ELECTRIC VEHICLE SYSTEM

Abstract

Electrical system (2) for a motor vehicle, wherein the electrical system (2) comprises the following: one or more vehicle batteries (4) configured to provide electrical power to one or more vehicle systems; a port (12) which is configured to allow one or more third-party loads (32) and / or one or more Third-party batteries (34) are electrically connected to the vehicle's electrical system (2) via the connection (12); a relay (14) configured to selectively connect the terminal (12) to the vehicle batteries (4); and a control unit (16) configured to control the operation of the relay (14), wherein the control unit (16) is configured to determine a voltage of the third-party batteries (34) and / or loads (32); and wherein the control unit (16) is configured to control the operation of the relay (14) at least partially according to the specified voltage; wherein the control unit (16) is configured to determine a battery configuration of the vehicle batteries (4) and / or third-party batteries (34); and wherein the control unit (16) is configured to determine the operation of the relay (14) at least partially according to the specific battery configuration; and the battery configuration includes a battery type provided in the motor vehicle and / or a third-party battery type connected via the terminal (12); and wherein the battery configuration comprises a number of vehicle batteries (4) provided in the electrical system and / or a number of third-party batteries (34) electrically coupled to the electrical system (2) via the connection (12); and wherein the control unit (16) is configured to detect engine ignition activation; and wherein the control unit (16) is configured to determine a voltage of the third-party batteries (34) and / or loads (32); and wherein the control unit (16) is configured to provide an output signal if engine ignition activation is detected when the specified voltage is above a first threshold.

Description

Technical field

[0001] The present disclosure relates to an electrical system for a vehicle and specifically, though not exclusively, addresses an electrical system for a vehicle configured to allow the integration of loads and / or batteries from third-party manufacturers. background

[0002] Many light commercial vehicles undergo some form of electrical modification after manufacturing to install additional electrical equipment from third-party manufacturers, which is desired due to its specific purpose or application. Such modifications vary in size and complexity, from simply adding extra lighting to completely converting the light commercial vehicle into an emergency vehicle, which can be equipped with sirens, emergency lighting, specialized equipment, and additional batteries to power the equipment for extended periods.

[0003] Electric conversion is widespread for some vehicles; for example, approximately 70% of all Ford Transits (RTM) are converted to electric power to some extent. When electric conversion is common for a particular vehicle, it may be desirable for the vehicle manufacturer to provide authorized conversion companies with appropriate technical information to enable the proper integration of third-party batteries and electrical systems into the vehicle's existing electrical system. Additionally, in some cases, vehicle manufacturers may offer specific conversion services themselves, which are carried out by the vehicle manufacturers or specialized external providers after the vehicle has been manufactured, for example, after it has left the main production facility.

[0004] DE 10 2012 218 503 A1 discloses a vehicle with an on-board electrical system that includes an on-board power socket to which an external electrical consumer can be connected. The vehicle includes a socket cable that is assigned to the on-board power socket for electrical supply, the socket cable having a switching element. A control unit switches the switching element depending on a voltage comparator and / or depending on a limit value comparator.

[0005] US Patent 5,488,283 A discloses a battery system for a vehicle with a main battery to power the vehicle's SLI circuits and an auxiliary battery to power the vehicle's EHC system. The battery system supports the auxiliary battery under certain conditions using the main battery and under other conditions using the auxiliary battery. The battery system provides opportunity charging of the auxiliary battery as soon as the vehicle's engine is running, whereby the auxiliary battery shares the charging current with the main battery and gradually connects the auxiliary battery to the charging current source for the main battery.

[0006] From DE 10 2007 015 113 A1, a method for the automatic detection and (re)charging of an auxiliary battery in a vehicle can be derived. In this method, the state of the main battery is displayed via a battery indicator system, and the charging of the main battery is controlled accordingly via a control unit. Furthermore, at least one auxiliary battery is charged via a control circuit. The method provides that, in a first step, the presence of an auxiliary battery is detected via at least one controllable generator, the battery indicator system, and the control unit. In a second step, the voltage is increased to (re)charge the auxiliary battery.

[0007] Even when modifications are carried out by professional conversion shops, intensive use of aftermarket electrical systems can negatively impact the vehicle's original electrical system. Similarly, such aftermarket systems may exhibit high-current standby modes or be inefficiently insulated when not needed. This can disrupt the vehicle's normal operation, potentially preventing the engine from starting or reducing battery life. Summary of the invention

[0008] According to one aspect of the present disclosure, an electrical system for a motor vehicle is provided with the features of claim 1. Advantageous embodiments of the system according to the invention are specified in the dependent claims and the following description.

[0009] Third-party loads and batteries can be loads and batteries that are not part of the vehicle's product range; for example, they may not have been fitted in the vehicle's original manufacturing facility. They may not have been fitted by the original equipment manufacturer of the vehicle on which they are mounted. Third-party loads and batteries can be fitted after the vehicle's manufacture as a modification and / or individual customization. The third-party loads and batteries can be permanently installed in the vehicle, i.e., attached to it.

[0010] The connection can be a power supply connection. Third-party loads and batteries can be provided within a third-party electrical system.

[0011] The control unit can be configured to determine a battery configuration for the vehicle batteries and / or third-party batteries. The battery configuration can include a battery type provided in the vehicle and / or a third-party battery type connected via the terminal. For example, the batteries can be wet-cell, absorbent glass mat (AGM), or gel-type lead-acid batteries, or a combination of these types. Additionally or alternatively, the battery configuration can include a number of vehicle batteries provided in the electrical system and / or a number of third-party batteries electrically connected to the electrical system via the terminal. The control unit can be configured to control the operation of the relay, at least partially, according to the specified battery configuration.

[0012] The control unit can be configured to detect engine ignition activation, e.g., to detect that the electrical system has been configured to provide electrical power to an ignition system of one of the vehicle's engines.

[0013] The control unit can be configured to determine the voltage of third-party batteries and / or loads. The control unit can further be configured to provide an output signal if engine ignition activation is detected when the determined voltage exceeds a first, e.g., upper, threshold. The first threshold can be a voltage level at which it can be determined that an external charger is being used to charge a battery of a third-party (or the vehicle's) electrical system. The electrical system can include a warning device that, upon receiving the output signal, alerts the driver that the third-party batteries are being charged. The output signal can therefore be configured to alert the driver that the third-party batteries are being charged.This can reduce the likelihood that the driver will drive off even though charging cables are attached to the vehicle.

[0014] The control unit can be configured to operate the relay to isolate the connection from the vehicle batteries when engine ignition activation is detected. Additionally or alternatively, the control unit can be configured to operate the relay to isolate the connection from the vehicle batteries when an engine start attempt is detected. In either case, isolating the connection from the vehicle batteries can protect aftermarket batteries from being subjected to high starter currents.

[0015] The control unit can be configured to detect a first engine start attempt. The control unit can also be configured to detect a second engine start attempt. If the second engine start attempt is detected within a predetermined time period after the first engine start event, the control unit can activate the relay to connect to the vehicle batteries. This allows third-party batteries to be connected to the vehicle's electrical system to assist the vehicle batteries in providing power to the starter if the first start attempt fails. This allows the vehicle's engine to start if the vehicle batteries have too low a charge to start the engine by other means.

[0016] The control unit can be configured to determine the voltage of the batteries and / or third-party loads. The control unit can also be configured to control the relay to connect to the batteries if the specified voltage is at or above a second, lower threshold. (The second threshold could be a voltage value indicating a low or minimum charge level.) This can ensure that the third-party batteries are not connected to the vehicle's electrical system, for example, to assist with starting if the third-party battery voltage is too low and could negatively affect engine starting.

[0017] The control unit can be configured to detect an engine start, for example, to determine when the engine was started. The control unit can further be configured to control the relay to connect the battery terminals after a second period, for example, after the engine start has been detected. This allows third-party loads to be powered by the vehicle's electrical system, such as the vehicle batteries and / or an in-vehicle alternator, after the engine has started.

[0018] The control unit can be configured to determine the voltage of the aftermarket batteries or loads. The duration of the second period can be determined, at least partially, according to the determined voltage. The control unit can be configured to activate the alternator before connecting the vehicle's electrical system to the aftermarket batteries or loads. For example, if the voltage of the aftermarket batteries is low, it may be undesirable to connect the aftermarket system to the vehicle's electrical system until the vehicle's alternator is operating to provide power to the electrical system. Controlling the operation of the vehicle's charging system, such as the alternator, before connecting high-power aftermarket loads can compensate for voltage drop problems caused by the inrush currents of aftermarket systems affecting other vehicle systems.

[0019] The control unit can be configured to manage the operation of the vehicle's alternator to provide power to the vehicle's electrical system after a successful engine start. The control unit can also be configured to manage alternator operation, for example, to activate the vehicle's alternator to provide power to aftermarket loads and / or aftermarket batteries after a successful engine start. The control unit can be configured to monitor the voltage of the aftermarket batteries and / or loads. The control unit can be configured to manage alternator operation to provide power to the vehicle's electrical system if the monitored voltage of the aftermarket batteries and / or loads falls below a second threshold.The specific voltage can be taken into account as long as the charge level of the third-party batteries is not low or a large current is consumed by the third-party batteries, it may not be desirable for the control unit to activate the alternator.

[0020] The control unit can be configured to determine the battery configuration of the vehicle batteries and / or third-party batteries. The second threshold can be determined, at least partially, according to the battery configuration. For example, the second threshold can be set according to the type and / or number of third-party batteries connected to the terminal, such as those provided in a third-party electrical system.

[0021] The control unit can be configured to detect the voltage of the aftermarket batteries and / or loads. The control unit can be configured to activate the relay to connect to the vehicle batteries when the detected voltage exceeds a predefined threshold. (The predefined threshold may be a voltage level at which it can be determined that an external charger is being used to charge a battery in the aftermarket or vehicle electrical system.) This allows the vehicle batteries to be charged by a charger connected to the aftermarket batteries. It may be desirable to charge the vehicle batteries in this way when the engine is detected to be off.Additionally or alternatively, the control unit can be configured to control the relay to isolate the connection from the vehicle batteries after the engine has started if the voltage exceeds a certain initial (upper) threshold. (The initial threshold may be a voltage level at which it can be determined that an external charger is being used to charge a battery in the vehicle's electrical system, either a third-party battery or a battery in the vehicle's electrical system.) It may be undesirable to connect the terminal to the vehicle batteries if a charger is being used to charge the third-party batteries while the engine is running.

[0022] The control unit can be configured to detect an engine shutdown event, for example, to determine when the engine stopped running. The control unit can be configured to determine whether the engine stopped running due to an engine start / stop system or because the engine ignition was deactivated.

[0023] The control unit can also be configured to control the relay to isolate the connection from the vehicle batteries after a third period following the engine shutdown event. This can prevent the vehicle batteries from being discharged by third-party loads.

[0024] The control unit can also be configured to control the relay to isolate the connection from the vehicle batteries immediately after the engine shutdown event, if the engine shutdown event was caused by an engine start / stop system. This can allow a subsequent engine start by the engine start / stop system to be successful.

[0025] The control unit can be configured to determine the battery configuration of the vehicle batteries and / or third-party batteries. The third period can be determined, at least partially, according to the battery configuration.

[0026] The control unit can be configured to control the relay to isolate the connection from the vehicle batteries when a voltage of the vehicle batteries falls below a second threshold, e.g. to prevent the state of charge of the vehicle batteries from being reduced to an undesirable level.

[0027] The control unit can be configured to control the relay to isolate the connection from the vehicle batteries if the vehicle battery voltage remains below a second threshold for a fifth period after the engine shutdown event. Delaying the isolation of the connection from the batteries allows for tolerance of high inrush currents from third-party loads, which can briefly reduce the battery voltage.

[0028] The control unit can be configured to provide a low-voltage warning signal if the vehicle battery voltage remains below a second threshold for a fourth period after the engine shutdown event. For example, the control unit can warn a vehicle user that a relay may be open or that third-party loads are drawing high current, which has reduced the electrical system voltage. The fourth period can be shorter than the fifth. The electrical system can include a warning device that, upon receiving the low-voltage warning signal, can issue a warning to the operator, for example, to allow time for urgent action to prevent the problem of no power before isolating the connection from the vehicle batteries.

[0029] The control unit can predict the future voltage of the vehicle batteries, for example, based on the current state of charge and current loads. If it is determined that the voltage may fall below the second threshold after a predetermined period (e.g., in 30 seconds), the control unit can send a warning signal to the user. This warning signal can indicate to the user that the relay will open shortly. The relay can open when the voltage falls below the second threshold. If the drop in vehicle battery voltage takes longer than predicted, the opening of the relay can be delayed until the voltage actually falls below the second threshold. Conversely, if the drop in vehicle battery voltage is faster than predicted, the opening of the relay can be delayed until the predetermined period has elapsed, e.g.,so that performance is not lost to the third-party system before the user expects it.

[0030] The control unit can be configured to determine the battery configuration of the vehicle batteries and / or third-party batteries. The second threshold can be determined, at least partially, according to the battery configuration.

[0031] The control unit can be configured to correlate the state of charge of third-party batteries, for example, to determine their state of charge based on their voltage. State of charge correlation can be performed when it is determined or predicted that the third-party loads will not draw power from the third-party batteries, for example, to improve the accuracy of the state of charge check. The control unit can also be configured to determine a charging time for the third-party batteries, for example, based on their state of charge. The control unit can determine the charging time by accessing a data model or a lookup table of charging times stored in the control unit's memory or elsewhere.The control unit can be configured to prepare for the operation of the vehicle's alternator to charge the aftermarket batteries when a subsequent engine start is detected. For example, the control unit can store a specific charging time in memory and control the alternator's operation until it has been running for the specified charging time.

[0032] The electrical system may also include a temperature sensor. The temperature sensor may be configured to record a temperature, such as the air temperature at or near the control unit, the vehicle batteries, or third-party batteries. The control unit may be configured to determine a temperature from the temperature sensor, such as a temperature recorded by the temperature sensor. The first threshold may be determined, at least partially, according to the temperature recorded by the temperature sensor. Additionally or alternatively, the third time period may be determined, at least partially, according to a temperature recorded by the temperature sensor. This may allow the vehicle batteries to be kept at a higher state of charge to improve engine starting in cold conditions.

[0033] The control unit may have an override input. This override input allows a user to delay isolating the connection from the vehicle batteries after a warning signal provided to the user. The delay can be for a predetermined period. The number of permissible overrides can be limited over a specific time period. Such a feature can advantageously allow the user to complete a task, such as retracting a lift.

[0034] The control unit may include an input to receive a signal from other vehicle systems. This signal can instruct the control unit to disconnect the vehicle batteries. For example, a vehicle system such as a power management system might require a large load and can instruct the control unit to disconnect third-party loads to ensure sufficient power is available for the vehicle system.

[0035] As mentioned above, the first threshold can be a voltage indicating a battery's state of charge, and the second threshold can specify a low or minimum acceptable voltage for the battery. Accordingly, the first threshold voltage value is assumed to be higher than the second threshold voltage value. However, the first and second thresholds cannot be fixed and can vary depending on the specific situation, battery, and / or battery configuration.

[0036] The various voltage and time threshold values ​​mentioned above can be selected to reflect the likely values ​​that apply to real-world third-party loads for commercial vehicles.

[0037] According to another aspect of the present disclosure, a vehicle is also provided which includes the electrical system according to a previously mentioned aspect of the disclosure.

[0038] According to a further aspect of the present disclosure, a method for controlling the operation of an electrical system of a motor vehicle with the features of claim 32 is also provided. Advantageous embodiments of the method according to the invention are given in the following description. The method can include determining a voltage of the third-party batteries and / or loads. The operation of the relay can be controlled at least partially according to the determined voltage.

[0039] The procedure can include determining the battery configuration of the vehicle batteries and / or third-party batteries. The operation of the relay can be controlled, at least partially, according to the determined battery configuration.

[0040] The procedure may also include the detection of an engine ignition activation and / or an engine start attempt.

[0041] The method may include determining the voltage of third-party batteries and / or loads. The method may further include providing an output signal if engine ignition activation is detected when the determined voltage exceeds a first threshold.

[0042] The relay can be controlled to isolate the connection from the vehicle batteries when engine ignition activation is detected. Additionally or alternatively, the relay can be controlled to isolate the connection from the vehicle batteries when an engine start attempt is detected.

[0043] The procedure may include: detecting a first engine start attempt; detecting a second engine start attempt; and controlling the operation of the relay to couple the connection to the vehicle batteries if the second engine start attempt is detected within a first predetermined period after the first engine start attempt.

[0044] The procedure may include the following: determining the voltage of third-party batteries and / or loads. The operation of the relay can be controlled to connect to the batteries if the determined voltage is at or above a second threshold.

[0045] The procedure may include: detecting an engine start; controlling the relay to couple the connection to the batteries after a second period, e.g., after the engine start.

[0046] The procedure may include the following: determining the voltage of third-party batteries and / or loads. The length of the second period can be determined, at least partially, according to the determined voltage.

[0047] The procedure may include controlling the operation of the vehicle's alternator to provide power to the vehicle's electrical system after a successful engine start.

[0048] The procedure may include determining the voltage of third-party batteries and / or loads. The alternator can be controlled to provide power to the vehicle's electrical system if the determined voltage falls below a second threshold.

[0049] The procedure may include determining the battery configuration of the vehicle batteries and / or third-party batteries. The second threshold can be determined, at least partially, according to the battery configuration.

[0050] The procedure may include determining the voltage of third-party batteries and / or loads. The procedure may further include controlling the operation of the relay to isolate the connection from the vehicle batteries after the engine has been started if the determined voltage exceeds a first threshold.

[0051] The procedure may include determining the voltage of third-party batteries and / or loads. The procedure may further include controlling the relay to connect to the vehicle batteries if the determined voltage exceeds a first threshold.

[0052] The method may further include detecting an engine shutdown event. The method may further include controlling the operation of the relay to isolate the connection from the vehicle batteries after a third period following the engine shutdown event.

[0053] The procedure may include determining the battery configuration of the vehicle batteries and / or third-party batteries. The third period can be determined, at least partially, according to the battery configuration.

[0054] The procedure may include controlling the operation of the relay to isolate the connection from the batteries when a battery voltage falls below a second threshold.

[0055] The procedure may include controlling the operation of the relay to isolate the connection from the vehicle batteries if the voltage of the vehicle batteries remains below a second threshold for a fifth period after the engine shutdown event.

[0056] The procedure may include providing a warning signal via a low voltage if the voltage of the vehicle batteries remains below a second threshold for a fourth period of time after the engine shutdown event.

[0057] The procedure may include determining the battery configuration of the vehicle batteries and / or third-party batteries. The second threshold can be determined, at least partially, according to the battery configuration.

[0058] The procedure may include: correlating the state of charge of the aftermarket batteries; determining a charging time for the aftermarket batteries; and preparing to control the operation of the vehicle's alternator to charge the batteries when a subsequent engine start is detected. For example, the procedure may include storing the determined charging time in a memory and controlling the operation of the alternator until it has been operated for the specified charging time.

[0059] The electrical system may also include a temperature sensor. The procedure may involve determining a temperature from the temperature sensor. The first threshold can be determined, at least partially, according to the temperature from the temperature sensor. Additionally or alternatively, the third period can be determined, at least partially, according to the temperature from the temperature sensor. For example, the control unit may be configured to increase the third period when temperatures are higher and decrease it when temperatures are lower. In other words, the aftermarket system can remain connected to the vehicle's electrical system for a longer period after the engine is switched off in summer than in winter. This feature could be particularly useful for vehicles intended for use in countries with cold climates, e.g.,the Nordic market, where more energy may be needed for a cold engine start.

[0060] The systems and methods disclosed herein advantageously control the operation of the relay to protect third-party batteries from unnecessary start-up cycles, such as high inrush currents that can damage batteries like auxiliary batteries. Furthermore, the systems and methods disclosed herein advantageously control the operation of the relay to maximize the residual energy in the vehicle battery systems by intelligently isolating third-party loads when they are not in use. The various control units described herein improve fuel efficiency, reduce emissions due to the shorter overall charging time required, and can also reduce battery warranty issues. Furthermore, intelligent control of the relay by monitoring the remaining state-of-charge voltage in the vehicle battery can help ensure that sufficient energy remains to start the engine.Furthermore, the intelligent control of the relay provides the vehicle user with the homologation requirements for the normal driving cycle of the vehicle, but also provides - if necessary - a powerful working solution for an electric power take-off for the commercial vehicle sector.

[0061] To avoid unnecessary work and repetition in the description, certain features are described only in relation to one or more aspects or embodiments of the invention. However, it is understood that, where technically feasible, features described in relation to any aspect or embodiment of the invention may also be used in any other aspect or embodiment of the invention. Brief description of the drawings

[0062] For a better understanding of the present invention and to show more clearly how it can be implemented, reference is now made to the accompanying drawings by way of example, wherein: Fig. 1 a schematic representation of an electrical system for a vehicle configured to facilitate electrical conversion according to arrangements of the present disclosure; Fig. 2 a schematic representation of an electrical system for a vehicle that has undergone an electrical conversion according to an arrangement of the present disclosure; Fig. 3 is a schematic representation of an electrical system for a vehicle that has undergone an electrical conversion according to a further arrangement of the present disclosure; Fig. 4 shows a method for operating a vehicle in accordance with an arrangement of the present disclosure; Fig. 5 shows a method for operating a vehicle according to a further arrangement of the present disclosure; Fig. 6 shows a method for operating a vehicle in accordance with a further arrangement of the present disclosure; Fig. 7 shows a method for operating a vehicle according to a further arrangement of the present disclosure; and Fig. Figure 8 is a graph showing an example of a voltage profile over time for the voltage of an electrical system from a third-party manufacturer during the operation of one or more loads from a third-party manufacturer according to arrangements of the invention. Detailed description

[0063] Referring to Fig. 1 can comprise an electrical system 2 for a vehicle, e.g., a motor vehicle, one or more batteries 4, a starter 6, an alternator 8, and one or more vehicle loads 10. The vehicle loads 10 can include any systems of the vehicle that require electrical power, such as an engine ignition system, headlights, an air conditioning system, and / or a stereo system.

[0064] Regarding the operation of the vehicle, the batteries 4 can be configured to provide power to the starter 6 and to start the vehicle's engine. While the engine is running, the alternator 8 can be driven by the engine to generate electricity to charge the battery 4 and to provide electrical power for the vehicle's loads 10.

[0065] To improve the efficiency of the vehicle and / or the batteries 4, an intelligent charging system can be used. The intelligent charging system can selectively deactivate the alternator 8, for example, disconnecting the alternator from the electrical system 2, when the battery is at or near its optimal state of charge (SOC). The intelligent charging system can selectively reactivate the alternator 8 to charge the battery 4 and maintain the battery at or near its optimal SOC. For example, the alternator can be activated as needed to maintain the battery 4 charge at 65% to 80%, or within any other range. Deactivating the alternator 8 can prevent it from drawing power from the engine, which can increase engine efficiency.The lifespan of battery 4 can be further improved by keeping it at or near its optimal charge level without being continuously charged while the engine is running.

[0066] As described above, if electrical system 2 is provided in a light commercial vehicle, it may be desirable to facilitate the electrical modification of the vehicle by vehicle conversion companies or the vehicle manufacturer to install non-standard electrical equipment from third-party manufacturers. To facilitate the connection of third-party electrical systems to the vehicle's electrical system 2, electrical system 2 may include a connector 12.

[0067] The terminal 12 can be configured to connect to the third-party electrical system 30, which in relation to Fig. As described further below, this allows the third-party electrical system 30 to be electrically coupled to the vehicle's electrical system 2 and to draw power from the batteries 4 and / or the alternator 8. Connection 12 can be a power take-off connection for the third-party electrical system 30. Connection 12 can be provided at a convenient location on the vehicle to offer easy access for vehicle conversion companies, enabling the third-party electrical system 30 to be electrically coupled to the vehicle's electrical system 2.

[0068] A relay 14 can be provided with the vehicle's electrical system between batteries 4 and terminal 12. The relay 14 can be configured to selectively connect terminal 12 to batteries 4 and / or alternator 8, allowing the aftermarket electrical system 30 to draw power from batteries 4 and / or alternator 8.

[0069] In relation to Fig. 2. The vehicle's electrical system 2 can be connected to a third-party electrical system 30 at terminal 12. The third-party electrical system 30 can include one or more third-party loads 32. The third-party loads can include, for example, additional lighting, electrical inverters, hydraulic pumps, or other electrical devices and equipment.

[0070] As in Fig. As shown in Figure 2, the third-party electrical systems 30 may not include a third-party battery, which is why the operation of the loads 32 may depend on the electrical power supplied by the batteries 4 and / or the alternator 8. Alternatively, the third-party electrical system 30 may, as shown in Figure 2, Fig. 3 shown, comprising one or more third-party batteries 34 that provide power for the third-party loads 32 when the third-party electrical system 30 is not coupled to the vehicle's electrical system 2, e.g. when relay 14 is open.

[0071] If the third-party electrical system 30 includes a third-party battery 34, the third-party electrical system can be powered by the third-party battery 34, the vehicle batteries 4, and / or the alternator 8 when relay 14 is closed. If the third-party battery 34 has a low state of charge, it can be charged by the alternator 8 and / or the vehicle batteries 4. Alternatively, if the third-party battery 34 operates at a higher voltage than, or is capable of operating at, the vehicle batteries 4, it can be charged by the third-party batteries 34 when relay 14 is closed.

[0072] As in Fig. As shown in Figures 1 to 3, the electrical system 2 can further comprise a control unit 16. The control unit 16 can be configured to control the operation of the relay 14 in order to selectively connect or disconnect the terminal 12 from the batteries 4 and / or the alternator 8.

[0073] The control unit 16 can include a variety of inputs 18, which the control unit can consider to determine how the relay 14 is controlled. The inputs 18 can be configured to receive signals indicating the status and / or condition of the vehicle's electrical system and / or the third-party electrical system 30. For example, a first input 18a can receive a signal indicating the state of charge of the vehicle batteries 4, e.g., a voltage in the vehicle batteries; a second input 18b can receive a signal indicating the state of charge of the third-party batteries 34, e.g., a voltage in the third-party batteries; a third input 18c can receive a signal indicating whether the vehicle ignition is active, e.g., whether electrical power is being supplied to the vehicle's ignition system to power the engine; and a fourth input 18d can receive a signal indicating whether the vehicle's engine is running.

[0074] In normal operation, the control unit 16 can consider the signals indicating the status and / or condition of the above-described electrical vehicle system 2 and / or third-party system 30 and determine whether it is more advantageous for the relay 14 to be open or closed. This determination can be made by performing one or more of the procedures described in more detail below. However, under certain conditions, it may be desirable to override a determination made by the control unit 16 to control the relay so that it opens or closes, for example, to isolate third-party systems or to provide power to them, e.g., in an emergency. A fifth input 18e can be configured to allow the relay 14 to open, and a sixth input 18f can be configured to allow the relay to close.

[0075] The override input allows a user to delay isolating the connection from the vehicle battery after a warning signal provided to the user. The delay can be a predetermined period. The number of permissible overrides can be limited over a specific time period. Such a feature can advantageously allow the user to complete a task, such as retracting a lift.

[0076] One or more of the control inputs 18 can further be configured to allow the control of other vehicle systems; for example, a seventh input 18g can be provided to allow control of the alternator's operation. These inputs can be used by the control unit 16 to generate outputs that are to be sent by the control unit 16 to another control unit, such as a powertrain control module (PCM) 22 provided in the vehicle, to execute the command. Providing such inputs for the control unit 16 can allow vehicle conversion companies to access other vehicle functions without direct access to the PCM 22.

[0077] If desired, one or more additional inputs 18h, 18i can be provided and configured to receive further information signals from the vehicle or third-party system, either sensor or control inputs as needed. The inputs 18a-18i described above can be provided on the control unit 16 in any order. For example, the control unit can include an additional input that can receive a command from another vehicle module. This other module can instruct the control unit to isolate the third-party loads by opening the relay, for example, when less power is available and only critical systems require it.

[0078] The control unit 16 can include a variety of outputs 20. One or more of the outputs can be configured to provide signals to the relay 14 to open and / or close the relay. For example, a first output 20a can be configured to provide a signal to open the relay 14, and a second output 20b can be configured to provide a signal to close the relay 14.

[0079] Furthermore, one or more of the outputs 20 can be configured to provide additional output signals. For example, a third output 20c can be configured to provide a low battery warning signal when the state of charge of the vehicle batteries falls below a threshold; and a fourth output 20d can be configured to provide a low battery warning signal when the state of charge of third-party batteries falls below a threshold.

[0080] One or more of the outputs 20 can be configured to send control signals to other control units of the vehicle, such as the PCM 22. For example, a fifth output 20e can be configured to send a signal to the PCM to control the operation of the alternator 8. The output from the fifth output 20e can respond to or forward an input signal provided for the seventh input 18g. The control unit 16 can also include one or more additional outputs configured to provide other desired output signals.

[0081] The control unit 16 can include a variety of mode indicator selector switches 22. The mode indicator selector switches can be electrically coupled to each other in certain configurations to select an operating mode of the control unit. For example, the control unit 16 can determine an operating mode by determining the connections existing between the mode indicator selector switches 22. The operating mode of the control unit can be set depending on the characteristics of the vehicle's and / or third-party manufacturer's electrical systems. For example, as shown in Fig. As shown in Figures 1 to 3, the mode indicator selector switches 22 can be electrically coupled in various configurations, for example, according to the presence of a third-party battery in the third-party electrical system 30. The mode indicator selector switches 22 can therefore provide the control unit 16 with information about the battery configuration of the vehicle batteries and / or third-party batteries. The battery configuration can include the number and / or type of batteries provided in the vehicle and / or third-party electrical system, for example, whether the batteries are wet-cell, absorbent glass mat (AGM), or gel-type lead-acid batteries. The control unit 16 can access the battery configuration when controlling the operation of the relay 14, as described below.

[0082] Referring to Fig. The control unit 16 can be configured to control the operation of the relay 14 according to one or more procedures, such as procedures 100, 200, 300 and 400 described below. Each of the procedures described below can be carried out regardless of the operating mode of the control unit 16.

[0083] In relation to Fig. 4. A first procedure 100 with a first step 102 can begin when a motor start event is detected. The motor start event can be detected, for example, by an input at the fourth input 18d of the control unit. The control unit 16 can continue to monitor the fourth input 18d until a second step 104, in which it is determined that the motor has stopped running.

[0084] At the point where the control unit 16 reaches the second step 104, the relay can be closed and the third-party loads 32 can draw power from the vehicle's electrical system 3, e.g., from the batteries 4. The operation of the relay 14 between engine start and engine stop events, e.g., between the first step 102 and the second step 104, can be controlled by a further procedure of the control unit 16, e.g., the third procedure 300 described in more detail below.

[0085] After detecting the engine stop event in the second step 104, the control unit 16 proceeds to the third step 106, in which a permissible operating time is determined. The permissible operating time can represent a period during which third-party loads 32 are permitted to continue consuming power from the vehicle's electrical system 2 after the engine stop event. The permissible operating time can be determined, at least in part, according to the battery configuration of the electrical system 2 and / or the third-party electrical system 30. For example, the permissible operating time may be longer if the electrical system 2 comprises two batteries 4 than if the electrical system comprised a single battery 4.

[0086] In step 4, 108, a permissible minimum voltage of the vehicle's electrical system can be determined. This permissible minimum voltage can be the minimum voltage desirable with regard to battery discharge, for example, to prevent deep discharge or a voltage at which it is impossible to start the vehicle's engine. The permissible minimum voltage can be determined, at least in part, according to the battery configuration of the vehicle's electrical system 2 and / or the electrical system of the third-party manufacturer. For example, if the vehicle's electrical system 2 includes a wet lead-acid battery, the permissible minimum voltage may be higher than if the vehicle's electrical system includes an AGM-type battery.

[0087] The permissible minimum voltage and / or the permissible operating time can be determined by referring to a database or lookup table stored on the control unit 16 or another storage system (not shown). The permissible minimum voltage and / or the permissible operating time can also be determined by taking into account the operating mode selected via the mode indicator selector switches 22; for example, the control unit can compare the operating mode with the data model or lookup table to determine the permissible minimum voltage and / or the permissible operating time.

[0088] Once the permissible minimum voltage and the permissible operating time have been determined, the control unit 16 can enter a control loop 110, in which the control unit 16 monitors the time elapsed since the engine shutdown event as well as the electrical vehicle system 2 and / or the third-party electrical system 30. If the elapsed time reaches the permissible operating time, e.g., is greater than or equal to it, or if the voltage of the electrical vehicle system 2 and / or the third-party electrical system 30 is less than the permissible minimum voltage, e.g., falls below the permissible minimum voltage, the control unit 16 can exit the control loop 110 in the first control step 110a or in the second control step 110b. The control unit can then proceed to a fifth step 112, in which the control unit 16 controls the operation of the relay 14 to disconnect the terminal 12 from the batteries, e.g., to isolate it; e.g., the control unit can open the relay.

[0089] The vehicle's electrical system 2 and / or the control unit 16 may include a temperature sensor (not shown). The temperature sensor may be configured to provide a temperature reading at or near the control unit 16 and / or the vehicle batteries 4. Additionally or alternatively, the third-party electrical systems 32 may include one or more additional temperature sensors (not shown), which may be configured to provide a temperature reading at or near the third-party batteries 34 to the control unit 16. The permissible operating time and / or the permissible minimum voltage may be determined, at least in part, according to temperature readings recorded by the temperature sensors and / or additional temperature sensors. The signals from the temperature sensors and / or additional temperature sensors may, for example, be used to measure the temperature of the vehicle's electrical system 2 and / or the vehicle's electrical system 4.The data will be entered into control unit 16 at the other inputs 18h and 18i.

[0090] In some cases, the third-party electrical loads 32 may exhibit large inrush currents; for example, the current initially consumed during operation of the third-party electrical loads may be high. In this case, the voltage of the vehicle batteries 4 and / or the third-party batteries 34 may fall below the permissible minimum voltage while the inrush current is being consumed by the third-party load 32. Under these circumstances, it may be undesirable for the control unit 16 to open the relay 14 due to the low voltage. Therefore, when the control unit 16 performs the first procedure 100, it cannot immediately exit the control loop 110 in the second control step 110b if the voltage falls below the permissible minimum value. The control unit 16 can only exit the control loop in the second control step if the voltage remains below the permissible minimum value for a voltage shutdown period, e.g., 60 seconds.

[0091] In relation to Fig. While the control unit 16 is operating in control loop 110, the voltage of the vehicle batteries 4 and / or the third-party electrical system 32 may drop sharply to a value below the permissible minimum value at time T1. This sharp drop at time T1 may be caused by a third-party load that draws a high inrush current when switched on. At time T2, the voltage of the vehicle batteries 4 and / or the third-party electrical system 32 may have returned to the permissible minimum value. The difference between T2 and T1 may be less than the low-voltage disconnection period, which is why the control unit 16 may not open the relay.

[0092] At time T3, the third-party load may be activated, which can draw a high inrush current and cause the voltage of the vehicle batteries 4 and / or the third-party electrical system 32 to fall below the permissible minimum value. At time T5, the voltage may have returned to the permissible minimum value. Time T5 may be less than the low-voltage shutdown period after time T3, which is why the control unit 16 may not open relay 14. The difference between time T4, when the voltage is still below the permissible minimum value, and time T3 may be greater than a low-voltage warning period. If the voltage for the low-voltage warning period is below the permissible minimum value, the control unit 16 may, for example,The control unit sends a warning signal to the driver via a light or a buzzer to indicate that the voltage has dropped below the minimum permissible voltage. At time T5, the voltage may have risen again to a low-voltage warning threshold level, and the control unit may stop sending the warning signal. The low-voltage warning threshold level may be higher than the minimum permissible voltage.

[0093] At time T6, a third-party load may be activated, which can draw a high inrush current and cause the voltage of the vehicle batteries 4 and / or the third-party electrical system 32 to fall below the permissible minimum value. At time T8, which is within the low-voltage shutdown period after T6, the voltage may not yet have returned to the permissible minimum value. Therefore, the control unit can activate the relay to disconnect terminal 12 from the vehicle electrical system 2; for example, the control unit can disconnect from the control loop 110. The control unit 16 may have started sending a warning signal at time T7, for example, after the end of the low-voltage warning period following time T6. If the control unit opens the relay at time T8, it can also stop sending the warning signal.

[0094] When relay 14 is open, the third-party electrical system 30 may no longer be able to draw power from the vehicle batteries 4. This can prevent the vehicle battery 4 from being discharged by the third-party electrical system and can ensure that sufficient power is available to start the vehicle engine. If the third-party electrical system 30 does not include a third-party battery 34, the use of the third-party systems may not continue until the relay is closed. Restarting the vehicle engine may cause the relay to close, for example, because the control unit 16 performs the third procedure 300 described below. However, if the third-party electrical system 30 includes the third-party battery 34, the use of the third-party systems can continue by operating them with the power of the third-party batteries.Third-party batteries can therefore be installed if it is desirable to enable the use of third-party systems, e.g., loads 34, which would otherwise undesirably discharge the vehicle battery 4, e.g., causing the voltage to fall below the permissible minimum value, and / or to extend the period of time in which the third-party systems can be used after an engine stop event.

[0095] Once the process 100 reaches the fifth step 112, the vehicle may be in a state where the engine is not running and the relay is open, thus isolating terminal 12 from batteries 4. In many cases, it may be desirable for the vehicle to remain in this state until the driver starts the engine. However, if a battery charging device is connected to the aftermarket electrical system or the vehicle batteries, it may be desirable for the relay to be closed so that the other aftermarket battery 34 and the vehicle batteries 4 can be charged.

[0096] The control unit 16 can perform a second procedure 200 to allow the vehicle batteries 4 and the third-party batteries 34 to be charged using a single battery charging device.

[0097] The second procedure 200 can begin with a first step 202 if the vehicle engine is not running and relay 14 is open. In a second step 204, the control unit 16 can determine whether the engine has been started. If the engine has been started, the control unit 16 can stop performing the second procedure 200 and proceed to the third procedure 300, described below, to determine whether the relay should be closed.

[0098] If, in the second step 204, it is determined that the engine has not been started, the control unit 16 can proceed to a fourth step 208, in which the voltage of the third-party electrical systems and / or the vehicle batteries 4 is determined and compared with a first, e.g., upper, threshold value. (The first threshold value can be a voltage value at which it is determined that an external charger is being used to charge a battery of the third-party electrical system or vehicle.) If the determined voltage is below the first threshold value, it can be determined that the third-party battery 34 and / or the vehicle battery 4 are not currently being charged. If the batteries are not currently being charged, the control unit 16 can return to the second step to determine whether the engine has been started.The control unit 16 can continue to perform the second and fourth steps until the motor is started or the specified voltage rises above the first threshold.

[0099] If the voltage determined in step 208 exceeds the first threshold, it can be determined that the vehicle batteries 4 and / or the aftermarket batteries 34 are currently being charged. The control unit 16 can therefore proceed to step 210, in which relay 14 is closed and terminal 12 is connected to the vehicle's electrical system 2. Closing the relay ensures that both the vehicle batteries 4 and the aftermarket batteries 34 are being charged. Once relay 14 is closed, the control unit 16 can enter a battery charging control loop 212, which can control the operation of the relay while the batteries are being charged.

[0100] While in control loop 212, the control unit can check in step 212a whether the desired charging time has elapsed; in step 212b whether the engine ignition has been activated; and / or in step 212c whether the voltage has dropped below the first threshold. If any of these conditions are met, it may be desirable to stop charging the batteries, and the control unit 16 can proceed to a sixth step 214 in which relay 14 is open.

[0101] Once the relay has opened in the sixth step 214, the vehicle can be in the same state as at the beginning of the second procedure 200, and the control unit 16 can return to the first step 202. In the second step 204, it can then be detected that the engine is running, which can cause the control unit to begin carrying out the third procedure 300, which is described below.

[0102] If the procedure has already completed the fifth step 210 to close the relay and has already been operating in the charging control loop 212, it may not be desirable for the control unit 16 to return to the fifth step 210 in the second procedure 200, for example, because batteries 4 and 34 are already charged. Therefore, in the fourth step 208, the control unit may only proceed to the fifth step 210 if it is determined that the relay has not closed since the last engine stop event. The control unit 16 may only proceed to the fifth step 210 after a subsequent engine stop event, for example, if the engine is started and then switched off.

[0103] In relation to Fig.At time T9, a charger can be connected to the aftermarket battery 34, causing an increase in the voltage of the aftermarket electrical system 30. At time T10, the voltage of the aftermarket electrical system can reach the first threshold, and thus the control unit 16 can control the operation of relay 14 to couple the connection to the vehicle's electrical system so that the vehicle batteries 4 are charged, e.g., according to procedure 200. At time T11, the vehicle ignition may be activated, and the control unit 16 can open relay 14.

[0104] In most cases, relay 14 is already open when the engine is started. However, in some cases it may be desirable for the relay to be closed when the engine starts. The control of relay 14 during engine starting is described in detail below in relation to the fourth procedure 400.

[0105] If the relay is open when the engine is started, it may be desirable to close the relay, for example, to close the relay immediately as soon as the engine has started, to allow the aftermarket electrical system 30 to draw power from the vehicle's battery 4 and / or alternator 8. However, in some cases, it may not be desirable to close the relay immediately. For example, if the voltage of the aftermarket system is low, it may not be desirable to allow the aftermarket system to draw power from the vehicle's electrical system 2 immediately after the engine starts. Likewise, if the vehicle battery voltage is low, it may not be appropriate to immediately provide power from the vehicle battery 4 to the aftermarket systems.

[0106] To determine whether the relay should be closed after the engine starts, the control unit 16 can perform a third procedure 300. The third procedure 300 can begin with a first step 302, which detects an engine start event. In a second step 304, the control unit 16 can determine a second, i.e., lower, threshold voltage for the third-party electrical system, below which it is not desirable to couple the third-party electrical system with the vehicle's electrical system. (The second threshold can be a voltage value indicating a low or minimum state of charge of a vehicle or third-party battery.)

[0107] The second threshold voltage can be determined, at least in part, according to the battery configuration of the vehicle's electrical system 2 and / or the third-party electrical system 30. The second threshold voltage can be determined by referring to a database or lookup table stored on the control unit 16. The second threshold can be determined by referring to the operating mode determined by the mode indicator selector switches 22.

[0108] In a third step 306, the control unit 16 can compare a voltage of the third-party electrical system 30 and / or a voltage of the vehicle electrical system 2 with the second threshold. If both of the specified voltages are greater than or equal to the second threshold, the relay n can be closed in a fourth step 308. Alternatively, if the specified voltage of the third-party electrical system is below the second threshold, the control unit can proceed to a fifth step 310, in which the control unit 16 sends a control signal to the PCM 22 to ensure that the alternator 8 is operated to provide power for the vehicle electrical system 2. The signal can be sent from the fifth output 20e of the control unit, as mentioned above.Conversely, if the specific voltage of the vehicle's electrical system 2 is below the second threshold, it may not be desirable to switch on the relay until the vehicle batteries have reached an acceptable state of charge.

[0109] In a sixth step 314, the control unit 16 can introduce a delay for a predetermined alternator start-up time period to ensure that the alternator 8 is able to begin supplying power to the vehicle's electrical system 2 and / or the third-party electrical system 30 before the relay 14 closes. The control unit 16 can then proceed to the fourth step 308, in which the relay 14 closes to allow the third-party electrical system 30 to draw power from the vehicle's electrical system, e.g., from the batteries 4 and the alternator 8. By delaying for the predetermined alternator start-up time period, the alternator 8 may be allowed to begin effective operation, and the voltage of the vehicle's electrical system 2 may not be affected by coupling the third-party electrical system 30 to the vehicle's electrical system 2, e.g.,by connecting terminal 12 to the vehicle batteries 4. Furthermore, delaying the closing of relay 14 can make a suitable voltage available, e.g. by the alternator 8, to supply power to third-party systems.

[0110] It may not be desirable to connect an external battery charger to the vehicle's battery system while the engine is running. Therefore, if the voltage of the third-party electrical system is determined to be above the first threshold when an engine start event is detected, the relay may not close. Additionally, the relay may open, for example, immediately, if the voltage of the third-party electrical system exceeds the first threshold (mentioned above in relation to the second procedure 200) while the engine is running. Relay 14 may open only in cases where the vehicle's alternator 8 is not operating, for example, because the alternator itself can increase the voltage of the third-party electrical system 30 above the first threshold.

[0111] If an engine start event is detected while the voltage of the third-party electrical system is above the first threshold, it can be determined that a battery charger may be connected to the third-party electrical system 30. The control unit 16 can therefore provide a warning signal informing the driver of the possibility that a charger is connected to the third-party electrical systems, e.g., to prevent the driver from unintentionally driving away before the charger is disconnected.

[0112] In some cases, it may be desirable to integrate third-party loads 32 into the third-party electrical system 30 that operate at a higher voltage than that provided by batteries 4 and / or third-party batteries 34. In these cases, it may be desirable for the alternator 8 to be operating and the relay to be closed while the third-party load 32 is operating. As mentioned above, the vehicle may include an intelligent charging system that can deactivate the alternator 8 when the battery 4 is within a desired state-of-charge range. Therefore, to ensure that the alternator 8 is operating, the third-party electrical system 30 may include a user input that allows an input to be provided to the seventh control input 18g of the control unit 16.As described above, the control unit 16 can supply the seventh input 18g with the input signal to provide an output from the fifth output 20e for the vehicle's PCM 22. When the signal is received from the fifth output, the PCM can inhibit the intelligent charging system, which can cause the alternator 8 to activate.

[0113] If relay 14 is open when control unit 16 receives a signal at the seventh input 18g, control unit 16 can send the signal to PCM 22 and delay the closing of the relay for the predetermined alternator start time, e.g. approximately 5 seconds.

[0114] If the voltage of the third-party electrical system 30 is too high, it may not be desirable to activate the alternator 8. Therefore, if the voltage of the third-party electrical system exceeds a threshold, the control unit may not provide the signal to the PCM.

[0115] If the control unit 16 stops receiving the signal at the seventh input 18g, the control unit 16 can stop providing the signal to the PCM 22 to control the operation of the alternator 8. The intelligent charging system can then resume control of the alternator 8.

[0116] If the third-party electrical system 30 is equipped with one or more third-party batteries 34, the intelligent charging system may not monitor the state of charge (SOC) of the third-party batteries 34. Therefore, it may be desirable for the control unit 16 to monitor the voltage of the third-party batteries 34 and estimate their SOC. The control unit 16 can monitor the SOC of the third-party batteries 34 via an input at the second input 18b, as described above.

[0117] If the state of charge (SOC) of the third-party batteries 34 falls below a desired range, the control unit 16 can send an alternator control signal to the PCM 22 via the fifth output 20e to control the operation of the alternator 8, e.g., to inhibit the intelligent charging system and activate the alternator 8. If the relay 14 is open, the control unit 16 can, after sending the alternator control signal, delay the predetermined alternator start-up time before closing the relay 14 to allow the third-party battery 34 to be charged by the alternator 8.

[0118] Following an engine stop event, the control unit 16 can correlate the estimated state of charge (SOC) of the third-party battery 34 over a predetermined battery correlation period. During this period, it is highly likely that no power will be consumed by the third-party battery 34. Such SOC correlation can therefore improve the estimation of the third-party battery's SOC.

[0119] Once the state of charge (SOC) has been correlated, the control unit 16, if the SOC is below the desired range, can determine the charging time required to recharge the aftermarket battery 34 until it reaches the desired SOC range again, e.g., a desired state of charge, such as 80%. The control unit 16 can then send the signal to the PCM 22 to control the operation of the alternator 8 until the aftermarket batteries 34 have been charged for the specified required charging time.

[0120] The control unit 16 can track the time the engine has been running while the alternator 8 was operating and the relay 14 was closed, e.g., the duration for which the aftermarket batteries 34 were charged. The control unit 16 can continue to track the charging time across engine start and stop events during the specified required charging time. Once the control unit 16 has determined that the aftermarket batteries 34 have been charged for the specified required charging time, the control unit can stop sending the signal to the PCM 22 to control the operation of the alternator 8. The intelligent charging system can then resume control of the alternator 8.

[0121] If a subsequent engine stop event is detected, the control unit 16 can correlate the estimated state of charge (SOC) of the aftermarket battery system 34 to determine whether further charging is required. The process of controlling the alternator 8 to change the aftermarket battery 34 can be repeated if necessary.

[0122] To determine the charging time required for the third-party battery 34, the control unit 16 can access a database or lookup table provided in a memory of the control unit 16 or other memory (not shown). The charging time can be determined at least partially according to the battery configuration of the vehicle's electrical system 2 and / or the third-party electrical system 30.

[0123] If the third-party electrical system 30 is not equipped with a third-party battery 34, and if the control unit 16 determines that the voltage of the vehicle electrical system 2 or the third-party electrical system 30 corresponds to a state of charge (SOC) below the desired range (e.g., when the relay is closed), the control unit 16 may not close the relay, even if it would otherwise be closed. Preventing the relay from closing is necessary to allow charging of the vehicle battery 4. The intelligent charging system can control the operation of the alternator 8 appropriately to enable charging of the vehicle batteries 4. Therefore, if it is determined that the vehicle batteries 4 are below the desired SOC range, the control unit 16 may not send a signal to the PCM to control the alternator 8.

[0124] As mentioned above, in most cases it may be desirable for relay 14 to be open when the engine is started. This can prevent an interruption in the operation of the third-party loads 32, for example, due to high current draw by the starter 6. Furthermore, any third-party batteries 34 provided in the third-party electrical system 30 may not be subjected to the high current required by the starter 6. In some cases, such as when the state of charge (SOC) of the third-party battery 4 is low, it may be desirable for relay 14 to be closed so that the third-party batteries 34 can provide power to assist in starting the engine. The control unit 16 can perform a fourth procedure 400 to determine whether relay 14 should be closed when the engine is started.

[0125] The fourth procedure 400 can begin with a first step 402 when the control unit 16 determines that the engine ignition has been activated. In a second step 404, the control unit 16 can detect a first engine start attempt. If the engine start event is successful, the fourth procedure 400 can end, and the third procedure 300, described above, can be performed by the control unit 16 to control the operation of relay 14. If the engine start event fails in the second step 404, the control unit 16 can proceed to a control loop 406. The control loop 406 can be configured to determine whether a second engine start attempt has been made within a predetermined engine start attempt period. The control unit 16 can determine in a first control step 406a whether the predetermined engine start attempt period has expired.When the predetermined engine start attempt period has elapsed, the procedure can exit control loop 406 and return to the first step 402. Alternatively, if a second engine start attempt is made within the predetermined engine start attempt period, the control unit can detect the second engine start attempt in a second control step 406b. If a second engine start attempt is detected within the predetermined engine start attempt period, the control unit 16 can immediately close the relay in a third step 408 to allow the aftermarket battery 34 to provide power to the starter 6 to assist in starting the engine. The control unit 16 can delay for a predetermined engine start assistance period in a fourth step 410 to allow time for the starter 6 to start the engine before the relay 14 is reopened in a fifth step 412.After relay 14 reopens, if the engine start attempt is successful, control unit 16 can perform the third procedure 300 described above to further control the operation of relay 14. If the engine does not start, the fourth procedure 400 can end here.

[0126] The controller 16 can be configured such that the fourth procedure 400 is executed only once after each engine stop event. The controller 16 can take into account that the fourth procedure 400 has been executed if the relay closed after detecting a second engine start attempt, e.g., when the procedure reaches the third step 408. The fourth procedure 400 may only be executed after a successful engine start followed by an engine stop.

[0127] Alternatively, the control unit 16 can be configured to allow the fourth procedure 400 to be executed multiple times after an engine stop event. In this case, the fourth procedure 400 can return to the first step 402 if the second engine start event fails and the engine ignition is still enabled. If the engine ignition is disabled during the execution of the fourth procedure 400, for example, during the predetermined engine start attempt period, the control unit 16 can stop executing the fourth procedure 400.

[0128] The vehicle, which includes the electrical vehicle system 2, may be equipped with an automatic engine start / stop system that automatically stops the vehicle's engine under certain conditions, for example, when the vehicle is at rest and idling. If the vehicle is modified, for example, with the third-party electrical system 30, including third-party batteries 34 and / or third-party loads 32, it may be desirable to deactivate the engine start / stop system. For example, if the vehicle were to be converted into an emergency service vehicle, it may be undesirable for the vehicle to stop automatically at an inconvenient time. In some cases, the engine start / stop system may remain activated. In this case, the procedures described above can still be performed. However, the control unit 16 can determine whether the engine has been started due to the engine start / stop system, for example.Whether the engine was stopped while the ignition was still active, the relay can be opened immediately to prevent third-party loads from drawing power from the vehicle battery. This can ensure that the engine is able to restart when controlled by the engine start / stop system.

[0129] Experts in the field of technology will recognize that, although the invention has been described by reference to one or more examples, it is not limited to the disclosed examples and that alternative examples can be generated without deviating from the scope of protection of the invention as defined in the attached claims.

Claims

[1] Electrical system (2) for a motor vehicle, the electrical system (2) comprising: one or more vehicle batteries (4) configured to provide electrical power to one or more vehicle systems; a connector (12) configured to allow one or more third-party loads (32) and / or one or more Third-party batteries (34) are electrically coupled to the electrical vehicle system (2) via the connection (12); a relay (14) configured to selectively couple the terminal (12) to the vehicle batteries (4); and a control unit (16) configured to control the operation of the relay (14), wherein the control unit (16) is configured to determine a voltage of the third-party batteries (34) and / or loads (32); and wherein the control unit (16) is configured to control the operation of the relay (14) at least partially according to the determined voltage; wherein the control unit (16) is configured to determine a battery configuration of the vehicle batteries (4) and / or third-party batteries (34); and wherein the control unit (16) is configured to determine the operation of the relay (14) at least partially according to the determined battery configuration; and the battery configuration comprises a battery type provided in the motor vehicle and / or a third-party battery type coupled via the terminal (12); and wherein the battery configuration comprises a number of vehicle batteries (4) provided in the electrical system and / or a number of third-party batteries (34) electrically coupled to the electrical system (2) via the terminal (12); and wherein the control unit (16) is configured to detect engine ignition activation; and wherein the control unit (16) is configured to determine a voltage of the third-party batteries (34) and / or loads (32); and wherein the control unit (16) is configured to provide an output signal if engine ignition activation is detected when the determined voltage is above a first threshold. [2] The electrical system (2) of claim 1, wherein the first threshold is a voltage value at which it is determined that an external charger is being used to charge one or more of the third-party batteries (34), the electrical system (2) comprising a warning device which, upon receipt of the output signal, triggers a warning to the driver that the third-party batteries (34) are being charged. [3] Electrical system (2) according to one of claims 1 or 2, wherein the control unit (16) is configured to: to control the operation of the relay (14) to isolate the terminal (12) from the vehicle batteries (4) when engine ignition activation is detected. [4] Electrical system (2) according to one of claims 1 to 3, wherein the control unit (16) is configured to: to detect a first engine start attempt; to detect a second engine start attempt; and to control the relay (14) to couple the terminal (12) to the vehicle batteries (4) if the second engine start attempt is detected within a first predetermined period of time from the first engine start event. [5] Electrical system (2) according to claim 4, wherein the control unit (16) is further configured to: to determine a voltage of the third-party batteries (34) and / or loads (32); and wherein the relay (14) is controlled to couple the terminal (12) to the vehicle batteries (4) if the determined voltage is at or above a second threshold. [6] Electrical system (2) according to one of claims 1 to 5, wherein the control unit (16) is further configured to to detect an engine start; to control the relay (14) to couple the terminal (12) to the vehicle batteries (4) after a second period. [7] The electrical system (2) of claim 6, wherein the control unit (16) is further configured to determine a voltage of the third-party batteries (34) and / or loads (32); and wherein the length of the second period is determined at least in part according to the determined voltage. [8] Electrical system (2) according to one of claims 1 to 7, wherein the control unit (16) is further configured to control the operation of an alternator (8) of the motor vehicle to provide power to the electrical system (2) after a successful engine start. [9] The electrical system (2) of claim 8, wherein the control unit (16) is further configured to control operation of the alternator (8) of the motor vehicle to provide power to the third-party loads (32) and / or third-party batteries (34) following a successful engine start. [10] The electrical system (2) of claim 8 or 9, wherein the control unit (16) is configured to determine a voltage of the third-party batteries (34) and / or loads (32); and wherein the control unit (16) is configured to control operation of the alternator (8) to provide power to the electrical system if the determined voltage is below a second threshold. [11] Electrical system (2) according to claim 10, wherein the control unit (16) is configured to activate the alternator (8) before the electrical vehicle system (2) is coupled to the third-party loads (32) and / or batteries. [12] Electrical system (2) according to claim 10 or 11, wherein the control unit (16) is configured to determine a battery configuration of the vehicle batteries (4) and / or third-party batteries (34); and wherein the second threshold is determined at least partially according to the battery configuration. [13] Electrical system (2) according to one of claims 1 to 12, wherein the control unit (16) is configured to determine a voltage of the third-party batteries (34) and / or loads (32); and wherein the control unit (16) is configured to control the relay (14) to isolate the terminal (12) from the vehicle batteries (4) after the engine has been started if the determined voltage is above a first threshold. [14] Electrical system (2) according to one of the preceding claims, wherein the control unit (16) is configured to determine a voltage of the third-party batteries (34) and / or loads (32); and wherein the control unit (16) is configured to control the relay (14) to couple the terminal (12) to the vehicle batteries (4) if the determined voltage is above a first threshold. [15] Electrical system (2) according to claim 14, wherein the control unit (16) allows the vehicle batteries (4) to be charged with a charger connected to the third-party batteries (34). [16] Electrical system (2) according to one of the preceding claims, wherein the control unit (16) is configured to: to detect an engine shutdown event. [17] Electrical system (2) according to claim 16, wherein the control unit (16) is further configured to: to control the relay (14) to disconnect the terminal (12) from the vehicle batteries (4) after a third period following the engine shutdown event. [18] The electrical system (2) of claim 17, wherein the control unit (16) is configured to determine a battery configuration of the vehicle batteries (4) and / or third-party batteries (34); and wherein the third period is determined at least partially according to the battery configuration. [19] Electrical system (2) according to one of claims 16 to 18, wherein the control unit (16) is further configured to: provide a low voltage warning signal if a voltage of the vehicle batteries (4) remains below a second threshold for a fourth period after the engine shutdown event. [20] An electrical system (2) according to claim 19, wherein the electrical system (2) comprises a warning device which, upon receipt of the low voltage warning signal, triggers a warning to the operator. [21] Electrical system (2) according to one of claims 16 to 20, wherein the control unit (16) is further configured to: to control the relay (14) to isolate the terminal (12) from the vehicle batteries (4) if a voltage of the vehicle batteries (4) remains below a second threshold for a fifth period after the engine shutdown event. [22] Electrical system (2) according to one of claims 16 to 21, wherein the control unit (16) is further configured to: to control the relay (14) to isolate the terminal (12) from the vehicle batteries (4) when a voltage of the vehicle batteries (4) falls below a second threshold. [23] Electrical system (2) according to one of claims 19 to 22, wherein the control unit (16) is configured to determine a battery configuration of the vehicle batteries (4) and / or third-party batteries (34); and wherein the second threshold is determined at least partially according to the battery configuration. [24] Electrical system (2) according to one of claims 16 to 23, wherein the control unit (16) is configured to correlate the state of charge of the third-party batteries (34); to determine a charging time for the third-party batteries (34); and to prepare the control of the operation of an alternator of the motor vehicle in order to charge the third-party batteries (34) when a subsequent engine start is detected. [25] Electrical system (2) according to claim 24, wherein the control unit (16) is further configured to: to store the specific loading time in a memory; and to control the operation of the alternator (8) until the alternator (8) has been operated for the specified charging time. [26] Electrical system (2) according to any one of the preceding claims, wherein the electrical system (2) further comprises a temperature sensor. [27] An electrical system (2) according to claim 26 when dependent on claim 1, wherein the first threshold is determined at least in part according to a temperature recorded by the temperature sensor. [28] An electrical system (2) according to claim 26 when dependent on claim 17, wherein the third period of time is determined at least in part according to a temperature recorded by the temperature sensor. [29] An electrical system (2) according to any preceding claim, wherein the control unit (16) includes an override input which enables a user to delay isolating the terminal (12) from the vehicle batteries (4) following a warning signal provided to the user. [30] An electrical system (2) according to any one of the preceding claims, wherein the control unit (16) comprises an input for receiving a signal from other vehicle systems, the signal instructing the control unit (16) to isolate the vehicle batteries (4) from the terminal (12). [31] Vehicle comprising the electrical system (2) according to any one of claims 1 to 30. [32] A method for controlling the operation of an electrical system for a motor vehicle, the electrical system (2) comprising: one or more vehicle batteries (4) configured to provide electrical power to one or more vehicle systems; a connector (12) configured to enable third-party loads (32) and / or third-party batteries (34) to be electrically coupled to the vehicle electrical system via the connector (12); and a relay (14) configured to selectively couple the terminal (12) to the vehicle batteries (4); wherein the method comprises: Controlling the operation of the relay (14) to couple the terminal (12) to the vehicle batteries (4) and / or to isolate the terminal (12) from the vehicle batteries (4); and wherein the control unit (16) is configured to determine a battery configuration of the vehicle batteries (4) and / or third-party batteries (34); and wherein the control unit (16) is configured to determine the operation of the relay (14) at least partially according to the determined battery configuration; and the battery configuration comprises a battery type provided in the motor vehicle and / or a third-party battery type coupled via the terminal (12); and wherein the battery configuration comprises a number of vehicle batteries (4) provided in the electrical system and / or a number of third-party batteries (34) electrically coupled to the electrical system (2) via the terminal (12); and wherein the control unit (16) is configured to detect engine ignition activation; and wherein the control unit (16) is configured to determine a voltage of the third-party batteries (34) and / or loads (32); and wherein the control unit (16) is configured to provide an output signal if engine ignition activation is detected when the determined voltage is above a first threshold.

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