AUTOMATIC VEHICLE SNOW PLOW MODE

Abstract

In response to a signal that a snowplow system is consuming power and the battery is being discharged, one or more controllers reduce the power supplied to consumers by the battery by an amount that depends on the expected power consumption of the snowplow system, so that the amount changes with changing power consumption.

Description

TECHNICAL AREA

[0001] This disclosure concerns vehicle performance systems. GENERAL STATE OF THE ART

[0002] Power systems within vehicles can include a network designed to supply, manage, and distribute electrical energy to various components and subsystems. This network includes a battery (e.g., a lead-acid or lithium-ion battery) that powers functions such as starting the internal combustion engine (if present), lighting, and infotainment systems. An alternator recharges the battery while the internal combustion engine (if present) is running. Some vehicles also include power management systems that incorporate other power sources to support applications such as electric power steering, braking systems, and additional accessories. These systems integrate controllers and sensors that monitor power usage, optimize energy distribution, and maintain battery health.Furthermore, hybrid and electric vehicles can have more complex power architectures with high-voltage batteries and regenerative braking systems that recover energy. SUMMARY

[0003] A vehicle power system includes a battery and one or more controllers designed to manage power distribution. These controllers are programmed to respond to information indicating that a snowplow system attached to the vehicle is consuming power and discharging the battery. In such cases, the controllers reduce the power supplied to other vehicle consumers by the battery. The amount of the reduction is set based on the expected power consumption of the snowplow system, so it changes dynamically as the expected power consumption varies.

[0004] A procedure for a vehicle involves reducing the power supplied by the vehicle's battery to various electrical consumers within the vehicle. This reduction is based on the power consumption assigned to different systems, including an attached snowplow system. The amount of power reduction is adjusted according to changes in power consumption, thus allowing the battery to be charged.

[0005] A vehicle includes auxiliary power consumers, a snowplow system, a battery configured to power both the auxiliary power consumers and the snowplow system, and one or more controllers. These controllers are programmed to selectively deactivate certain auxiliary power consumers based on the expected power consumption of the snowplow system. This selective deactivation helps manage the power distribution from the battery. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 and Fig. Figure 2 shows schematic representations of vehicles equipped with snowplow systems. Fig. 3 and Fig. 4 are flowcharts of algorithms for identifying a snowplow operation and dynamic power control during it. DETAILED DESCRIPTION

[0006] The embodiments described in this document are merely examples, and other embodiments may take different and alternative forms. The figures provided are not necessarily to scale; some features may be greatly enlarged or reduced to highlight specific components. Accordingly, the structural and functional details disclosed in this document should not be interpreted as limiting, but merely as a representative basis for instructing the person skilled in the art.

[0007] Features illustrated and described with respect to any one of the figures can be combined with features illustrated in one or more other figures to create embodiments not expressly illustrated or described. The illustrated combinations of features provide representative embodiments for typical applications. Various combinations and modifications of these features, consistent with the teachings of this disclosure, may be desirable for specific applications or implementations.

[0008] Snowplow systems are vehicle attachments, particularly in regions with heavy snowfall, that enable the removal of snow from roads and other surfaces. The integration of these systems involves several electrical components. Most snowplows are connected to the vehicle's 12V power supply, a standard in automotive electrical systems, which powers the control module or joystick, the hydraulic pump, and the valves that maneuver the snowplow blade.

[0009] The electrical connection to the vehicle's 12V battery is made via a power wiring harness that runs to the snowplow's control module. This control module, typically located inside the passenger compartment, serves as the operator's interface for the snowplow and features a joystick or buttons for controlling the plow's movements, such as raising, lowering, and angling the blade. The control module communicates with the hydraulic system via electrical signals that specify the actions to be performed.

[0010] The hydraulic system itself is powered by the 12V supply, with the hydraulic pump converting electrical energy into hydraulic power. This pump drives the hydraulic fluid through valves controlled by solenoids, which respond to signals from the control module by directing the fluid to the appropriate cylinders and causing the plow to move as desired.

[0011] Driver assistance systems in some vehicles use cameras and proximity sensors to detect the attachment of a snowplow. These sensors identify the presence of the plow at the front of the vehicle. Furthermore, the snowplow's movement can be monitored through electrical diagnostics. During operation, the snowplow draws significant power from the vehicle's electrical system, resulting in a noticeable voltage drop. This drop can be detected and used to indicate that the snowplow is active. The alternator, responsible for maintaining the vehicle's electrical charge, works harder to compensate for the power drawn by the snowplow components, providing another indicator of the plow's movement.

[0012] Integrating a supercapacitor into the snowplow system addresses high-power demands, particularly during startup when the 12V battery may not be sufficient. A supercapacitor capable of rapid discharge and recharge can be connected in series or parallel with the 12V battery, or in another configuration, creating a hybrid energy storage system. During normal operation, the vehicle's alternator charges both the battery and the supercapacitor, which, due to its high charge-accumulation rate, quickly reaches full capacity and is ready to supply power when needed.

[0013] When the snowplow system is activated, the supercapacitor immediately provides the necessary power, reducing the load on the 12V battery and preventing significant voltage drops. A power management system (PMS) within the vehicle manages the distribution of power between the battery and the supercapacitor, directing excess power from the alternator to charge the supercapacitor during periods of low electrical demand.

[0014] The supercapacitor can assist the snowplow beyond start-up support during peak operating loads, such as when heavy snow is encountered or rapid changes of direction are required. To monitor power output, a shunt resistor can be strategically placed immediately upstream of the snowplow system, allowing for rapid measurement of power flow. Positioned immediately upstream of the shunt resistor, the supercapacitor ensures that the shunt measures the combined current from both the supercapacitor and the battery.

[0015] The shunt resistor, which generates a small voltage drop proportional to the current flow, enables continuous monitoring of the snowplow's power consumption, providing data to the PMS. This setup allows the PMS to distinguish between normal power consumption and periods of increased demand. In one configuration, the supercapacitor has two connections: one to the 12V battery and one to the snowplow system via the shunt. This allows the supercapacitor to be charged from the battery while ready to discharge into the snowplow system. Voltage and current measurements from the shunt can be communicated via the vehicle's Controller Area Network (CAN) bus, enabling real-time monitoring and management of power flow by the central control unit.

[0016] While this configuration is effective, other arrangements are possible, such as using multiple supercapacitors in series or parallel to adjust voltage and capacitance, or employing advanced power electronics to dynamically manage the energy flow between the battery, the supercapacitor, and the snowplow system.

[0017] By positioning the supercapacitor to supply power directly to the plow while monitoring the current flow, the system can determine when the plow is active and switches to a "snowplow mode." This initial movement is detected and characterized by current profile and voltage drop signatures verified by the vehicle's sensors, such as cameras, ultrasonic, and radar systems. Upon activation, the system captures and identifies the specific current signature associated with plow operation and stores this data, along with parameters such as ambient temperature, 12V battery temperature, vehicle speed, and others, in a multivariate lookup table to predict power requirements under various conditions.

[0018] The system can also adapt to other accessories, such as a salt spreader, connected via a busbar connector. These accessories are detected and characterized similarly to the snowplow, with movement derived from current usage patterns, thereby activating the snowplow mode accordingly.

[0019] By knowing the power consumption of the snowplow, which varies depending on conditions, the system can dynamically manage the vehicle's electrical load by selectively switching off non-essential accessories. This prevents battery drain and allows the alternator to charge the battery, thus reducing the power supplied to the accessories by the battery. This contrasts with some vehicles that provide a button or other interface allowing a driver to manually indicate that the plow will be used, resulting in the shutdown of a fixed number of accessory loads. If power conservation measures are insufficient, the system can inform the driver of the remaining operating time, preventing unexpected shutdowns.The snowplow mode can be deactivated when the power system returns to a positive charge range, indicating that the battery has been recharged.

[0020] Furthermore, the electric power assisted steering (EPAS) can be recalibrated during snowplowing operations. By reducing the current to the EPAS, a heavier steering feel is provided at low speeds, which is preferred by drivers for better feedback when maneuvering around obstacles or curbs, while simultaneously saving power.

[0021] Detecting snowplowing activity utilizes various sensors and systems. In certain configurations, analyzing driver torque demands compared to expected values ​​for snow removal can confirm the mode. High torque at low speeds, taking into account vehicle speed, mass, and changes in longitudinal velocity, can also indicate snow removal. Monitoring dynamic parameters such as steering angle, pedal position, rate of change in speed and steering angle, wheel speed, and shock absorber levels can further contribute to snowplowing mode detection. Tire slip analysis, based on resistance from compressed snow, can also indicate snow removal.

[0022] Artificial intelligence (AI) can improve detection by analyzing data from front, rear, and 360-degree cameras, recognizing patterns that indicate a snowplow attachment. Machine learning algorithms can increase accuracy over time by differentiating between various attachments and conditions.

[0023] With reference to Fig. 1 includes a vehicle 110, among other things, one or more batteries 112 (e.g., auxiliary batteries such as 12V batteries, traction batteries, etc.), a variety of consumers 114, including auxiliary consumers (e.g., a heated steering wheel, an entertainment system, a power steering system, ambient lighting, etc.), a variety of sensors 116 (e.g., a speed sensor, steering angle sensor, pedal position sensor, altitude sensor, wheel sensor, battery temperature sensor, battery voltage sensor, battery current sensor, ambient temperature sensor, etc.), an imaging system 118 (e.g., cameras, radar, ultrasound, etc.), a supercapacitor 120, a snowplow system 122, and one or more controllers 124. The supercapacitor 120 includes a shunt 126 and one or more capacitors 128. The auxiliary batteries 112 are connected to the consumers 114, the shunt 126 and the capacitors 128 are electrically connected.The shunt 126 is electrically connected between the auxiliary batteries 112 and the snowplow system 122, and also electrically between the capacitors 128 and the snowplow system 122. The auxiliary batteries 112 can thus supply power to the loads 114, the supercapacitor 120, and the snowplow system 122. The supercapacitor 120 can likewise supply power to the snowplow system 122. Intermediate electronic and power electronic devices between the illustrated components, such as power distribution nodes, busbars, terminal outputs, etc., are not shown for the sake of clarity and understanding.The controllers 124 communicate with and / or control the auxiliary batteries 112, the consumers 114, the sensors 116, the imaging system 118, the supercapacitor 120 and the snowplow system 122 via CAN, a Local Interconnect Network (LIN), FlexRay, Ethernet or other such technologies.

[0024] As proposed above, the controllers 124 can monitor feedback from the imaging system 118 and the snowplow system 122 and record the conditions reported by the sensors 116 in order to learn how the power consumption of the snowplow system 122 behaves under different conditions. In one example, the imaging system 118 provides real-time visual and positional data that detects the movement and operating status of the snowplow system 122. When the snowplow system 122 is activated and begins to move, the imaging system 118 detects this movement, which is then processed by the controllers 124. The controllers 124 correlate this visual data with electrical measurements from the shunt 126, which is positioned as mentioned above, to measure the current and voltage associated with the snowplow system 122.This correlation allows the controllers 124 to verify that the detected movement is aligned with the expected electrical activity.

[0025] The shunt 126 provides measurements of the current drawn and the voltage drop when the snowplow system 122 is in operation. For example, when the snowplow begins to lift or tilt, the current draw increases, resulting in a corresponding voltage drop. The controllers 124 record these electrical changes and assign them to specific operating states of the snowplow system 122, as detected by the imaging system 118. Furthermore, the controllers 124 are arranged to monitor the current flow into (charging) or out of (discharging) the auxiliary batteries 112 via the sensors 116. These current sensors are arranged to measure the current flow over a given period of time, for example, 10 seconds or 60 seconds.

[0026] In conjunction with the data from the imaging system 118 and the shunt resistor 126, the sensors 116 report various environmental and operating conditions, such as ambient temperature, battery temperature, and vehicle speed. These conditions affect the power consumption of the snowplow system 122. At lower ambient temperatures, the hydraulic fluid in the snowplow system 122 can thicken, requiring more power to move the plow. Similarly, higher vehicle speeds may necessitate more frequent adjustments to the plow's position, thus increasing power consumption.

[0027] By integrating data from these sources, the controllers 124 can learn how the power consumption of the snowplow system 122 behaves under different conditions. For example, under a specific set of conditions reported by the sensors 116—such as a low ambient temperature of -10 °C, a moderate vehicle speed of 30 km / h, and a battery temperature of 5 °C—the controllers 124 can determine that the snowplow system 122 draws 50 amperes of current and consumes 600 watts of power. This information is recorded and analyzed to predict future power requirements and optimize energy management. In this process, the controllers 124 also track how much current, in amperes, flows into and out of the auxiliary battery 112 over the monitored period.

[0028] In another scenario, at a higher ambient temperature of 5°C, when the vehicle is traveling at a slower speed of 15 km / h and the battery temperature is 10°C, the controllers 124 could observe that the snowplow system 122 draws 40 amps and consumes 480 watts of power. This lower power consumption could be attributed to lower resistance in the hydraulic system and fewer position adjustments required at slower speeds.

[0029] The continuous monitoring and correlation of data enables the controllers 124 to create a comprehensive profile of the expected power consumption of the snowplow system under various conditions. Based on the temperature, speed, etc., reported by the sensors 116, the controllers 124 thus know how much power the snowplow system 122 consumes on average (in amperes).

[0030] Other monitoring and correlation methods may include analyzing driver-demand torque requirements from the powertrain and / or utilizing artificial intelligence (AI) implemented by the controllers 124 to detect physical attachments on the vehicle. The controllers 124 can monitor the driver-demand torque requirement from the powertrain to detect snowplow activity. This torque requirement can be compared to an expected value table that characterizes the conditions under which the vehicle 110 clears snow. When the vehicle 110 is moving significant amounts of snow or dragging the plow across the ground, the powertrain torque requirement is considerably higher.The 124 controllers can analyze this data in addition to vehicle speed, an estimate of the combined vehicle mass (which has already been calculated in the powertrain control), and a change in the vehicle's longitudinal speed. If the 110 vehicle moves slowly despite a high torque demand, this indicates that the 110 vehicle is in snowplow mode due to the increased resistance from pushing the snow.

[0031] Furthermore, the controls 124 can monitor the steering wheel angle, pedal position, rates of speed change, steering input, wheel speed, and shock absorber level or height changes via feedback from sensors 116. These parameters help detect changes in vehicle dynamics, such as a forward shift in the center of gravity, indicating that the snowplow is engaged. If the steering wheel angle shows minor adjustments while the vehicle 110 is moving slowly with high torque and a heavy front end, this suggests active snow removal. Similarly, analyzing tire slip can provide further confirmation. Excessive tire slip at low speeds and high torque indicates that the tires are struggling against the additional resistance of snow removal.

[0032] AI can be used to enhance detection by the vehicle's imaging system 118, which may include front and rear cameras and a 360-degree camera. AI algorithms can process the visual data to identify obstacles or attachments that indicate snowplow use. For example, if the front camera detects an obstacle matching the shape and profile of a snowplow blade, and the rear camera detects increased vehicle height, the system can confirm the attachment. Furthermore, the AI ​​can evaluate weight distribution changes captured by the 360-degree camera, providing comprehensive confirmation that a snowplow is attached and operational.

[0033] By integrating these detection methods, the controllers 124 can correlate this data with current and voltage measurements from the shunt 126, which monitors the power consumption of the snowplow system 122. For example, if the AI ​​detects an attached snowplow and the current and voltage data from the shunt 126 indicate high power consumption during startup, the controllers 124 can accurately identify the snowplow's operation. This information, combined with environmental and operating conditions reported by the sensors 116, such as ambient temperature, battery temperature, vehicle speed, etc., can help create a detailed profile of how the snowplow system 122 behaves under various conditions.

[0034] This monitoring and data correlation enable the controllers 124 to effectively manage the vehicle's electrical load. Using standard techniques, the controllers 124 know, via appropriate sensors and / or historical data, how much power (for example, in amperes) each of the consumers 114 is consuming at any given time. With this information and based on the expected power consumption of the snowplow system 122, the controllers 124 can selectively switch off only those auxiliary consumers 114 necessary to prevent the auxiliary batteries 112 from discharging. This decision is made based on the conditions reported by the sensors 116 and the learned power profiles associated with those conditions.If the snowplow system 122 requires a significant amount of power due to low ambient temperatures and heavy snow conditions, the controls 124 can prioritize maintaining power for certain auxiliary consumers 114 while temporarily disabling other auxiliary consumers 114, such as entertainment systems or passenger compartment lighting. This ensures that certain functions remain operational without overloading the auxiliary batteries 112.

[0035] Furthermore, the controllers 124 can monitor the current flowing into and out of the auxiliary batteries 112 via the sensors 116 and determine the average current consumption of the snowplow system 122 based on various environmental and operating conditions. Using this information, together with the average current consumption of each of the auxiliary consumers 114, the controllers 124 can deactivate just enough auxiliary consumers 114 to prevent the auxiliary batteries 112 from discharging.

[0036] For example, if the sensors 116 indicate that the current flow from the auxiliary batteries 112 during snowplow use is 35 amperes (a negative charge span) and the average current draw of the snowplow system 122 is 40 amperes, with each auxiliary consumer 114 consuming an average of 10 amperes, the controllers 124 can selectively deactivate four auxiliary consumers 114. This would reduce the current draw by 40 amperes, thus changing the condition from 35 amperes flowing from the auxiliary batteries 112 to 5 amperes flowing into the auxiliary batteries 112 (a positive charge span), taking into account the operation of an alternator that provides charging power to the auxiliary batteries 114.

[0037] If the expected average current draw during the same snow removal event drops to 20 amps, the controllers 124 could reactivate 2 of the auxiliary loads 114. In another scenario, if the expected average current draw is 50 amps during a different snow removal event, such as snowplowing at a different location or on a different day, the controllers 124 could selectively deactivate 5 auxiliary loads 114, thereby reducing the current draw by 50 amps.

[0038] If the expected average current draw is 50 amps and the auxiliary batteries 112 are discharged at 60 amps, the controllers 124 could selectively deactivate 7 auxiliary consumers 114, resulting in the auxiliary batteries 112 being charged at 10 amps. Similarly, if the snowplow system 122 is operated under extreme conditions where the average current draw increases to 70 amps, the controllers 124 could deactivate 8 auxiliary consumers 114 to achieve a balance.

[0039] If these measures prove insufficient to change the operating state of the auxiliary batteries 114 from discharging to charging, the controllers 124 can then generate an output for a warning to the driver regarding the remaining operating time for the vehicle 110 or for the snowplow system 122 (the time remaining until it is deactivated), based on current power consumption rates and the discharge of the auxiliary batteries 114. Furthermore, the controllers 124 can reactivate the deactivated auxiliary consumers 114 if data on the auxiliary batteries 112 indicates that the auxiliary batteries 112 are being charged instead of discharged during the operation of the snowplow system 122.

[0040] With reference to Fig. 2 includes a vehicle 210, among other things one or more batteries 212, a variety of consumers 214, including auxiliary consumers, a variety of sensors 216, an imaging system 218, a supercapacitor 220, a snowplow system 222, and one or more controllers 224. Similarly numbered elements have similar descriptions and functions to those in Fig. 1, except that the supercapacitor 220 does not include a shunt. Therefore, the current and voltage to the snowplow system 222 cannot be measured directly, as in the arrangement shown in Fig. 1. Estimates of such current and voltage would have to be made using standard techniques. The controllers 224 could, using data on the total current supplied by the batteries 212 and data on the current consumed by devices other than the snowplow system 222, derive the difference between the two as the amount of current consumed by the snowplow system 224. The controllers 224 could selectively deactivate one or more of the consumers 214, as described above, based on the current flow assigned to the batteries 212, the current consumed by the consumers 214, and / or the current consumed by the snowplow system 222. With reference to Fig. In process 330, it is determined whether a snowplow system is active and whether a battery is discharging. If neither is the case, the algorithm returns to process 330. If both are active, the power delivered to selected consumers is reduced based on a power consumption assigned in process 332.

[0041] With reference to Fig. In process 434, it is determined whether a battery is being charged. If so, the power delivered to consumers is increased in process 436. If not, a warning is generated in process 438 indicating the remaining operating time.

[0042] The algorithms, methods, and processes disclosed in this document can be fed into or executed by a computer, controller, or processing device that includes a dedicated or programmable electronic control unit. These algorithms, methods, or processes can be stored as data and instructions that can be executed by a computer or controller in various forms. These forms include, but are not limited to, information permanently stored on non-writable storage media, such as read-only storage devices, and information modifiably stored on writable storage media, such as compact discs, random-access storage devices, or other magnetic and optical media. Furthermore, these algorithms, methods, or processes can be implemented in software-executable objects.Alternatively, they can be implemented wholly or partially using suitable hardware components, such as application-specific integrated circuits, field-programmable gate arrays, state machines or other hardware components, or a combination of firmware, hardware and software components.

[0043] Although exemplary embodiments are described above, these embodiments are not intended to encompass all possible forms covered by the claims. The terms used in the description are descriptive rather than limiting, and it is understood that various modifications may be made without departing from the spirit and scope of the disclosure.

[0044] As previously described, the features of different embodiments can be combined to form additional embodiments of the invention that may not be explicitly described or illustrated. Although certain embodiments are described in such a way as to provide advantages or be preferred over other embodiments or implementations according to the prior art with respect to specific desired properties, it is obvious to those skilled in the art that compromises may be made with one or more features or properties in order to achieve the desired overall attributes of the system, which depend on the specific application and implementation. These attributes may include, among others, strength, durability, marketability, appearance, packaging, size, operability, weight, manufacturability, ease of assembly, and so on.Therefore, embodiments that have been described as less desirable than others with respect to one or more properties are not outside the scope of the disclosure and may be preferred for specific applications.

[0045] According to the present invention, a power system for a vehicle is provided, comprising: a battery; and one or more controllers programmed to reduce, in response to an indication that a snowplow system attached to the vehicle is consuming power and discharging the battery, the power supplied to consumers of the vehicle by the battery by an amount that depends on the expected power consumption of the snowplow system, such that the amount changes with changing power consumption.

[0046] According to one embodiment, the one or more controllers are further programmed to reduce the power input so that the battery is charged. According to one embodiment, this information is based on image data and current data for the snowplow system.

[0047] According to one embodiment, the specification is based on speed data and current data for the snowplow system.

[0048] According to one embodiment, the information is based on steering wheel angle data and pedal position data.

[0049] According to one embodiment, the one or more controllers are further programmed to increase the power supplied to the consumers in response to the fact that the battery is being charged during consumption.

[0050] According to one embodiment, the one or more controllers are further programmed to generate an output for display indicating the remaining duration before the vehicle is switched off.

[0051] According to one embodiment, one of the consumers is an electronic power steering system. According to another embodiment, the invention is further characterized by a supercapacitor configured to supply some of the power to the snowplow system.

[0052] According to one embodiment, the invention is further characterized by a shunt circuit that is electrically connected between the battery and the snowplow system.

[0053] According to the present invention, a method for a vehicle comprises the following: reducing the power supplied to consumers of the vehicle by a battery by an amount that depends on a power consumption associated with a snowplow system, so that the battery is charged and the amount changes with changing power consumption.

[0054] In one aspect of the invention, the method involves generating a display output indicating the remaining time before the snowplow system shuts down. According to the present invention, a vehicle is provided comprising: auxiliary consumers; a snowplow system; a battery configured to power the auxiliary consumers and the snowplow system; and one or more controllers configured to selectively deactivate a portion of the auxiliary consumers based on an expected power consumption value of the snowplow system.

[0055] According to one embodiment, the one or more controllers are further programmed to selectively deactivate some of the auxiliary consumers so that the battery is charged.

[0056] According to one embodiment, the one or more controllers are further programmed to generate an output for display indicating the remaining duration before the snowplow system is switched off.

[0057] According to one embodiment, the one or more controllers are further programmed to learn the expected power consumption value.

[0058] According to one embodiment, the one or more controllers are further programmed to learn the expected power consumption value for the snowplow system based on image data and current data.

[0059] According to one embodiment, one of the auxiliary consumers is an electronic power steering system.

[0060] According to one embodiment, the invention is further characterized by a supercapacitor configured to supply power to the snowplow system. According to another embodiment, the invention is further characterized by a shunt circuit electrically connected between the battery and the snowplow system.

Claims

[1] Power system for a vehicle, comprising: a battery; and one or more controllers programmed to reduce, in response to a signal that a snowplow system attached to the vehicle is consuming power and discharging the battery, the power supplied to the vehicle's consumers by the battery by an amount that depends on the expected power consumption of the snowplow system, so that the amount changes with changing power consumption. [2] Power system according to claim 1, wherein the one or more controllers are further programmed to reduce the supplied power so that the battery is charged. [3] Power system according to claim 1, wherein the specification is based on image data and power data for the snowplow system. [4] Power system according to claim 1, wherein the specification is based on speed data and current data for the snowplow system. [5] Performance system according to claim 1, wherein the specification is based on steering wheel angle data and pedal position data. [6] Power system according to claim 1, wherein the one or more controllers are further programmed to increase the power supplied to the consumers in response to the fact that the battery is being charged during consumption. [7] Power system according to claim 1, wherein the one or more controllers are further programmed to generate an output for display indicating a remaining duration before the vehicle is switched off. [8] Power system according to claim 1, wherein one of the consumers is an electronic power steering system. [9] Power system according to claim 1, further comprising a supercapacitor configured to provide some of the power to the snowplow system. [10] Power system according to claim 1, further comprising a shunt circuit which is electrically connected between the battery and the snowplow system. [11] Methods for a vehicle, comprising: Reducing the power supplied to the vehicle's consumers by a battery by an amount dependent on the power consumption associated with a snowplow system, so that the battery receives a charge and the amount changes with changing power consumption. [12] Method according to claim 11, further comprising generating an output for display indicating a remaining duration before the vehicle is switched off. [13] Vehicle, comprising: Secondary consumers; a snowplow system; a battery configured to power the auxiliary consumers and the snowplow system; and one or more controllers configured to selectively deactivate some of the auxiliary consumers based on an expected power consumption value of the snowplow system. [14] Vehicle according to claim 13, wherein the one or more controllers are further programmed to selectively deactivate some of the auxiliary consumers so that the battery is charged. [15] Vehicle according to claim 13, wherein the one or more controllers are further programmed to generate an output for display indicating a remaining duration before the vehicle is switched off.

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