In-vehicle battery monitor

[0002] The present application is a Continuation-In-Part of and claims priority of U.S. patent application Ser. No. 09/564,740, filed May 4, 2000 now U.S. Pat. No. 6,331,762, which is a Continuation-In-Part of application Ser. No. 08/962,754, filed Nov. 3, 1997, now U.S. Pat. No. 6,081,098 and also a Continuation-In-Part of application Ser. No. 09/575,627, filed May 22, 2000 now U.S. Pat. No. 6,331,608, which is a Continuation-In-Part of application Ser. No. 08/962,754, filed Nov. 3, 1997, now U.S. Pat. No. 6,081,098 and also claims priority to Provisional application Serial No. 60/132,622, filed May 5, 1999, and entitled AUTOMOTIVE VEHICLE BATTERY CHARGING SYSTEM; U.S. Provisional Application No. 60/165,208, filed Nov. 12, 1999, and entitled ENERGY MANAGEMENT SYSTEM FOR AUTOMOTIVE VEHICLE; and Provisional Application Serial No. 60/175,762, filed Jan. 12, 2000, and entitled ENERGY MANAGEMENT SYSTEM FOR AUTOMOTIVE VEHICLE, which are incorporated herein by reference in their entirety.

[0003] The present invention relates to vehicles. More specifically, the present invention relates to battery monitors used to monitor batteries used in vehicles. Vehicles, both automotive and electric, typically include a storage battery. For example, automotive vehicles powered by combustion engines typically include a battery. The battery is used to power the electrical system when the engine is not running. Additionally, the engine is used to charge the battery. The engine is also used to power electrical components of the vehicle when the engine is running.

[0004] It has typically been difficult to monitor the condition of the storage battery used in such vehicles. This difficulty relates to all of the variables which are factors in determining the condition of the battery, as well as the electrical connections which are made to the battery during its use. Attempts have been made to characterize the operation of a battery and use “characterization curves” to determine battery condition. However, this technique is often quite difficult to implement because it is difficult to determine which particular characterization curve the battery may be following as well as precisely where on a particular characterization curve a battery may lie at a given moment.

[0005] This has made it difficult for a vehicle operator to accurately and in real time determine the condition of the vehicle's battery. For example, a battery at a particular moment may have just sufficient output to start the engine of a vehicle but provide no outward indication to the operator that the vehicle will not be capable of starting a second time. Further, a battery that is capable of providing sufficient power at one temperature, may fail the next morning if the temperature drops over night.

[0006] Some attempts have been made to monitor the condition of a battery using “coulomb counting” in which the amount of charge accepted by the battery or removed from the battery is monitored. However, such techniques have required a starting point (i.e., an initial value) in order to begin any attempt to monitor battery condition. Further, such techniques may not account for situations in which the battery is fully charged and any additional current going into the battery is simply lost as heat or a situation in which the battery charge decreases during periods on non-use. Thus, it would be desirable to have a battery monitor which is capable of monitoring the condition of a battery in a vehicle.

[0007] In one aspect, an apparatus and a method of monitoring a battery in an automotive vehicle are provided. A stored battery parameter value is set to an initial value, measuring a first parameter of the battery during a period when an engine of the vehicle is not operating. The stored battery parameter value is changed as a function of the measured first parameter. A second parameter of the battery is measured during a period when the engine is operating. The stored battery parameter value changed as a further function of the measured second parameter. An output related to a condition of the battery is provided as a function of the stored battery parameter value.

[0008] In another example aspect, a battery parameter minimum threshold value is retrieved from a memory and a measured battery parameter value is obtained. A maximum threshold battery parameter value is also retrieved. A battery condition is determined as a ratio of two quantities and as a function of the battery parameter minimum threshold value, the measured battery parameter value and the maximum threshold battery parameter value.

[0009] FIG. 1 is a simplified block diagram showing a battery monitor in a vehicle in accordance with one embodiment of the present invention.

[0010] FIG. 2 is a more detailed schematic diagram showing the battery monitor of FIG. 1.

[0011] FIG. 3 is a simplified block diagram showing steps in performing diagnostics in accordance with one aspect of the present invention.

[0012] FIG. 4 is a flow chart illustrating a boot sequence in accordance with one embodiment of the invention.

[0013] FIG. 5 is a flow charge illustrating a key off sequence of the invention.

[0014] FIG. 6 is a flow chart illustrating a run mode in accordance with the invention.

[0015] The present invention offers an apparatus and method for monitoring the condition of the battery and optionally controlling charging of the battery. Such a method and apparatus can be part of a general energy management system for a vehicle.

[0016] FIG. 1 is a simplified block diagram showing an automotive vehicle 10 which includes a battery monitor 12 in accordance with one embodiment of the present invention. Vehicle 10 includes vehicle loads 14 which are shown schematically as an electrical resistance. A battery 18 is coupled to the vehicle load 14 and to an alternator 20. Alternator 20 couples to an engine of the vehicle 10 and is used to charge battery 18 and provide power to loads 14 during operation.

[0017] In general, automotive vehicles include electrical systems which can be powered when the engine of the vehicle is operating by a generator, or alternator. However, when the engine is not running, a battery in the vehicle is typically used to power the system. Thus, the standard generator system in a vehicle serves two purposes. The generator is used to supply power to the vehicle loads, such as lights, computers, radios, defrosters and other electrical accessories. Further, the generator is used to recharge the battery such that the battery can be used to start the vehicle and such that the battery may power the electrical accessories when the engine is not running.

[0018] One aspect of the invention includes the recognition that the condition of a battery can be determined by making an initial assumption about a parameter of the battery, and modifying the assumed battery parameter based upon certain measurements obtained from the battery during charging, discharging and/or idle periods. One specific aspect includes recognizing two battery conditions that are significant to the operator of a vehicle. The first condition is the ability of the battery to operate (i.e., “crank”) the starter motor and the engine. The second condition is the ability of the battery to supply energy to electrical loads. For purposes of this aspect, indications of these conditions are calculated as relative values referred to as the Cranking State of Health (CSOH) and the Reserve State of Health (RSOH), respectively. The following description sets forth example circuitry and measurement techniques which can be used to obtain data for these determinations. In one aspect, the particular techniques used to obtain the data are not relevant to the invention and other techniques can be used.

[0019] In the embodiment illustrated in FIG. 1, battery monitor 12 includes a microprocessor 22 coupled to a voltage sensor 24, a current sensor 26 and a forcing function 28. Microprocessor 22 may also include one or more inputs and outputs illustrated as I/O 30 adapted to couple to an external databus and/or to an internal databus associated with the vehicle 10. Further, a user input/output (I/O) 32 is provided for providing interaction with a vehicle operator. In one embodiment, microprocessor 22 is coupled to alternator 20 to provide a control output 23 to alternator 20 in response to inputs, alone or in various functional combinations, from current sensor 26, voltage sensor 24 and forcing function 28. In one embodiment, the control output 23 is configured to control alternator 20 such that a nominal voltage output from alternator 20 is 12.6 volts, typical of the nominal open-circuit voltage of the battery 18. Further, microprocessor 22 can raise the output voltage from alternator 20 in accordance with an inverse relationship to the state of charge of battery 18. This can be configured such that alternator 20 only charges battery 18 when necessary, and only charges battery 18 as much as is necessary. This charging technique can increase battery life, lower component temperature of loads 14, increase the lifespan of loads 14 and save fuel. This configuration provides a feedback mechanism in which the state of charge of battery 18 is used to control the charging of battery 18. The battery monitor 12 is easily installed in a vehicle electrical system. A single shunt current sensor 26 can be inserted in one of the primary battery cables and a control line provided to allow control of alternator 20. The control can be by simply adjusting the voltage supplied to a voltage regulator of alternator 20 to thereby control charging of battery 18. The battery monitor 12 can be a separate, self-sufficient and self-contained monitor which operates without requiring interaction with other components of the vehicle, except in some embodiment, alternator 20.

[0020] FIG. 1 also illustrates a Kelvin connection formed by connections 36A and 36B to battery 18. With such a Kelvin connection, two couplings are provided to the positive and negative terminals of battery 18. This allows one of the electrical connections on each side of the battery to carry large amounts of current while the other pair of connections can be used to obtain accurate voltage readings. Because substantially no current is flowing through the voltage sensor 24, there will be little voltage drop through the electrical connection between sensor 24 and battery 18 thereby providing more accurate voltage measurements. In various embodiments, the forcing function 28 can be located physically proximate battery 18 or be connected directly to battery 18. In other embodiments, the forcing function 28 is located anywhere within the electrical system of vehicle 10. In one aspect, the present invention includes an in-vehicle battery monitor 12 which couples to battery 18 through a Kelvin connection and further may optionally include a current sensor 26 and may be capable of monitoring battery condition while the engine of vehicle 12 is operated, loads 14 are turned on and/or alternator 20 is providing a charge signal output to charge battery 18. In one particular embodiment, the combination of the Kelvin connection formed by connections 36A and 36B along with a separate current sensor 26 connected in series with the electrical system of the vehicle 10 is provided and allows monitoring of the condition of battery 18 during operation of vehicle 10. The use of an current sensor 26 is used to provide a monitor of the total current I_Tflowing through battery 18.

[0021] In operation, microprocessor 22 is capable of measuring a dynamic parameter of battery 18. As used herein, a dynamic parameter includes any parameter of battery 18 which is measured as a function of a signal having an AC or transient component. Examples of dynamic parameters include dynamic resistance, conductance, admittance, impedance or their combinations. In various aspects of the invention, this measurement can be correlated, either alone or in combination with other measurements or inputs received by microprocessor 22, to the condition or status of battery 18. This correlation can be through testing of various batteries and may be through the use of a lookup table or a functional relationship such as a characterization curve. The relationship can also be adjusted based upon battery construction, type, size or other parameters of battery 18. Examples of various testing techniques are described in the following references which are incorporated herein by reference U.S. Pat. No. 3,873,911, issued Mar. 25, 1975, to Champlin, entitled ELECTRONIC BATTERY TESTING DEVICE; U.S. Pat. No. 3,909,708, issued Sep. 30, 1975, to Champlin, entitled ELECTRONIC BATTERY TESTING DEVICE; U.S. Pat. No. 4,816,768, issued Mar. 28, 1989, to Champlin, entitled ELECTRONIC BATTERY TESTING DEVICE; U.S. Pat. No. 4,825,170, issued Apr. 25, 1989, to Champlin, entitled ELECTRONIC BATTERY TESTING DEVICE WITH AUTOMATIC VOLTAGE SCALING; U.S. Pat. No. 4,881,038, issued Nov. 14, 1989, to Champlin, entitled ELECTRONIC BATTERY TESTING DEVICE WITH AUTOMATIC VOLTAGE SCALING TO DETERMINE DYNAMIC CONDUCTANCE; U.S. Pat. No. 4,912,416, issued Mar. 27, 1990, to Champlin, entitled ELECTRONIC BATTERY TESTING DEVICE WITH STATE-OF-CHARGE COMPENSATION; U.S. Pat. No. 5,140,269, issued Aug. 18, 1992, to Champlin, entitled ELECTRONIC TESTER FOR ASSESSING BATTERY/CELL CAPACITY; U.S. Pat. No. 5,343,380, issued Aug. 30, 1994, entitled METHOD AND APPARATUS FOR SUPPRESSING TIME VARYING SIGNALS IN BATTERIES UNDERGOING CHARGING OR DISCHARGING; U.S. Pat. No. 5,572,136, issued Nov. 5, 1996, entitled ELECTRONIC BATTERY TESTER WITH AUTOMATIC COMPENSATION FOR LOW STATE-OF-CHARGE; U.S. Pat. No. 5,574,355, issued Nov. 12, 1996, entitled METHOD AND APPARATUS FOR DETECTION AND CONTROL OF THERMAL RUNAWAY IN A BATTERY UNDER CHARGE; U.S. Pat. No. 5,585,728, issued Dec. 17, 1996, entitled ELECTRONIC BATTERY TESTER WITH AUTOMATIC COMPENSATION FOR LOW STATE-OF-CHARGE; U.S. Pat. No. 5,592,093, issued Jan. 7, 1997, entitled ELECTRONIC BATTERY TESTING DEVICE LOOSE TERMINAL CONNECTION DETECTION VIA A COMPARISON CIRCUIT; U.S. Pat. No. 5,598,098, issued Jan. 28, 1997, entitled ELECTRONIC BATTERY TESTER WITH VERY HIGH NOISE IMMUNITY; U.S. Pat. No. 5,757,192, issued May 26, 1998, entitled METHOD AND APPARATUS FOR DETECTING A BAD CELL IN A STORAGE BATTERY; U.S. Pat. No. 5,821,756, issued Oct. 13, 1998, entitled ELECTRONIC BATTERY TESTER WITH TAILORED COMPENSATION FOR LOW STATE-OF-CHARGE; U.S. Pat. No. 5,831,435, issued Nov. 3, 1998, entitled BATTERY TESTER FOR JIS STANDARD; U.S. Pat. No. 5,914,605, issued Jun. 22, 1999, entitled ELECTRONIC BATTERY TESTER; U.S. Pat. No. 5,945,829, issued Aug. 31, 1999, entitled MIDPOINT BATTERY MONITORING; U.S. Pat. No. 6,002,238, issued Dec. 14, 1999, entitled METHOD AND APPARATUS FOR MEASURING COMPLEX IMPEDANCE OF CELLS AND BATTERIES; U.S. Pat. No. 6,037,777, issued Mar. 14, 2000, entitled METHOD AND APPARATUS FOR DETERMINING BATTERY PROPERTIES FROM COMPLEX IMPEDANCE/ADMITTANCE; U.S. Pat. No. 6,051,976, issued Apr. 18, 2000, entitled METHOD AND APPARATUS FOR AUDITING A BATTERY TEST; U.S. Pat. No. 6,081,098, issued Jun. 27, 2000, entitled METHOD AND APPARATUS FOR CHARGING A BATTERY; U.S. Pat. No. 6,091,245, issued Jul. 18, 2000, entitled METHOD AND APPARATUS FOR AUDITING A BATTERY TEST; U.S. Pat. No. 6,104,167, issued Aug. 15, 2000, entitled METHOD AND APPARATUS FOR CHARGING A BATTERY; U.S. Pat. No. 6,137,269, issued Oct. 24, 2000, entitled METHOD AND APPARATUS FOR ELECTRONICALLY EVALUATING THE INTERNAL TEMPERATURE OF AN ELECTROCHEMICAL CELL OR BATTERY; U.S. Pat. No. 6,163,156, issued Dec. 19, 2000, entitled ELECTRICAL CONNECTION FOR ELECTRONIC BATTERY TESTER; U.S. Pat. No. 6,172,483, issued Jan. 9, 2001, entitled METHOD AND APPARATUS FOR MEASURING COMPLEX IMPEDANCE OF CELLS AND BATTERIES; U.S. Pat. No. 6,172,505, issued Jan. 9, 2001, entitled ELECTRONIC BATTERY TESTER; U.S. Pat. No. 6,222,369, issued Apr. 24, 2001, entitled METHOD AND APPARATUS FOR DETERMINING BATTERY PROPERTIES FROM COMPLEX IMPEDANCE/ADMITTANCE; and U.S. Pat. No. 6,225,808, issued May 1, 2001, entitled TEST COUNTER FOR ELECTRONIC BATTERY TESTER.

[0022] In the specific embodiment illustrated in FIG. 1, the forcing function is a function which applies a signal having an AC (or having a time varying or transient component) to battery 18. The forcing function can be through the application of a load which provides a desired forcing function in which current is drawn from battery 18, or can be through active circuitry in which a current is injected into battery 18. This results in a current labeled I_Fin FIG. 1. The total current, I_Tthrough battery 18 is due to both the forcing function current I_Fand the current flowing through loads 14, I_L. Current sensor 26 is positioned to sense the total current I_L. One example battery dynamic parameter, the dynamic conductance (or reciprocally the battery resistance) can be calculated as:

[0023] ΔG=V=ΔI_T/ΔV  EQ. 1

[0024] where ΔV is the change in voltage measured across the battery 18 by voltage sensor 24 and ΔI_Tis the change in total current measured flowing through battery 18 using current sensor 26. Note that Equation 1 uses current and voltage differences. In one embodiment, the change in voltage and change in current are measured over a period of 12.5 seconds and at a rate of 50 msec to thereby provide a total of 20 readings for ΔV and ΔI_Tevery second. The forcing function 28 is provided in order to ensure that the current through battery 18 changes with time. However, in one embodiment, changes in I_Ldue to loads 14 or the output from alternator 20 can be used alone such that ΔI_T=ΔI_Land the forcing function 28 is not required. In one aspect, the forcing function 28 is provided by normal or specially controlled operation of loads 14.

[0025] In one embodiment, the voltage and current sensors provide synchronized operation, within one microsecond, and are substantially immune to measurement errors due to network propagation delays or signal line inductance. Furthermore, microprocessor 22 can detect a failure of the voltage regulator and alternator 20 if the voltage output exceeds or drops below predetermined threshold levels. This information can be provided to an operator through user interface 32, for example, a “service regulator soon” indication.

[0026] A temperature sensor 37 is provided which can be coupled directly to one of the terminals of the battery 18 for measuring battery temperature. The temperature sensor 37 can be used in determining the condition of the battery, as battery condition is a function of temperature and can be used in estimating the amount of power which will be required to start the engine of the vehicle. Any type of temperature sensor can be used, for example, a thermistor, thermocouple, RTD, semiconductor or other temperature sensor. Another technique for measuring temperature is described in U.S. Pat. No. 6,137,269, issued Oct. 24, 2000 and is incorporated herein by reference.

[0027] In one embodiment, current sensor 26 comprises a resistance shunt of 250 μohms and current through the shunt is determined by measuring the voltage drop across the shunt. However, other types of current measurement techniques can also be used such as Hall Effect sensors or through an inductance probe. The change of voltage across the battery and the resultant change in current through the battery is sampled using, for example, one or more analog to digital converters. This information can be correlated to determine the total capacity, such as the total Cold Cranking Amp (CCA) capacity of the battery.

[0028] Note that during the measurement cycle, vehicle loads 14 may be applied unexpectedly causing noise to be present in the measurements. One technique which might be considered to reduce the noise is to discard those samples which are outside of a predetermined or adjustable window or are outside of the dynamic range of the analog to digital converter. However, quite unexpectedly it has been found that the accuracy of measurements can be increased by increasing the dynamic range of the analog to digital converters, at the expense of the accuracy of the samples obtained from the converter. By averaging all of the samples, even those which are statistically large or small relative to other samples, the present invention is capable of providing accurate voltage and current measurements even in a noisy environment. By averaging samples, and providing sufficient dynamic range for the analog to digital converter, no samples will be discarded and errors in the measurements will tend to cancel against other errors.

[0029] In general, the present invention uses the direct relationship between the dynamic conductance of the battery and the condition of the battery. For example, if a battery drops more than 15% below its rated capacity, microprocessor 22 can provide an output which indicates that the battery 18 should be replaced. Further, the conductance can be used to determine the charge level of the battery. Such a measurement can be augmented to improve accuracy by monitoring the total current flowing into battery 18, or out of battery 18, using current sensor 26. The voltage across the battery 18 can also be used to determine the charge used in the determination of charge level. In general, the state of charge can be determined as a function of various combinations either alone or together of battery state of health, temperature, charge balance (charge going into and out of the battery), charging efficiency and initial conditions such as the battery construction, manufacture, plate configuration or other conditions of the battery. The functional relationship can be determined by characterizing multiple batteries, iterative techniques as described below, and/or through the use of artificial intelligence techniques such as neural networks.

[0030] FIG. 2 is a more detailed schematic diagram of battery monitor 12. FIG. 2 shows microprocessor 22 which includes a memory 40. FIG. 2 illustrates I/O 32 with which can be, for specific examples, a communication link in accordance with various standards such as J1850, J1708, J1939, etc. Memory 40 is shown as an internal memory. However, external memory or an optional external memory 42 can also be provided. In general, memory is provided for storing programming functions, ratings, variables, etc. Microprocessor 22 can be a microcontroller or any type of digital circuitry and is not limited specifically to a microprocessor. FIG. 2 illustrates forcing function 28 in greater detail and includes a resistance R₁44 and a switch S₁46 controlled by microprocessor 22. Switch 46 can be, for example, a field effect transistor. Voltage sensor 24 is shown as including a differential amplifier 47 coupled to battery 18 through a DC blocking capacitor C₁48. Shunt 26 is illustrated as a resistance R₂50 and a differential amplifier 52. Switches S₂54 and S₃56 are positioned to selectively couple amplifiers 52 and 47, respectively, to microprocessor 22 and are actuated by a sample control line to provide data samples to microprocessor 22. An analog to digital converter can be an integral part of microprocessor 22 or it can be a separate component to digitize the outputs from amplifiers 47 and 52. Capacitors C₂and C₃provide sample and hold circuits.

[0031] Forcing function 28 can be formed by a resistance as illustrated in FIG. 2, or by a current sink or through an existing load of the vehicle. Switch S₁46 can be an FET, or biopolar transistor or can be a mechanical or existing switch in the automotive vehicle. Although shunt 26 is illustrated with a shunt resistance, other types of current sensors such as Hall effect sensors or cable resistance based sensors can be used. Other types of DC blocking techniques can be used to replace capacitancy C₁48 such as a DC coupled amplifier.

[0032] FIG. 3 is a simplified block diagram 100 showing diagnostic steps performed by microprocessor 28 in accordance with the invention. At blocks 102 and 104, the dynamic parameter(s) for the battery 18 are obtained and at block 104 data is collected. The type of data collected at block 104 can be any type of data used in determining the condition of the battery. For example, the data can be values used for ΔV and ΔI_T, information related to the type of battery, etc. This information can be stored in memory 40 for subsequent retrieval by microprocessor 22. The data can be collected over any time period and during any type of engine or battery operation. At block 106, microprocessor 22 performs diagnostics or other computations based upon the data stored in memory 40. If a battery fault or impending fault is detected, an output can be provided at block 108 such as providing a “service battery soon” indication on the dash of the vehicle 10.

[0033] In one general aspect, the present invention determines the condition of the battery as a function of a stored battery parameter which is set to an initial value, modified based upon a measurement taken when the engine of the vehicle is not operating (or the battery is otherwise not being charged) and modified by a measurement taken when the engine of the vehicle is operating (or the battery is otherwise being charged). This can be an iterative process in which the modifications to the stored battery parameter continue as the vehicle is used. In one specific example, a “Cranking State Of Health” (CSOH) can be determined which is a relative indication of the ability of the battery to “crank” or actuate the starter motor of the vehicle. Another example determination is “Reserve State Of Health” (RSOH) which is a relative indication of the reserve capacity remaining in the battery. In another example embodiment, a relative battery condition is determined based upon a ratio between two quantities and as a function of a minimum threshold value of a battery parameter, a measured battery parameter value and a maximum observed value of a battery parameter value.

[0034] Turning now to a specific example embodiment of the present invention, the Cranking State Of Health (CSOH) can be calculated using Equation 2 as follows:

[0035] CSOH={[CCAcomp−CCAMIN]/[CCA100SOC−CCAMIN]}×100  EQ.2

[0036] where CCAcomp is a compensated measured cold cranking amps of the battery, CCAMIN is a minimum cold cranking amp value which is required by the engine and starter motors to crank and CCA100SOC is the cold cranking amps when the battery is at 100 percent state of charge and 100% state of health (i.e., fully charged). CSOH is a ratio between two numbers and will range between 0 and 100 percent. The present (i.e., current), compensated CCA (CCAcomp) can be a function of average observed CCA over a time period, temperature and the current state of charge. This can initially be assumed to be a simple relationship, for example, a straight line or simple curve. Actual values for the relationship can be learned. For example, the relationship to state of charge can be a ratio between CCA100SOC and a CCA value obtained when the state of charge is significantly less than 100 percent charged. This can be through long term monitoring of the operation of the battery and engine in which the collected date is date and time stamped. Similarly, the relationship with temperature can initially be assumed but can be learned over time as a ratio CCAt1, CCAt2 where t1 and t2 are substantially different temperatures. Again, both quantities are preferably captured at approximately equivalent times during operation of the battery of vehicle. For example, one value could be captured during nighttime periods where the engine is not running to obtain a very cold value and another value could be captured during daytime while the engine is running. In general, the formula for CCAcomp can be expressed as:

[0037] CCAcomp=CCAaverage·f(SOC)·f(T)  EQ. 3

[0038] Similarly, a relative indication of the reserve capacity of the battery, the Reserve State Of Health (RSOC) can be expressed:

[0039] RSOH={[AHCapacity−AHMIN]/[AH100SOC−AHMIN]}×  EQ. 4

[0040] where AHCapacity is the present or current amp hour capacity of the battery AHMIN is the minimum acceptable amp hour capacity of the battery AH100SOC is the amp hour capacity of the battery at 100 percent state of charge (i.e., the battery is fully charged). RSOH ranges between 0 and 100 percent. Amp hour capacity is given as: $\begin{array}{cc}\mathrm{AHCapacity}=\frac{\Delta \mathrm{Energy}}{\Delta \mathrm{SOC}}& \text{EQ. 5}\end{array}$

[0041] Equations 2 and 4 are functions of parameters which are not necessarily initially known of a battery. One aspect of the invention includes an iterative approximation technique which is used to arrive at such parameters and which can be used in these or similar formulas. FIGS. 4, 5 and 6 are simplified block diagrams which illustrate one example technique for such estimations. Using Equation 2 as an example, CCA100SOC is initially assumed to be CCAMIN. CCAMIN can be programmed into a memory in the vehicle (such as memory 40 shown in FIG. 2) during manufacture or otherwise stored and is the minimum acceptable CCA of the battery. As the vehicle is operated, and the battery is charged and discharged, the state of charge can be monitored and a maximum observed. The CCA measurement wherein the state of charge is 100% is stored in memory and is assigned to CCA100SOC.

[0042] Turning to FIG. 4, a flow chart 100 is shown that illustrates a “boot” procedure 100. This boot procedure 100 is typically initiated any time the memory 40 has been erased or if microprocessor 22 detects that the battery 18 has been disconnected. The procedure 100 starts at start block 102. At block 104 values for CCAMIN and AHMIN are retrieved from memory within the vehicle for memory (such as memory 4). For example, this information can be permanently stored in a memory during manufacture of the vehicle or otherwise programmed. Note that the various instructions are used to implement these steps normally be stored in a memory such as memory 40 and carried out by microprocessor 22.

[0043] At block 106, values for CCA and amp hour capacity at 100 percent state of charge (CCA100SOC and AR100SOC) are said equal to CCAMIN and ARMIN, respectively. Note that this is an assumption, however, it provides a starting point for the observation process. At block 108, the state of charge is assumed to be a function of voltage. One simple function is as to relate the state of charge to the open circuit voltage:

[0044] SOC=1475  EQ. 6

[0045] At block 110, flags are cleared to indicate that the values have been “learned”. At block 114, control is passed to another appropriate block such as those shown in FIGS. 5 and 6.

[0046] FIG. 5 is a simplified block diagram of a key off procedure 120. Key off procedure 120, as the name implies, occurs during periods when the engine of the vehicle is not running or the battery is not otherwise being charged. The procedure begins at block 122. At block 124, various data is obtained from the battery such as voltage, current and temperature. Block 126 causes the procedure to wait until the battery has reached an equilibrium. For example, it can be assumed that the battery is at equilibrium if the temperature and the voltage are substantially constant. Once the battery has reached equilibrium, the state of charge of the battery is determined as a function, temperature and open circuit voltage at block 128. For example, one such state of charge formula is as follows:

[0047] SOC=1250V_OC−1475+V_TC  EQ. 7

[0048] At block 130, if the state of charge is determined to be 100 percent, control is passed to block 132. One technique for determining if the state of charge is at 100 percent is by observing a reduction in the amount of charge current which the battery is accepting.

[0049] At block 132, a new open circuit voltage flag is set. The flag is used to alert the program that a stable condition has been met. Additionally, at block 130, if the state of charge does not equal 100 percent, control is passed to block 134. At block 134, if the state of charge is not greater than x control is passed to block 124. X is a setable percentage which is typically selected to be between %5 and 10%. Alternatively, control is passed to block 136. At block 136, the amp hour capacity of the battery is calculated as a function of the change in energy supplied to or drawn from the battery, the temperature and the current. One example formula is: $\begin{array}{cc}\mathrm{AHCapacity}=\frac{\Delta \mathrm{Energy}}{\Delta \mathrm{SOC}}& \text{EQ. 8}\end{array}$

[0050] FIG. 6 is a block diagram 160 showing operation while the engine is running or the battery 18 is being charged. Flow chart 160 begins at block (where energy=AH*f(T)*f(SOC)) 162 and control is passed to block 164. At block 164, a variable LASTSOC is set to the current state of charge. At block 166, data is collected such as voltage, current, temperature and conductance. At block 168, the current state of charge is determined as the last state of charge plus a quantity which is a function of the change in energy, the temperature and the current into or out of the battery. Equation 9 can be used as follows: $\begin{array}{cc}\mathrm{SOC}=\mathrm{LASTSOC}+\frac{\Delta \mathrm{Energy}}{\mathrm{AHCapacity}}& \text{EQ. 9}\end{array}$

[0051] At block 170, if the state of charge is less than 0, then the state of charge is forced to equal 0. On the other hand, at block 172, if the state of charge is greater than 100 the state of charge is forced to a value of 100. At block 174, if the compensated CCA reading is greater than CCA100SOC, then CCA100SOC is set equal to CCAcomp. At block, 176, a new CCA flag is set which is used to indicate a new CCA value has been obtained and control is returned to block 164. This procedure repeats until the engine is turned off, the battery is disconnect or the charging cycle is otherwise interrupted.

[0052] AS the data is collected, the formulas set forth above are used to calculate the RSOH and the CSOH. This information can be provided in any appropriate form to an operator. For example, a normal display can be provided or a graphical form can be used. An empty/full gauge can be used to provide an output which is familiar to most drivers. A “service battery soon” indication is another example output. The values can also be used to control operation of the alternator 10 or stored for future retrieval by diagnostic equipment or to validate warranty claims.

[0053] Although the present invention has been described with reference to preferred embodiments, workers skilled in the art will recognize that changes may be made in form and detail without departing from the spirit and scope of the invention. For example, the circuitry, circuit configuration, and battery condition parameters are provided as simply example embodiments and those skilled in the art will recognize that other configurations and implementations can be used. The particular connections to the battery can be through Kelvin connections which include a “split” Kelvin connection in which the forcing function connection(s) are/is spaced apart from the battery such as that described and illustrated in U.S. patent application Ser. No. 09/431,697, filed Nov. 1, 1999 and entitled ELECTRICAL CONNECTION FOR ELECTRONIC BATTERY TESTER, now U.S. Pat. No. 6,163,156 which is incorporated herein by reference in its entirety. In a further example of the present invention, alternator 20 can comprise an electronic battery charger such as those used to charge automotive vehicles when the vehicle is stationary or to charge stand by batteries such as those used in remote systems such as cellular sites. In such an embodiment, control line 23 is used to adjust the charger of battery 18 using the techniques set forth herein. In such an embodiment, element 10 shown in FIG. 1 illustrates a standby power supply for equipment.