SYSTEMS AND METHODS FOR DIAGNOSTIC ENERGY STORAGE DEVICES IN VEHICLES

Abstract

Systems and procedures are provided for diagnosing a vehicle's energy storage device while the engine is running. With the engine running, the vehicle can monitor a first voltage signal at the positive terminal of the energy storage device, a field duty cycle of the vehicle's voltage generator, and a second voltage signal at another or additional electronic control unit of the vehicle. If all these signals exhibit high ripple or low signal-to-noise ratios, this may indicate that the energy storage device is in a low state of charge or poor aging condition. This could be due to either the energy storage device being unable to hold any charge or its charge-holding capacity being severely impaired.

Description

AREA

[0001] The present disclosure relates to the field of vehicle diagnostics. In particular, embodiments of the present disclosure relate to systems and methods relating to determining the actual state of charge of an energy storage device of a vehicle when the vehicle engine is running or switched on. GENERAL STATE OF THE ART

[0002] Most modern vehicles have a power source / energy storage device that performs multiple functions. For example, most vehicles with internal combustion engines (ICEs) have a 12V battery that assists in starting the engine, provides power to various electrical components of the vehicle once the engine is running, and also works in conjunction with an alternator to ensure a steady supply of electrical power to the vehicle's systems. The battery also helps stabilize voltage levels for the vehicle's electronics, preventing voltage spikes or drops. In a hybrid vehicle, a 48V battery / capacitor bank may serve a similar purpose.

[0003] One of the conventional ways to measure the condition of a vehicle battery is by using a sensor from a battery management system (BMS). The BMS sensor monitors various battery parameters and communicates with the vehicle's onboard systems to protect the battery and optimize its performance. The BMS sensor monitors the overall condition of the battery by analyzing parameters such as capacity, voltage, and temperature over time. SUMMARY

[0004] The present disclosure describes systems and methods for determining an actual state of charge or an aging state of an energy storage device of a vehicle when the vehicle's engine is running.

[0005] Embodiments of the present disclosure provide a method for determining the state of charge of an energy storage device of a vehicle. The method includes determining that an internal combustion engine of the vehicle is running and measuring a duty cycle signal associated with a voltage generator of the vehicle, measuring a first voltage signal at a positive terminal of an energy storage device of the vehicle, and measuring a second voltage signal at an electronic control unit of the vehicle, wherein the electronic control unit is associated with a vehicle consumer. The method then includes determining that the first duty cycle signal is noisy, determining a first signal-to-noise ratio associated with the first voltage signal, and determining a second signal-to-noise ratio associated with the second voltage signal.The procedure further includes determining that each of the first and second signal-to-noise ratios is below a threshold, and determining that the energy storage device is malfunctioning, based on the fact that the first duty cycle signal is noisy and the first and second signal-to-noise ratios are below the threshold.

[0006] In another case, a vehicle is provided that includes an internal combustion engine, a voltage generator unit coupled to the engine, an energy storage device coupled to the voltage generator unit, a first electronic control unit (ECU) coupled to the energy storage device, a second ECU coupled to a vehicle consumer, and a memory unit that stores instructions. The vehicle can further be operated to determine that the engine is running, to measure a field duty cycle signal from the voltage generator unit, to measure a first voltage signal at a positive terminal of the energy storage device using the first ECU, and to measure a third voltage signal at the input of the vehicle consumer using the second ECU.The vehicle can further determine that the first voltage signal and the second voltage signal contain ripple, determine that the field duty cycle signal is noisy or contains ripple, and, based on the fact that the first voltage and the second voltage contain ripple and the field duty cycle signal is noisy, determine that the energy storage device is defective.

[0007] In yet another case, a method is provided which involves measuring a first voltage signal associated with a first electronic control unit (ECU) of a vehicle, measuring a second voltage signal associated with an energy storage device of a vehicle using a battery management system sensor, and measuring a third voltage signal associated with a second ECU of the vehicle, wherein the second ECU is different from the first ECU.The procedure further includes determining that each of the first voltage signal, the second voltage signal and the third voltage signal has a respective signal-to-noise ratio that is lower than a threshold, and determining that the energy storage device is defective based on the fact that the respective signal-to-noise ratio (SNR) of the first voltage signal, the second voltage signal and the third voltage signal is lower than the threshold.

[0008] These and other advantages of the present disclosure are provided in detail herein. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] The detailed description is set forth with reference to the accompanying drawings. The use of the same reference numerals may indicate similar or identical elements. Different embodiments may use different elements and / or components than those illustrated in the drawings, and some elements and / or components may not be present in different embodiments. The elements and / or components in the figures are not necessarily drawn to scale. Throughout this disclosure, singular and plural expressions may be used interchangeably depending on the context. Fig. Figure 1 illustrates an environment in which embodiments of the present disclosure can be implemented. Fig. Figure 2 illustrates a block diagram of a vehicle according to an embodiment of the present disclosure. Fig. Figure 3 illustrates a functional block diagram of a hybrid vehicle in which embodiments of the present disclosure may be implemented. Fig. Figure 4 illustrates a functional block diagram of a vehicle with an internal combustion engine (ICE) in which embodiments of the present disclosure may be implemented. Fig. Figure 5 illustrates a schematic representation of an electrical system according to a further embodiment of the present disclosure. Fig. Figure 6 illustrates a schematic representation of an electrical circuit which may be implemented in a vehicle according to yet another embodiment of the present disclosure. Fig. Figure 7 illustrates a graph showing different voltage signals measured when the underlying energy storage device is in different states of charge (SOC) according to an embodiment of the present disclosure. Fig. Figure 8 illustrates a flowchart of a process for determining the actual state of charge of an energy storage device with the engine running, according to an embodiment of the present disclosure. Fig. Figure 9 is a flowchart of a process for determining the state of an energy storage device of a vehicle according to yet another embodiment of the present disclosure. Fig. Figure 10 illustrates a flowchart of a process for determining the aging state or state of charge of an energy storage device of a vehicle with the engine running, according to yet another embodiment of the present disclosure. Fig. Figure 11 illustrates a flowchart for a process for operating a vehicle according to yet another embodiment of the present disclosure. Fig. Figure 12 illustrates a block diagram of a server according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0010] The disclosure is described in more detail below with reference to the accompanying drawings, which show exemplary embodiments of the disclosure, and is not intended to be limiting.

[0011] Fig. Figure 1 illustrates an environment 100 in which the embodiments of the present disclosure may be implemented. The vehicle 102 may be any passenger car or any commercial vehicle, such as a car, truck, tanker, bus, or the like. The environment 100 may also include a control server 104. The control server 104 may be part of a cloud-based computing infrastructure and may be associated with and / or include a telematics service delivery network (SDN) that provides digital data services to the vehicle 102. Details of the control server 104 are described below with reference to Fig. 12 provided.

[0012] The environment 100 can also include a user device 112. The user device 112 can be a mobile phone, a tablet, a personal computer, a key fob, or the like. The user device 112 can be assigned to a user 110 of the vehicle 102. The user 110 can be a driver of the vehicle 102 or a passenger in the vehicle 102. The user device 112 can receive information from the vehicle 102 and / or the control server 104. A specialized application can be installed on the user device 112, which can interface with the vehicle 102 to download and display various types of vehicle-generated information and other control data. In one embodiment, the vehicle 102 can communicate directly with the user device 112 to send and receive data without requiring the network 108 and / or the server 104.

[0013] The environment 100 may further include a network 108. The network 108 illustrates an example of a communication infrastructure in which the connected devices discussed in various embodiments of this disclosure can communicate. The network(s) 108 may be and / or include the Internet, a private network, a public network, or another configuration, operating using any one or more known communication protocols, such as Transmission Control Protocol / Internet Protocol (TCP / IP), Bluetooth, or other protocols. ® Bluetooth ®Low Energy (BLE), Wi-Fi based on the Institute of Electrical and Electronics Engineers (IEEE) standard 802.11, ultra-wideband (UWB) and mobile communication technologies such as Time Division Multiple Access (TDMA), Code Division Multiple Access (CDMA), High-Speed ​​Packet Access (HSPDA), Long-Term Evolution (LTE), Global System for Mobile Communications (GSM) and Fifth Generation (5G), to name a few examples.

[0014] Vehicle 102 may contain a variety of units, including, but not limited to, a vehicle computer, a vehicle control unit (VCU), and a data acquisition unit. Details of Vehicle 102 are provided below with reference to Fig. 2 provided.

[0015] Fig. Figure 2 illustrates a block diagram of the vehicle 102, in which embodiments of the present disclosure may be implemented. The vehicle 102 may include a plurality of units, including, among others, a vehicle computer 208, a vehicle control unit (VCU) 210, and an infotainment unit 238. The VCU 210 may include a plurality of electronic control units (ECUs) 214, which communicate with the vehicle computer 208.

[0016] In some embodiments, a user device, such as a mobile phone, laptop computer, smart transponder, or the like, may be configured to connect to the vehicle computer 208, which can communicate via one or more wireless connections, and / or may communicate using near field communication (NFC) protocols, Bluetooth ®-protocols, Wi-Fi, Ultra Wideband (UWB) and other possible data connection and sharing techniques directly connect to the vehicle 102.

[0017] According to the disclosure, the vehicle computer 208 can be installed at any location in the vehicle 102. The vehicle computer 208 can be or include an electronic vehicle control unit comprising one or more processor(s) 202, one or more storage devices 204, and one or more transceivers 206.

[0018] The processor(s) 202 can be arranged in communication with one or more storage devices, which communicate with the respective computing systems (e.g., the memory 204 and / or one or more external databases located in Fig. (2 not shown) are arranged. The processor(s) 202 can / can use the memory 204 to store programs as code and / or data for performing operations according to the disclosure. The memory 204 can be a non-transient, computer-readable storage medium or a memory in which program code for controlling vehicles is stored. The memory 204 can include any or a combination of volatile memory elements (e.g., dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), etc.) and any or more non-volatile memory elements (e.g., erasable programmable read-only memory (EPROM), flash memory, electronically erasable programmable read-only memory (EEPROM), programmable read-only memory (PROM), etc.).In some embodiments, the memory 204 may include a module 245 that can implement the various embodiments of the present disclosure. The module 245 may contain instructions that can be executed by the processor 202 to realize the various embodiments of the present disclosure.

[0019] The vehicle computer 208 may also include a transceiver 206. The transceiver 206 may be configured to receive information / inputs from one or more external devices or systems, such as a user device 208, an external server, and / or the like. Furthermore, the transceiver 206 may transmit notifications, requests, signals, etc., to the external devices or systems. Additionally, the transceiver 206 may be configured to receive information / inputs from vehicle components, such as the vehicle sensor system 232, one or more ECUs 214, and / or the like. Furthermore, the transceiver 206 may transmit signals (e.g., command signals) or notifications to the vehicle components, such as the BCM 220, the infotainment system 238, and / or the like.

[0020] In some embodiments, the VCU 210 can share a power and / or communication bus with the vehicle computer 208 and can be configured and / or programmed to coordinate data between vehicle systems, connected servers, and / or the like. The VCU 210 can include or communicate with any combination of the ECU 214, such as the BCM 220, an engine control module (ECM) 222, a transmission control module (TCM) 224, a telematics control unit (TCU) 226, a driver assistance technologies (DAT) controller 228, etc. The VCU 210 can also include and / or communicate with a vehicle perception system (VPS) 230, which has connectivity with and / or controls one or more vehicle sensor systems 232.The vehicle sensor system 232 may include one or more vehicle sensors, including, but not limited to, a radio detection and ranging sensor (RADAR or “radar”) configured to detect and locate objects inside and outside the vehicle 102 using radio waves, seat belt buckle sensors, seat area sensors, a light detection and ranging sensor (“LIDAR”), door sensors, proximity sensors, temperature sensors, wheel sensors, one or more ambient weather or temperature sensors, vehicle interior and exterior cameras, steering wheel sensors, etc. The sensors that are part of the vehicle sensor system 232 may be coupled to the vehicle 102 at one or more locations and in one or more ways. For example, the various sensors of the vehicle sensor system 232 may be integrated into the various subsystems of the vehicle 102, such as mirrors, roof, etc., or be attached to the vehicle 102 using a suitable mounting mechanism. In some embodiments, the various sensors of the vehicle sensor system 232 can be located on the front, rear, sides, top, bottom, and underside of the vehicle 102. The position of a sensor may depend on its function. For example, a sensor that monitors the area under the vehicle may be connected to the floor surface of the vehicle 102, while a sensor that can monitor an area on any side of the vehicle 102 may be mounted on or integrated into the doors of the vehicle 102. The vehicle sensor system 232 may also include one or more road noise sensors, such as accelerometers, which are coupled to various mechanical components and / or systems of the vehicle 102.It is understood by the expert that the sensors can be coupled to the vehicles in different ways and in positions other than those mentioned above.

[0021] In some embodiments, the VCU 210 can control operational aspects of the vehicle and implement one or more sets of instructions received from the server 104, the user device 112, or from one or more sets of instructions stored in the memory 204.

[0022] The TCU 226 can be configured and / or programmed to provide vehicle connectivity with wireless computing systems inside and outside the vehicle 102 and can include a navigation (NAV) receiver 234 for receiving and processing a GPS signal, a BLE ® -Module (BLEM) 236, a Wi-Fi transceiver, a UWB transceiver and / or other wireless transceivers (in Fig. 2 not shown) include those for wireless communication (which includes mobile communication) between the vehicle 102 and other systems (e.g. a vehicle radio key (in Fig. 2 (not shown), one or more servers, a user device, etc.), computers, and modules. The TCU 226 can communicate with the ECU 214 via a wired or wireless bus. In some aspects, the TCU 226 can be configured to determine a real-time vehicle geolocation, e.g., via the NAV receiver 234.

[0023] The ECU 214 can control aspects of vehicle operation and communication using inputs from human drivers, inputs from the vehicle computer 208 and / or via wireless signal inputs received via the wireless connection(s) from other connected devices, such as, but not limited to, the server 206.

[0024] The BCM 220 generally integrates sensors, vehicle performance indicators, and variable throttles assigned to the vehicle systems. It can also include processor-based power distribution circuits capable of controlling functions associated with the vehicle body, such as lights, windows, security, camera(s), audio system(s), speakers, windshield wipers, door locks and access control, various comfort controls, etc. The BCM 220 can also operate as a gateway for bus and network interfaces to communicate with remote ECUs (in Fig. 2 not shown) to interact.

[0025] The DAT 228 controller and / or the 240 autonomous driving system can provide automated driving and driver assistance functionality from Level 1 to Level 5, which may include, for example, active parking assistance, reverse parking assistance, and / or adaptive cruise control, among other features. The DAT 228 controller can also provide aspects of user and environmental input that can be used for user authentication.

[0026] In some embodiments, the vehicle computer 208 can connect to an infotainment system 238 (or a human-machine interface (MMS) of the vehicle). The infotainment system 238 can include a touchscreen interface section and can include voice recognition features and biometric identification capabilities that can identify users based on facial recognition, voice recognition, fingerprint identification, or other biological identification methods. In other aspects, the infotainment system 238 can also be configured to receive user instructions via the touchscreen interface section and / or to output or display notifications, navigation maps, etc., on the touchscreen interface section. In some embodiments, the user device 112 can provide the MMS interface.

[0027] Certain computing modules may be omitted from the computer system architecture of the 208 vehicle computer and / or the VCU 210. It goes without saying that the in Fig. The computing environment shown in Figure 2 is an example of a possible implementation according to the present disclosure and should therefore not be considered restrictive or exclusive.

[0028] In addition to the components mentioned above, the Vehicle 102 may have numerous mechanical systems and subsystems. A chassis or frame may form the backbone of the Vehicle 102, supporting the body and other components. The Vehicle 102 may include an engine that converts fuel into mechanical power, thus propelling the vehicle forward. The engine includes various components, such as the engine block, pistons, valves, and spark plugs. The Vehicle 102 may also include a transmission system. The transmission system transfers the engine's power to the wheels. It includes, among other components, the clutch, gearbox, driveshaft, and differentials. The transmission adjusts the power output according to the vehicle's speed and load. The Vehicle 102 may also include a suspension system.The suspension system absorbs shocks and maintains contact between the tires and the road, providing a smooth ride. It includes components such as springs, shock absorbers, and linkages. The Vehicle 102 also includes a vehicle stopping system that allows the driver to slow down or stop the Vehicle 102. This includes components such as pedals, master cylinder, lines, and brake pads or shoes. The Vehicle 102 also includes a steering system that allows the driver to steer the vehicle. The steering system includes components such as the steering wheel, steering column, rack and pinion, and tie rods. The Vehicle 102 may also include an exhaust system that removes and filters the exhaust gases produced by the engine. This includes, among other components, the exhaust manifold, catalytic converter, muffler, and exhaust pipe.Vehicle 102 also includes a cooling system that prevents the engine and / or battery from overheating. It includes components such as the radiator, water pump, thermostat, and coolant. Vehicle 102 also includes a fuel storage and supply system. This includes the fuel tank, fuel pump, fuel filter, and fuel injectors. Vehicle 102's electrical system provides power to the car's electrical components. It may include the battery, alternator, starter motor, and wiring. The heating, ventilation, and air conditioning (HVAC) system controls the temperature inside Vehicle 102.

[0029] It includes the heating element, the blower motor, and the air conditioning compressor. In some embodiments, the vehicle may be an electric vehicle (EV) or a hybrid vehicle, and in either case, some of the aforementioned components would be replaced by an electric motor and a high-voltage battery. When all the mechanical components work together, they ensure that the vehicle operates optimally.

[0030] Most internal combustion engine (ICE), hybrid, and electric vehicles (EVs) have some type of power source / energy storage device, such as a battery or capacitor, that provides electrical power to one or more components of the vehicle's electrical system. This energy storage device also helps start the engine (e.g., in ICE and hybrid vehicles) and works in conjunction with an alternator or belt-integrated starter generator (BISG) to provide a stable supply of electrical power to the vehicle's various systems. Therefore, it is beneficial to monitor the condition of this energy storage device to ensure optimal operation of both the energy storage device and the vehicle.

[0031] When the energy storage device is a battery, one of the most common ways to monitor its condition is by monitoring its state of health (SOH). SOH refers to the overall health or condition of the battery, measuring how much of its original capacity it has retained compared to when it was new. In other words, a battery's SOH indicates its ability to store and release energy over time. It provides an indication of the battery's remaining useful life and its ability to maintain performance. Another parameter commonly used to monitor battery function is its state of charge (SOC). The state of charge refers to the amount of charge currently stored in the battery relative to its total capacity.It is often expressed as a percentage from 0% (empty) to 100% (fully charged). In other cases, the state of charge is measured as a voltage or ampere-hour (Ah) value, reflecting the amount of charge relative to the total capacity. A common way to measure this state of charge is by using a battery management system (BMS) sensor. The BMS sensor measures a voltage at the battery terminals. If the battery is designed as a 12V battery, for example, then any voltage below 12V can be considered low and indicate a problem with the battery (e.g., the battery is faulty or malfunctioning). Voltages in the range of 12.4V to 12.8V indicate a functioning battery. A battery with a low voltage may not be able to start the engine and / or provide sufficient power to the various components of the vehicle.

[0032] It is relatively easy to determine a battery's state of charge when the engine is off, as there is no other power input into the battery. Therefore, if the battery's state of charge is low while the engine is off, this usually manifests as the battery's inability to start the engine. In such cases, the vehicle's user may be notified of the battery problem via the vehicle's MMS system or a user-device. However, when the engine is running, the alternator (or the BISG in the case of hybrid vehicles) generates alternating current (AC) by converting the mechanical energy from the engine into electrical energy. The AC is then converted to direct current (DC) by a rectifier and supplied to a voltage regulator. The voltage regulator controls the amount of power supplied to the battery.Normally, the battery voltage regulator provides between 13.7V and 14.7V when the engine is running. Therefore, when the engine is running, it's difficult to assess the battery's actual age or state of charge, as the output measured at the battery terminals always indicates that the battery is fully or adequately charged. Even if the battery's actual state of charge is low, this isn't apparent when the engine is running. In such cases, the battery's state of charge is likely to drop below optimal levels once the engine is switched off, and the battery will be unable to start the engine, rendering the vehicle inoperable.

[0033] Embodiments of the present disclosure mitigate this problem by providing systems and methods for determining the actual state of charge of a battery while the engine is running, thereby alerting the user to a potential battery problem while the engine is still running, so that the user can take appropriate action, such as taking the car to a mechanic to have the battery checked and / or replaced. In other words, embodiments of the present disclosure provide systems and methods for accurately determining the actual state of charge and / or aging of the battery, even when the actual state of charge of the battery is obscured due to the running engine and the supply of voltage by the alternator.

[0034] Fig. Figure 3 illustrates a functional block diagram of a hybrid vehicle 300, in which embodiments of the present disclosure may be implemented. The vehicle 300 can be constructed using the vehicle 102 from Fig. 2. The vehicle may include an engine 302 coupled to a transmission unit 304. In some cases, the vehicle 300 may include more than one engine 302. A plurality of wheels 306 is coupled to the transmission unit 304. A belt-driven starter generator (BISG) 308 may be coupled to the engine. The BISG 308 serves as a starter motor for the engine 302 and performs various other functions that are well known in the field. An electronic vehicle control unit (ECU) 310 of the vehicle provides a voltage setpoint to the BISG 308. The specific voltage level required for the operation of the BISG 308 is determined by a combination of factors, such as the operating mode of the vehicle, the state of charge of the high-voltage battery, and the powertrain requirements at a given time.The BISG can be communicatively coupled to an energy storage device 316 via a communication bus 312. In one embodiment, the energy storage device 316 can be a single capacitor, a bank of capacitors, or a battery. In another embodiment, the communication bus 312 can be implemented as a high-voltage CAN (Controller Area Network) flexibility bus or a high-voltage communication flex bus (HCFB). The HCFB bus enables communication between electrical systems in the vehicle, such as the battery, an electric motor, and the inverters. It allows these components to exchange data on performance, state of charge, consumption, and fault monitoring, which is used to manage the energy flow in electric and hybrid vehicles.

[0035] The communication bus 312 receives an input from a vehicle consumer unit 314. The vehicle consumer unit 314 represents a combination of various vehicle consumers, such as electrical consumers (e.g., infotainment system, climate control, lighting, electrically adjustable seats and mirrors, etc.) and mechanical consumers (e.g., alternator, powertrain components, drive motors, fuel pumps, etc.). During operation, the vehicle ECU 310 provides a voltage setpoint to the BISG 308, which outputs a voltage based on the setpoint to charge the energy storage device 316. The energy storage device 316, in conjunction with the BISG 308, provides the required power to the various electrical systems of the vehicle 300.

[0036] Fig. Figure 4 is a functional block diagram of a vehicle 400 with an internal combustion engine (ICE), in which embodiments of the present disclosure may be implemented. The vehicle 400 includes an ICE engine 402, which is coupled to a transmission unit 404. A plurality of wheels 406 are coupled to the transmission unit 404. The engine 402 is further coupled to a starter 408 and an alternator 410, which may include a voltage regulator. The functions of the starter 408 and the alternator 410 are well known in the field and are omitted here for brevity. The starter 408 and the alternator 410 are coupled to an energy storage device 416 via a communication bus 414.One or more electrical and mechanical vehicle systems, represented by the box 420 for vehicle consumers, are coupled to the alternator 410 and the energy storage device 416 via a power distribution box (PDB) 412. In some embodiments, the energy storage device 416 may be a battery. In one specific embodiment, the energy storage device 416 may be a 12 V battery. A sensor 418 of the battery management system (BMS) may be coupled to the energy storage device 416. The function of the BMS sensor 418 is described above. The vehicle 400 may also include a BMS voltage setpoint ECU 422, which determines a voltage setpoint and provides it to the alternator 410. The alternator 410 outputs a suitable voltage in response to the setpoint received from the ECU 422.The ECU determines the target value based on the actual voltage measured by the BMS sensor 418. The operation of the vehicle 400's components is well-established in the field and will not be repeated here for the sake of brevity.

[0037] Fig. Figure 5 illustrates a schematic representation of an electrical system 500 according to an embodiment of the present disclosure. The electrical system 500 can be implemented with suitable modifications in any of the vehicles 300 or 400 described above. In particular, the electrical system 500 can be implemented in a hybrid vehicle (e.g., the one described in Figure 5). Fig. The electrical system 500 (illustrated in Figure 3) includes a BISG unit 502, which is coupled to a vehicle consumer 514. The vehicle consumer 514 represents one or more electrical systems of the vehicle. For ease of understanding, however, the various vehicle consumers are shown as a single unit 514 in the schematic diagram. The representative vehicle consumer 514 is electrically coupled to a first vehicle ECU 510 and a second vehicle ECU 512. It should be noted that the vehicle consumer 514 can be electrically coupled to more than two ECUs, but Fig. Figure 5 illustrates only two ECUs for the sake of simplicity and understanding. A person skilled in the art will recognize that a vehicle typically contains multiple ECUs (e.g., as shown above in Figure 5). Fig. (2 illustrated). The various ECUs in a vehicle can include a TCU, an ECM, a BCM, a VCU, etc. The ECU 512 and the ECU 510 can represent any of these different ECUs.

[0038] The ECU 510 can be electrically coupled to a network ECU 506. The network ECU 506 manages and enables communication between different ECUs via the vehicle's network. The network ECU 506 can be electrically coupled to an instrument panel 508 of the vehicle. In one embodiment, the instrument panel 508 can be part of the vehicle's MMS system and can include a display that outputs vehicle-related information in a visual form. The network ECU 506 and the second vehicle ECU 512 are both electrically coupled to a control and diagnostic module 504. The control and diagnostic module 504 contains the instructions / algorithms required to implement embodiments of this disclosure. The control and diagnostic module 504 is coupled to the BISG unit 502 via an input path 518 and an output path 516.The BISG unit 502 outputs a voltage that is used to charge an energy storage device 522. A B+ voltage 520 (e.g., the voltage at the positive terminal of a battery) can be detected at a positive terminal of the energy storage device 522. As described above, the energy storage device 522 can be a battery or a capacitor bank. The operation of the circuit 500 is now described in conjunction with the one described in . Fig. 8. illustrated flowchart explained.

[0039] Fig. Figure 8 illustrates a flowchart of a process 800 for determining the actual state of charge of an energy storage device when the engine of a vehicle is running, according to an embodiment of the present disclosure. As described above, when the engine is running or "switched on," the BISG unit 502 can output a voltage to charge the energy storage device 522. However, if the energy storage device 522 is empty or deeply discharged, this results in voltage ripple in the output voltage of the BISG unit 502, which also affects the B+ voltage 520 at the positive terminal of the energy storage device 522. Voltage ripple refers to fluctuations or variations in the DC voltage that the BISG unit 502 provides to the energy storage device 522 and other electrical systems in the vehicle. These B+ voltage ripples 520 can be detected by the vehicle ECU 510 and / or 512.The control and diagnostic module 504, which is electrically coupled to both the ECU 510 and 512, can detect these voltage ripples. Thus, process 800 includes the initial step 802 of determining that the engine is running. If the energy storage device 522 is empty or heavily discharged, it cannot stabilize the output voltage from the BISG unit 502, resulting in higher voltage ripple. The output voltage of the BISG unit 502 is typically stabilized by the energy storage device 522, which acts as a "filter" to smooth out voltage fluctuations. If the energy storage device 522 is unable to hold a charge, the ripple caused by the AC / DC conversion is less damped, and this manifests as more noticeable fluctuations in the B+ voltage 520.In other words, the BISG unit 502 requires a range of impedance or capacitance (farads) assigned to the energy storage device 522 to provide clean, regulated power. However, if the impedance is either too low (e.g., an internal short circuit in a cell of the energy storage device) or too high (e.g., an internal open circuit or if the capacitor's farad values ​​are too low or nonexistent), the output of the BISG unit 502 will be noisy.

[0040] Additionally, if the energy storage device 522 is empty or deeply discharged, this can also affect the field duty cycle signal of the BISG unit 502. The field duty cycle refers to the time the BISG unit 502 actively performs its various functions (such as starting the engine, assisting the engine, or acting as a generator for energy recovery) relative to the total time in a given cycle or operating period. It is expressed as a percentage, representing how often the BISG unit 502 is in operation compared to idle time or other non-operating states. If the BISG field duty cycle signal is noisy and contains ripple (i.e., the signal-to-noise ratio is below a threshold), this may indicate that the energy storage device 522 is either empty or deeply discharged.In addition to the B+ voltage 502 at the positive terminal of the energy storage device 522, other ECUs in the vehicle may also detect a high signal-to-noise ratio (SNR) for the voltage signal supplied to other electrical systems in the vehicle due to the ripple caused in the output voltage of the BISG unit 502. Thus, in step 804, process 800 measures the output voltage of the BISG unit 502 / B+ voltage 520, the field duty cycle signal of the BISG, and the voltage input for at least one other vehicle ECU. In step 806, the vehicle determines whether the B+ voltage signal and the voltage signal detected by at least one other vehicle ECU have a low SNR. Additionally, in step 806, it is determined whether the SNR of the BISG field duty cycle signal is below a threshold value.If, at step 806, it is determined that the B+ voltage, the field duty cycle signal, and the voltage detected by the at least one other ECU in the vehicle all have a low signal-to-noise ratio, then the vehicle can infer that the energy storage device 522 is empty, deeply discharged, or otherwise inoperable. Based on this determination, at step 808, the vehicle can issue a warning or notification informing the vehicle occupants of the problem with the energy storage device (e.g., that the energy storage device is defective or malfunctioning). If, at step 806, it is determined that not all of the measured signals show a high signal-to-noise ratio, then the energy storage device 522 is likely to be problem-free, and process 800 returns to step 804.

[0041] Fig. Figure 6 illustrates a schematic representation of an electrical circuit 600, which may be implemented in a vehicle according to an embodiment of the present disclosure. The electrical circuit 600 may, in particular, be implemented in the vehicle 400 consisting of Fig. 4. The circuit 600 includes an alternator 602, which is coupled to an energy storage device 604 and a vehicle consumer 618. In one embodiment, the alternator can include a voltage regulator. The vehicle consumer 618 can be a representation of one or more of the vehicle consumers described above. A sensor 606 is coupled between the two terminals of the energy storage device 604. The sensor 606 measures the current voltage at the two terminals of the energy storage device 604 and reports this voltage value to the energy storage diagnostic ECU 608. The energy storage diagnostic ECU 608 is electrically coupled to the network ECU 614. The network ECU is coupled to an instrument panel 616. In one embodiment, the instrument panel 616 can be similar to the instrument panel 508 described above.

[0042] The network ECU 614 is also electrically coupled to a control and diagnostic ECU 610 and a vehicle consumer ECU 612. The vehicle consumer ECU 612 can be similar to the other vehicle consumer ECUs described above and is electrically coupled to the vehicle consumer 618. The control and diagnostic ECU 610 is electrically coupled to the alternator 602. During operation, the alternator 602 outputs a voltage to the energy storage device 604 and the other vehicle consumers 618. The sensor 606 continuously measures the voltage at the terminals of the energy storage device 604 and reports this voltage to the energy storage diagnostic ECU 608. Based on the voltage measured by the sensor 606, the energy storage diagnostic ECU 608 provides a target voltage value to the alternator 602 via the network ECU 614 and the control and diagnostic ECU 610.The alternator then adjusts its output voltage based on the target value. The control and diagnostic ECU 610 is coupled to the alternator via an input path 622 and an output path 620. The voltage output by the energy storage device 604 is measured as the B+ voltage 624 at the positive terminal of the energy storage device 604.

[0043] If the energy storage device 604 malfunctions (e.g., due to an internal short circuit, an open circuit, etc.), it is unable to effectively filter the output voltage of the alternator 602. This results in noisy output voltage from the alternator. Additionally, this can also cause voltage ripple, which can be measured / detected in the B+ voltage 624 of the energy storage device 604. Fig. Figure 10 illustrates a flowchart of a process 1000 for determining the aging state or state of charge of an energy storage device of a vehicle when the vehicle's engine is running, according to an embodiment of the present disclosure. The following description is given with reference to both Fig. 6 and 10 are provided. In step 1002, the vehicle can determine whether the engine is switched on or running. In step 1004, the vehicle can measure the B+ voltage at the BCM (Body Control Module), the voltage between the two terminals of an energy storage device (e.g., the 604 energy storage device), and the voltage input at one or more of the vehicle's ECUs.

[0044] The vehicle can then determine at step 1006 whether one or more of the measured voltage signals have a signal-to-noise ratio (SNR) below a threshold. For example, an SNR of 20 dB or less can be considered a low SNR. If step 1006 determines that one or more of the measured voltage signals do not have a low SNR, process 1000 returns to step 1004 and continues monitoring the required voltage signals. If, at step 1006, the vehicle determines that all of the measured voltage signals have a low SNR (i.e., the signals are noisy and exhibit significant ripple), the vehicle can infer that the energy storage device 604 has a problem or is otherwise inoperable (e.g., open circuit, internal short circuit, low farad values, etc.).Based on the determination that the energy storage device 604 has some problems, the vehicle may issue a notification or warning message at step 1008 indicating that the energy storage device 604 should be checked. Additionally, the vehicle may increase the alternator output and / or temporarily disable some of the fuel-saving strategies, such as engine start / stop.

[0045] Fig. Figure 7 illustrates a graph 700 showing various B+ (or other ECU) voltage signals measured when the underlying energy storage device is at different states of charge, according to one embodiment of the present disclosure. As noted above, the resulting B+ voltage exhibits ripples and the alternator output is unstable when the energy storage device is empty or unable to hold a charge. In graph 700, the X-axis represents time, and the Y-axis represents the normalized state-of-charge signal of the energy storage device when the engine is running or switched on. When the engine is running and the energy storage device is functioning normally (i.e., it is well-maintained and able to hold a full or 100% state of charge), the vehicle ECU detects a signal similar to signal 702.As can be seen, signal 702 is quite stable with very little fluctuation between peaks. Such a signal represents a good actual aging / charge state of the vehicle's energy storage device. Signals 704-710 represent the energy storage device in an increasingly poor aging / charge state, as each of them shows increasing fluctuations between peaks. For example, signal 710 has the highest fluctuation between peaks and may represent an energy storage device that is likely empty and unable to hold a charge. Thus, measuring the B+ and / or alternator voltage output can provide an indication of the charge / aging state of the underlying energy storage device, even when the engine is running. As described above, the vehicle measures and analyzes signals such as signals 702-710 as part of processes 800 and 1000.

[0046] Fig. Figure 9 is a flowchart for a process 900 according to an embodiment of the present disclosure. The process 900 can be performed by any of the vehicles 102, 300, or 400 described above. At step 902, the process 900 begins, with the vehicle starting to monitor the output voltage of the voltage generator, the B+ voltage at the energy storage device, and the input voltages measured by one or more other vehicle ECUs coupled to their respective vehicle consumers. At step 904, the vehicle can determine that the ignition is switched on and the voltage generator is outputting a voltage. The vehicle can further determine whether the voltage output by the voltage generator exhibits ripple (e.g., high fluctuations between peaks).If the voltage is determined to have ripple or a low SNR, the vehicle may conclude that the underlying energy storage device is experiencing problems and generate a notification at step 906 indicating a problem with the energy storage device. The process then ends at step 910. If the vehicle determines at step 904 that the voltage generator output voltage has no ripple, the vehicle may conclude at step 908 that the underlying energy storage device is functioning optimally and that a normal engine start has occurred. Process 900 then ends at step 910.

[0047] Fig. Figure 11 illustrates a flowchart for a process 1100 according to yet another embodiment of the present disclosure. The process 1100 can be performed by any of the vehicles 102, 300, or 400 described above. A process 1100 starts at step 1102. At step 1104, the vehicle determines whether the ignition is switched on and whether a power reset occurred before or during a start event. If at step 1104 it is determined that the ignition is switched on and that no power reset occurred before or during the start event, the vehicle determines at step 1106 whether the energy storage device exhibited a continuously low voltage or a continuously higher than a fully charged voltage before the start event.If, at step 1106, it is determined that the energy storage device has not consistently shown a low voltage or a voltage higher than that of a fully charged device, the vehicle may conclude at step 1114 that a normal start event has occurred, and the process ends at step 1116.

[0048] If, at step 1106, it is determined that the energy storage device has consistently shown either a low voltage or a consistently higher voltage than a fully charged voltage, the vehicle can conclude at step 1108 that the energy storage device is not functioning optimally and that a low-battery start event has occurred. The vehicle can then send a warning notification indicating a problem with the energy storage device. If, at step 1104, the vehicle determines that a power reset occurred before or during the start event, the vehicle can further determine at step 1110 whether the reset occurred in response to some type of diagnostic evaluation or whether a battery management system state of charge (BMS-SOC) quality factor is within a threshold.The BMS State of Charge (SOC) is a measure used to evaluate the accuracy and reliability of the state-of-charge (SOC) estimate provided by the BMS. The SOC quality factor is a performance metric that quantifies how well the SOC estimate corresponds to the actual state of charge of the battery, taking into account potential errors or uncertainties in the estimation process. If, at step 1110, it is determined that either the BMS SOC is within a threshold or the power reset was associated with a diagnostic reset, the vehicle can conclude at step 1114 that a normal start event occurred.

[0049] If, at step 1110, it is determined that either the power reset is not due to a diagnostic reset event or that the BMS state-of-charge quality factor is outside the threshold, the vehicle can determine at step 1112 whether the vehicle has moved a predetermined number of times or whether the vehicle has started satisfactorily a predetermined number of times. If, at step 1112, it is determined that the vehicle has either not moved the predetermined number of times or has not started satisfactorily for the predetermined number of times, the vehicle can conclude at step 1108 that the energy storage device is malfunctioning and a suboptimal start event has occurred.If, at step 1112, it is determined that the vehicle has either moved the predetermined number of times or has started satisfactorily for the predetermined number of times, the vehicle can conclude at step 1114 that a normal start event has occurred.

[0050] Fig. Figure 12 shows a block diagram of an example control server 1200 (e.g., the control server 104 of the Fig.1) on which one or more arbitrary techniques (e.g., methods) can be performed, or which can perform the methods described above in connection with the vehicle 102, according to one or more exemplary embodiments of the present disclosure. In other embodiments, the server 1200 can be operated as a standalone device or be connected (e.g., networked) to other servers. In a networked deployment, the server 1200 can function as a server machine, a client machine, or both in server-client network environments. In one example, the server 1200 can function as a peer server in peer-to-peer (P2P) (or other distributed) network environments.Server 1200 can be a personal computer (PC), a tablet PC, a set-top box (STB), a personal digital assistant (PDA), a mobile phone, a smart key fob, a wearable computing device, a web device, a network router, a switch or bridge, or any machine capable of executing instructions (sequentially or otherwise) specifying actions to be performed by this server, such as a base station. Furthermore, although only a single server is illustrated, the term "server" is also to be understood as including any collection of servers that, individually or collectively, execute a set (or multiple sets) of instructions to perform one or more of any of the methodologies discussed herein, such as cloud computing, software as a service (SaaS), or other computer cluster configurations.

[0051] Examples such as those described herein may include or operate with logic or a set of components, modules, or mechanisms. Modules are tangible instances (e.g., hardware) capable of performing predefined operations during operation. A module includes hardware. In one example, the hardware may be specifically configured to perform a specific operation (e.g., hardwired). In another example, the hardware may include configurable execution units (e.g., transistors, circuits, etc.) and a computer-readable medium containing instructions, the instructions configuring the execution units to perform a specific task when operated. This configuration may occur under the guidance of the execution units or a loading mechanism.Accordingly, the execution units are communicatively coupled to the computer-readable medium when the device is operated. In this example, the execution units can be an element of more than one module. For instance, during operation, the execution units can be configured by a first set of instructions to execute a first module at one time and reconfigured by a second set of instructions to execute a second module at a second time.

[0052] The server (e.g., the computer system) 1200 can include a hardware processor 1202 (e.g., a central processing unit (CPU), a graphics processing unit (GPU), a hardware processor core, or any combination thereof), main memory 1204, and static memory 1206, some or all of which can communicate with each other via a coupling (e.g., a bus) 1208. The server 1200 can further include a graphics display device 1210, an alphanumeric input device 1212 (e.g., a keyboard), and a user interface (UI) navigation device 1214 (e.g., a mouse). In an example, the graphics display device 1210, the alphanumeric input device 1212, and the UI navigation device 1214 can be a touchscreen display. The server 1200 can additionally include a storage device (i.e., a storage device).The server 1200 may include a drive unit 1216, a network interface device / transceiver 1220 coupled to antenna(s), and one or more sensors 1228, such as a global positioning system (GPS) sensor, a compass, an accelerometer, or another sensor. The server 1200 may include an output controller 1234, such as a serial (e.g., Universal Serial Bus (USB)), parallel, or other wired or wireless (e.g., infrared (IR) connection), near field communication (NFC) connection, etc., for communicating with or controlling one or more peripheral devices (e.g., a printer, a card reader, etc.).

[0053] The data storage device 1216 can include a machine-readable medium 1222 on which one or more sets of data structures or instructions (e.g., software) are stored, embodying or utilizing one or more of any of the techniques or functions described herein. The instructions may also reside, wholly or at least partially, within the main memory 1204, within the static memory 1206, or within the hardware processor 1202 during their execution by the server 1200. In an example, any one or any combination of the hardware processor 1202, the main memory 1204, the static memory 1206, or the storage device 1216 can constitute machine-readable media.

[0054] Although machine-readable medium 1222 is illustrated as a single medium, the term "machine-readable medium" can include a single medium or multiple media (e.g., a centralized or distributed database and / or associated caches and servers) configured to store the one or more instructions.

[0055] Various embodiments may be implemented wholly or partially in software and / or firmware. This software and / or firmware may take the form of instructions contained in or on a non-transferable, computer-readable storage medium. These instructions may then be read and executed by one or more processors to enable the performance of the operations described herein. The instructions may be in any suitable form, including but not limited to source code, compiled code, interpreted code, executable code, static code, dynamic code, and the like.Such a computer-readable medium can include any tangible, non-transient medium for storing information in a form that can be read by one or more computers, such as read-only memory (ROM), random access memory (RAM), magnetic disk storage media, optical storage media, flash memory, etc.

[0056] The term “machine-readable medium” can include any medium capable of storing, encoding, or carrying instructions for execution by the Server 1200, and causing the Server 1200 to perform one or more of any of the techniques disclosed herein, or capable of storing, encoding, or carrying data structures used by or associated with such instructions. Non-restrictive examples of machine-readable media can include semiconductor memory and optical and magnetic media. In one example, a machine-readable medium with mass includes a machine-readable medium with a plurality of particles that has a rest mass. Specific examples of machine-readable media with mass can include non-volatile memory, such as semiconductor memory devices (e.g.,electrically programmable read-only memory (EPROM) or electrically erasable programmable read-only memory (EEPROM) and flash memory devices; magnetic disks, such as internal hard disks and removable disks; magneto-optical disks; and CD-ROM and DVD-ROM disks.

[0057] Instructions can also be transmitted or received via a communication network using a transmission medium through the network interface device / transceiver 1220, utilizing any of a number of transmission protocols (e.g., Frame Relay, Internet Protocol (IP), Transmission Control Protocol (TCP), User Datagram Protocol (UDP), Hypertext Transfer Protocol (HTTP), etc.). Examples of communication networks include, but are not limited to, a local area network (LAN), a wide area network (WAN), a packet data network (e.g., the Internet), mobile phone networks (e.g., cellular networks), analog telephone networks (plain old telephone service networks - POTS networks), wireless data networks (e.g., IEEE standards group 802.11, known as Wi-Fi®, IEEE standards group 802.16, known as WiMAX®), IEEE standards group 802.15.4, and peer-to-peer (P2P) networks.In one example, the network interface device / transceiver 1220 can include one or more physical jacks (e.g., Ethernet, coaxial, or telephone jacks) or one or more antennas for connecting to the communication network. In another example, the network interface device / transceiver 1220 can include multiple antennas for wireless communication using at least one single-input multiple-output (SIMO), multiple-input multiple-output (MIMO), or multiple-input single-output (MISO) technology.The term "transmission medium" shall be understood to include any intangible medium capable of storing, encoding, or carrying instructions for execution by the Server 1200, and including digital or analog communication signals or other intangible media to facilitate communication between such software. The operations and processes described and shown above may, in various implementations, be executed or carried out in any suitable order. Moreover, at least some of the operations may be executed in parallel in certain implementations.

[0058] Furthermore, in certain implementations, fewer or more of the described processes may be carried out.

[0059] It should be noted that the vehicle implements and / or performs operations as described herein in accordance with the user manual and safety guidelines. Additionally, any action taken by the vehicle owner / driver based on recommendations or notifications provided by the vehicle should comply with all regulations specific to the vehicle's location and operation (e.g., federal, state, country, city, etc.). Recommendations or notifications provided by the vehicle should be treated as suggestions and followed only in accordance with any regulations specific to the vehicle's location and operation.The preceding disclosure refers to the accompanying drawings, which form part thereof and illustrate specific implementations in which the present disclosure can be practically implemented. It is understood that other implementations may be used and structural modifications made without deviating from the scope of the present disclosure. References in the description to "an embodiment," "an exemplary embodiment," etc., indicate that the described embodiment may include a specific feature, structure, or property, but not every embodiment necessarily includes that specific feature, structure, or property. Furthermore, such formulations do not necessarily refer to the same embodiment.Furthermore, if a feature, structure or property is described in connection with an embodiment, the person skilled in the art will recognize such a feature, structure or property in connection with other embodiments, whether this is expressly described or not.

[0060] Furthermore, the functions described herein may be performed in one or more hardware, software, firmware, digital components, or analog components. For example, one or more application-specific integrated circuits (ASICs) may be programmed to execute one or more of the systems and procedures described herein. Certain terms are used throughout the description, and patent claims refer to specific system components. It is obvious to those skilled in the art that the components may be designated by other names. This document does not distinguish between components that differ in name but not in function.

[0061] It is understood that the word "example" as used herein is not intended to be exclusive or restrictive. In particular, the word "example" as used herein indicates one of several examples, and it is understood that no undue emphasis or preference is placed on the specific example described.

[0062] A computer-readable medium (also called a processor-readable medium) comprises any non-volatile (e.g., physical) medium involved in providing data (e.g., instructions) that can be read by a computer (e.g., by a computer's processor). Such a medium can take many forms, including, without limitation, both non-volatile and volatile media. Computing devices can contain computer-executable instructions, the instructions being executable by one or more computing devices, such as those listed above, and being stored on a computer-readable medium.

[0063] With regard to the processes, systems, procedures, heuristics, etc., described herein, it is understood that although the steps of such processes, etc., have been described as being carried out in a specific sequence, such processes could, however, be implemented in practice with the described steps being carried out in a sequence that differs from the sequence described herein. Furthermore, it is understood that certain steps could be carried out simultaneously, that other steps could be added, or that certain steps described herein could be omitted. In other words, the descriptions of processes herein serve the purpose of illustrating various embodiments and should in no way be interpreted as limiting the patent claims.

[0064] Accordingly, it is understood that the foregoing description is intended to be illustrative and not limiting. Many other embodiments and applications beyond the examples provided will become apparent from reading the preceding description. The scope should not be determined by reference to the foregoing description, but instead by reference to the attached claims, together with the entire range of equivalents to which these claims entitle. It is anticipated and intended that there will be future developments in the prior art discussed herein and that the disclosed systems and methods will be incorporated into such future embodiments. Overall, it is understood that the application may be modified and varied.

[0065] All terms used in the claims are to have their general meanings as they are known to a person skilled in the art in the field of the technologies described herein, unless expressly stated otherwise. In particular, the use of singular articles, such as "a," "an," "a," "a," "a," "a," "a," "a," "a," "a," "a," etc., is to be understood as referring to one or more of the specified elements, unless a claim expressly limits this. Phrases expressing conditional relationships, such as "may," "could," "can," or "could," are generally intended to convey that certain embodiments may include certain features, elements, and / or steps, whereas other embodiments may not include them, unless specifically stated otherwise or the context makes it clear otherwise.Therefore, such formulations, which express conditional relationships, should generally not imply that features, elements and / or steps are required in any way for one or more embodiments.

[0066] In one aspect of the invention, the first ECU is associated with a body control module (BCM) of the vehicle.

[0067] In one aspect of the invention, the method involves issuing a notification indicating that the energy storage device is defective.

[0068] In one aspect of the invention, the energy storage device includes a battery or a bank of capacitors.

[0069] In one aspect of the invention, measuring the second voltage signal includes measuring a B+ voltage associated with the energy storage device.

[0070] In one aspect of the invention, the third voltage signal is assigned to a consumer of the vehicle that is different from the energy storage device.

Claims

[1] Procedure, encompassing: Determine, by means of a vehicle, that the vehicle's internal combustion engine is running; Measuring a duty cycle signal associated with a vehicle voltage generator, by the vehicle; Measuring a first voltage signal at a positive terminal of an energy storage device of the vehicle by the vehicle; Measuring a second voltage signal at an electronic control unit of the vehicle by the vehicle, wherein the electronic control unit is assigned to a vehicle consumer; Determine that a first signal-to-noise ratio (SNR) associated with the duty cycle signal is below a first threshold by the vehicle; Determining a second SNR associated with the first voltage signal by the vehicle; Determining a third signal-to-noise SNR associated with the second voltage signal by the vehicle; Determine that each of the first, second, and third SNR is lower than a respective threshold value, by the vehicle; and Determine that the energy storage device is malfunctioning due to the vehicle and based on the fact that the first, second and third SNR values ​​are below their respective thresholds. [2] Method according to claim 1, wherein the voltage generator comprises an alternator which includes a voltage regulator. [3] Method according to claim 1, wherein the voltage generator comprises a belt-driven starter generator. [4] Method according to claim 1, wherein the first voltage signal is a B+ voltage signal associated with the energy storage device. [5] Method according to claim 1, further comprising generating a notification by the vehicle indicating that the energy storage device is defective. [6] Method according to claim 1, wherein the energy storage device comprises a battery. [7] Method according to claim 1, wherein the energy storage device comprises a bank of capacitors. [8] Method according to claim 1, wherein each of the duty cycle signal, the first voltage signal and the second voltage signal includes ripples. [9] Vehicle, comprising: an internal combustion engine; a voltage generator unit that is coupled to the internal combustion engine; an energy storage device coupled to the voltage generator unit; a first electronic control unit (ECU) coupled to the energy storage device; a second ECU that is coupled to a vehicle consumer; and a storage unit that stores instructions which, when executed by the first ECU, cause the vehicle to do the following: Determine that the combustion engine is running; Measuring a field duty cycle signal of the voltage generator unit; Measuring a first voltage signal at a positive terminal of the energy storage device using the first ECU; Measuring a second voltage signal at an input of the vehicle consumer using the second ECU; Determine that the field work cycle signal, the first voltage signal, and the second voltage signal contain ripples; and Determine that the energy storage device is defective based on the fact that the field duty cycle signal, the first voltage signal, and the second voltage signal contain ripples. [10] Vehicle according to claim 9, wherein the instructions further cause the vehicle to do the following: Determining a first signal-to-noise ratio (SNR) that is associated with the first voltage signal; Determining a second SNR associated with the second voltage signal; and Determine that each of the first SNR and the second SNR is lower than their respective threshold values. [11] Vehicle according to claim 9, wherein the voltage generator unit is an alternator which includes a regulator. [12] Vehicle according to claim 9, wherein the voltage generator unit is a belt-driven starter generator. [13] Vehicle according to claim 9, wherein the energy storage device comprises a 12 V or a 48 V battery. [14] Vehicle according to claim 9, wherein the energy storage device comprises a bank of capacitors. [15] Procedure, encompassing: Measuring a first voltage signal that is assigned to a first electronic control unit (ECU) of a vehicle; Measuring a second voltage signal associated with an energy storage device of the vehicle; Measuring a third voltage signal that is assigned to a second ECU of the vehicle, where the second ECU is different from the first ECU; Determine that the signal-to-noise ratio of each of the first voltage signal, the second voltage signal, and the third voltage signal is lower than a respective threshold value; and Determine that the energy storage device is defective based on the fact that a respective SNR of the first voltage signal, the second voltage signal and the third voltage signal is lower than the respective threshold values.

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