardware and software components can be used to embody the algorithm, method or process in whole or in part.

[0034] Although exemplary embodiments are described above, these embodiments are not intended to describe all possible forms covered by the claims. The words used in the specification are descriptive rather than limiting, and it should be understood that various changes can be made without departing from the spirit and scope of these disclosed materials. For example, the terms "controller" and "multiple controllers" can be used interchangeably herein because the functionality of a controller can be distributed across several controllers / modules, which can all communicate via standard technologies.

[0035] As previously mentioned, the features of the various embodiments may be combined to form additional embodiments of the present invention that may not be explicitly described or shown. Although various embodiments may have been described as providing advantages or being preferred over other embodiments or prior art implementations with respect to one or more desired characteristics, it will be appreciated by those of ordinary skill in the art that one or more features or characteristics may be compromised to achieve desired overall system properties, depending on the specific application and implementation. These properties may include, but are not limited to, strength, durability, marketability, appearance, packaging, size, serviceability, weight, manufacturability, ease of assembly, and the like. Therefore, embodiments that are described as less desirable than other embodiments or prior art implementations with respect to one or more characteristics are within the scope of the present disclosure and may be desirable for a particular application.

[0036] According to the present invention, a vehicle is provided having: a power distribution module including a plurality of field effect transistors and a plurality of corresponding output terminals, each of the plurality of corresponding output terminals being configured to connect to one of a plurality of input terminals of a retrofitter power module; and one or more controllers programmed to sequentially pulse the field effect transistors after activation of the vehicle and to inhibit operation of the retrofitter power module for one of the field effect transistors in response to an electrical parameter caused by the corresponding pulsation being reported for more than one of the input terminals.

[0037] According to one embodiment, the one or more controllers are further programmed to, after activation of the vehicle, inhibit operation of the retrofit power module for two or more of the field effect transistors in response to electrical parameters caused by corresponding pulsations being reported to the same one of the input terminals.

[0038] According to one embodiment, the one or more controllers are further programmed to enable the retrofitter power module for each of the field effect transistors in response to an electrical parameter caused by pulsation being reported for only one of the inputs.

[0039] According to one embodiment, the one or more controllers are further programmed to sequentially switch each of the field effect transistors while the field effect transistors are passing current and to deactivate the field effect transistors in response to others of the field effect transistors experiencing an increase in current during the switching.

[0040] According to one embodiment, the one or more controllers are further programmed to sequentially switch each of the field effect transistors while the field effect transistors are passing current and to deactivate the field effect transistor in response to other of the field effect transistors experiencing an increase in current during the switching and a difference in the magnitude of the current exceeding a threshold.

[0041] According to one embodiment, the one or more controllers are further programmed to maintain operation of the field effect transistor while the field effect transistor is passing current and in response to others of the field effect transistors experiencing an increase in current during the switching and the difference being less than the threshold.

[0042] According to one embodiment, the one or more controllers are further programmed to generate an alarm for one of the field effect transistors in response to the electrical parameter caused by a corresponding ripple being reported for more than one of the inputs.

[0043] According to one embodiment, the electrical parameter is voltage.

[0044] According to the present invention, a method includes sequentially switching each of a plurality of field effect transistors of a power distribution module of a vehicle while the field effect transistors are delivering current to a retrofit load, and deactivating the field effect transistor in response to others of the field effect transistors experiencing an increase in current during the switching.

[0045] In one aspect of the invention, the method comprises sequentially pulsing the field effect transistors while they are connected to at least one input of a modifier power module and preventing operation of the modifier power module for one of the field effect transistors in response to an electrical parameter caused by a corresponding pulsation being reported for more than one of the inputs.

[0046] In one aspect of the invention, the method includes enabling, for each of the field effect transistors, the modifier power module in response to an electrical parameter caused by a ripple being reported for only one of the inputs.

[0047] In one aspect of the invention, the method comprises sequentially pulsing the field effect transistors while the field effect transistors are connected to at least one input of a modifier power module and preventing operation of the modifier power module for two or more of the field effect transistors in response to electrical parameters caused by corresponding pulsations being reported for one and the same of the inputs.

[0048] In one aspect of the invention, the method includes enabling, for each of the field effect transistors, the modifier power module in response to an electrical parameter caused by a ripple being reported for only one of the inputs.

[0049] In one aspect of the invention, the method includes generating an alarm for the one of the field effect transistors in response to an electrical parameter caused by a corresponding ripple being reported for more than one of the inputs.

[0050] According to the present invention, there is provided a power control system for a vehicle having one or more controllers programmed to, after activation of the vehicle, sequentially pulse field effect transistors of a power distribution module of the vehicle connected to inputs of a retrofit power module and to inhibit operation of the retrofit power module in response to electrical parameters caused by corresponding pulsations being reported to the same of the inputs for at least two of the field effect transistors.

[0051] According to one embodiment, the one or more controllers are further programmed to: inhibit operation of the retrofitter power module for one of the field effect transistors in response to an electrical parameter caused by a corresponding ripple being reported for more than one of the inputs.

[0052] According to one embodiment, the one or more controllers are further programmed to enable the retrofitter power module for each of the field effect transistors in response to an electrical parameter caused by pulsation being reported for only one of the inputs.

[0053] According to one embodiment, the one or more controllers are further programmed to sequentially switch each of the field effect transistors while the field effect transistors are passing current and to deactivate the field effect transistors in response to others of the field effect transistors experiencing an increase in current during the switching.

[0054] According to one embodiment, the one or more controllers are further programmed to generate an alarm for at least two of the field effect transistors in response to the electrical parameter being caused by corresponding pulsations being reported for the same one of the inputs.

[0055] According to one embodiment, the electrical parameter is voltage.

Claims

1. A vehicle comprising: a power distribution module, the power distribution module comprising a plurality of field effect transistors and a plurality of corresponding output terminals, the plurality of corresponding output terminals each being configured to be connected to one of the plurality of input terminals of the retrofitter power module; as well as One or more controllers programmed to, after activation of the vehicle, sequentially pulse the field effect transistors and to inhibit operation of the retrofit power module for one of the field effect transistors in response to an electrical parameter caused by a corresponding pulsation being reported for more than one of the inputs.

2. The vehicle of claim 1 wherein the one or more controllers are further programmed to, after activation of the vehicle, inhibit operation of the retrofit power module for two or more of the field effect transistors in response to electrical parameters caused by corresponding pulsations being reported to the same one of the input terminals.

3. The vehicle of claim 1 wherein the one or more controllers are further programmed to enable the modifier power module for each of the field effect transistors in response to an electrical parameter caused by pulsation being reported for only one of the input terminals.

4. The vehicle of claim 1 wherein the one or more controllers are further programmed to sequentially switch each of the field effect transistors while the field effect transistors are passing current and to deactivate the field effect transistor in response to others of the field effect transistors experiencing an increase in current during the switching period.

5. The vehicle of claim 1 wherein the one or more controllers are further programmed to sequentially switch each of the field effect transistors while the field effect transistors are passing current and to deactivate the field effect transistor in response to others of the field effect transistors experiencing an increase in current during the switching and a difference in the magnitude of the current exceeding a threshold.

6. A vehicle as described in claim 5 wherein the one or more controllers are further programmed to maintain operation of the field effect transistor while the field effect transistor is passing current and in response to the other of the field effect transistors experiencing an increase in current during the switching and the difference being less than the threshold.

7. A method comprising: A plurality of field effect transistors of a power distribution module of a vehicle are sequentially switched while delivering current to a retrofit load and the field effect transistors are deactivated in response to others of the field effect transistors experiencing an increase in current during the switching.

8. The method of claim 7, further comprising: The field effect transistors are sequentially pulsed while the field effect transistors are connected to at least one input of a modifier power module, and operation of the modifier power module is inhibited for one of the field effect transistors in response to an electrical parameter caused by a corresponding pulsation being reported for more than one of the inputs.

9. The method of claim 8, further comprising: The modifier power module is enabled for each of the field effect transistors in response to an electrical parameter caused by a ripple being reported for only one of the inputs.

10. The method of claim 7, further comprising: The field effect transistors are sequentially pulsed when the field effect transistors are connected to at least one input of a modifier power module and operation of the modifier power module is inhibited for two or more of the field effect transistors in response to electrical parameters caused by corresponding pulsations being reported for the same one of the inputs.

11. The method of claim 10, further comprising: The modifier power module is enabled for each of the field effect transistors in response to an electrical parameter caused by a ripple being reported for only one of the inputs.

12. The method of claim 7, further comprising: An alarm is generated for the one of the field effect transistors in response to an electrical parameter caused by a corresponding ripple being reported for more than one of the inputs.

13. A power control system for a vehicle, comprising: One or more controllers programmed to, after activation of the vehicle, sequentially pulse field effect transistors of a power distribution module of the vehicle connected to inputs of a retrofit power module and, for at least two of the field effect transistors, inhibit operation of the retrofit power module in response to electrical parameters caused by corresponding pulsations being reported to the same one of the inputs.

14. The power control system of claim 13 wherein said one or more controllers are further programmed to: inhibit operation of said retrofit power module for one of said field effect transistors in response to an electrical parameter caused by said corresponding ripple being reported for more than one of said input terminals.

15. The power control system of claim 13, wherein the one or more controllers are further programmed to enable the retrofitter power module for each of the field effect transistors in response to an electrical parameter caused by pulsation being reported for only one of the input terminals.

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