CHARGING SYSTEM FOR VEHICLE BATTERY

A vehicle power system includes circuitry including a transformer having a single primary coil and at least two secondary coils electrically isolated from one another, one of the secondary coils being electrically connected to a traction battery and another of the secondary coils being electrically connected to an auxiliary battery, and a controller configured to operate the circuitry to transfer power from the primary coil to each of the batteries at a same time.

TECHNICAL FIELD

The present disclosure relates to systems and methods for charging a traction battery and an auxiliary battery of a vehicle.

BACKGROUND

The term “electric vehicle” can be used to describe vehicles having at least one electric motor for vehicle propulsion, such as battery electric vehicles (BEV), hybrid electric vehicles (HEV), and plug-in hybrid electric vehicles (PHEV). A BEV includes at least one electric motor, wherein the energy source for the motor is a battery that is re-chargeable from an external electric grid. An HEV includes an internal combustion engine and one or more electric motors, wherein the energy source for the engine is fuel and the energy source for the motor is a battery. In an HEV, the engine is the main source of energy for vehicle propulsion with the battery providing supplemental energy for vehicle propulsion (the battery buffers fuel energy and recovers kinetic energy in electric form). A PHEV is like an HEV, but the PHEV has a larger capacity battery that is rechargeable from the external electric grid. In a PHEV, the battery is the main source of energy for vehicle propulsion until the battery depletes to a low energy level, at which time the PHEV operates like an HEV for vehicle propulsion.

SUMMARY

A vehicle power system includes circuitry including a transformer having a single primary coil and at least two secondary coils electrically isolated from one another, one of the secondary coils being electrically connected to a traction battery and another of the secondary coils being electrically connected to an auxiliary battery, and a controller configured to operate the circuitry to transfer power from the primary coil to each of the batteries at a same time.

A method for charging batteries of a vehicle includes cycling (i) switches electrically connected between a power source remote from the vehicle and a transformer having a single primary coil and at least two secondary coils electrically isolated from one another, one of the secondary coils being electrically connected to a traction battery and another of the secondary coils being electrically connected to an auxiliary battery, and (ii) switches electrically connected between the another of the secondary coils and the auxiliary battery to transfer power from the primary coil to each of the batteries at a same time.

A vehicle power system includes a transformer having a single input and dual outputs electrically isolated from each other, a traction battery electrically connected to one of the outputs, and an auxiliary battery electrically connected to the other of the outputs, wherein the transformer is configured to transfer power from the input to each of the outputs at a same time.

DETAILED DESCRIPTION

FIG. 1depicts a plug-in hybrid-electric vehicle (PHEV) power system10. A PHEV12, hereinafter vehicle12, may comprise a hybrid transmission22mechanically connected to an engine24and a drive shaft26driving wheels28. The hybrid transmission22may also be mechanically connected to one or more electric machines20capable of operating as a motor or a generator. The electric machines20may be electrically connected to an inverter system controller (ISC)30providing bi-directional energy transfer between the electric machines20and at least one traction battery14.

The traction battery14typically provides a high voltage (HV) direct current (DC) output. In a motor mode, the ISC30may convert the DC output provided by the traction battery14to a three-phase alternating current (AC) as may be required for proper functionality of the electric machines20. In a regenerative mode, the ISC30may convert the three-phase AC output from the electric machines20acting as generators to the DC voltage required by the traction battery14. In addition to providing energy for propulsion, the traction battery14may provide energy for high voltage loads32, such as compressors and electric heaters, and low voltage loads33, such as electrical accessories and/or an auxiliary 12V battery, hereinafter auxiliary battery,34.

The vehicle12may be configured to recharge the traction battery14via a connection to a power grid (not shown). The vehicle12may, for example, cooperate with electric vehicle supply equipment (EVSE)16of a charging station to coordinate the charge transfer from the power grid to the traction battery14. In one example, the EVSE16may have a charge connector for plugging into a charge port18of the vehicle12, such as via connector pins that mate with corresponding recesses of the charge port18. The charge port18may be electrically connected to an on-board power conversion controller or charger38. The charger38may condition the power supplied from the EVSE16to provide the proper voltage and current levels to the traction battery14. The charger38may interface with the EVSE16to coordinate the delivery of power to the vehicle12.

The vehicle12may be designed to receive single- or three-phase AC power from the EVSE16. The vehicle12may further be capable of receiving different levels of AC voltage including, but not limited to, Level 1 120 volt (V) AC charging, Level 2 240V AC charging, and so on. In one example, both the charge port18and the EVSE16may be configured to comply with industry standards pertaining to electrified vehicle charging, such as, but not limited to, Society of Automotive Engineers (SAE) J1772, J1773, J2954, International Organization for Standardization (ISO) 15118-1, 15118-2, 15118-3, the German DIN Specification 70121, and so on.

The traction battery14may comprise a plurality of battery cells (not shown), e.g., electrochemical cells, electrically connected to a bussed electric center (BEC)40, for example, via a positive and a negative terminals. The BEC40may comprise a plurality of connectors and switches enabling the supply and withdrawal of electric energy to and from the battery cells via the positive and negative terminals. In one example, the BEC40includes a positive main contactor electrically connected to the positive terminal of the battery cells and a negative main contactor electrically connected to the negative terminal of the battery cells. Closing the positive and negative main contactors may enable the flow of electric energy to and from the battery cells. While the traction battery14is described herein as including electrochemical cells, other types of energy storage device implementations, such as capacitors, are also contemplated.

The battery controller42is electrically connected to the BEC40and controls the energy flow between the BEC40and the battery cells. For example, the battery controller42may be configured to monitor and manage temperature and state of charge of each of the battery cells. The battery controller42may command the BEC40to open or close one or more switches in response to temperature or state of charge in a given battery cell reaching a predetermined threshold. The battery controller42may be electrically connected to and in communication with one or more other vehicle controllers (not shown), such as an engine controller, a transmission controller, a body controller, and so on, and may command the BEC40to open or close one or more switches in response to a predetermined signal from the other vehicle controllers.

The battery controller42may be in communication with the charger38. In one example, the charger38may comprise control logic configured to communicate with the battery controller42in controlling, or regulating, transfer of energy to the traction battery14. The charger38, using, for example, the control logic, sends a signal to the battery controller42indicative of a request to charge the traction battery14. In one example, the charger38sends a signal indicative of a request to charge the traction battery14in response to determining that the charge port18has been connected to the EVSE16. The battery controller42may then command the BEC40to open or close one or more switches, e.g., the positive and negative main contactors, enabling the transfer of electric energy between the EVSE16and the traction battery14.

As will be described in further detail in reference toFIG. 3, the BEC40may include a pre-charge circuit46configured to control an energizing process of the positive terminal by delaying the closing of the positive main contactor until voltage level across the positive and negative terminals reached a predetermined threshold. Following the closing of the positive and negative main contactors, the transfer of electric energy may occur between the traction battery14and one or more components or systems, such as the EVSE16, the electric machines20, and/or the high and low voltage loads32,33.

WhileFIG. 1depicts a plug-in hybrid electric vehicle, the description herein is equally applicable to a pure electric vehicle. For a pure electric vehicle, e.g., battery electric vehicle (BEV), the hybrid transmission22may be a gear box connected to the electric machine20and the engine24may not be present. The various components discussed may have one or more associated controllers to control and monitor the operation of the components. The controllers may communicate via a serial bus (e.g., Controller Area Network (CAN)) or via discrete conductors.

In reference toFIG. 2, an example of the charger38for charging the traction battery14is shown. The charger38may be configured to convert AC energy to DC energy suitable for charging the traction battery14. In one example, the control logic of the charger38may be configured to control one or more power (conditioning and/or conversion) stages of the charger38to enable energy transfer to the traction battery14. In response to detecting, for example, that the vehicle12has been connected to the EVSE16, the control logic of the charger38may transmit a signal to the battery controller42indicative of a request to charge the traction battery14. The battery controller42may then command the BEC40to open or close one or more switches (generally illustrated as a switch36), e.g., the positive and negative main contactors, enabling the transfer of electric energy between the EVSE16and the traction battery14. As described in further detail in reference toFIG. 3, one or more power stages of the charger38may be represented using active and/or passive electrical circuit components, programmable devices, or other implements.

The charger38may include a rectifier bridge52that rectifies, or converts, the AC power supplied by an AC power source44, such as the EVSE16, the power grid, and so on, to DC power. The charger38may correct a power factor56of the DC output of the rectifier bridge52, such as by using a power factor correction circuit. In one example, a power factor of an electrical circuit may be a ratio expressing relative relationship of real, or true, power used by the circuit to do work and apparent power supplied to the circuit. A value of the power factor may range between zero (0) for a purely inductive load and one (1) for a purely resistive load. The charger38may further include a bulk capacitor64configured to transfer power to a bridge converter66. The bridge converter66may convert output of the bulk capacitor64to a voltage level to be received by the traction battery14.

A traction battery transformer72may be configured to transfer energy output by the bridge converter66to the traction battery14while providing galvanic isolation between the AC power source44and the traction battery14. A high voltage (HV) rectifier75may be configured to receive AC output of the transformer72and to convert to DC for transferring to the traction battery14. It should be noted that the charger38and the associated power stages are merely examples, and other arrangements or combinations of elements, stages, and components may be used. In one example, the transformer72and the bridge converter66may be part of a single electrical component.

Shown inFIG. 3is a circuit diagram of the one or more power stages of the charger38for charging the traction battery14described in reference toFIG. 2. The charger38receives AC electrical energy from the AC power source44, for example, via the charge port18. A pre-charge circuit46of the charger38may include a pre-charge contactor48connected in series with a pre-charge resistor50and may be configured to control energizing process of one or more terminals of the traction battery14prior to closing the one or more switches36. In one example, the pre-charge circuit46may be electrically connected in parallel with a positive main contactor. When the pre-charge contactor48is closed the positive main contactor may be open and the negative main contactor may be closed enabling the electric energy to flow through the pre-charge circuit46and control an energizing process of the positive terminal of the traction battery14.

The charger38may further include the rectifier bridge52configured to rectify, i.e., convert, AC input voltage received from the AC power source44into DC output voltage for charging the traction battery14. In one example, the rectifier bridge52may include a plurality of diodes54a-dconnected in series pairs such that during a positive half cycle of the input voltage the diodes54band54care conducting while the diodes54aand54dare reverse biased and during a negative half cycle the diodes54aand54dare conducting and the diodes54band54care reverse biased.

An interleaved power factor correction (PFC) circuit56of the charger38may be configured to reduce input current harmonics, such as input current ripple amplitude, thereby improving a power factor and increasing efficiency of the charger38. In one example, the interleaved PFC circuit56is a two-cell interleaved boost converter. The interleaved PFC circuit56includes inductors58a-b, high frequency switches60a-b, and diodes62a-b.

The switches60a-bmay be one or more semiconductor switches, such as metal-oxide semiconductor field-effect transistor (MOSFET), insulated gate bipolar transistors (IGBT), bipolar junction transistor (BJT), and so on. In one example, the switches60a-bmay be N-channel depletion type MOSFETs. The control logic of the charger38may command the switches60a-bon and off with the same duty ratio, e.g., 50%, but time interleaved, i.e., with a relative phase shift of 180 degrees introduced between the commands to each of the respective switches60a-b.

When the switches60a-bare in a closed position the electric energy flowing through a corresponding one of the inductors58a-bgenerates a magnetic field causing the inductor to store energy. When the switches60a-bare in an open position the corresponding one of the inductors58a-bcharges a bulk capacitor64via a respective one of the diodes62a-b. In one example, phase shifting the on and off commands issued to each of the switches60a-bmay reduce ripple in the output current of the inductors58a-b.

The bulk capacitor64provides electrical energy to a next power stage of the charger38when one of the switches60a-bis closed. In one example, the phase shift introduced between the on and off commands by the control logic of the charger38to each of the switches60a-benables the bulk capacitor64to produce a substantially constant output voltage level. In their reverse-biased state at a time when a corresponding one of the switches is closed the diodes62a-bslow a discharge of the bulk capacitor64.

The bridge converter66is configured to transfer power to the traction battery14. In one example, the bridge converter66may be an isolated DC-DC converter equipped with a ferrite-core transformer72configured to provide galvanic isolation between the AC power source44and the traction battery14. A plurality of high frequency switches68a-d, e.g., MOSFETs, IGBTs, and/or BJTs, may be arranged in a full-bridge configuration on a primary side74aof the transformer72.

The control logic of the charger38may be configured to command the plurality of high frequency switches68a-don and off, such that the switches68a,68care switched at 50% cycle and 180 degrees out of phase with each other and the switches68b,68dare also switched at 50% duty cycle and 180 degrees out of phase with each other. A resonance inductor70may be configured to control leakage inductance of the transformer72thereby providing resonance operation of the transformer72with capacitance of the switches68a-dand facilitating zero voltage switching (ZVS).

The HV rectifier75includes a plurality of rectifier diodes76a-darranged in a full-bridge configuration on a secondary side74bof the transformer72. The rectifier diodes76a-dmay be configured to rectify, i.e., convert, the AC current output by the transformer72. The charger38may further include a secondary side inductor78and a secondary side diode80configured to reduce current ripple output by the rectifier diodes76a-dand to decrease the discharge of the traction battery14, respectively.

In reference toFIG. 4, an auxiliary battery charging system82is shown. The battery controller42may be configured to control transfer of energy to the auxiliary battery34. In one example, the battery controller42may be configured to control converting high voltage DC output of the traction battery14to a level suitable for charging the auxiliary battery34. As described in further detail in reference toFIG. 5, one or more power stages of the auxiliary battery charging system82may be represented using active and/or passive electrical circuit components, programmable devices, or other implements.

The auxiliary battery charging system82includes a bridge converter84configured to convert high voltage DC output of the traction battery14to a voltage level to be received by the auxiliary battery34. A low voltage battery transformer90may be configured to transfer energy output by the bridge converter84to the auxiliary battery34while providing galvanic isolation between the traction battery14and the auxiliary battery34. A low voltage rectifier95may be configured to receive AC output of the low voltage battery transformer90and convert it to DC voltage for transferring to the auxiliary battery34.

Shown inFIG. 5is a circuit diagram of the one or more power stages of the auxiliary battery charging system82. The battery controller42may transmit one or more signals indicative of a command to charge the auxiliary battery34. In one example, the battery controller42may command the charging of the auxiliary battery34in response to receiving from one or more vehicle controllers a signal indicating that voltage of the auxiliary battery34is below a predetermined threshold. In another example, the battery controller42may command the charging of the auxiliary battery34in response to receiving from one or more vehicle controllers and/or sensors a signal indicative of a request to charge the auxiliary battery34.

The bridge converter84of the auxiliary battery charging system82converts high voltage DC output of the traction battery14to a low level DC voltage required by the auxiliary battery34. The bridge converter84includes a plurality of high frequency switches86a-darranged in a full-bridge configuration. In one example, the bridge converter84may be an isolated DC-DC buck converter equipped with a ferrite-core transformer90configured to provide galvanic isolation between the traction battery14and the auxiliary battery34. The plurality of high frequency switches86a-d, e.g., MOSFETs, IGBTs, and/or BJTs, may be arranged on a primary side92aof the transformer90.

The battery controller42may be configured to command the plurality of high frequency switches86a-don and off, such that the switches86a,86care switched at 50% cycle and 180 degrees out of phase with each other and the switches86b,86dare also switched at 50% duty cycle and 180 degrees out of phase with each other. A resonance inductor88and a pair of diodes89a-bmay be configured to control leakage inductance of the transformer90thereby providing resonance operation of the transformer90with capacitance of the switches86a-dand facilitating ZVS. The low voltage rectifier95includes a plurality of diodes94a-barranged on a secondary side92bof the transformer90. The diodes94a-bmay be configured to rectify, i.e., convert, the AC current output by the transformer90. The auxiliary battery charging system82may further include a secondary side inductor96configured to reduce current ripple output by the secondary side92bof the transformer90.

In reference toFIG. 6, an integrated charging system100for charging the traction battery14and the auxiliary battery34is shown. The integrated charging system100includes an integrated charger controller102configured to enable and disable charging of the traction battery14and/or the auxiliary battery34using AC power. In one example, the integrated charger controller102may command opening, e.g., via control lines105configured to energize and de-energize a relay or another type of electrical switch, a pair of switches104and106to enable charging of the traction battery14and/or the auxiliary battery34using AC power and command, e.g., via the control lines105, closing of the switches104,106to disable the AC charging.

The integrated charger controller102may command opening of the switches104,106in response to determining that the charge port18has been connected to the power grid or to another power supply via, for example, the EVSE16. In one example, the integrated charger controller102may be in communication with the battery controller42and may command opening of the switches104,106in response to receiving a signal from the battery controller42indicating that the traction battery14can be charged, e.g., a pre-charge process is complete and/or the one or more switches36are closed.

The integrated charger controller102may open the switches104,106and enable AC power flow to the traction battery14and/or the auxiliary battery34via power stages such as, for example, power stages described in reference to at leastFIGS. 2-5. In one example, in response to the opening of the switches104,106, the rectifier bridge52receiving AC power from the AC power source44rectifies it to DC power and the power factor correction circuit56corrects the power factor of the output of the rectifier bridge52.

The bulk capacitor64may be inactive, i.e., not supplying energy, when the switches104,106are open. The bridge converter66, as described in reference to at leastFIGS. 2-5, converts output of the power factor correction circuit56and energizes an integrated transformer108. The integrated charger controller102may be configured to selectively enable charge flow to the traction battery14and/or the auxiliary battery34via the integrated transformer108.

The integrated charger controller102may be configured to selectively enable and disable, such as by commanding opening or closing of an auxiliary switch107, charging of the auxiliary battery34while the traction battery14is being charged. For example, the integrated charger controller102may command closing of an auxiliary switch107to enable charging of the auxiliary battery34via the integrated transformer108and may command opening of the auxiliary switch107to disable the charging of the auxiliary battery34via the integrated transformer108. In another example, the integrated charger controller102may enable and disable charge flow to the auxiliary battery34at a same time as the traction battery14is being charged in response to receiving a predetermined command or request from the one or more other vehicle controllers. In still another example, the integrated charger controller102may enable and disable charge flow to the auxiliary battery34via the integrated transformer108while (or at a same time as) the traction battery14is being charged in response to determining that voltage of the auxiliary battery34is above or below a predetermined threshold.

The integrated charger controller102may command closing of the switches104,106and the auxiliary switch107in response to a predetermined command or request from the one or more other vehicle controllers. In one example, the integrated charger controller102commands closing of the switches104,106and the auxiliary switch107in response to receiving a signal indicative of a request to charge the auxiliary battery34at a time when the vehicle12is not connected to the AC power source44. In another example, in response to determining that voltage of the auxiliary battery34is below a predetermined threshold, the integrated charger controller102commands closing the switches104,106and the auxiliary switch107enabling the auxiliary battery34to be charged using the DC output of the traction battery14at a time when the vehicle12is not receiving charge from the AC power source44.

Closing of the switches104,106may disable energy flow through the rectifier bridge52and the power factor correction circuit56. Closing of the switches104,106may enable energy flow through the bulk capacitor64such that, following, for example, the closing of the auxiliary switch107, the auxiliary battery34may be charged using DC output of the traction battery14. The bridge converter66, as described in reference to at leastFIGS. 2-5, converts output of the bulk capacitor64. The bridge converter66is further configured to selectively energize the low voltage rectifier95and enable charge flow between the traction battery14and the auxiliary battery34via the integrated transformer108following, for example, the closing of the auxiliary switch107.

In reference toFIG. 7, a circuit diagram of the one or more power stages of the integrated charging system100for charging the traction battery14and the auxiliary battery34is shown. As described in reference to at leastFIG. 6, the integrated charger controller102may be configured to enable and disable, such as by opening or closing the switches104,106, charging of the traction battery14and/or the auxiliary battery34using AC power. In one example, the integrated charger controller102may command, e.g., via the control lines105, opening of a pair of switches104and106to enable charging of the traction battery14and/or the auxiliary battery34using AC power and command closing of the switches104,106to disable the AC charging of the batteries.

The integrated charger controller102may command opening of the switches104,106in response to determining that the charge port18has been connected to the power grid or to another power supply via, for example, the EVSE16. Opening of the switches104,106may deactivate, i.e., prevent energy flow through, the bulk capacitor64. The integrated charger controller102may control the plurality of high frequency switches68a-d, e.g., MOSFETs, IGBTs, and/or BJTs, arranged in a full-bridge configuration on a primary side110of the integrated transformer108.

The transformer108may include a traction secondary side112atransferring energy to the traction battery14and an auxiliary secondary side112btransferring energy to the auxiliary battery34. In one example, the integrated charger controller102may be configured to selectively enable energy flow to the traction battery14and/or the auxiliary battery34via a corresponding secondary side the integrated transformer108in response to a predetermined command or request.

In one example, the integrated charger controller102may enable energy flow to the auxiliary battery34via the auxiliary secondary side112bof the integrated transformer108in response to receiving a predetermined command or request from the one or more other vehicle controllers and at a same time as the traction battery14is being charged. In another example, the integrated charger controller102may enable energy flow to the auxiliary battery34via the auxiliary secondary side112bof the integrated transformer108at a same time as the traction battery14is being charged in response to determining that voltage of the auxiliary battery34is below a predetermined threshold. In such an example, the integrated charger controller102may control a pair of synchronous switches114a-bof the low voltage rectifier95to enable energy flow to the auxiliary battery34. The integrated charger controller102may further command closing of the auxiliary switch107to enable energy flow to the auxiliary battery34at a same time as the traction battery14is being charged.

The integrated charger controller102may command closing of the switches104,106and command closing of the auxiliary switch107to enable energy flow between the traction battery14and the auxiliary battery34in response to a predetermined command or request from one or more other vehicle controllers, such as in response to a request to charge the auxiliary battery34at a time when the vehicle12is not connected to the AC power source44and/or in response to determining that voltage of the auxiliary battery34is below a predetermined threshold.

Closing of the switches104,106may disable energy flow through the rectifier bridge52and the power factor correction circuit56. Closing of the switches104,106may enable energy flow through the bulk capacitor64such that the auxiliary battery34may be charged using DC output of the traction battery14following, for example, the closing of the auxiliary switch107. In one example, the integrated charger controller102may control the plurality of high frequency switches68a-d, e.g., MOSFETs, IGBTs, and/or BJTs, arranged in a full-bridge configuration on the primary side110of the integrated transformer108. The integrated charger controller102may be further configured to selectively energize the synchronous switches114a-bof the low voltage rectifier95to enable energy flow between the traction battery14and the auxiliary battery34via the auxiliary secondary side112bof the integrated transformer following, for example, the closing of the auxiliary switch107.

In reference toFIG. 8, an integrated charging process116is shown. The charging process116may begin at block118where the integrated charger controller102receives a signal indicative of a request to charge the auxiliary battery34. At block120the integrated charger controller102determines whether the vehicle12is running. In one example, the integrated charger controller102may determine that the vehicle12is running in response to receiving a signal indicating one or more vehicle operating conditions, such as, but not limited to, the engine24is on, the vehicle speed is greater than a predetermined threshold, the one or more electric machines20are on, and so on. The integrated charger controller102at block122enables charging of the auxiliary battery34using DC output of the traction battery14in response to determining at block120that the vehicle12is running. In one example, the integrated charger controller102may command closing of the switches104,106and command closing of the auxiliary switch107to enable energy flow between the traction battery14and the auxiliary battery34. The integrated charger controller102may then exit the integrated charging process116.

In response to determining at block120that the vehicle12is not running, e.g., the engine24is off, the vehicle speed is less than a predetermined threshold, and/or the one or more electric machines20are off, and so on, the integrated charger controller102at block124determines whether the vehicle12is charging. In one example, the integrated charger controller102may determine that the vehicle12is charging in response to receiving a signal indicating one or more vehicle operating conditions, such as, but not limited to, the charge port18is connected to the EVSE16, and so on. The integrated charger controller102at block122enables charging of the auxiliary battery34using DC output of the traction battery14in response to determining at block118that the vehicle12is not charging. In one example, the integrated charger controller102may command closing of the switches104,106and command closing of the auxiliary switch107to enable energy flow between the traction battery14and the auxiliary battery34. The integrated charger controller102may then exit the integrated charging process116.

In response to determining at block124that the vehicle12is charging, e.g., the charge port18is connected to the EVSE16, the integrated charger controller102at block126enables charging of the auxiliary battery34using AC power from the AC power supply. In one example, the integrated charger controller102may control the synchronous switches114a-bof the low voltage rectifier95and command closing of the auxiliary switch107to enable charging of the auxiliary battery34via the auxiliary secondary side112bof the integrated transformer108at a same time as the traction battery14is being charged. At this point the integrated charging process116may end. In some embodiments the integrated charging process116described in reference toFIG. 8may be repeated in response to receiving a signal indicative of a request to charge the auxiliary battery34or in response to another notification or request.

The processes, methods, or algorithms disclosed herein may be deliverable to or implemented by a processing device, controller, or computer, which may include any existing programmable electronic control unit or dedicated electronic control unit. Similarly, the processes, methods, or algorithms may be stored as data and instructions executable by a controller or computer in many forms including, but not limited to, information permanently stored on non-writable storage media such as ROM devices and information alterably stored on writeable storage media such as floppy disks, magnetic tapes, CDs, RAM devices, and other magnetic and optical media. The processes, methods, or algorithms may also be implemented in a software executable object. Alternatively, the processes, methods, or algorithms may be embodied in whole or in part using suitable hardware components, such as Application Specific Integrated Circuits (ASICs), Field-Programmable Gate Arrays (FPGAs), state machines, controllers or other hardware components or devices, or a combination of hardware, software and firmware components.