Patent Publication Number: US-2012029852-A1

Title: Battery monitor system attached to a vehicle wiring harness

Description:
RELATED APPLICATIONS 
     This application is a continuation-in-part of U.S. patent application Ser. No. 12/075,212, filed Mar. 10, 2008 by the same inventors, which is incorporated herein by reference in its entirety. 
     This application is also a continuation-in-part of U.S. patent application Ser. No. 12/319,544, filed Jan. 8, 2009 by the same inventors, which is incorporated herein by reference in its entirety. 
     This application is also a continuation-in-part of U.S. patent application Ser. No. 12/070,793, filed Feb. 20, 2008 by the same inventors, which is incorporated herein by reference in its entirety. 
    
    
     BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     The present invention relates to the field of computers. In particular it relates to the gathering and analysis of information that describes the health and operational state of batteries using a computer attached to a vehicle&#39;s wiring harness. 
     2. Prior Art 
     All batteries fail. In particular the automobile battery is particularly onerous. Automobile manufactures currently provide only the real-time state of the car&#39;s charging system (alternator) when the engine is running. The battery is only one component of this system. This system warns the motorist when there is a problem with the charging system by using a dash mounted voltmeter, ammeter or more commonly a warning lamp which is often referred to as the “idiot light”. This information should not be confused nor equated with the operating state or the overall health of the battery, itself. Typically a loose or broken alternator belt causes the warning lamp to come on. 
     Automobile battery malfunctions are seldom caused by a factory defect; driving habits are the more common culprits. The heavy auxiliary power drawn during a short distance driven never allows the periodic fully saturated charge that is so important for the longevity of a lead acid battery. 
     A German manufacturer of luxury cars reveals that of every 400 car batteries returned under warranty, 200 are working well and have no problem. Low charge and acid stratification are the most common causes of the apparent failure. The car manufacturer says that the problem is more common on large luxury cars offering power-hungry auxiliary options than on the more basic models. 
     It would be important to know when the health of a battery has deteriorated sufficiently to signal that a failure is impending. In some situations this information could be life-saving such as when operating in combat zones or under severe weather conditions. It would also be important to know that by merely changing the usage pattern of a vehicle such as combining multiple shopping trips into a single extended trip or by knowing when to apply an external battery charger that the life of the battery would be extended and impending failures avoided. 
     A system by which the driver of an internal combustion engine automobile, the skipper of a boat, the driver of a hybrid vehicle, or the driver of an electric vehicle can know both the operating state and the general health of their batteries would therefore be desirable. 
     BRIEF SUMMARY OF THE INVENTION 
     Per one embodiment, the present invention uses a single computer system that takes advantage of an existing wiring harness in order to install remotely from the battery and locally to the operator (e.g., within the passenger compartment of the vehicle). The computer system contains facilities for attaching to the battery&#39;s power source as delivered through the wiring harness. The computer system has facilities for measuring the battery voltage in the wiring harness, for measuring temperature (in some cases remotely from the battery), and for measuring time. The computer system also includes storage facilities for retaining a history of these measurements. In addition, the computer system contains algorithms for diagnosing the general health of the battery based upon the active and historical measurements. Finally the computer system makes the active state and the health of the battery known to the operator directly through its operator interface. 
     Per another embodiment, the present invention additionally includes facilities for remotely monitoring the battery&#39;s temperature and current. These measurements can be included in the algorithms for diagnosing the general health of the battery based upon active and historical measurements. 
     This invention is also cognizant of the economy and facilitation achieved by combining the battery monitor function with non-related systems such as automobile sound systems, tire pressure systems, global positioning systems and theft deterrent systems. All of these different systems contain microprocessors which are typically underutilized. In the $257 billion dollar automotive aftermarket, these systems are sold and installed as single function devices with separate enclosures. Also, given the power requirements of today&#39;s microprocessor technology it is not feasible to build self-powered devices using an internal power source such as a 9v battery. The installation of these systems therefore becomes problematic in that they typically must be wired into the vehicle&#39;s wiring harness in order to utilize the vehicle&#39;s primary power source. This usually requires the services of a professional installer or skilled technician. Therefore, in order to economize both manufacturing costs and installation costs the combining of battery monitoring with non-battery related functionality in the same enclosure is therefore deemed desirable. 
     Accordingly, a computer system of the invention can further include means for performing non-battery related functions such as receiving global positioning information or tire pressure information and making the vehicle operator aware of this information. 
     According to a particular embodiment, a computer system of the invention installs remotely from the battery, such as near, on, or in the automobile&#39;s dash. The computer system contains facilities for attaching to and measuring battery voltage through the vehicle&#39;s wiring harness. The computer system also includes a temperature sensor, a means for measuring time and a data storage facility for retaining a history of measurements. The computer system measures the elapsed time since the engine was last turned off and/or started. After an appropriate elapsed time, temperature and battery voltage data are used to determine the state of charge of the battery, the initial voltage drop when the engine is started, and the total time needed to start the engine. These measurements can be used to determine the health of the battery. If the state of charge of the battery is too low, the operator is warned. Additionally, when the initial voltage drop and/or start time become erratic (e.g., exceed certain thresholds as compared to previously-recorded initial voltage drop(s) and/or start time(s)), the operator of the vehicle is notified. These and other battery health information and warnings (e.g., over- and under-charging) can be determined and generated. Advantageously, all information needed to determine the health of the battery is obtained through the vehicle&#39;s wiring harness, optionally inside the passenger cabin of the vehicle. 
     When the temperature sensor is not physically attached to the battery&#39;s case, the temperature of the battery can be approximated by using a temperature sensor that is remote from the battery (e.g., a temperature sensor inside the vehicle&#39;s cabin). Other algorithms make use of this approximated temperature when calculating battery health information. 
     According to another embodiment of the invention, the computer system includes an auxiliary power supply (e.g., an electric double layer capacitor) that provides electrical power to the computer system. The auxiliary power supply is useful to power the computer system when it is not receiving power through the wiring harness. 
     A particular battery monitor of the present invention is adapted to engage a parallel circuit of the wiring harness of the vehicle via a 12-Volt power outlet (e.g., a cigarette lighter outlet, accessory power outlet, etc.) inside the vehicle. The battery monitor contains algorithms to approximate the temperature of the battery and to determine the health of the battery. When any of these algorithms indicates a deteriorating battery, a warning can be provided to the operator via a user interface of the battery monitor (e.g., via a display, warning light(s), warning sound(s), etc.). The battery monitor can be self-contained and include a dedicated temperature sensor and auxiliary power supply within its own housing. The housing of the battery monitor can also include one or more pivoting sections such that the position of the user interface can be easily adjusted for viewing, etc. 
     A method for monitoring the health of a battery via a wiring harness of a vehicle is also disclosed. The method includes the steps of electrically engaging the wiring harness, measuring a first value of a health parameter of the battery during a first battery loading cycle, storing the first value as part of a history of the health parameter, measuring a second value of the health parameter during a second battery loading cycle, comparing the second value and at least a portion of the history, and generating an alarm if the comparison indicates that the battery might fail. For example, the alarm can be generated if the difference between the second value and the first value is greater than a predetermined differential value. As another example, the alarm can be generated if the difference between the second value and an average of prior values stored in the history is greater than a predetermined value. Temperature measurements can also be measured during the loading cycles and stored in the history, and comparisons between the second value and the history can be made according to temperature. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a block diagram of a single-function computer system that is dedicated to monitoring the state of the battery, calculating its health and making this information available to the vehicle operator by monitoring the vehicle battery&#39;s voltage. 
         FIG. 2  is a block diagram of a single-function computer system that is dedicated to monitoring the state of the battery, calculating its health and making this information available to the vehicle operator by monitoring the vehicle battery&#39;s voltage, current and temperature. 
         FIG. 2A  is a flow chart illustrating the steps taken by the structural illustration of  FIG. 2  as it collects battery data, calculates battery health and displays this information. 
         FIG. 3  is a block diagram of a dual-function computer system that monitors both the vehicle&#39;s battery and tire pressure. 
         FIG. 3A  is a flow chart illustrating the steps taken by the structural illustration of  FIG. 3  as it monitors tire pressure and the vehicle&#39;s battery. 
         FIG. 4  is a block diagram of a dual-function computer system that monitors the battery and includes a global positioning system. 
         FIG. 5  is a block diagram of a dual-function computer system that monitors the battery and includes an audio stereo sound system. 
         FIG. 6  is a block diagram of a dual-function computer system that monitors the battery and includes a theft deterrent system. 
         FIG. 7  is a block diagram of a dual-function computer system that utilizes a voltage sensor and a temperature sensor that are remote from the battery to monitor the health of the vehicle&#39;s battery and to perform a secondary function. 
         FIG. 8  is a block diagram showing the dual-function computer system of  FIG. 7  in greater detail. 
         FIG. 9A  is a flow chart illustrating a Temperature Approximation algorithm used by the system of  FIGS. 7 and 8  to approximate the temperature of the vehicle&#39;s battery. 
         FIG. 9B  is a flow chart illustrating a Charge-State algorithm used by the system of  FIGS. 7 and 8  to calculate the battery&#39;s state of charge. 
         FIG. 9C  is a flow chart illustrating a Start-Voltage algorithm used by the system of  FIGS. 7 and 8  to determine the initial start voltage of the battery. 
         FIG. 9D  is a flow chart illustrating a Start-Time algorithm used by the system of  FIGS. 7 and 8  to determine the engine start time using the battery. 
         FIG. 10A  is a voltage trace taken of a battery during a first engine start cycle. 
         FIG. 10B  is a subsequent voltage trace taken of the same battery during a second engine start cycle under the same conditions as  FIG. 10A . 
         FIG. 10C  is a third voltage trace taken of the same battery during a third engine start cycle under the same conditions as  FIGS. 10A and 10B . 
         FIG. 11  is a block diagram of a single-function computer system that employs a remote temperature sensor to monitor the health of the battery. 
         FIG. 12  is a block diagram showing the single-function computer system of  FIG. 10  in greater detail. 
         FIG. 13  shows a perspective view of a battery monitoring device and a vehicle dashboard. 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     The following descriptions are provided to enable any person skilled in the art to make and use the invention and are provided in the contexts of the particular embodiments. Various modifications to the embodiments are possible and the generic principles defined herein may be applied to these and other embodiments without departing from the spirit and scope of the invention. Thus the invention is not intended to be limited to the embodiments shown but is to be accorded the widest scope consistent with the principles, features and teachings disclosed herein. 
     In accordance with one embodiment, the present invention provides a single-function computer system that attaches to a vehicle&#39;s wiring harness at a point that is local to the location of the vehicle&#39;s operator (e.g., inside the passenger compartment of the vehicle) but remote from the location of the battery. 
       FIG. 1  is a block diagram illustrating a single-function environment. Computer system  1  attaches to the vehicle&#39;s wiring harness  2  using wire  3 . The wiring harness  2  includes a power wire  4  that is attached to the vehicle&#39;s battery  5 . Those skilled in the art will realize that wiring harness  2  is only shown representationally. In fact, wiring harness  2  will include a plurality of parallel circuits/lines that supply electrical power to various locations of the vehicle. The wire  3  couples the computer system  1  to one of these parallel circuits and represents a parallel connection the wiring harness. 
     Power from the wiring harness  2  is used to power computer system  1  from wire  3 . The power from the wiring harness  2  is also fed into voltage sensor  6  which allows central processing unit  7  to sample the vehicle&#39;s voltage at any instant in time. Central processing unit  7  displays the sample information on display  11  of console  10  when so directed by the console control  12 . By means specified in various software algorithms computer system  7  renders a profile of the current health of the battery. These algorithms make use of the history contained in data store  9 . This history is made rich by a time profile whose creation by central processing unit  7  is facilitated by timer  8  and included with the voltage samples as saved in data store  9 . The time profile permits the means by which the central processing unit  7  can, as an example, estimate driving time in automobiles based upon periodic changes in battery voltage. This in turn relates directly to the health and well being of the battery. Central processing unit  7  displays the battery health information on display  11  of console  10  when so directed by the console control  12 . Under those conditions wherein bad battery health is detected, central processing unit  7  overrides console control  12  and causes the bad health information to be shown immediately and unconditionally to the operator on display  11 . 
     In accordance with another embodiment, the present invention provides a single-function computer system that attaches to a vehicle&#39;s wiring harness at a point that is local to the location of the vehicle&#39;s operator but remote from the location of the battery and includes facilities added local to the vehicle&#39;s battery that provide battery current and battery temperature information. 
       FIG. 2  is a block diagram illustrating a single-function environment. Computer system  1 A is similar to computer system  1  ( FIG. 1 ) except it includes an attachment wire  16  to a battery current sensor  15  that is installed on or near the positive terminal  17  of battery  5 . It also includes an attachment wire  14  to a battery temperature sensor  13  that is installed on or near battery  5 . Central processing unit  7  samples the battery&#39;s voltage as provided by voltage sensor  6 , the battery&#39;s current as provided by current sensor  15  and the battery&#39;s temperature as provided by temperature sensor  13 . Central processing unit  7  displays the sampled voltage, current and temperature information on display  11  of console  10  when so directed by the console control  12 . By means specified in various software algorithms computer system  7  renders a profile of the current health of the battery. These algorithms make use of the history contained in data store  9 . This history is made rich by a time profile whose creation by central processing unit  7  is facilitated by timer  8  and included with the voltage, current and temperature samples as saved in data store  9 . Central processing unit  7  displays the battery health information on display  11  of console  10  when so directed by the console control  12 . Under those conditions wherein bad battery health is detected, central processing unit  7  overrides console control  12  and causes the bad health information to be shown immediately and unconditionally to the operator on display  11 . 
       FIG. 2A  is a flowchart illustrating the steps taken by computer system  1 A ( FIG. 2 ) in order to gather, analyze and display the current operating state and the rendered health of battery  5  ( FIG. 2 ). In step  30  the current state of the battery is sampled. In step  31  the current time is obtained. In step  32  the current time is added to the battery samples and saved. The current operational state of the battery as defined by the battery samples taken in step  30  are displayed in step  33 . In step  34  the history of the time profiled battery samples is made available in step  35  to a library of computer algorithms which provide the means by which the health of the battery is calculated. In step  36  the calculated health of the battery is displayed. 
     In accordance with yet another embodiment, the present invention provides a dual-function computer system that attaches to a vehicle&#39;s wiring harness at a point that is local to the location of the vehicle&#39;s operator but remote from the location of the battery and includes facilities added local to the vehicle&#39;s battery that provide battery temperature information. In addition to processing battery information this embodiment processes tire pressure information that it is provided by a wireless connection to tire pressure sensors. 
       FIG. 3  is a block diagram illustrating a dual-function environment. Computer system  1 B is a dual-function computer system. It gathers, analyzes and displays battery information in the same manner as computer system  1 A ( FIG. 2 ) except in this embodiment battery current is not sampled. Computer system  1 B also receives tire pressure information from computer system  42  mounted inside tire  40 . This wireless information  43  is transmitted by computer system  42  using antenna  41 . This wireless information  43  is received by antenna  44  and made available to central processing unit  7  by wireless transceiver  18 . It is displayed on display  11  of console  10  when so directed by console control  12 . 
       FIG. 3A  is a flowchart illustrating the steps taken by computer system  1 B ( FIG. 3 ) in order to gather, analyze and display the current operating state along with the rendered health of battery  5  ( FIG. 3 ) and to also collect and display tire pressure information. In step  30  the current state of battery  5  ( FIG. 3 ) is sampled. In step  31  the current time is obtained. In step  32  the current time is added to the battery samples and saved. The current operational state of the battery as defined by the battery samples taken in step  30  are displayed in step  33 . In step  34  the history of the time profiled battery samples is made available in step  35  to a library of computer algorithms which provide the means by which the health of the battery is calculated. In step  36  the calculated health of the battery is displayed. Program control is then directed to step  37  where a check is made to see if tire pressure information has been received on the wireless link. If tire pressure information has not been received program control is directed to step  30 . If tire pressure information has been received, this information is displayed on the operator&#39;s console in step  38 . Program control is then directed to step  30 . 
     In accordance with yet another embodiment, the present invention provides a dual-function computer system that attaches to a vehicle&#39;s wiring harness at a point that is local to the location of the vehicle&#39;s operator but remote from the location of the battery and includes facilities added local to the vehicle&#39;s battery that provide battery temperature information. In addition to processing battery information this embodiment processes location, speed, direction and time information that it is provided by a microwave connection to a Global Positioning System satellite. 
       FIG. 4  is a block diagram illustrating a dual-function environment. Computer system  1 C is a dual-function computer system. It gathers, analyzes and displays battery information in the same manner as computer system  1 B ( FIG. 3 ). Central processing unit  1 C also receives location, speed, direction and time information from GPS satellite  50 . The microwave transmitted information  51  is received by antenna  52  and made available to central processing unit  7  by microwave transceiver  19 . The GPS information is analyzed by central processing unit  7  and then displayed on display  11  of console  10  when so directed by console control  12 . 
     In accordance with still yet another embodiment, the present invention provides a dual-function computer system that attaches to a vehicle&#39;s wiring harness at a point that is local to the location of the vehicle&#39;s operator but remote from the location of the battery and includes facilities added local to the vehicle&#39;s battery that provide battery temperature information. In addition to processing battery information this embodiment includes an audio stereo sound system. 
       FIG. 5  is a block diagram illustrating a dual-function environment. Computer system  1 D is a dual-function computer system. It gathers, analyzes and displays battery information in the same manner as computer system  1 B ( FIG. 3 ). Computer system  1 D also includes an audio stereo sound system  60  that includes an interface  61  to central processing unit  7  and utilizes console  10  as the means for providing operator control of the audio stereo sound system  60 . 
     In accordance with still yet another embodiment, the present invention provides a dual-function computer system that attaches to a vehicle&#39;s wiring harness at a point that is local to the location of the vehicle&#39;s operator but remote from the location of the battery and includes facilities added local to the vehicle&#39;s battery that provide battery temperature information. In addition to processing battery information this embodiment includes a theft deterrent system. 
       FIG. 6  is a block diagram illustrating a dual-function environment. Computer system  1 E is a dual-function computer system. It gathers, analyzes and displays battery information in the same manner as computer system  1 B ( FIG. 3 ). Central processing unit  1 E also includes a theft deterrent system  70  that includes an interface  71  to central processing unit  7  and utilizes console  10  as the means for providing operator control of the theft deterrent system  70 . Included in the theft deterrent system  70  is a vibration sensor (not shown), an audible alarm (not shown) and connection  73  that controls kill switch  72  which in turn can render starter motor  74  inoperable by turning off power wire  4 . 
       FIG. 7  is a block diagram illustrating yet another dual-function computer system  1 F according to the invention that analyzes data pertaining to the vehicle&#39;s battery, determines the battery&#39;s health, and conveys battery health information to the vehicle&#39;s operator. Computer system  1 F also provides functionality that is different from battery monitoring and, therefore, includes secondary function componentry  80  (e.g., a secondary system) in communication with the central processing unit  7 . Computer system  1 F further includes a temperature sensor  81 , which is positioned remotely from the vehicle battery  5 . In fact, all of computer system  1 F can be positioned remotely from the battery  5 , such as inside the passenger compartment of the vehicle, on the opposite side of the vehicle&#39;s firewall as the battery, etc. Computer system  1 F includes like-numbered elements that are similar to those that were previously described herein. Descriptions of the like-numbered elements are, therefore, omitted in the discussion of  FIG. 7 . 
     Secondary function componentry  80  represents any portion of a secondary system that provides a function different than battery monitoring. For example, secondary function componentry  80  could be an audio stereo system, a theft deterrent system, a vehicle control computer, etc. Componentry  80  might also include means for intercommunicating with remote devices, such as a tire pressure monitoring transceiver, a GPS receiver, etc. While secondary function componentry  80  is shown with a single interface to central processing unit  7 , computer system  1 F can include any suitable means for facilitating communication between the secondary function componentry  80  (individually or collectively) and the other elements of computer system  1 F. 
     A particular advantage of computer system  1 F is that the temperature sensor  81  does not have to be positioned near the battery  5  for the computer system  1 F to effectively monitor the health of the battery  5 . Computer system  1 F utilizes the remote temperature data to approximate the temperature of the battery  5 . The inventors have found that after a vehicle has been turned off for a predetermined amount of time (e.g., four hours or more), the battery temperature can be accurately approximated by the temperature detected by the remote temperature sensor  81 . Therefore, the temperature sensor  81  can be, for example, an in-cabin temperature sensor that is also associated with the vehicle&#39;s climate control system. 
       FIG. 8  is a block diagram showing computer system  1 F in greater detail. As indicated previously, computer system  1 F includes voltage sensor  6 , processing unit  7 , timer  8 , secondary function componentry  80 , and temperature sensor  81 . In  FIG. 8 , computer system  1 F is also shown to include non-volatile data storage  82 , one or more user input/output (I/O) devices  83 , a wiring harness interface  84 , a working memory  85 . All of these components are interconnected via interconnection circuitry  86  such that they can intercommunicate as necessary. 
     Processing unit  7  executes data and code stored in working memory  85 , causing computer system  1 F to carry out its battery monitoring and secondary functions (e.g., measuring temperature, determining battery health, navigation, theft deterrence, etc.). Non-volatile data storage  82  provides storage for data (e.g., voltage, temperature, and time profiles) and code (e.g., boot code and algorithms) that are retained even when computer system  1 F is powered down. Non-volatile data storage  82  can be, for example, flash memory and/or EEPROM. I/O devices  83  facilitate interaction between a vehicle operator and computer system  1 F, and include items such as display  11  and console control  12 . I/O devices  83  can also include a speaker that generates audible notifications. Voltage sensor  6  measures the voltage in the vehicle wiring harness  2 . Temperature sensor  81  measures the ambient temperature of the environment in which temperature sensor  81  is located. Timer  8  provides time information to facilitate the functions and algorithms of computer system  1 F. Wiring harness interface  84  facilitates an electrical connection between computer system  1 F and the wiring harness  2  via the wire  3 , including providing electrical power to interconnection circuitry  86 . Interconnection circuitry  86  (e.g., a system bus, printed circuit board, etc.) facilitates electrical power distribution and intercommunication between the various components of computer system  1 F. 
     Working memory  85  (e.g., random access memory) provides temporary storage for data and executable code, which can be loaded into working memory  85  during both start-up and on-going operation. Working memory  85  includes coordination and control module  87 , battery health algorithms  88 , battery health data  89 , and secondary function algorithms  90 . 
     The modules of working memory  85  provide the following functions. Coordination and control module  87  provides an operating environment for computer system  1 F and coordinates and controls the operation of the various processes running in working memory  85 . Module  87  can also provide control signals to the other components of computer system  1 F as needed. For example, module  87  could start and stop the timer  8 , request voltage and/or temperature readings, coordinate processor time between battery monitoring and secondary functions, etc. Battery health algorithms  88  are employed to determine the health of the battery  5  based on the collected battery health data  89 . Battery health algorithms  88  may also include look-up tables useful in determining element(s) of the battery&#39;s health. Battery health data  89  represents data associated with the battery  5  that is collected by computers system  1 F, such as voltages in the wiring harness  2 , temperatures detected by sensor  81 , time values generated by timer  8 , previous analyses generated by the battery health algorithms, etc. Battery health data  89  can also include data associated with multiple engine start/stop cycles. Because the amount of battery health data  89  might be large, portions of battery health data  89  can be written to and read from non-volatile data storage  82  as necessary to reduce the amount residing in working memory  85 . Portions of battery health data  89  can also be discarded when no longer needed. Battery health data  89  can also be stored as needed in non-volatile data storage  82  such that it is retained even when computer system  1 F is powered down (e.g., when the ignition is off, etc.). Secondary function algorithms  90  contain algorithms that permit computer system  1 F to carry out its secondary function(s), such as navigation, tire pressure monitoring, theft deterrence, audio, video, etc. Coordination and control module  87  ensures that the battery health algorithms  88  and the secondary function algorithms  90  are carried out at the appropriate times and can access the resources of computer system  1 F as needed. 
     There will likely be times when electrical power is not being supplied to system  1 F from the wiring harness  2  (e.g., when the ignition key is turned off, when the engine is being started, etc.). Therefore, system  1 F includes an auxiliary power supply  91  that provides electrical power to the components of system  1 F when electrical power is not otherwise being provided. Optionally, auxiliary power is only provided to the battery monitoring components and not the secondary function componentry  80 . Auxiliary power is also provided to the components of system  1 F via the interconnection circuitry  86 . Auxiliary power supply  91  can be implemented using a variety of means, such as with an electric double layer (“super”) capacitor, a rechargeable battery, etc. 
     Auxiliary power supply  91  provides the advantage that system  1 F can provide battery health information and alarms to and receive input from the operator (via I/O devices  83 ) even when electrical power is not being supplied from the wiring harness  2 . Auxiliary power supply  91  also enables system  1 F to be instantly ready to record battery health data by reducing or eliminating the initialization time of computer system  1 F. 
       FIGS. 9A-9D  are flowcharts summarizing the processes of exemplary battery health algorithms  88  employed by computer system  1 F. For the sake of clear explanation, these algorithms are described with reference to particular system elements. However, it should be noted that other elements, whether explicitly described herein or created in view of the present disclosure, could be substituted for those cited without departing from the scope of the present invention. Therefore, it should be understood that the algorithms described herein are not limited to any particular element(s) that perform(s) any particular function(s). Further, some steps of the algorithms need not necessarily occur in the order shown. In some cases two or more steps or steps from different algorithms may occur simultaneously. These and other variations of the algorithms disclosed herein will be readily apparent in view of the present disclosure and are considered to be within the full scope of the invention. 
       FIG. 9A  is a flowchart summarizing an exemplary process performed by a temperature algorithm  100  that, when executed by the computer system  1 F, determines if the temperature of the remote starter battery  5  can be approximated. Algorithm  100  is also used to call other battery health algorithms. In step  101  a Quiescent Flag is reset. The Quiescent Flag can be one or more data bits in working memory  85  or non-volatile data storage  82  that, when set, indicate(s) that the engine has been off for a sufficient amount of time that the temperature measured by the remote temperature sensor  81  approximates the temperature of the battery  5 . In step  102 , if the engine is running, the temperature algorithm does nothing until the engine has stopped. The voltage measured by voltage sensor  6  is used to differentiate engine activity. In step  103 , when the engine has stopped, the quiescent time measurement is accomplished by the timer  8 . Step  104  also monitors engine activity. If the engine has restarted, program control returns to step  102 . However, if the engine is still off, program control proceeds to step  105 . Step  105  monitors the quiescent time. If the quiescent time has elapsed, program control goes to step  106 , where the Quiescent Flag is set. If not, program control returns to step  104 . Program control then proceeds to step  107  causing the Charge State algorithm to execute. Then the method proceeds to step  108  causing the Start-Voltage algorithm to execute. Next, the method proceeds to step  109  causing the Start-Time algorithm to execute. Then, in step  110 , a determination is made if the vehicle engine has started and is running. If so, the method waits until the engine is turned off before passing program control back to step  101 . 
       FIG. 9B  is a flowchart summarizing an exemplary process performed by a Charge State algorithm  111  (step  107  of  FIG. 9A ) while executing in computer system  1 F. The Charge State algorithm is used to determine the state of charge of the remote starter battery  5  and if the battery  5  is in poor health. In step  112  a check is made to determine if the 12 volts from the starter battery  5  is present. It is possible that this information has been made unavailable by the ignition switch. Program control proceeds to step  113  when 12 volts is present. In step  113 , program control proceeds to step  114  when the engine has been off for a predetermined amount of time as made known by the Quiescent Flag. In step  114 , the voltage sensor  6  samples the voltage of the starter battery  5 . Then, in step  115 , the temperature sensor  81  samples the temperature remote from the battery  5 . Finally, in step  116 , the state of charge of the battery  5  is obtained, for example by utilizing a Temperature Compensated State-of-Charge (SoC) Table based upon the temperature and voltage measurements. SoC tables for batteries are available in the public domain and associated look-up tables can be stored in non-volatile data storage  82  and/or working memory  85  of computer system  1 F. The sampled voltage obtained in step  114 , the temperature obtained in step  115 , and/or the state of charge determined in step  116  can be stored in memory (e.g., working memory  85  and/or non-volatile memory  81 ) for later retrieval. In step  117 , the state of charge is compared with an acceptable state of charge from the SoC table. If the state of charge is below a predetermined threshold, a low state of charge alarm is generated (e.g. on display  11 , audibly, etc.) in step  118 . The algorithm is now done until the engine again goes into a quiescent state for a predetermined amount of time. 
       FIG. 9C  is a flowchart summarizing an exemplary process performed by a Start-Voltage algorithm  120  (step  108  of  FIG. 9A ) while executing in computer system  1 F. The Start-Voltage algorithm is used to sample the voltage drop of the starter battery  5  while the engine is starting and use this information to determine if the battery  5  is in poor health. In step  121 , the process does not advance until the engine has been off for a predetermined amount of time as indicated by the Quiescent Flag. After the engine has been off long enough, the process proceeds to step  122  where the voltage read from voltage sensor  6  is used to detect a start engine condition. When the engine start operation is detected, the process proceeds to step  123  where the large initial voltage drop of the battery  5  is read. (The large initial voltage drop is caused by the surge of power to the engine starter motor.) Then, in step  124  the temperature is read from temperature sensor  81 . Next, in step  125 , the initial starting voltage read in step  123  and the temperature read in step  124  are saved in memory. For example, the inventors have found it useful to store initial starting voltages in a bin of memory that is indexed by temperature. In step  126 , it is determined if the initial starting voltage measured in step  124  is erratic as compared to previous initial start voltage information obtained at the same (or approximately the same) temperature. If so, an alarm is generated in step  127  (e.g., a low start voltage message on display  11 , etc.). The algorithm is then done until the engine again goes into a quiescent state for a predetermined amount of time. 
     There are various ways in which Start-Voltage algorithm  120  can determine that the initial start voltage of battery  5  has become erratic. For example, algorithm  120  could determine that the initial start voltage had become erratic if the magnitude of the voltage change between the initial start voltage measured in step  123  and at least one previous initial start voltage taken at the same (or comparable) temperature was greater than a predetermined voltage differential (e.g., 0.75 V, 1.5V, etc.). As another example, algorithm  120  could determine that the initial start voltage had become erratic if the magnitude of the voltage change between the initial start voltage measured in  123  and the average of a plurality of previous initial start voltages taken at the same (or comparable) temperature was greater than a predetermined differential value. As still another example, algorithm  120  could determine that the initial start voltage had become erratic if the magnitude of the voltage change between the initial start voltage measured in  123  and the lowest initial start voltage of a plurality of previous initial start voltages taken at the same (or comparable) temperature was greater than a predetermined differential value. These and other methods of determining erratic behavior based on initial start voltage are possible. The important aspect of the invention is that the erratic behavior is detected based on actual activity of the battery  5  and not on some information that is universally applied across all batteries. Advantageously, the invention does not require any information as to the battery&#39;s age, its size, or the size of the engine. 
     It should be noted that different predetermined differential values can be employed to produce different alarm sensitivities for erratic behavior, with increasing differentials corresponding to decreasing alarm sensitivity. The inventors have found that more sophisticated vehicle charging systems often require more sensitive alarms, while older vehicles will generate false alarms if the alarm sensitivity is too high. 
       FIG. 9D  is a flowchart summarizing an exemplary process performed by a Start-Time algorithm  130  (step  109  of  FIG. 9A ) while executing in computer system  1 F. The Start-Time algorithm is used to determine the amount of time it takes for the engine to start and to determine if the battery  5  is in poor health. In step  131 , the process does not advance until the engine has been off for a predetermined amount of time as indicated by the Quiescent Flag. After the engine has been off for a sufficient amount of time, the process proceeds to step  132  where the voltage read from voltage sensor  6  is used to detect a starting engine condition. When the engine start operation is initially detected, the process proceeds to step  133  where the Engine Start timer is turned on. Timer  8  is used to instantiate this time function. Then, in step  134 , the voltage read from voltage sensor  6  is used to determine when the engine has started and is running. When the engine starts running, the process proceeds to step  135  where the temperature is read from temperature sensor  81 . At step  136  the engine start time is saved to memory along with the sampled temperature. As before, the start time can be saved in a bin of memory that is indexed by temperature, optionally with other battery health data. Then, at step  137 , it is determined if the starting time measured in step  135  has become erratic as compared to previous start time information obtained at the same (or approximately the same) temperature. If so, an alarm is generated in step  138  (e.g., a slow start alarm is displayed). The algorithm is then done until the engine again goes into a quiescent state for a predetermined amount of time. 
     There are various ways in which Start-Time algorithm  130  could determine that the start time of battery  5  has become erratic. For example, algorithm  130  could determine that the start time had become erratic if the magnitude of the time change between the start time recorded in step  136  and a previous start time taken at the same (or comparable) temperature was greater than a predetermined time differential (e.g., 2.1 seconds, 2.9 seconds, etc.). As before, different time differential values can be employed to produce different alarm sensitivities, with increasing predetermined values corresponding to decreasing alarm sensitivity. As another example, algorithm  130  could determine that the start time had become erratic if the magnitude of the start time change between the start time recorded in step  136  and the average of a plurality of previous start times taken at the same (or comparable) temperature was greater than a predetermined time differential value. As still another example, algorithm  130  could determine that the start time had become erratic if the magnitude of the start time change between the start time recorded in step  136  and either of the longest and shortest start times of a plurality of previous start times taken at the same (or comparable) temperature was greater than a predetermined differential value. Indeed, other methods of determining erratic behavior based on engine start time are possible. However, the important aspect of the invention is that the erratic behavior is detected based actual activity of the battery  5  and not on start time information that is universally applied across all batteries. 
     The algorithms described in  FIGS. 9B-9D  indicate that battery health data may be indexed in memory according to temperature. Accordingly, the battery health data may be indexed according to individual temperatures or according to ranges of temperatures. The inventors have found that the health of a battery can be effectively monitored by indexing battery health data according to temperature ranges. Specifically, the inventors have found that the following temperature ranges are satisfactory for car batteries: greater than or equal to 70 degrees Fahrenheit, greater than or equal to 35 but less than 70 degrees Fahrenheit, greater than or equal to 0 but less than 35 degrees Fahrenheit, greater than or equal to minus 10 but less than 0 degrees Fahrenheit, and less than minus 10 degrees Fahrenheit. Other temperature ranges may also be useful. 
     The algorithms described in  FIGS. 9A-9D  provide many advantages. For example, by sampling the voltage in the wiring harness  2 , the health of the battery  5  can be determined using the charge state of the battery, the engine start time, and/or the initial engine start voltage. Moreover, the invention determines if the battery  5  is behaving erratically by comparing a current engine-start time and/or a current engine-start voltage with a history of engine-start-time information and engine-start-voltage information obtained at the same or comparable temperatures. In other words, the invention provides a battery-specific health analysis that is determined based on previous temperature-dependent measurement(s) of the battery  5  itself. This provides an advantage over prior art battery monitors that utilize predetermined, theoretical, and/or universally-applied threshold values to all batteries. Indeed, all batteries behave differently in different temperatures, and this invention utilizes relative, battery-specific information to determine the battery&#39;s health and warn against impending failure. 
     It is also notable that the algorithms described in  FIGS. 9A-9D  operate without detecting the current delivered by the battery, for example, via an in-line series connection with the battery. As indicated above, the computer system  1 F carries out its battery-monitoring functions using a parallel connection to the battery  5  via the wiring harness  2 . 
     The algorithms described above also have the advantage of monitoring the stress placed upon a battery during actual starting and regular operation as opposed to the steady state load test of the traditional battery load tester. The algorithms of the invention also provide battery information that cannot be obtained with a conventional load tester. For example, calculating the state of charge the battery would otherwise require a technician with a voltmeter, temperature gauge, charge state table and the knowledge as to when a charge capacity measurement can be taken. 
     While  FIGS. 9A-9D  describe some particular battery monitoring algorithms in detail, it should be understood that the processes described in  FIGS. 9A-9D  can be modified or altered without departing from the scope of the invention. For example, the algorithms can include diversions to carry out the secondary function(s) of computer system  1 F. Additionally, battery-related information (e.g., visual and audible alarm notifications, voltage measurements, time measurements, etc.) can be supplied to the vehicle operator while the vehicle&#39;s engine is running or while the vehicle&#39;s engine is off due to the inclusion of auxiliary power source  91 . As another example, battery health data collected while the vehicle is running can also be saved to memory. As still another example, each algorithm may have a dedicated quiescent flag such that different algorithms can be executed after different quiescent times. As yet another example, the algorithms might generate alarms according to user-defined alarm thresholds (more sensitive, less sensitive, no alarms, etc.). It will also be apparent that it is possible to measure the voltage in the wiring harness before engine start, during engine start, while the engine is running (the voltage while the alternator is charging), and after the engine is shut off. These voltage measurements can be used by other algorithms to detect conditions such as low battery voltage, alternator over-charging, and alternator under-charging, and to generate alarms as needed. For example, over- and under-charging are indicated by too high and too low of a voltage reading, respectively, while the engine is running. A low voltage warning can be generated if the battery voltage is well below its specified voltage when the engine is off or when it is running. As indicated above, alarms can be generated and conveyed to the operator as needed to indicate particular battery conditions, and specific information associated with these alarms (e.g., type of alarm, voltage, time, etc.) can be displayed to the vehicle operator at any time. 
       FIGS. 10A-10C  show voltage verses time diagrams for three engine start cycles using battery  5  at the same (or comparable) temperature. This voltage information is used by Start-Voltage algorithm  120  (step  126 ) and Start-Time algorithm  130  (step  137 ) to determine whether the behavior of battery  5  has become erratic. As described above, the algorithms of this invention have the distinct advantage of being cognizant of the erratic behavior demonstrated by a battery near the end of its life. 
       FIG. 10A  is a start cycle captured at a time when the battery  5  was nearing the end of its life. Reference  141  shows the point where the starter motor was engaged. Reference  142  is the point in the start cycle where the maximum load was manifested. Reference  143  is the point where the engine has started and the alternator is producing power. The maximum load on the battery, as marked by reference  142 , resulted in an initial start voltage of 8.5 volts. The time to start the engine, as shown by the elapsed time between references  141  and  143 , was 2 seconds. 
       FIG. 10B  is a second start cycle using battery  5  made in the same vehicle at the same (or comparable) temperature as in  FIG. 10A . Reference  151  indicates when the starter motor was engaged. Reference  152  indicates where the lowest initial start voltage (maximum load) occurred. During this start, the initial start voltage dropped to 7.7 volts, which is significantly below the previous initial start voltage of 8.5 volts in  FIG. 10A . Reference  153  indicates when the engine started. In this case, engine start time between references  151  and  153 , was 4.5 seconds, which is more than twice the start time in  FIG. 10A . 
       FIG. 10C  is a third start cycle made using the battery  5  in the same vehicle and at the same (or comparable) temperature as in  FIGS. 10A and 10B . In  FIG. 10C , the starter motor engaged at reference  161 , and the maximum drop in initial start voltage is shown at reference  162 . In this case, the start voltage dropped to 8.2 volts. The engine started at reference  163 , and the engine start time that elapsed between references  161  and  163 , was 1.5 seconds. 
       FIG. 10B  indicates that both the initial start voltage and the start time are erratic as compared to the initial start voltage and start time of  FIG. 10A . In particular, the change in initial start voltage between  FIGS. 10B and 10A  is 0.8 volts (|7.7V-8.5V|). Accordingly, Start-Voltage algorithm  120  would generate an alarm based on this erratic behavior of the battery  5 , assuming that a differential initial start voltage of 0.75V would indicate erratic behavior. The change in start time between  FIGS. 10B and 10A  is 2.5 seconds (|4.5 s-2.0 s|). Accordingly, Start-Time algorithm  130  would generate an alarm based on this erratic behavior of the battery  5 , assuming a differential start time of 2.1 seconds would indicate erratic behavior. 
       FIG. 10C  also indicates that the start time is erratic compared to the start time of  FIG. 10B . The change in start time between  FIGS. 10C and 10B  is 3.0 seconds (|1.5 s-4.5 s|). Accordingly, Start-Time algorithm  130  would generate an alarm based on this erratic behavior of the battery  5 . This slow start alarm would be generated even if a 2.9 second differential start time (less sensitive alarm) was used to indicate erratic behavior. The start cycle of  FIG. 10C  would not generate a low start voltage alarm unless the difference in starting voltages between  FIGS. 10C and 10B  was greater than the predetermined voltage differential indicative of an alarm state. If that predetermined differential was 0.75V as above, then no alarm would be generated in this example. This would be inconsequential, however, because the slow start alarm would be generated and would indicate that the battery  5  was in poor health. 
       FIG. 10C  also illustrates that the Start-Voltage algorithm  120  the Start-Time algorithm  130  are complementary to one another. When each is employed, two layers of protection are provided to detect a battery behaving erratically. Additionally, if the Start-Voltage algorithm  120  is unavailable, for example, because power to the passenger cabin is disconnected while the starter motor is engaged, the Start-Time algorithm  130  can still provide protection. For example, the Start-Time algorithm  130  can utilize the time the power to the passenger cabin was disconnected to measure engine start time and to provide slow start warnings accordingly. 
     In the case of  FIG. 10 , the battery&#39;s behavior was determined to be erratic by comparing the battery health data obtained from the instant start cycle to the battery health data obtained during the immediately preceding start cycle. However, as described above, other methods of determining whether battery health data is erratic is also possible. 
       FIG. 11  is a block diagram illustrating a single-function computer system  1 G according to another embodiment of the present invention. Computer system  1 G is similar to computer system  1 F ( FIG. 7 ) except that computer system  1 G only performs battery monitoring and is adapted to electrically couple to the wiring harness  2  via a vehicle power outlet  170 . The power outlet  170  can be, for example, a 12-volt power outlet for electronic accessories, a cigarette lighter receptacle, etc. Computer system  1 G is configured to sample the voltage of the battery  5  via the vehicle power outlet  170  using the voltage sensor  6 . Like computer system  1 F, computer system  1 G also includes a temperature sensor  171  located remotely from the battery  5 . In this case, however, temperature sensor  171  is dedicated to (i.e., housed within the same housing as) the computer system  1 G. 
     The computer system  1 G provides the advantage that it can be configured to be quickly and selectively disconnected from the wiring harness  2  by removing it from the power outlet  170 . In such a case, the console  10  can represent the device&#39;s main housing or the like, rather than a vehicle console. 
       FIG. 12  is a block diagram showing the computer system  1 G in greater detail. Many of the components of computer system  1 G that are shown in  FIG. 12  are similar to like-numbered components of computer system  1 F ( FIG. 8 ) and, therefore, will not be described in detail to avoid repetition. However, unlike system  1 F shown in  FIG. 8 , computer system  1 G does not include algorithms pertaining to a secondary function, because battery monitoring is its dedicated function. Additionally, the wiring harness interface  84  of system  1 G is adapted to selectively interface with a vehicle power outlet  170  instead of, for example, a wiring harness connector or a fuse panel. Battery health algorithms  88 , as well as the acquisition, analysis, and displaying of battery health information (e.g., alarms, etc.), are substantially the same as that described with respect to computer system  1 F in  FIGS. 7-10C . 
     Regarding auxiliary power supply  91 , the inventors have found that an electric double layer (“super”) capacitor, such as a Panasonic™ Stacked Coin Type Series NF capacitor, is especially well-suited to function as an auxiliary power supply  91 . This type of capacitor is less expensive and more reliable than a battery. Additionally, implementing such a capacitor within a housing enclosure is often easier because, unlike a battery, access to the capacitor does not have to be provided for replacement purposes. 
       FIG. 13  shows a perspective view of a vehicle dashboard  180  and a battery monitoring device  181  portraying various embodiments of the present invention. 
     Dashboard  180  includes an electronic control unit (ECU)  182 , a navigation system  183 , an audio stereo system  184 , and a power outlet  185 . Like outlet  170 , power outlet  185  is a common vehicle power receptacle (e.g., an accessory receptacle, cigarette lighter receptacle, etc.) that facilitates a parallel electrical connection to a parallel circuit of the vehicle&#39;s wiring harness  2 . 
     ECU  182  depicts one example of computer system  1 F of  FIGS. 7-8 . Accordingly, ECU  182  is a dual-function computer system that monitors battery health and provides a secondary vehicle function such as traction control, anti-lock braking, etc. 
     Computer system  1 F can also be incorporated into a component of the vehicle&#39;s center stack. For example, navigation system  183  can be a dual-function computer system  1 F that both monitors battery health and performs navigation functions. Audio stereo system  184  depicts yet another example of computer system  1 F of  FIG. 7 . Audio stereo system  184  can be a dual-function computer system  1 F that monitors battery health and facilitates the operation and control of the vehicle&#39;s sound system. 
     Battery monitoring device  181  depicts a particular embodiment of computer system  1 G, which is adapted to monitor battery health by plugging into the power outlet  185 . Device  181  includes a main assembly  186  pivotally coupled to a plug assembly  187 . Main assembly  186  includes the componentry of system  1 G ( FIG. 12 ), a display  188 , a user input button  189 , an indicator light  190  (e.g., a light emitting diode), and a sound indicator (not shown), all housed within a main housing  191 . Display  188  is, for example, a liquid crystal display that outputs battery-related information to the user. This battery-related information can include, for example, an alarm indicator including the type of alarm including those types discussed above; voltage, time, and/or state-of-charge values associated with a particular alarm; voltage when the engine is off; charging voltage when the engine is running (battery plus alternator); engine start voltage; engine start time; state of charge of the battery; etc. User input button  189  provides user control for the various functions of the device  181  such as, for example, switching from one mode to another, selecting the battery-related information that should be displayed, selecting the particular vehicle to be monitored, inputting settings, resetting alarm events, etc. Light  190  and sound system provide a means for notifying the user that a condition exists. For example, light  190  can flash or a sound system can be generated to indicate an alarm or when device  181  acknowledges user input (e.g., via button  189 ). Housing  191  supports and protects the various components of main assembly  186 . 
     Plug assembly  187  includes a center terminal  192 , a set of outer terminals  193 , and internal wiring (not shown) all housed by a plug housing  194 . Center terminal  192  and outer terminals  193  are adapted to electrically contact the positive and negative terminals, respectively, of power outlet  185 . The internal wiring is routed through plug housing  194  and into main housing  191  so as to electrically connect terminals  192  and  193  to the computer circuitry located in main housing  191 . 
     Battery monitor device  181  operates locally to the operator of the vehicle and can, therefore, receive user inputs from and/or provide user outputs to the driver of the vehicle while the vehicle is being operated. Plug assembly  187  pivots about an axis  195  such that the angle between plug assembly  187  and main assembly  186  can be adjusted according to user preferences and/or to accommodate for varying power outlet locations. Additionally, because the plug housing  164  can rotate in power outlet  185 , the position of main housing  191  is further adjustable. Device  181  can operate and be controlled by the driver at any time, including when the engine is off, when the engine is being started, and after the engine is running. 
     Device  181  provides the advantages of computer system  1 G in a small, self-contained package that can be connected to a vehicle via one of the vehicle&#39;s cabin power outlets. As such, the device utilizes algorithms (e.g.,  FIGS. 9A-10C ) to monitor the vehicle&#39;s battery health. Device  181  can also be easily moved between different vehicles, and thus monitor different batteries. In such a case, device  181  may include means for differentiating battery health data associated with different vehicles (e.g., different family vehicles, different fleet vehicles of a business, etc.) and means (e.g., button  189 ) for the user to select between different vehicles. Finally, while the device  181  is shown engaging the power outlet of an automobile, the device  181  can be used with any type of device with a battery that encounters a recurring load on the battery (e.g., a golf cart, a forklift, a boat, etc.). However, depending on the vehicle, some of the alarms may not be available. 
     The description of particular embodiments of the present invention is now complete. Many of the described features may be substituted, altered or omitted without departing from the scope of the invention. For example, alternate user interfaces (e.g., e.g., keypads, touch screens, etc.), may be substituted for the button and display that are shown. As another example, multiple remote temperature sensors may be used in the invention to approximate the temperature of the battery. These and other deviations from the particular embodiments shown will be apparent to those skilled in the art, particularly in view of the foregoing disclosure.